JPS6332011Y2 - - Google Patents

Description

[Detailed explanation of the idea] The present invention relates to a transmission operating device.

In recent manual transmissions for large vehicles such as trucks and buses, manual transmissions are boosted using energy such as electricity or fluid pressure and transmitted to the transmission in order to facilitate gear shifting operations. A control device has appeared.

An example of such a device will be explained using FIGS. 1 to 3.

What is shown in Figure 1 is a device installed on a bus, which consists of a command unit A located in the driver's seat, a signal processing unit B consisting of a relay circuit, etc., and a gear shift unit D attached to a transmission C. It's summery.

The command unit A operates switches S ₁ and S ₂ , which are signal generating means shown in FIG. Activate. At this time, switch S ₁ selects the shift directions Q ₁ , Q ₂ and Q ₃ of the above shift pattern, and switch S ₂ selects the positions P ₁ , P 2 and Q ₃ of the same pattern in the select direction.
_P3 , and after the signal is processed by the signal processing unit B, it is given to the gear shift unit D, which constitutes the boosting means.

The gear shift unit D has a solenoid valve operated by the above-mentioned signal and a power cylinder to which positive pressure air is supplied from an air tank through the same valve to operate the select fork and shift fork of the transmission. The output signal from the signal processing unit B serves to change the engagement mode of the transmission C in the select direction and then in the shift direction. This gear shift unit D also includes a switch for detecting the meshing position of the gears, and the signals from this switch are shown in FIG. 3 as P ₁ ', P ₂ ', P ₃ ', Q ₁ ', Q ₂ ', As shown by Q ₃ ', the select completion signal and then the output signal P ₁ from the signal processing unit B as the shift completion signal,
It acts on the unit B to cut off P ₂ , P ₃ and Q ₁ , Q ₂ , Q ₃ , thereby stopping the biasing operation of the power cylinder to the fork.

By the way, the meshing unit A is constructed as shown in FIGS. 4 and 5, where 1 is a casing member forming a command unit casing, and 2 is a casing member forming a command unit casing.
3 is a connecting rod connected to the shift shaft 2 via a pin 4 and extends vertically within the casing; 5 is a key whose lower end is connected to the upper shaft of the connecting rod 3; This is a lever that is fitted through the command unit casing 6 and passes through the casing member 1 so that the upper end of the lever protrudes outside the command unit casing.

The casing member 1 is formed into a spherical shape centered on the intersection of the respective axes of the shift shaft 2 and the pin 4, and has a lever 5 near the top thereof guided to a position corresponding to the shift pattern shown in FIG. 2. A guide groove (not shown) is formed. That is, this guide groove allows the lever 5 to move along a set path. As shown in FIG. 4, when the lever 5 moves along the guide groove in the select direction shown in FIG. 2, the connecting rod 3 swings about the axis of the pin 4 to rotate the shift shaft 2. On the other hand, when the lever 5 moves along the guide groove in the shift direction shown in FIG. 2, the connecting rod 3 swings around the axis of the shift shaft 2;
is adapted to rotate together with the connecting rod 3 by means of a pin 4. Further, a hole 7 is formed in the cylindrical portion at the lower end of the connecting rod 14, and a spring 8 is formed in the hole 7.
A sphere 9 is provided which abuts against the inner surface of the casing member 1 by a downward biasing force. Incidentally, the inner surface of the lower part of the casing member 1 is also formed into a spherical shape with its center at the intersection of the above-mentioned axes, and the sphere 9 moves on the inner surface according to the movement of the lever 5, and the lever 5 is guided by the guide groove, especially as shown in FIG. When the casing member 1 moves to each shift position corresponding to the shift pattern,
It is designed to engage with each engagement hole 10 bored in the. A cam body 12 is attached to the left end of the shift shaft 2 in FIG. A piston rod 14 of a cylinder 13 is connected via a roller 15. One end of an air passage 16 communicates with the air cylinder 13, and the other end of the air passage 16 communicates with an air tank, which is a source of pressurized air, via a solenoid valve (not shown). The solenoid valve is operated by a switch that opens and closes in response to a signal sent to the signal processing unit B, and when the switch is closed, the passage 16 is communicated with the air tank, and when the switch is open, the passage 16 is opened to the atmosphere. It is now connected to the passageway.

However, while the engine is running, the lever 5 shifts.
When the switch is in the neutral position in both select directions, that is, in the position shown in FIG. ₂ , the switch is closed and compressed air from the air tank is supplied into the air cylinder 13. Next, when the lever 5 is moved in the select direction and the position of the lever 5 is displaced from n ₂ → n ₁ , that is, when the lever 5 is moved from the position indicated by the solid line to the position indicated by the two-dot chain line in FIG. does not rotate, but the output of the signal processing unit B causes the select fork of the gear shift unit D to change the meshing mode of the transmission C to one corresponding to _n1 ( _n1 neutral state). Next, when moving the lever 5 in the shift direction and displacing the position of the lever 5 from _n1 to 1st speed, that is, when moving the lever 5, the shift shaft 2 rotates and the shift fork of the gear shift unit D shifts to the transmission C. The meshing mode of the engine starts shifting to the first speed state. On the other hand, as the shift shaft 2 rotates, the cam body 12 also moves from the position shown by the solid line to the position shown by the two-dot chain line in FIG.
5 to lower the piston rod 14. At this time, since compressed air is supplied from the air tank into the cylinder 13, a relatively large reaction force against the movement of the lever 5 is exerted on the hand or finger of the driver operating the lever 5, causing the piston rod 14 to descend. The amount will be increased as the amount increases. After that, when the shift to the 1st speed state of the transmission C is completed, the switch is opened and the solenoid valve moves to move the cylinder 13.
The compressed air inside is released to the atmosphere through the air release passage. In this state, the large reaction force applied to the driver's hands and fingers is suddenly removed, and the lever 5 is moved to 1.
quickly move to the corresponding position. Next, the case of shifting from 1st speed to 2nd speed will be explained.
First, when _the lever 5 is moved from the _1st gear position in FIG. The output closes the switch and compressed air is supplied into the air cylinder 13 again. Then press lever 5
When moving from n ₁ to n ₂ , the meshing mode of transmission C changes from n ₁ neutral state to n ₂ due to the action of the select fork.
Shift to neutral state. Further, when lever 5 is moved from n ₂ to 2nd speed, transmission C by shift fork
The gear shifting operation is started. In this case as well, n ₁ as mentioned above
→Since the cam body 12 acts to lower the piston rod 14 in the same way as when moving the lever in 1st gear, there is a large resistance to the hand and fingers holding the lever 5 until the shift to 2nd gear of the transmission C is completed. When the force is applied and the moving operation of the lever 5 is obstructed, and the shift to the second speed is completed, the above-mentioned obstructing action is controlled and the lever 5 is quickly moved to the second speed position. It should be noted that shifting to other gear shifting states is performed in the same manner as described above.

Therefore, when the driver moves the lever 5 to perform a gear shift operation, the presence of compressed air in the air cylinder 13 causes a reaction force against the shift of the lever 5 until the gear shift operation of the transmission C is completed. It has a big effect. On the other hand, after the shift operation of the transmission C is completed, the inside of the air cylinder 13 is opened to the atmosphere and the reaction force is almost eliminated. It is possible to know that the gear shifting operation has been completed, and after the gear shifting operation is completed, the user can concentrate on other driving operations without being distracted by the gear shifting operation.

However, when the lever 5 reaches the desired shift position, the compressed air in the air cylinder 13 is released to the atmosphere, so it is the roller 15 in contact with the cam body 12 that maintains the position of the lever 5. There is only an elastic force that biases the . Therefore, regardless of whether the vehicle is stopped or running, the lever 5 can easily be moved out of the shift position without depressing the clutch pedal, which is particularly dangerous while the vehicle is running.

The present invention was developed in view of the above circumstances, and its purpose is to provide a transmission operating device that can securely maintain the shift position of the lever and improve safety. It is.

Hereinafter, one embodiment of the present invention will be described based on FIG. 6. However, since the overall configuration is exactly the same as the structure shown in FIGS. 1 to 3, the same figure will be applied and the explanation will be omitted. Furthermore, the structure of the shift shaft 2, the connecting rod 3 and the lever 5 which are pivotally supported thereon via the pin 4 is completely the same as the structure shown in FIG. 4, so the explanation will be omitted by referring to FIG. A cam body 2 as shown in FIG. 6 is attached to the left end of the shift shaft 2.
0 is inserted. This cam body 20 has a pair of protrusions 20a in the shift direction centering on the shift shaft 2,
20b, each of which is a piston rod, is elastically abutted by cam rollers 30a, 30b which are pivotally supported by rods 21a, 21b. The cam rods 21a, 2 are attached to the casing member 1a.
A pair of cylinders 22a, 2 that accommodate a part of 1b
2b opens. These cylinders 22a, 22b
In the figure, communication ports 23a and 23b are provided at the lower end to communicate with an air tank (not shown). Communication ports 23a, 23b in cylinders 22a, 22b
A retainer rod 32 having an air hole 31a on the top
a, 32b are accommodated, and the retainer spring 33
Retainer cups 34a, 34b via a, 33b
elastically supported. These retainer cups 34
a, 34b abut against pistons 35a, 35b that support the cam rods 21a, 21b. Therefore, the upper ends of the cam rods 21a, 21b protrude from the casing member 1a and are elastically supported. In this way, the first and second fluid operating bodies 36a and 36b that come into contact with the protrusions 20a and 20b of the cam body 20 are constructed.

When the lever 5 is moved from the _n1 position shown in FIG. 2 to shift into the first gear, the shift shaft 2 rotates and tilts from the solid line state to the two-dot chain line state shown in FIG. 6. At position n ₁ , each cylinder 22a,
22b is supplied with compressed air, and the piston 2
5a and 25b are camrods 21a and 21, respectively.
b protrude from the casing member 1a by the same amount. When the clutch pedal is stepped on and the lever 5 is moved in the desired shift direction, the cylinder 22b on the second fluid operating body 36b side is moved until the gears of the transmission are engaged.
The supply of compressed air only to the cylinder 22b of the first fluid working body 36a is stopped. The cam body 20 acts to lower the cam rod 21b. At this time, the cylinder 22b
Since compressed air is supplied to the cam rod 21b, a relatively large reaction force against the movement of the lever 5 is applied to the driver's hands and fingers, increasing as the cam rod 21b descends. Thereafter, when the shift of the transmission C to the first speed state is completed, the compressed air in the cylinder 22b is released to the atmosphere. When the clutch pedal is released, compressed air is supplied to the other cylinder 22a. Therefore, the cam body 20 is maintained in the inclined state shown by the two-dot chain line by the first fluid operating body 30a, and malfunction of the lever during traveling can be prevented.

Of course, not only compressed air but also hydraulic pressure, for example, can be used to operate the cam rods 21a and 21b.

As explained above, according to the present invention, the movement of the cam body that rotates as the lever shifts is regulated by the pair of fluid actuating bodies, so the shift position of the lever is reliably maintained. This has the effect of improving safety.

[Brief explanation of the drawing]

Figure 1 is a schematic diagram of the transmission operating device;
3 is a schematic electrical circuit diagram of the device, FIG. 4 is a longitudinal cross-sectional side view of the main part of the operating device showing a conventional example of the present invention, and FIG. 6 is a partially longitudinal front view of the operating device showing an embodiment of the present invention. 1a...Casing member, 5...Lever, 2...
...Shift shaft, 20a, 20b...Protrusion, 20...
Cam body, 21a, 21b...piston rod (cam rod), 36a, 36b...first, second fluid operating body.

Claims (1)

[Scope of utility model registration request] A casing member, a lever protruding from the casing member, and the lever is supported within the casing member and generates energy such as electricity and fluid pressure when it is electrically detected that the lever is at each gear shift position corresponding to a shift pattern. A shift shaft that determines the meshing mode of the transmission by boosting the force based on the above, a cam body provided on this shift shaft and having a pair of protrusions along the shift direction of the shift shaft, and the above-mentioned protrusions of this cam body. When the shift shaft is moved in the desired shift direction by stepping on the clutch pedal, the fluid pressure is applied until the gears of the transmission engage and the reaction force of the shift shaft is applied, and the desired shift position is reached. Operation of a transmission characterized by comprising a first fluid working body that removes fluid pressure and a second fluid working body that accepts the fluid pressure and prevents movement of the shift shaft when a desired shift position is reached. Device.