JPS6018422A - Gear shift equipment of vehicle - Google Patents

Abstract

PURPOSE:To improve durability of a friction wheel or so in a vehicle provided with both a shift lever by which transmission gear ratio is changed in a plurality of gear positions and an operating lever by which a whole transmission gear ratio is changed to run the vehicle in a low speed range or a high speed range by allowing the shift lever to make no shift operation to the low speed range when the vehicle runs in the high speed range. CONSTITUTION:A vehicle such as a small-sized snow plow is provided with a speed change mechanism consisting of both a supplementary speed change gear which has a driving friction wheel and a main speed change gear which has a friction wheel making frictional engagement with the driving friction wheel perpendicularly therewith. In such snow plow 1, if it is driven forth at a speed higher than any speed within the third gear range F3, the operating lever 101 of the supplementary speed change mechanism is turned into a high speed range H and the shift lever 85 of the main speed change mechanism is thrown into an engagement groove 765. By the turning operation of the operating lever 101, a sliding member 111 is slided via pins 114 and slots 113 to have projections 112 and 112 close engagement grooves 763 and 764. Since the shift lever 85 is restricted to be thrown into the engagement grooves 763 and 764, the driving friction wheel may be prevented from making frictional engagement with the friction wheel in the vicinity of the rolling center and generation of resulting friction heat to be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle speed change operation device suitable for use particularly in light work vehicles such as small snow blowers, lawn mowers, and agricultural machines.
1-ru.

In this type of light work vehicle, in order to increase the work efficiency of the vehicle by switching the traveling speed etc. into multiple stages, the transmission operating device has a shift lever to obtain the desired speed ratio, for example, o-Fl, second F2, third F3. Also, an operating lever is provided for switching the entire speed ratio to a low speed range, a high speed range H, or the like. On the other hand, in transmissions used in such vehicles, especially those using a friction transmission type that uses friction wheels, in the high-speed range H, the friction wheels are used at locations corresponding to low F1 and second F2 due to frictional heat, etc. It is desirable that there is no frictional engagement.

The present invention has been devised in view of the above circumstances, and an object of the present invention is to shift the shift lever to a low speed such as low F1 in the high speed range H in order to particularly improve the surface durability of the friction wheel. To provide a vehicle gear shift operation device that does not allow shifting.

In order to achieve the above object, the present invention provides a shift lever that can freely swing in two opposite directions, and has a shift guide groove that allows full swing guidance on one side of the shift lever, and a shift guide groove that allows full swing guidance on the other shift lever. and a plurality of engagement grooves that are open at intervals in the length direction of the shift guide groove, and a shift pattern that includes a plurality of engagement grooves that are open at intervals in the length direction of the shift guide groove, and a shift lever and a shift pattern that are linked to the swinging movement of the shift lever within the shift guide groove. An operating lever is provided which is connected to a first operating member for shifting the gear of the machine and further connected to a second operating member for shifting of the transmission, and the operating lever is provided with an operating lever that closes an appropriate portion of the retaining groove when the operating lever is operated. The feature is that all the closing members are connected.

Hereinafter, a case in which the present invention is applied to a snow blower will be explained with reference to the accompanying drawings.

Figure 1 is a perspective view of the snow blower, Figure 2 is a schematic side view of the same, and Figure 3 is a perspective view of the snow blower.
The figure is a plan view of the main part.

The snow blower 1 includes a body 2, an auger housing 3 and a blower housing 4 disposed at the front of the body 2.
- An auger 5 that can fully scrape snow is installed horizontally in the housing 3, and a blower housing 4 has a blower that valves a snow removal duct 6 to discharge the scraped snow to the side of the snow blower 1, etc. 7 is arranged, and the front end of the blower shaft 7a and the auger shaft 5a
The rear end side of the blower shaft 7a is positioned inside the body 2, and the pulley 8 is attached to the rear end.

An engine 11 is disposed on the aircraft body 2, and the engine 11
The crankshaft 12 of the is exposed to the front, and a Boo!
J13 and J14 are added, a belt 15 is hung around the front pulley 13 and the pulley 8, and the auger 5 and blower 7 are operated by the drive of the engine 11 to freely scrape and discharge snow.

