JP2020006825A - Shift operation device of manual transmission - Google Patents

Abstract

To absorb vibration caused by relative displacement between a control case and a vehicle body floor due to vibration of a drive source, and realize a modest operation feeling of a change lever in a shift operation mechanism of a manual transmission with a control case.SOLUTION: A shift operation device 10 of a manual transmission 1 comprises a control case 4 accommodating a pivot bearing 31 provided in an intermediate part of a change lever 3. The control case 4 is supported on a vehicle body via a hole cover 8 closing an opening 101 of a vehicle body floor 100 and is coupled to a transmission case 2 via a connection rod 7. A groove 90 extending in a vehicle body longitudinal direction is provided on one of outer surfaces 48 on both sides in a vehicle body width direction of the control case 4 or inner surfaces 84b on both sides in the vehicle body width direction of the hole cover 8, and a support pin 85 is provided to protrude from the outer surfaces 48 or the other of the inner surfaces 84b toward the groove 90 to be fitted into the groove 90.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a shift operation device of a manual transmission mounted on a vehicle such as an automobile, and belongs to a technical field of an automobile transmission.

  A vertical type manual transmission mounted on a front engine / rear drive type vehicle (FR vehicle) is operated by selecting a change lever and rotating a control rod connected to the change lever. One of the shift rods is selected, and then the shift lever is operated to move the control rod in the axial direction to move the selected shift rod, thereby shifting the selected gear stage to the power transmission state. Is known to achieve a desired gear.

  In some cases, the change lever has a pivot bearing provided at a central portion thereof supported by a support portion provided on the transmission case so as to be swingable in a select direction and a shift direction. On the other hand, the change lever may be provided with a control case separated from the transmission case and accommodating the pivot bearing, and may be supported on the vehicle body floor via the control case.

  In the shift operation device having the above-described control case, the change lever is inserted from the outside of the vehicle into the vehicle interior through an opening provided in the floor panel, and the change lever is disposed so that the front end thereof is located on the side of the driver's seat. Have been. As described above, the change lever is swingably supported in the select direction and the shift direction by the control case that houses the spherical portion (pivot bearing) provided at the center thereof. The control case is supported by the floor panel of the vehicle body via a hole cover that closes an opening of the floor panel.

  The control rod extends in the front-rear direction of the vehicle body, and has a front end connected to a shift select rod arranged in the transmission case, and a rear end connected to the change lever as described above.

  Further, the speed change operating device having the control case includes a connecting rod for receiving a reaction force of the shift operation of the control rod. The connecting rod extends, for example, in the longitudinal direction of the vehicle body, and has a front end connected to the transmission case and a rear end connected to the control case. Thereby, the reaction force of the shift operation of the control rod is transmitted to the transmission case via the control case and the connecting rod.

  By the way, a power train mounted on a vehicle is attached to a vehicle body via an elastic member such as a power train mount, and rotation around an axis in all directions and linear movement (translational movement) occur. For example, there are rotation in the roll direction when the engine is running, and swinging due to translation of the power train due to front-back and left-right acceleration during running.

  Then, the swing of the power train is transmitted to the control case via the control rod and the change lever, and a relative displacement occurs between the control case and the vehicle body floor, so that the control case may be damaged. Therefore, the shift operation device may be provided with a run-out absorbing mechanism for allowing relative displacement between the control case and the vehicle body floor.

  As an example, Patent Document 1 discloses that a holder plate corresponding to a control case that supports a change lever so as to swing in a shift and select direction includes an elastic member provided on a rear extension portion extending rearward of the vehicle body, and a holder. A gearshift operation structure is disclosed which is supported on the vehicle body floor via an elastic member interposed between the plate and the opening of the vehicle body floor and has a vibration absorbing mechanism for absorbing the vibration of the power train described above. I have.

  However, when a vibration absorbing mechanism using an elastic member is provided as in Patent Literature 1, for example, when the change lever is operated, the bending of the elastic member interposed between the holder plate and the opening of the vehicle body floor is absorbed. After that, an operation force is generated, which causes a problem that an operation feeling is deteriorated.

  On the other hand, as the vibration absorbing mechanism, the inner surface on both sides in the vehicle width direction of the hole cover, which covers the opening for inserting the change lever provided on the floor of the vehicle body and is fixed to the floor of the vehicle body, and the vehicle width of the control case. It is known that a power train is provided with a slide mechanism extending in the vehicle front-rear direction between outer surfaces on both sides in the vehicle direction, thereby absorbing vibration of the power train in the vehicle front-rear direction (front-rear translation direction).

  Specifically, the shake absorbing mechanism (slide mechanism) is provided on the inner surface of the hole cover and extends in the longitudinal direction of the vehicle body, and is provided on the outer surface of the control case and opens outward in the vehicle width direction. And a slider having a U-shaped groove. The slider having a U-shaped cross section is fitted on the slide rail, and is engaged movably in the vehicle longitudinal direction along the slide rail.

  Also, for example, when the slider is fitted in the slide rail, by providing play in the vertical direction, even when the control case fluctuates in the pitch direction, the top surface of the groove of the slider due to the fluctuation of the control case. Alternatively, relative displacement is allowed until the lower surface portion contacts the inner surface of the slide rail.

  Similarly, when the control case fluctuates in the yaw direction by providing play in the width direction of the vehicle body in a state where the slider is fitted on the slide rail, even if the control case fluctuates in the yaw direction, the fluctuation of the control case causes the vertical surface of the groove of the slider. Relative displacement is allowed until the abutment against the inner surface of the slide rail.

  In the case where a bush such as rubber is provided in the opening of the slider having a U-shaped cross section instead of the above-mentioned rattling, the power train swings in the vehicle longitudinal direction, the pitch direction, and the yaw direction similarly to the rattling. Can be absorbed.

JP 2006-69261A

  However, depending on the backlash of the slide mechanism and the size of the bush, the structure of the run-out absorbing mechanism may be increased in size.

  In addition, when the change lever is operated, the shift direction is connected to the transmission case by the connecting rod, so that the rigidity at the time of operation can be ensured. Since the slide mechanism is provided with rattling, rubber, or the like, rattling may occur during operation, or the operation feeling may be deteriorated due to bending of the bush.

  Accordingly, the present invention provides a shift operation mechanism of a manual transmission having a control case, which allows relative displacement between the control case and the vehicle body floor due to the swing of the drive source, absorbs the swing of the drive source, and includes a change lever. It is an object to realize a modest operation feeling.

  In order to solve the above problems, a shift operation mechanism of a manual transmission according to the present invention is characterized in that it is configured as follows.

First, the invention described in claim 1 of the present application
A change lever operated by a driver to shift and select,
A control case for accommodating a pivot bearing provided at an intermediate portion of the change lever,
A control rod connected to the change lever and transmitting an operating force of a shift and a select operation by a driver to the inside of the transmission;
The control case is a shift operation device of a manual transmission that is supported by the vehicle body through a hole cover that closes an opening of a vehicle body floor and is coupled to the transmission case through a connecting rod,
A groove extending in the vehicle front-rear direction is provided on one of the outer surfaces on both sides in the vehicle width direction of the control case, or one of the inner surfaces on both sides in the vehicle width direction of the hole cover, and the outer surface of the control case, or A support pin is provided which protrudes from the other of the inner side surfaces of the hole cover toward the groove and is fitted into the groove.

Further, the speed change operation device for a manual transmission according to the invention described in claim 2 is the invention described in claim 1,
The outer surface on both sides in the vehicle width direction of the control case is provided with contact portions provided so as to contact the inner surfaces on both sides in the vehicle width direction of the hole cover.

Further, the shift operation device for a manual transmission according to the invention according to claim 3 is the shift operation device according to claim 2,
The contact portion is formed in an arc shape centered on a vertical axis.

Further, the shift operation device for a manual transmission according to the invention described in claim 4 is the shift operation device according to any one of claims 1 to 3, wherein
The groove is provided in the control case,
The support pin is provided on the hole cover.

Further, the shift operation device for a manual transmission according to the invention described in claim 5 is the shift operation device according to any one of claims 1 to 4, wherein
A shift select rod that is housed in the transmission case and extends in the vehicle front-rear direction, and is connected at a rear end to a front end of the control rod;
The shift select rod is provided at a portion on the vehicle body front side with respect to a rear end wall of the transmission case so as to penetrate a rear end wall of the swelling portion swelled upward. And

  According to the first aspect of the present invention, the control case supporting the intermediate portion of the change lever is supported on the transmission case by the connecting rod, and is provided between the vehicle body floor and one of the hole cover and the change lever. The supporting pin provided is supported by a groove provided on the other side and extending in the vehicle longitudinal direction. According to this, for example, even when the transmission case connected to the drive source swings, relative displacement between the control case and the vehicle body floor is allowed, and the vibration of the transmission case relative to the vehicle body floor is absorbed. can do.

  Specifically, the support pins provided on one of the control case and the hole cover move in the vehicle longitudinal direction along the groove provided in the other and extending in the vehicle longitudinal direction. And relative displacement between the control case and the hole cover can be absorbed.

  A support pin provided on the other of the control case and the hole cover extends in the vehicle longitudinal direction provided on one of the control case and the hole cover. And relative displacement between the control case and the hole cover can be absorbed.

  The operation mechanism of the manual transmission according to claim 1, wherein the swing lever is provided with a change lever as compared with a case in which the swing absorption mechanism by the slide mechanism is provided with the backlash while absorbing the swing in the front-rear direction and the pitch direction of the control case. At the time of the selection operation, a modest operation feeling can be obtained without deteriorating the operation feeling due to rattling, bending of the bush, or the like.

  According to the second aspect of the invention, the outer surface of the control case on both sides in the vehicle width direction is provided with the contact portions provided so as to contact the inner surfaces of the hole cover on both sides in the vehicle width direction. By allowing the control case and the hole cover to abut in the width direction of the vehicle body while allowing the front and rear vibrations of the vehicle body in the front and rear directions and in the pitch direction, it is possible to more effectively secure the rigidity during the select operation.

  According to the third aspect of the present invention, since the contact portion of the control case with the hole cover is formed in an arc shape centered on the vertical axis, particularly when the drive source vibrates in the yaw direction. The relative displacement between the control case and the hole cover is allowed along the arc of the abutting portion of the control case. Thus, within the range of the arc of the contact portion, the yaw direction swing of the control case with respect to the hole cover is absorbed, and the operational feeling can be ensured.

  According to the invention as set forth in claim 4, since the control case is provided with the groove portion and the hole cover is provided with the support pin, the control case corresponds to the hole cover when the control case is assembled to the hole cover. The height can be easily adjusted by simply inserting the support pins from the outside of the hole cover. Thereby, the assemblability of the speed change operation device can be improved.

  According to the fifth aspect of the present invention, since the control rod passes through the rear end wall of the upwardly bulging portion of the transmission case, the control rod penetrates the rear end wall of the transmission case. Compared with the conventional configuration, the joint portion between the control rod and the change rod can be arranged on the front side of the vehicle body. Therefore, it is possible to secure a large distance in the vehicle longitudinal direction between the lower end of the change lever disposed on the vehicle rear side of the rear end of the control rod and the joint. As a result, the bending angle of the change rod with respect to the control rod is reduced, so that the transmission efficiency of the operation load from the change rod to the control rod, particularly the transmission efficiency of the shift operation load, is increased, and the operability is improved. it can.

  Here, the “bend angle” means an angle of inclination of a straight line passing through the connecting portion of the control rod to the shift select rod and the connecting portion to the change lever with respect to the axis of the shift select rod.

  Further, since the control rod penetrates the rear end wall portion of the bulging portion located relatively above the transmission case, the joint portion is disposed at a relatively high position. Therefore, in a vehicle in which the lower end of the change lever is arranged higher than usual, the height difference between the joint portion and the lower end of the change lever is reduced, so that the above-mentioned bending angle is effectively reduced, and Can be enhanced.

FIG. 2 is a plan view illustrating a state in which the shift operation device of the manual transmission according to the embodiment of the present invention is connected to the manual transmission. FIG. 2 is a side view of the shift operation device of the manual transmission according to the embodiment of the present invention connected to the manual transmission. It is a principal part enlarged view in FIG. It is AA sectional drawing in FIG. It is BB sectional drawing in FIG. It is CC sectional drawing in FIG. It is an explanatory view of an operation of the speed change operation device according to the first embodiment. It is sectional drawing corresponding to FIG. 6 of the speed change operation device which concerns on 2nd Embodiment.

  Hereinafter, a shift operation device for a manual transmission according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  As shown in FIG. 1, a manual transmission 1 is a vertical-type manual transmission mounted on a front engine / rear drive vehicle in which an input shaft and an output shaft are arranged on the same axis.

  Although not shown, the manual transmission 1 includes a transmission mechanism arranged inside the transmission case 2 so that the axis extends in the vehicle front-rear direction. The transmission mechanism is disposed on the vehicle body front side of the transmission case 2. An input shaft connected to a drive shaft of a drive source such as an engine via a clutch, an output shaft arranged on the same axis as the input shaft, and a counter arranged parallel to the input shaft and the output shaft. And an input shaft, an output shaft and a counter shaft are rotatably supported by the transmission case 2.

  The transmission mechanism is provided with a plurality of gear trains having different gear ratios between the input shaft and the output shaft and the counter shaft, and one of the plurality of gear trains is selectively brought into a power transmission state. As a result, the input shaft and the output shaft are directly connected to each other so that power can be transmitted, so that a predetermined shift speed is achieved.

  The transmission mechanism is also provided with a synchronizing device for bringing a gear train corresponding to a predetermined gear into a power transmission state, and when the change lever 3 manually operated by the driver is operated to the predetermined gear. The gear train corresponding to the predetermined gear is brought into the power transmission state via the synchronizer so that the predetermined gear is achieved.

  The above-described transmission mechanism is housed in a transmission case 2, which is constituted by a clutch housing 21 and a gear case 22.

  The clutch housing 21 accommodates a clutch (not shown). The clutch housing 21 is a cylindrical member whose diameter increases toward the front side of the vehicle body, and its front end opening 21a has a larger diameter than the rear end opening 21b. A front end opening 21a of the clutch housing 21 is connected to a cylinder block (not shown) of the engine, and a rear end opening 21b is connected to the gear case 22.

  The gear case 22 is a bottomed cylindrical member having a front end opening 22a and a rear end wall 22b. The gear case 22 is provided with a bulging portion 22c bulging upward.

  The swelling portion 22c is provided at the front end of the gear case 22, and the front end of the swelling portion 22c forms a part of the above-described front end opening 22a. In other words, the bulging portion 22c is open on the mating surface of the gear case 22 with the clutch housing 21. The rear end wall portion 22d of the bulging portion 22c is disposed on the vehicle body front side with respect to the center portion of the gear case 22 in the vehicle body front-rear direction.

  The rear end wall portion 22b of the gear case 22 forms a rear end wall portion of the transmission case 2 through which the output shaft of the transmission mechanism penetrates.

  As shown in FIGS. 1 and 2, the manual transmission 1 includes a shift operation device 10 for a vehicle that switches a shift gear train. The shift operation device 10 includes a change lever 3, a control case 4 supporting an intermediate portion of the change lever 3, a control rod connected to the lower end of the change lever 3, and extending forward from the lower end of the change lever 3 to the vehicle body. 5, a shift select rod 6 connected to the front end 51 of the control rod 5 and housed in the transmission case 2, and a connecting rod 7 extending in the vehicle longitudinal direction and arranged in parallel with the control rod 5. Have.

  The control rod 5 has a front end 51 connected to the shift select rod 6 via a cylindrical joint 61, and a rear end 52 connected to a lower end of a change lever 3 described later. The configuration of the shift select rod 6 will be described later.

  As shown in FIG. 3, a through hole 51 a penetrating in the vehicle width direction is provided at a front end portion 51 of the control rod 5, and a through hole 62 is provided at a rear portion of the joint 61. A support pin 63 that penetrates in the vehicle width direction is inserted into the through hole 51 a of the control rod 5 and the through hole 62 of the joint 61. One end of the support pin 63 is fixed to the control rod 5 by welding or the like, and the other end of the support pin 63 is provided with a retaining member 66.

  As shown in FIGS. 4 and 5, the rear end 52 of the control rod 5 is connected to the lower end of the change lever 3.

  An insertion hole 53 penetrating in the vehicle width direction is provided at a rear end portion 52 of the control rod 5, and a cylindrical portion 30 extending in the vehicle width direction is provided at a lower end portion of the change lever 3. A support pin 54 for connecting the control rod 5 and the change lever 3 is inserted into the insertion hole 53 of the control rod 5, and is fixed to the control rod 5 by welding. The support pin 54 has a flange 55, which is welded in a state where the flange 55 is in contact with a surface of the rear end 52 of the control rod 5 on the inner side in the vehicle width direction (the change lever 3 side). ing.

  The support pin 54 welded to the control rod 5 is inserted through the inner periphery of the cylindrical portion 30 of the change lever 3, and a snap ring 56 is mounted on the side of the cylindrical portion 30 opposite to the control rod 5, so that the support pin 54 can be removed. Has been prevented. In addition, bushes 57, 57 are interposed between the inner peripheral surface of the cylindrical portion 30 and the outer peripheral surface of the support pin 54. Thus, the support pin 54 is configured to be able to smoothly rotate between the bushes 57 and 57.

  As shown in FIGS. 1 and 3, a shift select rod 6 connected to the above-mentioned synchronizer is housed in the transmission case 2, and the shift select rod 6 is moved around the axis in conjunction with a select operation of the change lever 3. It is connected to the change lever 3 so as to rotate and move in the axial direction in conjunction with the shift operation. Specifically, the rear end 6a of the shift select rod 6 is connected to the change lever 3 via the joint 61 and the control rod 5 described above.

  The shift select rod 6 is mostly accommodated in the transmission case 2, but the rear end 6 a of the shift select rod 6 is arranged to protrude from the transmission case 2 toward the rear of the vehicle body. The shift select rod 6 is arranged at an upper part in the transmission case 2. More specifically, shift select rod 6 straddles the internal space of bulging portion 22c opened in the mating surface of gear case 22 with clutch housing 21 and the internal space of clutch housing 21 communicating with the front side of the vehicle body. Housed.

  The rear end wall portion 22d of the bulging portion 22c is provided with a tubular portion 22e extending in the vehicle longitudinal direction, and the shift select rod 6 is inserted into the tubular portion 22e so as to be behind the bulging portion 22c. The end wall portion 22d penetrates in the vehicle longitudinal direction. In this manner, the shift select rod 6 is provided so as to protrude from the bulging portion 22c toward the vehicle rear side.

  At the front of the joint 61, a boss portion 67 that opens to the front of the vehicle body is provided. A rear end portion 6a of the shift select rod 6 is inserted into the boss portion 67 from the front side of the vehicle body, and a support shaft 68 is disposed in a direction perpendicular to the shift select rod 6. It penetrates the end 6a. Thus, the rear end 6a of the shift select rod 6 is connected to the joint 61.

  As shown in FIG. 1, the connecting rod 7 is connected to the transmission case 2 at a front end 71, and a rear end 72 is connected to the control case 4 described later. The connecting rod 7 extends in the front-rear direction of the vehicle body and is arranged in parallel with the control rod 5.

  As shown in FIG. 3, the front end 71 of the connecting rod 7 is provided with a connecting portion 73 connected to the gear case 22. The connecting portion 73 is a tubular portion extending in the vehicle width direction. The connecting portion 73 is arranged at a position adjacent to the bulging portion 22c of the gear case 22.

  The gear case 22 is provided with a support portion 22f for supporting the connection portion 73. The support portion 22f is disposed on the side of the shift select rod 6 in the vehicle width direction, and is disposed adjacent to the rear end wall portion 22d of the bulging portion 22c on the rear side of the vehicle body.

  The support portion 22f includes a pair of plate portions 22g, 22g that rise upward from the gear case 22. The pair of plate portions 22g, 22g are arranged at an interval from each other in the vehicle body width direction, and are respectively arranged along a plane perpendicular to the vehicle body width direction. Through holes 22h, 22h are provided in each of the plate portions 22g, 22g.

  The pair of plate portions 22g, 22g are integrally connected via a connecting portion 22i extending in the vehicle width direction. A support shaft 22j extending in the vehicle width direction is fixed to the connecting portion 22i by, for example, caulking to a plate portion 22g on the outer side in the vehicle width direction (opposite to the control rod 5). The connecting portion 73 is rotatably fitted to the support shaft 22j. Thus, the connecting rod 7 is connected to the gear case 22 so as to swing around the support shaft 22j. A rubber bush 22k is interposed between the support shaft 22j and the connecting portion 73. As a result, the vibration generated between the transmission case 2 and the connecting rod 7 and the control case 4 connected to the connecting rod 7 is reduced.

  As shown in FIG. 4, the rear end 72 of the connecting rod 7 is connected to the arm 40 extending downward and forward from the front of the control case 4 to the vehicle body. At the lower end of the arm portion 40, a cylindrical portion 40a extending in the vehicle longitudinal direction is provided. The rear end portion 72 of the connecting rod 7 is inserted into the inner periphery of the cylindrical portion 40a of the arm portion 40, and pins 74, 74 are inserted from outside of the cylindrical portion 40a in the vehicle width direction. The connecting rod 40a and the connecting rod 7 are connected.

  In the present embodiment, as shown in FIG. 2, the rear end wall 22d of the bulging portion 22c of the gear case 22 through which the shift select rod 6 penetrates is disposed closer to the front of the vehicle than the center of the gear case 22 in the vehicle longitudinal direction. Have been. That is, the distance between the rear end wall 22d of the bulging portion 22c and the front end opening 22a of the mating surface with the clutch housing 21 forming the front end of the gear case 22 is larger than the distance to the rear end wall 22b of the gear case 22. Are arranged in small positions.

  Therefore, as compared with the conventional configuration in which the shift select rod penetrates the rear end wall of the transmission case, the connecting portion of the control rod 5 with the shift select rod 6 can be disposed on the front side of the vehicle body. It is possible to secure a large dimension of the control rod 5 in the front-rear direction of the vehicle body.

  The front end 51 of the control rod 5 is connected to the shift select rod 6 above the upper surface of the gear case 22 on the rear side of the bulging portion 22c on the vehicle body. For this reason, the connecting portion is disposed higher than a case where the shift select rod and the control rod are connected on the vehicle rear side of the rear end wall portion 22b of the gear case 22. Therefore, the height difference between the connecting portion of the control rod 5 to the shift select rod 6 and the connecting portion to the change lever 3 can be effectively reduced.

  Therefore, a straight line connecting the connecting part of the control rod 5 to the shift select rod 6 and the connecting part to the change lever 3 is defined as the reference axis L2, and the axis L1 of the shift select rod 6 and the control rod 5 are viewed from the vehicle body side. When the angle formed between the control rod 5 and the reference axis L2 is defined as the bending angle θ of the control rod 5 with respect to the shift select rod 6, an SUV or the like in which the lower end of the change lever 3 is disposed higher than a general vehicle Can effectively reduce the bend angle θ. Thereby, the transmission efficiency of the operation load from the control rod 5 to the shift select rod 6, particularly the transmission efficiency of the shift operation load, can be increased, and the operability can be improved.

  As shown in FIG. 4, the change lever 3 is inserted from the outside of the vehicle body to the inside of the vehicle body through a change lever insertion opening 101 provided on the vehicle body floor 100.

  The change lever 3 includes a large ball portion 31 as a pivot bearing rotatably supported on the vehicle body side, and an upper lever portion 32 extending upward from the large ball portion 31. At an upper end of the upper lever portion 32, A knob 33 that is gripped by the driver is provided.

  On the outer periphery of the upper lever portion 32 of the change lever 3, there is disposed a cylindrical outer lever member 32a including the upper lever portion 32. The upper lever portion 32 connects the outer lever member 32a to the shaft of the change lever 3. It is movably supported in the direction.

  As shown in FIGS. 4 and 5, the outer lever member 32a is urged upward by a spring 32b. The spring 32b is arranged between the upper end of the large ball portion 31 and the lower end of the upper lever portion 32. Accordingly, the outer lever member 32a can be pushed down by the driver when the driver retreats.

  The change lever 3 includes a lower lever portion 34 extending downward from the large ball portion 31. The change lever 3 swings around the center of the large ball portion 31 by a select operation or a shift operation, and when the change lever 3 swings, the lower end of the lower lever portion 34 is always on the opposite side to the knob 33. Move to.

  The change lever 3 is supported on the vehicle body floor 100 via a control case 4 for accommodating the large ball portion 31 and a hole cover 8 for supporting the control case 4 on the vehicle body. The configuration of the hole cover 8 will be described later.

  The control case 4 is, for example, a bottomed tubular member that opens upward, and is supported by a hole cover 8 fixed to the vehicle body floor 100.

  An opening 42 for inserting the change lever 3 is provided in the bottom 41 of the control case 4. Inside the control case 4, a pair of bushes 43, 43 made of resin or the like and leaf springs 44, 44 are housed from above and below the large ball portion 31. The pair of bushes 43 has a donut shape, and is arranged at a position near the center of the large spherical portion 31 in the vertical direction.

  Inside the control case 4, a spacer 45 and a lid member 46 are placed in this order above the leaf spring 44. The spacer 45 has a cylindrical shape that expands upward, and the lid member 46 has a cylindrical portion 46a and a flange portion 46b that extends from the upper end of the cylindrical portion 46a toward the outside of the vehicle body. ing. The upper surface of the spacer 45 and the lower surface of the cylindrical portion 46a of the lid member 46 are arranged so as to face each other.

  The lid member 46 is fastened to the upper surface of the control case 4 at the flange portion 46b by a plurality of bolts 47 (see FIGS. 1 and 4). Thus, the large ball portion 31 of the change lever 3 is supported by the control case 4 via the lid member 46, the spacer 45, the leaf springs 44, 44, and the bushes 43, 43.

  As shown in FIG. 4, the vehicle body floor 100 is provided with a hole cover 8 for closing the opening 101 of the floor 100, and the control case 4 is connected to the floor 100 via the hole cover 8 as described above. It is supported by.

  Specifically, as shown in FIG. 6, the hole cover 8 includes a basic surface portion 81 for closing the opening 101 of the floor 100, mounting portions 82... 82 for mounting the hole cover 8 to the floor 100, a change lever An opening 83 through which the control case 4 accommodating the housing 3 is inserted, and a peripheral wall 84 rising upward from the opening 83 are provided.

  A plurality of stat bolts 102 are joined to the floor 100, and a plurality of holes (not shown) for inserting the stat bolts 102 are provided in the mounting portions 82 of the hole cover 8. I have. The plurality of stat bolts 102 are inserted into the holes of the hole cover 8, and the plurality of nuts 82a... 82a are fastened to fix the hole cover 8 to the floor 100. Elastic members 82b... 82b such as bushes are interposed between the stat bolts 102 and the holes of the hole cover 8, and the hole cover 8 is elastically supported on the floor 100. (See FIG. 4).

  Fixed portions 86, 86 for attaching support pins 85, 85 for supporting the control case 4 are provided on outer side surfaces 84 a, 84 a on both sides in the vehicle width direction of the peripheral wall portion 84 and a center portion in the vehicle front-rear direction. .

  The support pins 85, 85 have head portions 85a, 85a, threaded intermediate portions 85b, 85b, and non-threaded tip portions 85c, 85c smaller in diameter than the intermediate portion 85b.

  The support pins 85, 85 are inserted through the fixing portions 86, 86 from the outside of the vehicle body, the intermediate portions 85b, 85b are screwed into the fixing portions 86, 86, and the front end portions 85c, 85c pass through the peripheral wall portion 84. The peripheral wall portion 84 is fixed so as to protrude from inner side surfaces 84b, 84b on both sides in the vehicle body width direction.

  On the other hand, the outer surfaces 48 on both sides in the vehicle width direction of the control case 4 are provided with contact portions 49, 49 that contact the inner side surfaces 84 b on the peripheral wall portion 84 of the hole cover 8 on both sides in the vehicle width direction. I have. The contact portions 49, 49 are provided at the center of the control case 4 in the front-rear direction of the vehicle body, and are formed as arc-shaped surfaces around the center of the large ball portion 31 of the change lever 3 in plan view. As described above, since the control case 4 and the hole cover 8 are in contact with each other at the contact portions 49, 49 in the width direction of the vehicle body, it is possible to secure rigidity at the time of the selection operation of the change lever 3 by the driver.

  Grooves 90, 90 extending in the front-rear direction of the vehicle body are provided on the outer side surfaces 48, 48 on both sides of the control case 4 in the vehicle body width direction. The outer surfaces 48, 48 on both sides in the vehicle width direction of the control case 4 and the inner surfaces 84b, 84b on both sides in the vehicle width direction of the peripheral wall portion 84 are arranged to face each other, and the support pins 85, 85 The control case 4 is supported by the hole cover 8 by being engaged with the control case 90.

  As shown in FIG. 4, the support pins 85, 85 are engaged with the grooves 90, 90, and the support pins 85, 85 function as shafts extending in the vehicle width direction. It is rotatable as indicated by an arrow X1) in FIG.

  As shown in FIG. 1, the hole cover 8 is fixed to the floor 100 by fastening a nut 82a, and the control case 4, the connecting rod 7, and the hole cover 8 are substantially integrated in the roll direction X2. Move. Further, as shown in FIG. 3, the front end 71 of the connecting rod 7 and the transmission case 2 are connected via a rubber bush 22k. Thereby, even when the transmission case 2 swings in the roll direction X2 with respect to the connecting rod 7, relative movement in the roll direction X2 with the vehicle body floor 100 is allowed.

  As shown in FIG. 6, the grooves 90, 90 of the control case 4 are provided to extend in the vehicle front-rear direction, so that the grooves 90, 90 and the support pins 85, 85 are relative to each other in the vehicle front-rear direction X <b> 3. It is possible to move. Thereby, even when the control case 4 swings in the vehicle body front-back direction X3, the translation movement in the vehicle body front-back direction X3 with the hole cover 8 is allowed.

  The arc-shaped contact portions 49 of the control case 4 that contact the inner side surfaces 84b of the peripheral wall portion 84 of the hole cover 8 are provided when the control case 4 rotates in the yaw direction X4. The arc-shaped surfaces 49, 49 are provided so as to rotate while abutting on the inner side surfaces 84 b, 84 b of the peripheral wall portion 84 of the hole cover 8. Thus, even when the control case 4 swings in the yaw direction X4, relative movement in the yaw direction X4 with the hole cover 8 is allowed.

  Swelling portions 92, 92 are provided at central portions of the vertical wall portions 91, 91 of the groove portions 90, 90 of the control case 4 in the vehicle longitudinal direction (positions corresponding to the axis of the large ball portion 31). When the control case 4 is not rotated (initial state), the bulging portions 92, 92 are in the state of being closest to the tip portions 85c, 85c of the support pins 85, 85 (the vertical wall portions 91, 91 and the support pin 85). 85, 85).

  Front side portions 93, 93 and rear side portions 94, 94 extending in the vehicle longitudinal direction from the bulging portions 92, 92 are provided in the vertical wall portions 91, 91 of the groove portions 90, 90. The shapes of the front side portions 93, 93 and the rear side portions 94, 94 extending in the vehicle front-rear direction are, as shown by phantom lines in FIG. 7B, when the control case 4 rotates in the yaw direction X4. 85, 85 and the vertical wall portions 91, 91 of the control case 4 are formed so as not to abut.

  The gap in the vehicle width direction between the front portions 93, 93 and the rear portions 94, 94 and the support pins 85, 85 is larger than the gap between the bulging portions 92, 92 and the support pins 85, 85. It is formed as follows. As a result, even when the control case 4 swings in the yaw direction X4, the tip portions 85c, 85c of the support pins 85, 85 do not contact the vertical wall portions 91, 91 of the grooves 90, 90. In the yaw direction X4.

  By the way, a power train mounted on a vehicle is attached to a vehicle body via an elastic member such as a power train mount, and rotation around an axis in all directions and linear movement (translational movement) occur. For example, there are rotation in the roll direction when the engine is running, and swinging due to translation of the power train due to front-back and left-right acceleration during running.

  Then, the swing of the power train is transmitted to the control case via the control rod and the change lever, and a relative displacement occurs between the control case and the vehicle body floor, so that the control case may be damaged.

  On the other hand, in the embodiment of the present invention, the grooves 90, 90 of the control case 4 and the support pins 85, 85 of the hole cover 8 allow relative displacement between the control case 4 and the vehicle body floor 100. The operation will be described with reference to FIGS. 3 to 7.

  The control case 4 supporting the intermediate portion of the change lever 3 has support pins 85 of the hole cover 8 supported by the grooves 90 of the control case 4 between the control case 4 and the vehicle body floor 100. Thereby, even when the vibration of the manual transmission 1 connected to the drive source causes the control case 4 to vibrate via the control rod 5 and the change lever 3 and the connection rod 7, the control case 4 and the vehicle body floor 100 and the relative displacement between them can be suppressed.

  Specifically, as shown in FIG. 4, the support pins 85 of the hole cover 8 function as axes with respect to the grooves 90 of the control case 4, so that the control case 4 swings in the pitch direction X1. In this case, relative displacement between the control case 4 and the hole cover 8 is allowed.

  As shown in FIG. 3, the front end portion 71 of the connecting rod 7 and the supporting portion 22f of the gear case 22 are connected via a support shaft 22j extending in the vehicle width direction and a rubber bush 22k. Relative displacement in the roll direction X2 is allowed between the machine case 2, the connecting rod 7, the control case 4 connected to the connecting rod 7, and the vehicle body floor 100.

  On the other hand, the rear end portion 52 of the control rod 5 and the cylindrical portion 30 of the change lever 3 are connected via the support pins 54 and the bushes 57, 57 as shown in FIG. Can smoothly rotate with respect to the bushes 57, 57.

  Further, the height H of the vertical wall portions 91, 91 of the grooves 90, 90 of the control case 4 is set larger than the diameter D of the tip portions 85c, 85c of the support pins 85, 85 of the hole cover 8, and Since the four groove portions 90 extend in the vehicle longitudinal direction X3, the support pins 85 of the hole cover 8 engaged with the groove portions 90 can be relatively moved in the vehicle longitudinal direction X3. . Thus, as shown by the broken line in FIG. 7A, when the control case 4 swings in the vehicle longitudinal direction X3, the control case 4 is allowed to move relative to the hole cover 8 in the vehicle longitudinal direction X3. Is done.

  Further, since the outer side surfaces 48, 48 on both sides in the vehicle width direction of the control case 4 are provided with arc-shaped contact portions 49, 49, which contact the inner side surfaces 84b, 84b on both sides in the vehicle width direction of the hole cover 8, As shown by a virtual line in FIG. 7B, the rotation of the control case 4 in the yaw direction X4 with respect to the hole cover 8 is allowed along the arc.

  Further, the shapes of the front side portions 93, 93 and the rear side portions 94, 94 of the vertical wall portions 91, 91 and the rear side portions 94, 94 in the groove portions 90, 90 of the control case 4 extend in the vehicle front-rear direction. In such a case, the support pins 85 are formed so that the vertical walls 91 of the control case 4 do not abut.

  As a result, even when the control case 4 rotates in the yaw direction X4, the tip portions 85c of the support pins 85 do not abut against the vertical wall portions 91 of the grooves 90. In the yaw direction X4.

  Due to the relationship between the vertical wall portions 91, 91 and the support pins 85, 85, even when the support pins 85, 85 and the control case 4 are moved in the front-rear direction X3 while rotating in the yaw direction X4. Since the wall portions 91 and 91 are formed so as not to contact with each other, the rotation of the control case 4 in the yaw direction X4 and the movement in the front-rear direction X1 are not hindered. Therefore, relative movement of the control case 4 with respect to the hole cover 8 is allowed.

  In addition, since the contact portions 49, 49 of the control case 4 and the inner side surfaces 84b, 84b of the hole cover 8 are provided in contact with each other in the vehicle width direction, rigidity at the time of the select operation is ensured.

  Further, since the contact portions 49, 49 are formed in an arc shape, even when the control case 4 rotates in the yaw direction X4, as shown by the imaginary line in FIG. The state where the control case 4 and the hole cover 8 are in contact with each other can be maintained along the arc shapes of 49 and 49. Thus, even when the control case 4 rotates in the yaw direction X4, the rigidity at the time of the select operation is ensured.

  With the above configuration, the shift operation device 10 of the manual transmission 1 according to the present embodiment can obtain a modest operation feeling while absorbing vibration caused by the drive source.

  Further, since the control case 4 is provided with the grooves 90, 90 and the hole cover 8 is provided with the support pins 85, 85, when the control case 4 and the hole cover 8 are assembled, the control case 4 is fixed to the hole cover. 8 can be assembled simply by adjusting the height position corresponding to the height position 8 and inserting the support pins 85, 85 from the outside of the hole cover 8. Therefore, the assemblability of the speed change operation device 10 can be improved.

  Next, a shift operation device 210 of the manual transmission 1 according to the second embodiment will be described with reference to FIG. In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals in FIG. 8 and the description is omitted.

  As shown in FIG. 8, in the second embodiment, the vibration absorbing mechanism in the shift operation device of the manual transmission is different from the vibration absorbing mechanism of the first embodiment.

  The shake absorbing mechanism according to the second embodiment includes a support pin provided on the control case, and a groove provided on the hole cover and engaging with the support pin.

  Specifically, abutting portions 283 and 283 that abut against outer surfaces 241 and 241 on both sides in the vehicle width direction of control case 240 are provided on inner side surfaces 282 and 282 on both sides in the vehicle width direction of peripheral wall portion 281 of hole cover 280. Is provided. The contact portions 283, 283 are provided at the center of the opening of the hole cover 280 in the front-rear direction of the vehicle body and are formed of arc-shaped surfaces. As described above, since the control case 240 and the hole cover 280 are provided with the contact portions 283 and 283 in the width direction of the vehicle body, it is possible to secure rigidity at the time of the selection operation of the change lever 3 by the driver.

  Support pins 242 and 242 are integrally provided on outer surfaces 241 and 241 of both sides of the control case 240 in the vehicle width direction. Grooves 290, 290 extending in the vehicle longitudinal direction are provided on inner side surfaces 282, 282 on both sides in the vehicle width direction of the hole cover 280.

  Inner side surfaces 282, 282 on both sides in the vehicle width direction of hole cover 280 and outer side surfaces 241, 241 on both sides in the vehicle width direction of control case 240 are arranged to face each other, and support pin portions 242, 242 are formed in groove portions 290. , 290 and the control case 240 is supported by the hole cover 280.

  The support pins 242, 242 are engaged with the grooves 290, 290, and the support pins 242, 242 function as shafts extending in the vehicle width direction. Therefore, the control case 240 is moved in the pitch direction (arrow X1 in FIG. 4). Is rotatable.

  Further, similarly to the first embodiment, the height H of the vertical wall portions 291 and 291 of the groove portions 290 and 290 is set to be larger than the diameter D of the support pin portions 242 and 242, and the groove portions 290 and Since 290 is provided extending in the vehicle longitudinal direction, the grooves 290, 290 and the support pin portions 242, 242 are relatively movable in the vehicle longitudinal direction X3. Accordingly, even when the control case 240 swings in the vehicle body front-rear direction X3, the translation movement in the vehicle body front-rear direction X3 with the hole cover 280 is allowed.

  When the control case 240 is rotated in the yaw direction X4, the arc-shaped contact portions 283 and 283 of the hole cover 280 that contact the outer side surfaces 241 and 241 of the control case 240 are formed. The arc-shaped surface is provided so as to rotate while abutting on the outer surfaces 241 and 241 of the control case 240. Accordingly, even when the control case 240 rotates in the yaw direction X4, relative movement in the yaw direction X4 with the hole cover 280 is allowed.

  Swelling portions 292, 292 are provided at central portions of the vertical wall portions 291, 291 of the groove portions 290, 290 of the hole cover 280 in the vehicle longitudinal direction (positions corresponding to the axis of the large ball portion 31). When the control case 240 is not rotated (initial state), the bulging portions 292, 292 are in the state of being closest to the distal end portions 243, 243 of the support pin portions 242, 242 (supporting the vertical wall portions 291, 291). The gap between the pins 242 and 242 is the smallest).

  The vertical walls 291, 291 of the grooves 290, 290 are provided with front portions 293, 293 and rear portions 294, 294 extending from the bulging portions 292, 292 in the vehicle longitudinal direction. The shapes of the front side portions 293, 293 and the rear side portions 294, 294 extending in the vehicle front-rear direction are similar to those of the first embodiment when the control case 240 is rotated in the yaw direction X4. The vertical wall portions 291 of the hole cover 280 are formed so as not to abut.

  The gap between the front side portions 293, 293 and the rear side portions 294, 294 and the support pin portions 242, 242 in the vehicle width direction is larger than the gap between the bulging portions 292, 292 and the support pin portions 242, 242. It is formed to be large. As a result, even when the control case 240 rotates in the yaw direction X4, the tips 243 and 243 of the support pin portions 242 and 242 do not abut against the vertical wall portions 291 and 291 of the groove portions 290 and 290. The rotation of the yaw direction 240 in the yaw direction X4 is not hindered.

  With the above configuration, similar to the first embodiment, when the vibration of the manual transmission 1 connected to the drive source causes the control case 240 to swing through the control rod 5, the change lever 3, and the connection rod 7. Also, the relative displacement between the control case 240 and the vehicle body floor 100 can be suppressed.

  Specifically, as in the first embodiment, the support pins 242 and 242 of the control case 240 function as axes with respect to the grooves 290 and 290 of the hole cover 280, so that the control case 240 rotates in the pitch direction X1. Even when moving, relative displacement is allowed between the control case 240 and the hole cover 280 (see FIG. 4).

  Further, since the front end 71 of the connecting rod 7 and the supporting portion 22f of the gear case 22 are connected via a support shaft 22j extending in the vehicle width direction and a rubber bush 22k, the transmission case 2 and the connecting rod 7 are connected. A relative displacement in the roll direction X2 is allowed between the control case 4 connected to the connecting rod 7 and the vehicle body floor 100 (see FIG. 3).

  On the other hand, since the rear end portion 52 of the control rod 5 and the cylindrical portion 30 of the change lever 3 are connected via the support pin 54 and the bushes 57, 57, the control rod 5 and the The swing transmitted to the change lever 3 connected to the control rod 5 is reduced (see FIG. 5).

  Further, the height H of the vertical walls 291 and 291 of the grooves 290 and 290 of the hole cover 280 is set larger than the diameter D of the tips 243 and 243 of the support pins 242 and 242 of the control case 240. Even when the swing in the roll direction X2 that could not be absorbed by the rubber bush 22k on the connecting rod 7 side and the bushes 57, 57 on the control rod 5 side is transmitted to the control case 240, the roll direction X2 of the control case 240 with respect to the hole cover 280. Is allowed.

  Further, since the grooves 290, 290 of the hole cover 280 extend in the vehicle longitudinal direction X2, the support pins 242, 242 of the control case 240 engaged with the grooves 290, 290 relatively move in the vehicle longitudinal direction X3. It is possible. Thus, similarly to the first embodiment, when the control case 240 swings in the vehicle longitudinal direction X3, the control case 240 is allowed to move relative to the hole cover 280 in the vehicle longitudinal direction X3.

  Further, the inner side surfaces 282, 282 on both sides in the vehicle width direction of the hole cover 280 are provided with arc-shaped contact portions 283, 283 that contact the outer side surfaces 241, 241 on both sides in the vehicle width direction of the control case 240. The rotation of the control case 240 in the yaw direction X4 with respect to the hole cover 280 is allowed along the arc.

  Further, the shapes of the front portions 293, 293 and the rear portions 294, 294 of the vertical wall portions 291, 291 in the groove portions 290, 290 of the hole cover 280 extending in the vehicle longitudinal direction are such that the control case 240 is rotated in the yaw direction X4. In this case, the support pin portions 242 and 242 are formed so as not to contact the vertical wall portions 291 and 291 of the hole cover 280.

  As a result, even when the control case 240 rotates in the yaw direction X4, the tips 243 and 243 of the support pin portions 242 and 242 do not abut against the vertical wall portions 291 and 291 of the groove portions 290 and 290. The rotation of the yaw direction 240 in the yaw direction X4 is not hindered.

  Due to the relationship between the vertical wall portions 291 and 291 and the support pin portions 242 and 242, even when the support pin portions 242 and 242 and the hole cover 280 are moved in the front-back direction X3 while rotating in the yaw direction X4. Is formed so as not to contact the vertical wall portions 291, 291, so that the rotation of the control case 240 in the yaw direction X4 and the movement in the front-rear direction X1 are not hindered. Therefore, as in the first embodiment, the relative movement of the control case 240 with respect to the hole cover 280 is allowed.

  Further, since the contact portions 283 and 283 of the hole cover 280 and the outer surfaces 241 and 241 of the control case 240 are provided in contact with each other in the vehicle width direction, rigidity at the time of the select operation is ensured.

  Further, since the contact portions 283, 283 are formed in an arc shape, even when the control case 240 rotates in the yaw direction X4, the control case 240 follows the shape of the arc of the contact portions 283, 283. And the hole cover 280 can be kept in contact with each other. Thereby, even when the control case 240 is rotated in the yaw direction X4, rigidity at the time of the select operation is ensured.

  With the above configuration, the shift operation device 10 of the manual transmission 1 according to the present embodiment can obtain a modest operation feeling while absorbing vibration caused by the drive source.

  As described above, the present invention has been described with reference to the above embodiments. However, the present invention is not limited to the above embodiments.

  As described above, according to the present invention, in a shift operation mechanism of a manual transmission equipped with a control case, the swing caused by the relative displacement between the control case and the vehicle body floor caused by the swing of the drive source is absorbed, and the moderation of the change lever is reduced. Since a certain operational feeling can be realized, there is a possibility that the manual transmission equipped with this kind of speed change operation mechanism can be suitably used in the manufacturing industry.

REFERENCE SIGNS LIST 1 manual transmission 2 transmission case 3 change lever 4 control case 5 control rod 6 shift select rod 7 connecting rod 8 hole cover 10 transmission operating device 100 vehicle body floor 101 vehicle body floor opening 22b transmission case rear end wall 22c Swelling portion 22d Swelling portion rear end wall 31 Large ball portion (pivot bearing)
48, 48, 241, 241 Outer side surfaces 49, 49, 283, 283 Contact portions 84b, 84b, 282, 282 Inner side surfaces 85, 85, 242, 242 Support pins, support pin portions 90, 90, 290, 290 Groove portions

Claims (5)

A change lever operated by a driver to shift and select,
A control case for accommodating a pivot bearing provided at an intermediate portion of the change lever,
A control rod connected to the change lever and transmitting an operating force of a shift and a select operation by a driver to the inside of the transmission;
The control case is a shift operation device of a manual transmission that is supported by the vehicle body through a hole cover that closes an opening of a vehicle body floor and is coupled to the transmission case through a connecting rod,
A groove extending in the vehicle front-rear direction is provided on one of the outer surfaces on both sides in the vehicle width direction of the control case, or one of the inner surfaces on both sides in the vehicle width direction of the hole cover, and the outer surface of the control case, or A shift operating device for a manual transmission, comprising: a support pin that protrudes from the other inner surface of the hole cover toward the groove and is fitted into the groove.   2. The manual transmission according to claim 1, wherein outer surfaces of both sides of the control case in the vehicle width direction are provided with contact portions provided so as to contact inner surfaces of both sides of the hole cover in the vehicle width direction. 3. Gear shift operation device.   The shift operating device of a manual transmission according to claim 2, wherein the contact portion is formed in an arc shape centered on a vertical axis. The groove is provided in the control case,
The shift operation device for a manual transmission according to claim 1, wherein the support pin is provided on the hole cover. A shift select rod that is housed in the transmission case and extends in the vehicle front-rear direction, and is connected at a rear end to a front end of the control rod;
The shift select rod is provided at a portion on the vehicle body front side with respect to a rear end wall of the transmission case so as to penetrate a rear end wall of the swelling portion swelled upward. The shift operation device for a manual transmission according to any one of claims 1 to 4, wherein

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