JP2007198455A - Shift operating mechanism for transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift operating mechanism for a transmission capable of efficiently and compactly structuring an installation space for a shift switch upon installing the shift switch and preventing enlargement of transmission and an engine. <P>SOLUTION: A neutral switch 50 for detecting a neutral state and a non-neutral state of the transmission is installed in a dead space W in the rear of a side wall part 82 between a counterweight 80 and a drive shaft 90. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a transmission operation mechanism for a transmission, and more particularly, to a change rod that includes a main shaft of a transmission and a drive shaft connected to wheels, and that operates according to an operation of a change lever by a driver, and a transmission mechanism. The present invention relates to a shift operation mechanism of a transmission including a shift fork to be switched.

  2. Description of the Related Art Conventionally, it is known to install a shift switch (for example, a neutral switch) that detects a shift state of a transmission for use in engine control or the like even in a transmission such as a manual transmission.

  For example, Patent Document 1 below also includes a shift switch that detects the shift state of the transmission by detecting the movement of the shift operation mechanism that transmits the shift operation of the driver to the transmission mechanism.

  Specifically, as shown in FIG. 3 of Patent Document 1, in the speed change operation mechanism of the transmission 1, the proximity of the guide rod 201 is detected so as to detect the movement of the guide rod 201 engaged with the guide plate 205. A shift switch 208 is installed in the case.

  Accordingly, the shift state of the transmission is detected by detecting the movement of the guide rod 201 moving in the axial direction or rotating around the shaft in accordance with the shift operation of the driver by the shift switch.

Japanese Patent Laid-Open No. 2003-14115

  By the way, the transmission has been multi-staged for the purpose of improving the drive feeling in recent years. For example, the transmission of Patent Document 1 described above also has six forward speeds and one reverse speed. .

  As described above, when the number of transmissions is increased, the size of the transmission inevitably increases, and the transmission may not be accommodated in the conventional accommodation space. Especially when it is housed in the engine room at the front of the vehicle, it is necessary to secure a crash space in the event of a vehicle collision, and the space in the vehicle width direction is also limited. Is required to be configured.

  In this regard, in the case of the transmission of Patent Document 1 described above, since the transmission switch is provided so as to protrude from the engine side surface of the clutch housing, the transmission is caused by the presence of the transmission switch and a harness extending outwardly therefrom. There is a problem that a space for installing a shift switch is required between the engine and the engine, and the transmission and the engine cannot be made compact.

  Therefore, according to the present invention, when installing the shift switch in the transmission operation mechanism of the transmission, the installation space of the shift switch can be configured as efficiently and compact as possible to prevent the transmission and the engine from becoming large. It is an object of the present invention to provide a speed change operation mechanism for a transmission.

  A transmission operation mechanism for a transmission according to the present invention includes a main shaft of a transmission installed so as to extend in a vehicle width direction, a drive shaft installed obliquely downward on the vehicle rear side in parallel with the main shaft of the transmission, A change rod that is installed between the shaft and the drive shaft so as to extend in a substantially vertical direction, and operates according to a driver's change lever operation, and a speed change mechanism that is operated via a link by the movement of the change rod. A shift operation mechanism of a transmission comprising a shift fork, wherein the change rod is disposed in the vicinity of a rear end side wall portion on the vehicle rear side of a transmission case that houses the transmission mechanism, and is disposed above the change rod. A counterweight that rotates around the change rod shaft is installed, and the change of the transmission is detected by detecting the operation of the change rod. Switch, a rear side wall portion of the transmission case, in which is disposed between the counterweight and the drive shaft.

  According to the above configuration, the operation of the change rod installed in the vicinity of the rear end side wall portion of the transmission case is detected by the shift switch disposed on the rear end side wall portion between the counterweight and the drive shaft, and The speed change state of the machine is detected.

For this reason, the speed change switch is efficiently installed using the dead space space behind the rear end side wall portion between the counterweight and the drive shaft.
Here, the “shift switch” is not limited to the neutral switch that detects the neutral state of the transmission, but may be a shift stage switch that detects the shift stage of the transmission or a reverse switch that detects the reverse stage. .

  In one embodiment of the present invention, the shift switch is configured to be detachable from the outside of the case with respect to the transmission case, and the lower part of the change rod is set so as to be immersed in the transmission oil in an in-vehicle state, The installation position of the shift switch is set higher than the oil level of the mission oil in a vehicle-mounted state.

According to the above configuration, the transmission position of the transmission switch is set higher than the oil level of the transmission oil in the on-vehicle state, so that the transmission oil flows out from the transmission even when the transmission switch is removed from the transmission case. There is nothing to do.
For this reason, the shift switch can be attached and detached without removing the mission oil from the transmission case.
Therefore, it is not necessary to remove the mission oil from the transmission case when exchanging the shift switch or performing maintenance work, and workability can be improved.

In one embodiment of the present invention, the speed change switch is configured to be detachable from the case with respect to the transmission case, and at least one speed change gear of the speed change mechanism is set as a transmission oil scattering gear, The installation position of the speed change switch is set above the lower tooth tip of the scattering gear in an on-vehicle state.
According to the above configuration, since the installation position of the transmission switch is set above the lower tooth tip of the scattering gear in the on-vehicle state, the transmission switch is positioned higher than the oil level of the mission oil scattered in the transmission. Will be installed in.
Thereby, even when the shift switch is removed from the transmission case, the mission oil does not flow out of the transmission.
For this reason, the shift switch can be attached and detached without removing the mission oil from the transmission case.
Therefore, it is not necessary to remove the mission oil from the transmission case when exchanging the shift switch or performing maintenance work, so that workability can be improved.

In one embodiment of the present invention, protective means for preventing the drive shaft from interfering with the shift switch when the drive shaft is assembled to a transmission is provided.
According to the above configuration, by providing the protection means, it is possible to prevent the gearshift switch from interfering with the drive shaft when the drive shaft is assembled.
In other words, when the drive shaft is inserted into the transmission and assembled, even if the tip of the drive shaft mistakenly shifts to the shift switch side, the shift switch is protected by the protective means, so that the shift switch and the drive shaft can interfere with each other. Can be prevented.
Therefore, there is no possibility of damaging the speed change switch during the assembly work of the drive shaft, and the workability of the assembly work can be improved.
The protection means may be a protective rib formed integrally with the transmission case as long as it prevents interference between the drive shaft and the transmission.

In one embodiment of the present invention, the protection means is a protective bracket that is formed separately from the transmission case and is installed so as to cover the shift switch.
According to the above configuration, since the protective means is configured by the protective bracket configured separately from the transmission case, the interference between the transmission switch and the drive shaft can be achieved with a simple configuration without forming a protective rib or the like on the transmission case. Can be prevented.
Therefore, the workability of the assembly work of the drive shaft can be improved without providing an extra protective rib or the like in the transmission case.

In one embodiment of the present invention, the protective bracket is provided with harness restricting means for restricting the harness path of the speed change switch so as to extend in a substantially horizontal direction.
According to the said structure, the path | route of the harness of a speed change switch is controlled so that it may extend in a substantially horizontal direction by the harness control means provided in the protection bracket.
For this reason, the harness does not penetrate into the movement (turning) trajectory of the counterweight located above the speed change switch or the drive shaft located below, and the harness is damaged by the movement of the counterweight or the drive shaft. The risk of doing so can be prevented.
Therefore, while installing the speed change switch in the dead space between the counterweight and the drive shaft, the harness is prevented from being damaged due to interference with the counterweight or the drive shaft, and the speed change signal is stably sent to the engine control unit or the like. Can be sent.

