JPS6143317Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a tuning device, and particularly to a tuning device suitable for use in an in-dash type car stereo that is inserted inside a dash board.

In an in-dash type car stereo, it is necessary to be able to adjust the distance between a pair of operating shafts provided on the left and right sides, depending on the distance between a pair of holes provided in the car's dart board. Generally, the distance between this pair of holes is 130mm to 160mm
mm range, therefore it must be possible to adjust by 30 mm. Particularly when the part to be adjusted, for example, the front end, is fixed to the chassis of a car stereo, it is necessary to provide means for absorbing the misalignment of the axis between the operating shaft and the part to be adjusted. Therefore, in the past, for example, an Oldham joint was interposed between the operating shaft and the part to be adjusted. However, when Oldham joints are used, torque fluctuations occur due to the difference in position between the front end shaft and the tuning shaft shaft. Therefore, the adjustable range becomes smaller. Furthermore, when the Oldham joint is made of synthetic resin, it has the disadvantage that the gap between the protrusion and the groove changes with temperature changes, making the joint heavy.

The present invention was developed in view of these problems, and includes fixing a first gear to a rotating shaft having an operating knob, meshing the first gear with a second gear, and meshing the first gear with the second gear. The rotating shaft is movable and adjustable so that the first gear moves on the outer periphery of the second gear with the gear and the second gear meshing with each other, and the rotating shaft and the first gear The present invention also relates to a tuning device in which tuning is performed via a second gear. Therefore, the adjustment range can be changed freely, and torque fluctuations are also reduced.

The invention will now be explained with reference to the illustrated embodiments. As shown in FIGS. 1 and 2, the induction type car stereo according to the present embodiment includes a chassis 1 having a substantially flat plate shape, and a tape recorder unit located approximately in the center of the chassis 1. A mechanical deck 2 constituting the structure is placed. A magnetic head 3, a reel stand 4, an operation button 5, etc. are mounted on the mechanical deck 2. At the bottom of the mechanical deck 2 is a printed circuit board 14 on which a predetermined circuit is formed.
are arranged. Further, a volume 6 is attached to the right side of the mechanical deck 2, and a front end 7 for tuning is provided to the left side. And these volume 6 and front end 7
Support pieces 8 and 9 are integrally connected to the chassis 1 on both sides of the front surface of the chassis 1 so as to face each other. A long hole 10 extending horizontally is formed in the support piece 8, and an operating shaft 11 of the volume 6 passes through this long hole 10 and is supported by the support piece 8 so as to be adjustable in left and right movement. Further, an arc-shaped hole 12 is formed in the support piece 9, and this hole 1
2 supports the tuning operation shaft 13 so that its movement can be adjusted.

Next, referring to FIGS. 3 to 5 in particular, the mechanism for transmitting rotational force from the tuning operation shaft 13 to the front end 7 will be described. A tuning operation knob 15 is attached to the front end of the tuning operation shaft 13. ing. A switching knob 16 is coaxially disposed outside this knob 15. This knob 16 is attached to the front end of a cylindrical switching shaft 17 disposed coaxially with and outside the tuning operation shaft 13. A sleeve 18 is fitted around the outer periphery of the switching shaft 17. The sleeve 18 passes through the receiving plate 19, and a male thread is formed on the outer periphery of the sleeve 18. The sleeve 18 is held in such a way that the support piece 9 is clamped by the nut 20 that engages with this male thread and the receiving plate 19.
is supported by the support piece 9. The tuning operation shaft 13 and the switching shaft 17 are connected to this sleeve 18.
It is supported by the support piece 9 via. The changeover switch 21 supported by the receiving plate 19 can be directly changed over by the changeover shaft 17.

The synchronous operating shaft 13 passes through the changeover switch 21, and a pinion 22 is fixed to its tip. The pinion 22 meshes with a gear 23. The gear 23 has a concave-convex shape 24 formed of a number of triangular teeth on one end face thereof, and the concave-convex shape 24 faces a concave-convex shape 26 similarly formed on one end face of a gear 25. A spring retainer 27 is disposed on the other end side of the gear 23. A compression coil spring 28 is disposed between the gear 23 and the spring retainer 27, which presses the gear 23 toward the gear 25, engaging the concave-convex shape 24 with the concave-convex shape 26. Instead of the concave-convex shapes 24 and 26, a friction member such as felt may be disposed between the gears 23 and 25. The gears 23, 25, and spring retainer 27 are supported by a common support shaft 29. The support shaft 29 is fixedly supported by the support plate 19 and another support plate 30. The gear 25 meshes with a gear 32 fixed to a rotary shaft 31 of the front end 7. The rotary shaft 31 passes through the support plate 30.

Therefore, when the tuning knob 15 is rotated, this rotation is caused by the rotation of the shaft 13, pinion 22, and gear 2.
3, 25 and the gear 32 to the rotating shaft 31 of the front end 7, whereby a synchronized operation is performed in the front end 7. If a large load is applied to the front end side of 4 for some reason during this synchronized operation, the coil spring 2
8, the gear 23 moves forward in the axial direction, and the engagement between the projections and depressions 24 of the gear 23 and the projections and depressions 26 of the gear 25 is released. Therefore, the transmission of torque is blocked here, acting as a so-called torque limiter, and the rotational transmission system or front end 7
will be protected. Further, when the tuning operation knob 15 is rotated, the gear 25 rotates,
A dial pointer (not shown) is moved via a dial thread 34 wound around the shaft portion 33 of the gear 25. Also, when the outer knob 16 is operated, the shaft 17
The switch 21 is directly switched by the switch 21.

Next, when changing the distance between the tuning shaft 13 and the switching shaft 17 and the manipulation shaft 11, the nut 20 can be loosened and the sleeve 18 can be moved along the arcuate hole 12 of the support piece 9. . At this time, the receiving plate 19 rotates around the support shaft 29, and the pinion 22 fixed to the tip of the synchronized operation shaft 13 moves over the gear 23 while maintaining meshing with the gear 23. Roll. Therefore, the movement can be adjusted freely within a distance range corresponding to the length S in FIG. Note that this length S is determined by the length of the arcuate hole 12. Further, the amount of movement H of the shafts 13 and 17 in the height direction at this time is relatively small and causes no practical problem. In this way, place the operating shaft 1 at the position corresponding to the hole on the dash board side.
3 and 17, these shafts 13 and 17 are fixedly supported on the support piece 9 by nuts 20.

Even if the positions of the shafts 13 and 17 are changed in this way, the rotation transmission system consisting of the gear train remains mechanically unchanged. Therefore, regardless of the position of the shafts 13 and 17, torque fluctuations do not occur. This provides a significant advantage over conventional joints using Oldham joints. Furthermore, the change in frictional force due to temperature changes is also very small, which is also an advantage over those using Oldham joints. Furthermore, by changing the number of teeth of the gears 22, 23, 25, and 32, it is possible to freely change the rotation speed of the shaft 31 of the front end 7 and the amount of movement of the dial thread 34 relative to the rotation speed of the operating knob 15. .

Further, in this device, the position of the front end 7 can also be adjusted. That is, a gear 25 supported on a fixed shaft 29
In contrast, by moving the front end 7 so that the gear 32 meshes with the gear 25 and rolls on the outer periphery of the gear 25, the gears 22, 2
The front end 7 can be moved and adjusted on the chassis 1 while maintaining the gear train consisting of gears 3, 25, and 32. For example, if a braking torque is applied to the gear 22 to the extent that the dial thread 34 does not return, the front end 7 can be removed by separating the gear 32 from the gear 25 while the gear 32 remains attached to the shaft 31. Furthermore, there is no need to remove the dial thread 34, making assembly and repair easier.

As described above, according to the present invention, the first gear fixed to the rotating shaft having the operation knob is connected to the second gear.
The position of the rotating shaft is adjusted by moving the rotating shaft so that it moves on the second gear while meshing with the second gear. Therefore, torque fluctuations do not occur, the adjustable range is relatively wide, and the weight does not increase due to temperature changes.

[Brief explanation of drawings]

FIG. 1 is a schematic exploded perspective view of an induction type car stereo according to an embodiment of the present invention;
3 is an enlarged perspective view of the synchronized drive section, FIG. 4 is a sectional view taken along the line .about. in FIG. 3, and FIG. 5 is a plan view of the synchronized drive mechanism. In addition, in the reference numerals used in the drawings, 13...tuning operation shaft, 15... tuning operation knob, 22... pinion (small gear), 23... gear.

Claims (1)

[Scope of utility model registration request] A first gear is fixed to a rotating shaft having an operation knob, the first gear is meshed with a second gear, and the first gear is engaged with the first gear and the second gear is in mesh with each other. A tuning device in which the rotary shaft is movably adjustable so that the gear moves on the outer periphery of the second gear, and tuning is performed via the rotary shaft, the first gear, and the second gear.