JPS646428Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention provides a device for absorbing relative displacement or vibration between the first and second members in a link mechanism that connects the first and second members; For example, the present invention relates to a device that absorbs relative vibration between a remote control unit and a gear transmission in a gear transmission of a vehicle.

[Prior Art] In a typical vehicle, an engine and a gear transmission are integrally coupled and supported by a vehicle body via a shock absorber. For this reason, the link mechanism that connects the remote control unit that is directly supported on the vehicle body and the gear transmission is equipped with a so-called gear control bridge device that absorbs the vibrations of the engine and vehicle.
Although conventional devices are effective against vibrations in the vertical and horizontal directions of the vehicle, they are incomplete against vibrations in the longitudinal direction.This longitudinal vibration causes the link mechanism to move and engage. This is one of the causes of gears becoming uncoupled (so-called gear falling out).

[Problems to be solved by the invention] Therefore, the purpose of the invention is to provide a link mechanism that is equipped with the above-mentioned conventional bridge device and that can also reliably absorb vibrations in the longitudinal direction (back and forth direction) of the link. The present invention provides a vibration absorbing device for use in.

[Means for Solving the Problem] According to the present invention, a horizontally extending main shaft is supported between a first member (vehicle body) and a second member (gear transmission) via a ball joint. , the length and arrangement of the first lever and the second lever coupled to the main shaft are configured to have an appropriate relationship. That is, the configuration of the present invention is such that the main shaft has first and second ball joints at both ends, and first and second levers with lengths b and a are connected in opposite directions and the first ball joint and the first ball joint are connected to the main shaft. When the distance between the levers and the distance between the second ball joint and the second lever are β and α, they are connected at right angles so that a・β=α・b,
The first ball joint is supported on the first member, the second ball joint is supported on the second member via the sliding body, and the first ball joint is supported on the second member via the sliding body.
The rod extending from the first member is connected to the lever of the second member.
The lever is connected to links extending from the second member from opposite directions.

[Function] The relative displacement in the longitudinal direction (longitudinal direction of rods and links) that occurs between a first member (e.g., a vehicle body) and a second member (e.g., a gear transmission) is normally caused by a relative displacement in a lateral direction (in a left-right direction). ), which causes a relative movement in the front and back direction between the rod and the link. , the relative movement between the rod and the link is caused by the rotation of the main shaft, which causes the tips of the first and second levers (joints)
is canceled out by the horizontal movement component of

[Embodiment of the invention] As shown in FIG.
While the gear transmission 12 coupled via the remote control unit 3 is supported with a known shock absorber, the remote control unit 3 is directly fixedly supported on the vehicle body 1. As is well known, the remote control unit 3 can switch the vehicle between reverse and forward gears using a shift lever 4 operated from the driver's seat. In other words, the select rod 5 is moved in the front-rear direction by tilting the shift lever 4 left and right (select operation), and the shift rod 6 is moved in the front-rear direction by tilting the shift lever 4 back and forth (shift operation). Selection of engagement position,
Engagement takes place. However, the configuration of the remote control unit 3 is well known and is not related to the gist of the present invention, so it will not be described further.

The select rod 5 is connected by a pin 7 to one end of a horizontal lever 39 supported on the vehicle body by a support shaft 8, and one end of a link 17 is connected to the other end of the lever 39 by a pin 9. The other end of the link 17 is connected with a pin 16 to the tip of a lever 15 which is rotatable in a horizontal plane, and the lever 15 is connected to a vertical shaft 14 supported on the housing of the gear transmission 12.

On the other hand, the shift rod 6 is connected to a link 10 via a bridge device H having a main shaft 18, and the end of this link 10 is connected to a lever 32 of a horizontal shaft 13 supported on a housing of a gear transmission 12.
(FIG. 2) and are connected with a pin 31.

As shown in FIG. 3, the bridge device H has a main shaft 1.
8 is supported by a bracket 21 fixed to the vehicle body via a first ball joint 19, and the other end is supported by a bracket 25 fixed to the housing of the gear transmission 12 via a second ball joint 11. Ru. Main shaft 1
A first lever 23 extending upwardly is coupled to 8;
The end of the shift rod 6 is connected to this via a ball joint 22. Further, a second lever 27 extending downward is coupled to the main shaft 18, and a ball joint 26 is connected to the second lever 27.
The ends of the link 10 are connected with each other.

As shown in FIG. 4, the first ball joint 19 consists of a spherical part formed at the left end of the main shaft 18, and a divided body having a spherical recess that engages with the spherical part, and this divided body has a cylindrical shape. The screw shaft portion formed at the right end of the housing 30 is inserted into the bracket 21.
It is tightened by a nut 38.

The second ball joint 11 consists of a spherical part formed at the left end of the main shaft 18 and a sliding body 29 which is a divided body having a spherical recess that engages with the spherical part, and this sliding body 29 has a cylindrical shape. It is slidably fitted inside a shaped housing 28, and the end of the housing 28 is covered by a bellows-shaped dustproof cover 24. The housing 28 is coupled to the bracket 25 by welding or the like, and the bracket 25 is fixed to the housing of the gear transmission 12.