According to the present invention, the shift switch is efficiently installed using the dead space space behind the rear end side wall portion between the counterweight and the drive shaft.
Therefore, when installing the shift switch in the transmission operation mechanism of the transmission, the installation space of the shift switch can be configured efficiently and compactly to prevent the transmission and the engine from becoming large as much as possible.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
First, the first embodiment will be described with reference to FIGS. FIG. 1 is a longitudinal sectional view of a transmission employing the speed change operation mechanism of the present invention, FIG. 2 is a rear view of the main part around the speed change operation mechanism as seen through the transmission from the rear side, and FIG. 3 shows the operating state of the neutral switch. 2 is a cross-sectional view taken along line AA in FIG. 2, FIG. 4 is a cross-sectional view taken along line BB in FIG. 2, FIG. 5 is a cross-sectional view taken along line CC in FIG. 7 is a perspective view showing the mounting state, FIG. 7 is a detailed single view showing the protective bracket of the neutral switch, FIG. 8 is a plan view for explaining the operating state of the counterweight, and FIG. 9 is for explaining the operating range of the counterweight and the drive shaft. FIG. 10 is a transparent side view showing the oil level of the transmission mounted on the vehicle.

  In the following description, the engine fastening side of the transmission will be described as the front of the transmission, and the engine non-fastening side will be described as the rear of the transmission.

  As shown in FIG. 1, the transmission 1 according to this embodiment includes a clutch housing 2 that is positioned on the front side of the transmission and is fastened and fixed to the cylinder block E of the engine, and a clutch housing 2 that is positioned and fixed to the clutch housing 2. A transmission casing 10 including three case housings 2, 3, and 4 including a transmission case 3 and an end cover 4 that is positioned on the rear side of the transmission and fastened and fixed to the transmission case 3. Yes.

  The clutch housing 2 includes a substantially cone-shaped clutch housing portion 21 that houses a clutch device 5 that connects and disconnects with a flywheel F fixed to the engine output shaft to transmit engine output, and a drive shaft shaft. A differential accommodating portion 22 for accommodating the differential device 6 disposed on D is formed, and the clutch device 5 and the differential device 6 are accommodated in the respective accommodating portions 21 and 22.

  The aforementioned mission case 3 is formed in a substantially cylindrical shape, and accommodates a primary shaft 7, a secondary shaft 8, and a reverse idle shaft RI (see FIG. 2), and is installed on each shaft. A plurality of transmission gears, a synchronizer and the like (specifically not shown) are also accommodated.

  The above-described end cover 4 is formed in a substantially bottomed cylindrical shape, and accommodates the rear end portions of the primary shaft 7 and the secondary shaft 8 inside thereof, and accommodates relatively high speed stages (for example, the 5th speed stage and the 6th speed stage). (Speed stage) transmission gear, synchronizer, etc. are accommodated.

The shafts 7, 8 and the like are arranged in parallel from the front to the rear of the transmission 1, and are pivotally supported by the case housings 2, 3, 4 via bearings. Yes.
First, the primary shaft 7 is pivotally supported by a bearing bearing 11 having a front portion installed in the clutch housing 2, a bearing portion 12 having a central portion installed in the transmission case 3, and a bearing bearing 13 having a rear end portion installed in the end cover 4. Are supported by each.

  Further, the secondary shaft 8 also has a shaft bearing 14 having a front portion installed in the clutch housing 2, a bearing bearing 15 having a central portion installed in the transmission case 3, and a bearing bearing 16 having a rear end portion installed in the end cover 4. It is supported.

  On the other hand, the differential device 6 is pivotally supported by a bearing bearing 17 installed at the front end portion of the differential housing 6 and supported by a bearing bearing 18 installed at the rear end portion of the transmission case 3.

  As shown in FIG. 2, the speed change mechanism 30 of the present embodiment includes a select lever 31 and a shift lever 32 to which the movement of a change operation lever (not shown) operated by a driver is transmitted, and the transmission casing 10. A change rod 33, a second change rod 34 disposed inside, a control rod 35 disposed in parallel with the primary shaft 7, and a plurality of shift forks 36, 37, 38 for moving a synchronizing device (not shown). (See FIG. 5).

  The above-mentioned select lever 31 is rotatably supported by a bracket 39 installed outside the transmission casing 10, and one end of the select cable 31a is attached to one end of the select lever 31, and other than the select cable 31a. A change operation lever (not shown) is connected to the end. The shift lever 32 is connected to the other end of the select lever 31.

  The shift lever 32 is fixed by a pin to the upper end of the change rod 33 that protrudes outside the transmission casing 10. Further, the shift lever 32 is provided with a counterweight 80 for enhancing the shift feeling on the arm portion 32b extending outward from the position of the change rod 33.

  The change rod 33 is supported by the transmission casing 10 so as to freely move in the axial direction and rotate around the shaft. Thereby, the change rod 33 operates integrally with the shift lever 32. Further, one end of a shift cable 32a is connected to the shift lever 32, and a change operation lever (not shown) is connected to the other end of the shift cable 32a.

  With this configuration, when the driver selects a change operation lever (not shown), the select lever 31 swings in the S1-S1 'direction via the select cable 31a. The change rod 33 moves through the shift lever 32 in the axial direction, that is, in the S2-S2 'direction. When the driver shifts the change operation lever, the shift lever 32 connected to the shift cable 32a rotates in the T1-T1 'direction and the counterweight 80 also rotates, so that the change rod 33 rotates around its axis. It will rotate in a certain T2-T2 'direction.

  A cam member 81 that is in contact with the neutral switch 50 is fixed to the intermediate portion of the change rod 33 with a pin. Further, a neutral switch 50 for detecting the operation of the cam member 81 is provided on the side wall portion 82 of the mission case 3 extending in the vertical direction facing the cam member 81.

The relationship between the cam member 81 and the neutral switch 50 is as follows. First, a convex protrusion 81a extending toward the side wall 82 is formed on the cam member 81, and the tip of the convex protrusion 81a is formed. The sensing unit 51 of the neutral switch 50 is in contact with the surface.
On the other hand, the neutral switch 50 includes the above-described protruding and retractable convex sensing portion 51, a male screw portion 52 that is detachably fastened to an opening hole in the side wall portion around the periphery, and a hexagonal portion 53 at a rear position thereof. Further, a harness attaching portion 54 is provided at the rear end portion.

  The neutral switch 50 senses the operation of the cam member 81 of the change rod 33 when the change rod 33 rotates in the T2-T2 ′ direction as the shift lever 32 (see FIG. 2) rotates as described above. By detecting by the part 51, the neutral state and non-neutral state of the transmission 1 are detected.

  That is, at the position of the convex protrusion 81a indicated by the solid line in FIG. 3, the sensing part 51 is immersed to detect the neutral state, and at the position of the convex protrusion 81a indicated by the broken line, the sensing part 51 protrudes. It is designed to detect non-neutral conditions.

  As shown in FIGS. 2 and 4, a first lever 41 is fixed to the lower portion of the change rod 33. The first lever 41 extends in the direction of the second change rod 34 while being bent and is provided with a pin 40 at a bifurcated tip. Yes. The first lever 41 is configured to move or rotate integrally when the change rod 33 moves in the axial direction or rotates around the axis.

  The second change rod 34 is fixed to the transmission casing 10 with a pin at the lower end. The second change rod 34 extends in the direction of the first lever 41 and moves the second lever 42 having a bifurcated tip portion rotatably engaged with the pin 40 of the first lever 41 in the axial direction. It is supported so that it can rotate around its axis.

  Therefore, when the first lever 41 swings in the T2-T2 ′ direction around the change rod 33, the second lever 42 swings in the T3-T3 ′ direction around the second change rod 34, and When the first lever 41 moves in the axial direction, that is, the S2-S2 'direction, the second lever 42 moves in the axial direction of the second change rod 34, that is, the S3-S3' direction.

  A spherical projecting portion 44a of an engaging member 44 fixed on the control rod 35 with a pin is slidably engaged with the recess 43 provided in the projecting portion 42a of the second lever 42.

  For this reason, when the second lever 42 moves in the axial direction (S3-S3 'direction), the control rod 35 rotates around the axis, that is, in the S4-S4' direction, and the second lever 42 rotates around the axis (T3- When the control rod 35 is rotated in the (T3 ′ direction), the control rod 35 moves in the axial direction, that is, in the T4-T4 ′ direction.

  On the control rod 35, as shown in FIG. 5, any one of the gate portions 36a, 37a, 38a of the shift forks 36, 37, 38 is selected by a selection operation (rotation in the S4-S4 'direction). A gate mechanism 45 that engages and shifts any one of the shift forks 36, 37, and 38 in the axial direction by a shift operation (movement in the T4-T4 'direction) is provided.

  That is, to summarize the operation of the speed change operation mechanism 30, when the driver performs a select operation on a change operation lever (not shown), the control rod 35 rotates around the axis (in the S4-S4 'direction) When any one of the shift forks 36, 37, 38 is selected and the change operation lever is shifted, the control rod 35 moves in the axial direction (T4-T4 'direction), and the selected shift fork is selected. By moving in the axial direction, the synchronizer that engages with the shift fork is activated, and the transmission gear train shifts from the non-transmission state to the transmission state. Thus, the speed change operation of the transmission 1 is performed.

  Next, the installation structure of the neutral switch 50 described above will be described in more detail.

  In general, a neutral switch of a transmission is attached to the transmission casing from the outside, and thus largely protrudes outward from the surface of the transmission casing. For this reason, if it installs in a transmission casing without considering the installation position of a neutral switch at all, in order to ensure the installation space of a neutral switch, a transmission and an engine must be enlarged.

  Therefore, in the present embodiment, as shown in FIG. 2, the neutral switch 50 is installed in the dead space W behind the side wall 82 between the counterweight 80 and the drive shaft 90. Specifically, as shown in FIG. 6, the neutral switch 50 that must protrude from the transmission 1 is efficiently arranged using the dead space W space between the counterweight 80 and the drive shaft 90. is doing.

  Accordingly, the transmission 1 and the engine are prevented from being enlarged due to the installation space of the neutral switch 50, and the transmission 1 can be accommodated in a limited storage space such as the engine room ER (see FIG. 10) at the front of the vehicle. And the engine can be mounted compactly.

  Further, a protective bracket 100 for protecting the neutral switch 50 is provided on the side of the neutral switch 50.

  The detailed structure of the protective bracket 100 is shown in FIG. (A) is a side view of a protection bracket, (b) is a front view of the protection bracket, and (c) is a bottom view of the protection bracket.

  The protective bracket 100 includes a side surface portion 101 positioned on the side of the neutral switch 50, a lower surface portion 102 positioned below, a holding surface portion 103 that holds the harness 55, a fixing portion 104 that is fixed by a fixing bolt 110, It is comprised with the latching piece part 105 which prescribes | regulates the fixing position of the protection bracket 100. FIG.

The side surface portion 101 and the lower surface portion 102 are positioned laterally and below the neutral switch 50 so as to cover the neutral switch 50 over the entire surface, and prevent interference with the drive shaft 90.
That is, in the side surface portion 101, even if the tip of the drive shaft 90 inserted from the rear side of the transmission when the drive shaft 90 is assembled is accidentally shifted to the neutral switch 50 side, the side surface portion 101 exists. Thus, interference with the neutral switch 50 is prevented. Moreover, in the lower surface part 102, the interference with the drive shaft 90 which moves upward is prevented by the bump of the wheel H (refer FIG. 10) at the time of vehicle travel.

  Further, the holding surface portion 103 holds the position of the harness 55 to prevent interference with the counterweight 80 and the drive shaft 90 that rotate as will be described later, so that the harness 55 is damaged and the neutral switch 50 is dropped. It is preventing.

  Further, the fixing portion 104 and the locking piece portion 105 lock the locking piece portion 105 to the protruding step portion 82a of the side wall portion 82 so that the protective bracket 100 is securely fixed to the side position of the neutral switch 50. (Fixed) and fastened and fixed by a fixing bolt 110 inserted through the fixing portion 104.

  The function of the protective bracket 100 will be described with reference to FIGS.

  As described above, as shown in FIG. 8, the counterweight 80 is installed on the shift lever 32 that is rotated by the movement of the change operation lever (not shown) in the shift direction, and the shift lever 32 is connected to the shift cable 32a. By rotating in the opposite direction when rotating by operation, an inertial force is applied to the shift lever 32, and the jerky feeling during the shift operation is alleviated. The positions indicated by the alternate long and short dash lines are the rotational positions of the counterweight 80 during shifting.

  Thus, since the counterweight 80 is rotated by the shift operation, an area above the line P shown in FIG. 9 is an interference area (hatched area) with the counterweight 80.

  For this reason, by restricting the harness 55 so as to extend in the horizontal direction by the holding surface portion 103 of the protective bracket 100, the harness 55 is prevented from entering the interference region.

  Further, the drive shaft 90 positioned below the neutral switch 50 also swings up and down due to bumps on the wheels H (see FIG. 10) or rebounds when the vehicle travels. 90, specifically, the drive shaft boot 91 (see FIG. 6) moves upward (see the dashed line in FIG. 9). For this reason, the neutral switch 50 and the harness 55 may interfere with the drive shaft boot 91.

  Therefore, the lower surface portion 102 of the protective bracket 100 suppresses the shift of the drive shaft boot 91 and prevents interference with the neutral switch 50.

  In addition, since the position of the harness 55 is regulated by the holding surface portion 103 described above, the harness 55 does not fall downward, and interference between the drive shaft boot 91 and the harness 55 is prevented.

  Next, the relationship between the oil level of the mission oil in the transmission 1 and the neutral switch will be described with reference to FIG.

  When the transmission 1 is installed horizontally in the engine room ER on the front side of the vehicle (the primary shaft 7 or the like is installed so as to extend in the vehicle width direction), the change rod 33 is connected to the primary shaft 7 installed on the front side of the vehicle. It is installed so as to extend substantially in the vertical direction between the drive shaft 90 installed obliquely below the vehicle rear side, and the lower part of the change rod 33 is immersed in the mission oil O.

  The transmission oil O is stored in the transmission casing 10 for lubrication and cooling of the transmission gear and the synchronizer in the transmission 1, and as shown in FIG. The oil level OL (the upper surface line of the mission oil O) is set. Then, the oil level OL is set so that the large-diameter gear 120 (5-speed or 6-speed gear) among the transmission gears of the secondary shaft 8 is scattered upward in the transmission 1. is doing.

  On the other hand, as described above, the neutral switch 50 is installed on the side wall 82 of the mission case 3 (the rear side wall on the rear side of the vehicle when mounted on the vehicle), and is positioned above the oil level OL. Is set on the side wall portion 82 at a position higher than the lower tooth tip 120a of the large-diameter gear 120 that scoops up the mission oil O.

As described above, since the installation position of the neutral switch 50 is set above the oil level OL, the transmission oil O flows out from the transmission 1 even if the neutral switch 50 is removed during maintenance or replacement. There is nothing.
For this reason, the neutral switch 50 can be removed without removing the mission oil O from the transmission 1.
Therefore, serviceability such as replacement work of the neutral switch 50 of the transmission 1 can be improved.

Next, the effect of this embodiment comprised in this way is demonstrated.
In this embodiment, the change rod 33 is disposed in the vicinity of the side wall 82 on the vehicle rear side of the transmission case 3 that houses the speed change mechanism, and rotates around the axis of the change rod 33 on the change rod 33. A neutral switch 50 is installed on the side wall portion 82 of the transmission case 3 by detecting the operation of the change rod 33 by detecting the operation of the change rod 33 and the counterweight 80, the drive shaft 90, Between the two.

  According to this, the operation of the change rod 33 installed close to the side wall portion 82 of the mission case 3 is detected by the neutral switch 50 disposed on the side wall portion 82 between the counterweight 80 and the drive shaft 90, The neutral state of the transmission 1 is detected.

For this reason, the neutral switch 50 is efficiently installed using the dead space W space behind the side wall 82 between the counterweight 80 and the drive shaft 90.
Therefore, when installing the neutral switch 50 in the transmission operation mechanism of the transmission 1, it is possible to make the installation space of the neutral switch 50 efficient and compact, and to increase the size of the transmission 1 and the engine as much as possible. Can be prevented.

  In place of the neutral switch 50 of this embodiment, a shift stage switch that detects the shift stage of the transmission 1 or a reverse switch that detects the reverse stage may be installed.

  Further, in this embodiment, the neutral switch 50 is configured to be detachable with respect to the transmission case 3 from the outside of the case, and the lower part of the change rod 33 is set so as to be immersed in the transmission oil O in a vehicle-mounted state. The installation position of the neutral switch 50 is set above the oil level OL of the mission oil O in the vehicle-mounted state.

According to this, since the installation position of the neutral switch 50 is set above the oil level OL of the mission oil O in the vehicle-mounted state, the transmission 1 can be obtained even when the neutral switch 50 is removed from the transmission casing 10. Mission oil O will not flow out of
For this reason, the neutral switch 50 can be attached and detached without removing the mission oil O from the transmission casing 10.
Therefore, it is not necessary to remove the mission oil O from the transmission 1 when replacing the neutral switch 50 or performing maintenance work, and workability can be improved.

Further, in this embodiment, the neutral switch 50 is configured to be detachable from the case case 3 with respect to the transmission case 3, and at least one large-diameter gear 120 of the transmission gear of the transmission mechanism is a gear that scatters the mission oil O. The installation position of the neutral switch 50 is set above the lower tooth tip 120a of the large-diameter gear 120 in the vehicle-mounted state.
According to this, since the installation position of the neutral switch 50 is set above the lower tooth tip 120a of the large-diameter gear 120 that disperses the mission oil O in the in-vehicle state, the neutral switch 50 is scattered in the transmission casing 10. The neutral switch 50 is installed at a position higher than the oil level OL of the mission oil O.
Thereby, even if the neutral switch 50 is removed from the transmission casing 10, the transmission oil O does not flow out of the transmission 1.
For this reason, the neutral switch 50 can be attached and detached without removing the mission oil O from the transmission 1.
Therefore, workability at the time of replacement of the neutral switch 50 and maintenance work can be improved.

Further, in this embodiment, the protective bracket 100 is provided as a protection means for preventing the drive shaft 90 from interfering with the neutral switch 50 when the drive shaft 90 is assembled to the transmission 1.
Accordingly, it is possible to prevent the neutral switch 50 from interfering with the drive shaft 90 when the drive shaft 90 is assembled.
Therefore, there is no possibility of accidentally damaging the neutral switch 50 during the assembly work of the drive shaft 90, and the workability of the assembly work can be improved.

Further, in this embodiment, the protective bracket 100 serving as a protective means is formed separately from the transmission casing 10 and is installed so as to cover the neutral switch 50.
According to this, since the protective bracket 100 is formed separately from the transmission casing 10, interference between the neutral switch 50 and the drive shaft 90 can be prevented with a simple configuration without forming a protective rib or the like on the transmission casing 10. be able to.
Therefore, the workability of the assembly operation of the drive shaft 90 can be improved without providing an extra protective rib or the like on the transmission casing 10.

In this embodiment, the protective bracket 100 is provided with a holding surface portion 103 that restricts the path of the harness 55 of the neutral switch 50 so as to extend in a substantially horizontal direction.
According to this, since the path of the harness 55 is regulated so as to extend substantially in the horizontal direction by the holding surface portion 103 provided in the protective bracket 100, the counterweight 80 positioned above the neutral switch 50 or the position below The harness 55 does not invade in the movement (turning) trajectory of the drive shaft 90, and it is possible to prevent the harness 55 from being damaged by the movement of the counterweight 80 or the drive shaft 90.

  Therefore, while the neutral switch 50 is installed in the dead space W between the counterweight 80 and the drive shaft 90, damage to the harness 55 due to interference with the counterweight 80 and the drive shaft 90 is prevented and stable. A shift signal can be transmitted to an engine control unit (not shown) or the like.

  Instead of the holding surface portion 103, a clip or the like may be provided to restrict the position of the harness 55 to prevent interference with the counterweight 80 or the drive shaft 90.

  Next, another embodiment will be described with reference to FIG. FIG. 11 is a perspective view corresponding to FIG. 6 of the above-described embodiment.

  In this embodiment, a protection rib 200 protruding outward is provided on the outer surface of the mission case 3 instead of the protection bracket 100, and the neutral switch 50 is protected by the protection rib 200. In addition, about the component similar to the above-mentioned embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  The protection rib 200 of this embodiment is located on the side of the neutral switch 50 and prevents the tip of the drive shaft 90 to be inserted from interfering with the neutral switch 50 at least when the drive shaft 90 is assembled.

Thus, by providing the protective rib 200 on the outer surface of the transmission case 3, even if the tip of the metal drive shaft 90 abuts against the protective rib 200, the protective rib 200 is not easily deformed. Therefore, the neutral switch 50 can be protected more reliably. In addition, since a problem such as forgetting the assembly does not occur as in the case where it is configured separately, there is no problem that the neutral switch 50 is damaged due to forgetting the assembly.
Therefore, it is possible to more reliably prevent interference with the neutral switch 50 when the drive shaft 90 is assembled as compared with the above-described embodiment.
Other functions and effects are the same as those in the above-described embodiment.

As described above, in the correspondence between the configuration of the present invention and the above-described embodiment,
The shift switch of the present invention corresponds to the neutral switch 50,
Similarly,
The transmission case corresponds to the mission case 3,
The rear end side wall portion corresponds to the side wall portion 82,
The protection means corresponds to the protection bracket 100 and the protection rib 200, and the harness regulation means corresponds to the holding surface portion 103.
The present invention is not limited to the above-described embodiment, but includes an embodiment that is applied to a shift operation mechanism of any transmission.

1 is a longitudinal sectional view of a transmission that employs a speed change operation mechanism of the present invention. The principal part rear view of the periphery of the speed change operation mechanism which saw through the transmission from the rear surface. The AA arrow directional cross-sectional view of FIG. 2 explaining the operation state of a neutral switch. FIG. 3 is a sectional view taken along line B-B in FIG. 2. FIG. 5 is a cross-sectional view taken along line CC in FIG. 4. The perspective view which showed the attachment state of the neutral switch. Detailed single item drawing showing the protective bracket of the neutral switch. The top view explaining the operating state of a counterweight. The side view explaining the operation range of a counterweight and a drive shaft. The permeation | transmission side view which shows the oil level of the transmission mounted in the vehicle. The perspective view of other embodiment corresponding to FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Transmission 3 ... Mission case 7 ... Main shaft 33 ... Change rod 50 ... Neutral switch 82 ... Side wall part 80 ... Counterweight 90 ... Drive shaft 100 ... Protection bracket 103 ... Holding surface part 200 ... Protection rib

Claims (6)

A main shaft of the transmission installed so as to extend in the vehicle width direction, a drive shaft installed obliquely downward on the rear side of the vehicle parallel to the main shaft of the transmission, and a substantially vertical direction between the main shaft and the drive shaft A shift operation mechanism for a transmission, which includes a change rod installed so as to extend in response to a driver's operation of a change lever, and a shift fork of a transmission mechanism that is operated via a link by the movement of the change rod Because
The change rod is disposed in the vicinity of the rear end side wall portion on the vehicle rear side of the transmission case housing the transmission mechanism,
At the top of the change rod, install a counterweight that rotates around the change rod axis,
A transmission in which a shift switch for detecting the shift state of the transmission by detecting the operation of the change rod is disposed between the counterweight and the drive shaft at the rear end side wall of the transmission case. Shifting operation mechanism. The shift switch is configured to be detachable from the case outside the transmission case,
Set the lower part of the change rod to be immersed in the mission oil in the on-board state,
The transmission operation mechanism for a transmission according to claim 1, wherein an installation position of the transmission switch is set above an oil level of the mission oil in an on-vehicle state. The shift switch is configured to be detachable from the case outside the transmission case,
At least one of the transmission gears of the transmission mechanism is set as a mission oil scattering gear,
The transmission operation mechanism of the transmission according to claim 1, wherein the installation position of the transmission switch is set above the lower tooth tip of the scattering gear in a vehicle-mounted state. The transmission operation mechanism for a transmission according to any one of claims 1 to 3, further comprising protection means for preventing the drive shaft from interfering with the transmission switch when the drive shaft is assembled to the transmission. 5. The transmission operation mechanism for a transmission according to claim 4, wherein the protection means is a protection bracket that is formed separately from the transmission case and is installed so as to cover the transmission switch. 6. The transmission operation mechanism for a transmission according to claim 5, wherein harness protection means for restricting the harness path of the speed change switch so as to extend in a substantially horizontal direction is provided on the protective bracket.

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