An axle 21.2 is provided at the bottom of the fuselage 2 at intervals in the front and rear.
1 is installed horizontally, and front and rear axles 21 on both left and right sides of the fuselage 2
．． A speed change mechanism 23 and a speed reduction mechanism 24 for controlling the power of the crankshaft 12 and transmitting it to the axle 21 are disposed inside the body 2.

The speed change mechanism 23 includes a drive friction disk 31
The main transmission mechanism 34 includes a sub-transmission mechanism 32 including a drive friction disk 31 and a friction disk 33 that is substantially orthogonal to the drive friction disk 31 and frictionally engages with the drive friction disk 31.

The auxiliary transmission mechanism 32 is provided in a case 42 whose lower end is fixed to a support shaft 41 that is pivotally supported on the body 2, and the case 42 has a drive shaft 43 that projects forward of the case 42 and a driven shaft 44 that projects rearward. A pulley 45 is attached to the front end of the drive shaft 43, a belt 46 is hung over the pulley 45 and the pulley 14, and the entire drive friction disk 31 is attached to the rear end of the driven shaft 44.

A high-speed gear 51 with a large diameter and a low-speed gear 52 with a small diameter are rotatably attached to the drive shaft 43 at intervals in the length direction, and the drive shaft 43 between the gears 51 and 52 is rotatably mounted. A shifter 53 is provided at the portion so as to be freely movable in the length direction and rotatable integrally with the drive shaft 43, and when the shifter 53 is engaged with the high speed gear 51, the high-speed gear 51 is connected to the drive shaft 4.
3, the low speed gear 52 is formed to rotate together with the drive shaft 43 when the shifter 53 is engaged with the low speed gear 52, and the movement of the shifter 53 is controlled by the second operating lever 5.
4.

A small-diameter high-speed gear 5'5 and a large-diameter low-speed gear 56 are attached to the driven shaft 44K, which are always in mesh with the gears 51 and 52, respectively, and rotate integrally with the driven shaft 44.

A lever 41a extending rearward is attached to the support shaft 41, and a wire 5γ, which is a clutch actuation member, and the lever 4
1a, and by the operation of the wire 57, the case 42 swings back and forth about the support shaft 41, and when the case 42 swings forward, the drive friction disk 31 is separated from the friction disk 33, and the drive friction disk 31 is moved backward. The drive friction disk 31 and the friction disk 33 are formed so as to frictionally engage with each other when swinging.

The main transmission mechanism 34 includes a drive shaft 61 that is substantially parallel to the axle 21, and the friction disc 33 is fitted so that the drive shaft 61 meshes with a spline portion of the drive shaft 61 to rotate integrally with the drive shaft 61 and is movable in the longitudinal direction. The movement of the friction disk 33 on the drive shaft 61, which changes the frictional engagement point with the drive friction disk 31 and changes the rotational speed of the drive shaft 61, is caused by the movement of the friction disk 33 on the drive shaft 61, as shown in an enlarged view in FIG. This is performed by swinging a first actuating lever 63 whose base end is pivotally connected.

An output gear 64 is attached to the end of the drive shaft 61, and the drive shaft 61 and the front axle 21 are connected via the output gear 64 and a speed reduction mechanism 24 consisting of a plurality of gear trains. It is formed to reduce rotation and transmit it to the axle 21.

A pair of right and left support rods 7L 71 are provided diagonally upward from both sides of the rear of the fuselage 2, and the upper ends of the support rods 71.71 are formed at all handles 72.72, and the upper part of the left support rod 71a is provided with a support rod 7L 71 facing diagonally upward. A speed change operation device 73 is provided facing the front side.

The speed change operation device 73 is connected to a panel 74 as shown in FIG.
The panel 74 has a speed change guide groove 75 extending along the length direction of the support rod 71a, and a speed change guide groove 75 which is opened at intervals in the length direction of the support rod 71a and extends outward to the left. A shift pattern 77 consisting of a plurality of engagement grooves 76 is formed, and in the embodiment, engagement grooves 761 . γ6□, γ63.
Let 764.765 be reverse R, neutral N, low F, second F2, and third F3, respectively.

On the back side of the panel 74, there is a swinging member 82 that can swing freely along the length direction of the retaining groove 76 via a support shaft 81, and a swinging member 82 that is pivoted to the swinging part phase 82 via a support shaft 83. A swinging piece 84 that can swing freely along the length direction of the shift guide groove 75 is provided, and the lower end of the shift lever ~ 85 provided by inserting the shaft portion into the shift pattern 77 is coupled to the swinging piece 84. do.

The rod 6 of the first operating lever 63 is attached to the swing piece 84.
3a via an appropriate link mechanism to connect the shift rod 91, and move the shift lever 85 to the shift pattern 7.
7H, the friction disc 33 is positioned to the left of the driven shaft 44, and the shift lever 85 is moved from Fl to F2. When oscillated to F3, the friction disk 33 separates from the center of the drive friction disk 31 and is formed to transmit a speed dog force to the crawler 22.

Engagement pins 92 are protruded from appropriate locations on the swinging member 82, and links 9 are provided on the back side of the panel 74 via support shafts 93.
The engagement pin 92 is held in the long groove 95 of 4, and the swinging member 82 swings about the support shaft 81, that is, the sink lever 85.
The link 94 is formed to swing in accordance with the swing along each of the retaining grooves 76.

A wire 57 for swinging the case 42 is connected to one end of the link 94, and the shift lever 85 is connected to each retaining groove γ.
When the case 42 is swung to the back of G, the case 42 is swung backwards so that the drive friction disc 31 is frictionally engaged with all the friction discs 33, and the opening side of each retaining groove 76 to the gear change guide groove 75 is When the shift lever 85 is swung, the case 42 is swung forward and the drive friction disk 31 is separated from the friction disk 33. As a result, when the shift lever 85 is switched, the drive friction disk 31 and the friction disk 31j are separated from each other, so that the friction disk 33 moves smoothly and the shift lever 85 can be switched smoothly.

On the back side of the panel 74, there is provided an operating lever 101 whose intermediate portion is pivotally supported on the support shaft 93 so that the operating knob protrudes inward, and a long groove 102 is formed at the outer end of the operating lever 101.

A wire 103 connected to the second operating lever 54 is connected to the operating lever 101, and when the operating lever 101 is swung downward to a low speed range as shown in FIG. , the low speed gear 52 is configured to rotate integrally with the drive shaft 43 via the shifter 53, and the high speed gear 51 is configured to rotate integrally with the drive shaft 43 when the operating lever 101 is swung to the upper high speed range H. form to move. When the operating lever 101 is swung to a low speed range, the locking grooves 763, 764, and 765 are set to low F1 and low F1, respectively.
The engagement groove 765 functions as a second F2 and a third F3, and when swinging to a high speed range H, the engagement groove 765 functions as a top F4.

Further, on the back side of the panel 74, a slide portion 111 is provided to move in accordance with the swinging of the operating lever 101, and the slide member 111 is a protruding portion that can freely close and open the engagement grooves 763 and 764. 112, 112.

Elongated holes 113° 113 are formed at appropriate locations on the slide member 111 so as to be substantially parallel to the length direction of the speed change guide groove 75, and as shown in FIG. A washer 115 inserted into the elongated hole 113
The slide member 111 is movably attached to the back side of the entire panel 74 through a screw or the like, and an engaging pin 116 protruding from the end of the slide member 111 is engaged with the long groove 102. When the operation lever 101 is moved to a low speed range, the protrusion 11
2.112k Each engagement groove 763764 is positioned below the wall adjacent to the engagement groove 763764 and opened to the engagement grooves 76a, 764, and when swinging to high speed range H, the protrusion 112, 112 closes the engagement groove 763, respectively. , 764 and the engagement groove 763. of the shift lever 85 is closed. 764 is disabled.

The effects will be explained below.

First, the engine 11 is started with the shift lever 85 set to neutral N or positioned within the shift guide groove 75.

When the engine 11 starts, the crankshaft 12 rotates, and via the pulley 13, belt 15 and pulley 8, the blower 7,
Auger 5 operates.

On the other hand, the drive shaft 43 rotates via the pulley 14, belt 46, and pulley 45, but the case 42, through which the engagement pin 92, link 94, and wire 57 are all interposed, is swung forward. 31 is spaced apart from the friction disc 33, so engine power is not transmitted to the crawlers 22, 22.

Next, when the snow blower 1 is to be moved forward at the full low speed range, the operation lever 101 is set to the low speed range and the shift lever 85 is moved to the engagement groove 7.
63,764.76s to the desired location.

By swinging the operating lever 101 to the low speed range, the drive friction disk 31 is moved to the low speed gear 52.56' via the wire 103, the second operating lever 54, and the shifter 53.
As the shift lever 85 swings within the speed change guide groove 75, the friction disk 33 is moved via the change rod 91 and the first operating lever 63, and the friction disc 33 is moved through the locking groove 763. 764° and 765, the case 42 is swung backward through the engagement pin 92, link 94, and wire 57, and the drive friction disc 31 and friction disc 33 are frictionally engaged. The engine power is provided by a drive shaft 43 and a low speed gear 52°5.
6, driven shaft 44, drive friction disk 31,
Friction disc 33, drive@61, deceleration mechanism 24
, the crawler 22°22 is driven via the axle 21, and the snow blower 1 is moved forward at a desired speed of low Fl + second F2 and third F3.

When moving the snow blower 1 forward at a slow speed from the third F3, set the operating lever 101 to high speed range H and shift lever 8.
5 (i=engage with the engagement groove 765).

When the operating lever 101 is swung to the high-speed range H, the choir 103, the second operating lever 54, and the shifter 53 are operated, and the drive friction disk 31 is rotated via the high-speed gears 51 and 55, and the engine power is transferred to the drive shaft. 43, the crawler 22 is driven through the high-speed gears 51, 55, the driven shaft 44, the drive friction disk 31, the friction disk 33, etc., and the top F4, which is a dog at the speed of the third F3, is driven.
to move snow blower 1 forward.

In this case, when the operation lever 1o1 is swung to the high speed range H, the dislide member 111 moves through the bin 114 and the elongated hole 113, and the protrusions 112, 112 move into the locking groove 783, respectively.
, 764, so the shift lever 85 closes the engagement grooves 763., 764. γ64, therefore, the friction disk 33 is not frictionally engaged near the rotation center of the drive friction disk 31 rotating at high speed, and generation of frictional heat in the friction disk 33 at high speed can be prevented.

Next, when moving the snow remover 1 backward, the shift lever 85 is engaged with the engagement groove 761.

Engagement groove 76 in shift guide groove 75 of shift lever 85
1 side, the friction disc 33 moves in the same manner as described above, and due to frictional engagement with the drive friction disc 31, the friction disc 33 reverses, the crawler 22 reverses, and the snow blower 1 moves backward.

As is clear from the above description, according to the present invention, it is possible to make it impossible to lock the shift lever and the locking groove appropriately when the speed ratio is changed to the full high speed range, etc., especially in a transmission using a friction wheel. It has many excellent effects such as preventing the generation of frictional heat and increasing the durability of the transmission.

[Brief explanation of the drawing]

Figure 1 is a perspective view of the snow blower, Figure 2 is a plan view of the main parts, and Figure 3 is a perspective view of the snow blower.
The figure is a plan view of the main part, Figure 4 is a plane view showing the movement of the friction disk, Figure 5 is a perspective view of the speed change operation device, Figure 6
The figure is a sectional view taken along the line Vf-'Vl in FIG. 5. In the drawing, 1Fi snow blower, 11 is the engine, 23 is the transmission mechanism, 31 is the drive friction disk, 33 is the 7-reaction disk, 73 is the speed change operation device, 75 is the speed change guide groove, 76 is the locking groove, 81.83 85 is a support shaft, 85 is a shift lever 1101 is an operating lever, and 111 is a moving member. Patent applicant Honda Motor Co., Ltd. agent Patent attorney 2 1) Yong - Immediate question Patent attorney Kuni Ohashi Patent attorney Yu Koyama

Claims (1)

[Claims] A shift lever is provided which can freely swing in two opposite directions, and a shift guide groove in which one of the shift levers can be freely guided in swing, and a shift guide groove in which the other shift lever can be guided in swing freely and in the longitudinal direction of the shift guide groove. A shift pattern is provided with a plurality of engagement grooves that are opened at intervals, and a shift lever and a first gear shifting operating portion of the transmission are connected to each other so as to be interlocked with the swinging movement of the shift lever in the gear shifting guide groove. All connections are made, and the second gear for shifting/machine shifting is connected.
1. A speed change operating device for a vehicle, comprising: an operating lever connected to an operating member; and a closing portion paulownia that closes an appropriate portion of the retaining groove when the operating lever is operated.