According to the present invention, the first and second levers 23, 2
When the lengths of 7 are b and a, respectively, the dimensional arrangement with respect to the main axis 18 is set to α and β as shown in the following equations.

a・β=α・b However, α: Distance between the second lever 27 and the second ball joint 11 β: Distance between the first lever 23 and the first ball joint 19 The operation will be explained. In FIG. 1, when the gear shift lever 4 is tilted to the left, for example, the select rod 5 is pulled toward the remote control unit 3, the lever 39 is rotated counterclockwise about the support shaft 8, and the When the lever 15 and the vertical shaft 14 are compressed, the vertical shaft 14 is rotated clockwise, and the meshing position (2nd-3rd speed) of the gear transmission 12 is selected.
Next, when the shift lever 4 is tilted backward, the shift rod 6 is pulled forward, the main shaft 18 is rotated, the horizontal shaft 13 is rotated in the direction of the arrow in FIG. 2 via the link 10, and the gear transmission 12 is rotated. 3rd in
A high speed gear mesh is achieved.

As mentioned above, the engine 40 and the gear transmission 1
Since the gear transmission 12 is supported by the vehicle body 1 via a shock absorbing device, relative displacement occurs between the gear transmission 12 and the vehicle body 1 in the longitudinal, vertical, and horizontal directions as the engine vibrates. In response to relative displacement in the left-right direction, sliding occurs between the sliding body 29 and the housing 28 at the second ball joint 11 of the main shaft 18,
In this case, the shift rod 6 and link 10 are not caused to move in the longitudinal direction.

In addition, the main shaft 18 responds to the relative displacement in the vertical direction between the gear transmission 12 and the vehicle body 1.
The sliding body 29 is tilted obliquely in a vertical plane using the ball joints 19 and 11 as fulcrums, and at the same time the sliding body 29 slides inside the housing 28. In this case as well, the movement of the shift rod 6 and link 10 in the longitudinal direction is hardly affected.

Next, in response to a relative displacement in the longitudinal direction between the gear transmission 12 and the vehicle body 1, the main shaft 18 will tilt in the horizontal plane, and the first and second levers 23 and 27 will have the above-mentioned relationship with respect to the main shaft 18. If this is not the case, a relative displacement will occur between the shift rod 6 and the link 10, displacing the shift lever 4 and causing the gear to fall out.

Now, as shown in Figs. 4 to 6, the length of the main shaft 18 is r, the position of the ball joint 26 is A, the position of the ball joint 22 is B, the position of the second ball joint 11 is C, and the position of the first ball joint 11 is R. Let us consider a case where the position of the ball joint 19 is D and the gear transmission 12 is moved forward by l with respect to the vehicle body 1. At this time, point C moves forward by l, and if link 10 is approximately parallel to the longitudinal direction of the vehicle body, point A also moves forward by approximately l.

At this time, the forward movement amounts l _E and l _F of points E and F are as follows:
From FIG. 5, l _E =r-α/rl l _F =β/rl The difference in the amount of forward movement between point A and point E is l-l _E.
Since AE is perpendicular to CD, the difference x in the amount of movement between points A and E in the horizontal plane is x=l- _lE /cosθ in FIG.

Here, since l-l _E =α·l/r from FIG. 5, x=l/rα·1/cosθ The levers 23 and 27 rotate together with the main shaft 18 due to this difference x in movement amount. If the rotation angle is φ, then in Fig. 7, Sinφ=x/a=y/b y=b/a・x y=b/a・l/rα・1/cosθ The shift rod 6 moves in the front and rear direction. In order to avoid this, the amount of movement of point B should be 0, and for that, the value of y is the amount of movement of point F in the horizontal direction with respect to point B when point B is constant (in the horizontal plane) l It is sufficient if it is equal to _F /cosθ. In other words, y=l _F /cosθ b/a・l/rα・1/cosθ=l _F /cosθ b/a・l/rα・1/cosθ=β/rl・1/cosθ b/aα=β ∴a・β=α・b [Effect of the invention] As explained above, the present invention connects the lateral horizontal axis with a ball joint between the first member and the second member that generate relative vibration. A first lever (input side) supported and coupled to the main shaft is connected to the first member via a shift rod, a second lever (output side) is connected to the second member via a link, When the lengths of the first lever and the second lever are b and a, respectively, the mounting distances β and α of the first lever and the second lever from both ends (ball joint part) of the main shaft, respectively, are calculated by the formula a.・Since they are arranged in the relationship expressed by β=α・b, there is a relative difference between the first member and the second member not only in the horizontal and vertical directions but also in the front-back direction. Even if displacement occurs, this linear movement is canceled out by the rotation of the main shaft constituting the bridge device, and vibrations in the longitudinal direction are reliably absorbed and abnormal operation of the link mechanism is avoided.

[Brief explanation of drawings]

FIG. 1 is a plan view showing an embodiment of a remote control mechanism in a gear transmission of a vehicle regarding the vibration absorption device in a link mechanism according to the present invention, FIG. 2 is a perspective view of the output part of the device, and FIG. 3 is a perspective view of the main part of the device (shown with the dustproof cover removed), FIG. 4 is a front sectional view of the same, and FIGS. 5, 6, and 7 are line diagrams each explaining the operation of the device of the present invention. be. 1: First member (vehicle body), 12: Second member (gear transmission), 13: Horizontal axis, 14: Vertical axis, 1
8: Main shaft, 23, 27: First and second levers.

Claims (1)

[Scope of utility model registration request] First and second levers with lengths b and a are attached to the main shaft with first and second ball joints at both ends in opposite directions, and the distance between the first ball joint and the first lever and the second When the distances between the ball joint and the second lever are β and α, they are connected at right angles so that a・β=α・b, and the first ball joint is connected to the first member, and the second ball joint is connected to the first member. are each supported on a second member via a sliding body, and a rod extending from the first member is connected to the first lever, and a link extending from the second member is connected to the second lever from opposite directions. A vibration absorbing device in a link mechanism characterized by: