JP2009068551A - transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission capable of preventing a gear squeak, capable of saving a space, and capable of reducing an operation load. <P>SOLUTION: In this transmission, when a shift select lever 103 rotates by a predetermined angle, the transmission of operation force to a prebalk pin 450 from a select inner lever 107 is released, and driving of a synchronous mechanism is released, and the select inner lever 107 is further pressed in the other peripheral direction from the prebalk pin 450, and a locked state of the select inner lever 107 and the shift select lever 103 can be released. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a transmission, and more particularly to a manual transmission.

  Japanese Patent No. 3163874 proposes a gear noise prevention device for a transmission. In this gear noise prevention mechanism, a shift-and-select shaft is provided with a cam that can only rotate around a pin, and a spring that presses and biases the cam toward the interlock plate. A cam that can only rotate around the pin is provided on the shift and select shaft, a spring that presses and biases the cam toward the interlock plate is provided, and a unique cam movement slope is provided on the side of the interlock plate. On the side surface of the cam, the only inclined surface engaging projection that engages with the cam moving inclined surface is provided.

  In the gear squeezing prevention mechanism of a manual transmission described in Japanese Patent Laid-Open No. 5-118439, the five-speed-reverse shift piece pin and the five gear grooves of the cam lever pivotally supported on the frame by the support shaft are provided. The pin of the speed shift fork is engaged. Then, the pin of the shift piece is engaged with the cam groove of the reverse shift fork pivotally supported by the frame. When driving the shift piece to establish the reverse gear train and sliding the reverse idle gear, the 5-speed shift fork is slightly moved by the action of the reversing part formed in the cam groove of the cam lever. Activate the synchronization mechanism for a short time. As a result, the rotation due to the inertia of the main shaft Ms is braked, and gear ringing at the time of meshing of the reverse idle gear is prevented.

Japanese Patent Laid-Open No. 5-118440 also discloses a manual transmission similar to the manual transmission described in the above-mentioned Japanese Patent Laid-Open No. 5-118439, which reduces the gear noise of the reverse idle gear. ing.
Japanese Patent No. 3163874 Japanese Patent Laid-Open No. 5-118439 Japanese Patent Laid-Open No. 5-118440

  However, in the conventional gear ring mechanism and the manual transmission provided with the gear ring mechanism, it is difficult to save space, resulting in an increase in volume occupied by the manual transmission.

  Therefore, a gear noise prevention mechanism using a pre-boke pin is conceivable as a compact gear noise prevention mechanism.

  However, in a manual transmission equipped with a gear squeal prevention mechanism and a gear squeal mechanism that employs a pre-boke pin, for example, when switching from a state where the reverse gear train is established to a neutral state, or establishing a reverse train from the neutral state In some cases, the operation load may increase.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a transmission that can prevent gear noise and save space, and further reduce the operation load. It is to be.

  The transmission according to the present invention rotates when power is applied, and includes a power input shaft provided with a forward gear input gear and a reverse gear input gear, a forward gear output gear, and a reverse gear output gear. A power output shaft that rotates when power is transmitted from the forward gear to the forward gear or from the reverse gear to the reverse gear, and the forward gear And a synchronizing mechanism that synchronizes the output gear for the forward gear. Further, the transmission includes a rotation shaft that is rotatably provided, a conversion mechanism that converts an applied shift load into a rotation force of the rotation shaft, and a drive engagement that receives an operation force via the conversion mechanism. And a drive mechanism that drives the synchronization mechanism by power from the conversion mechanism.

  The conversion mechanism is provided on the rotation shaft, and engages the transmission engagement portion that applies an operating force to the drive engagement portion, and the transmission engagement portion and the rotation shaft. Is configured to urge the engaging portion for transmission toward one circumferential direction and rotate with the engaging portion for transmission at an initial position. And an urging member that maintains a locked state with the shaft. Further, in a state in which the engagement state between the transmission engagement portion and the rotation shaft is maintained, the transmission engagement portion and the drive engagement portion are engaged, and the rotation shaft is directed toward the other circumferential direction. By rotating, the operating force is transmitted from the transmission engagement portion to the drive engagement portion, the synchronization mechanism is driven, and the rotation of the power input shaft is reduced.

  When the rotation shaft rotates by a predetermined angle, the transmission of the operating force from the transmission engagement portion to the drive engagement portion is released, the driving of the synchronization mechanism is released, and the transmission engagement portion is It is pressed toward the other circumferential direction from the driving engaging portion, and the locked state between the transmitting engaging portion and the rotating shaft can be released.

  Preferably, the transmission engaging portion includes a boss portion formed so as to be able to receive the rotation shaft, and a protruding portion protruding from the peripheral surface of the boss portion. And the said protrusion part is provided in one circumferential direction back side with respect to the 1st inclination part which inclines so that it goes outside as it goes to one circumferential direction of a rotating shaft, and a 1st inclination part, And a second inclined portion that is inclined toward the rotating shaft as it goes in one circumferential direction, and the drive mechanism includes an engagement portion biasing member that biases the drive engagement portion outward. Including. Then, when the rotation shaft rotates by a predetermined angle, the second inclined portion of the transmission engagement portion and the drive engagement portion come into contact with each other, and the drive engagement portion is biased from the engagement portion urging member. By pressing the second inclined portion by the force, the transmission engagement portion rotates in the other circumferential direction with respect to the rotation shaft, and the locked state between the rotation shaft and the transmission engagement portion is released. The

  Preferably, in the driving mechanism, a driving shaft provided to be displaceable in the axial direction and a direction in which the first inclined portion of the transmission engaging portion presses the driving engaging portion to displace the driving shaft. A drive shaft biasing member that biases the drive shaft in the opposite direction, and a synchronization mechanism drive member that is provided on the drive shaft and drives the synchronization mechanism. When the driving engagement portion is pressed by the first inclined portion, the driving shaft is displaced in the axial direction, and the synchronization mechanism driving member drives the synchronization mechanism, so that the driving engagement portion and the transmission engagement When the contact position with the joint reaches the second inclined portion, the driving shaft is displaced to the opposite side by the biasing force from the driving shaft biasing member, and the synchronization mechanism is driven by the synchronization mechanism driving member. Is released.

  According to the transmission of the present invention, it is possible to prevent gear noise and save space, and to reduce the operation load.

  Embodiments of the present invention will be described below with reference to the drawings. In the following embodiments, the same or corresponding parts are denoted by the same reference numerals, and description thereof will not be repeated. Manual transmission 300 according to the present embodiment is a device that converts the rotational speed and rotational torque of an engine and transmits it to drive wheels in accordance with the traveling state of the automobile.

  FIG. 1 is a cross-sectional view of a manual transmission according to the present embodiment, and FIG. 2 is a cross-sectional view of a shift select lever 103 provided in the manual transmission 300 and its surroundings. As shown in FIGS. 1 and 2, the manual transmission 300 includes a reverse drive gear 306 as a reverse gear, a reverse driven gear 316 as a reverse gear, and a fast drive gear as a forward gear. 301, and a gear train 580 including a first driven gear 311 as an output gear for a forward gear, a synchromesh mechanism (synchronous mechanism) 570, and a shift select lever 103 that is rotatably provided. Is converted to a rotational force of the shift select lever 103, and a drive mechanism 560 that receives the operation force of the user from the conversion mechanism 550 and drives the synchromesh mechanism 570 is provided.

  The gear train 580 includes an input shaft 331, a first drive gear 301, a second drive gear 302, a third drive gear 303, a force drive gear 304, a fifth drive gear 305 and a reverse drive gear 306 attached to the input shaft 331. Further, the gear train 580 includes an output shaft 332, a first driven gear 311, a second driven gear 312, a third driven gear 313, a force driven gear 314, a fifth driven gear 315, and an output gear 333 attached to the output shaft 332. The first drive gear 301 and the second drive gear 302 are fixed to the input shaft 331 and rotate together with the input shaft 331.

  On the other hand, the third drive gear 303, the force drive gear 304, and the fifth drive gear 305 can idle with respect to the input shaft 331.

  The synchromesh mechanism 570 includes hub sleeves 321, 323, and 325, and the hub sleeves 323 and 325 slide to couple with the input shaft 331 and rotate together with the input shaft 331. The output of the engine is transmitted to the input shaft 331 via a clutch. The input shaft 331 is rotatable.

  The output shaft 332 is provided with a first driven gear 311, a second driven gear 312, a third driven gear 313, a force driven gear 314, a fifth driven gear 315, and an output gear 333. The output gear 333, the third driven gear 313, and the force driven gear 314 are connected to the output shaft 332, respectively. It is fixed and rotates with the output shaft 332.

  On the other hand, the first driven gear 311 and the second driven gear 312 can idle with respect to the output shaft 332, and are engaged with the output shaft 332 by rotating the hub sleeve 321 to rotate together with the output shaft 332.

  A reverse driven gear 316 is attached to the outer periphery of the hub sleeve 321. The reverse idler gear 309 is a gear that can be interposed between the reverse drive gear 306 and the reverse driven gear 316. During normal travel (during forward travel), the reverse idler gear 309 includes the reverse drive gear 306 and the reverse drive gear 306. It does not mesh with any of the reverse driven gear 316.

  On the other hand, at the time of reverse (back), the reverse idler gear 309 meshes with the reverse drive gear 306 and the reverse driven gear 316, and the rotation of the input shaft 331 causes the reverse drive gear 306, the reverse idler gear 309, and the reverse driven gear 316 to rotate. Via the output shaft 332.

  First drive gear 301 and first driven gear 311 constitute the first speed, second drive gear 302 and second driven gear 312 constitute the second speed, third drive gear 303 and third driven gear 313 constitute the third speed, force drive gear 304 The force driven gear 314 constitutes the fourth speed, and the fifth drive gear 305 and the fifth driven gear 315 constitute the fifth speed.

  The conversion mechanism 550 passes through the transmission case 101 as a housing, the control cover 102 attached to the end of the transmission case 101, and the transmission case 101, and slides in the direction (axial direction) indicated by the arrow 141. The shift select lever 103 is provided to be rotatable in the circumferential direction (the direction of the arrow 142A, the direction of the arrow 142A) and various components attached to the transmission case 101. The transmission case 101 has a space 101i therein, and a control cover 102 is attached to the transmission case 101 with bolts so as to seal the internal space 101i.

  A shift select lever 103 is arranged in the internal space 101 i so as to be held by the transmission case 101 and the control cover 102. The shift select lever 103 is held on the control cover 102 by a slide ball bearing 111 and held on the transmission case 101 by a slide ball bearing 112. The shift select lever 103 is a rod-shaped member and is disposed so as to penetrate the transmission case 101.

  The slide ball bearings 111 and 112 hold the shift select lever 103 so as to be slidable in the direction indicated by the arrow 141 and to be rotatable in the direction indicated by the arrows 142A and 142B. Therefore, the shift select lever 103 can slide and rotate in the internal space 101i, and when the shift select lever 103 is operated, each of the shift select levers 103 attached to the shift select lever 103 according to this operation. The component also operates.

  At a portion where the shift select lever 103 is taken out from the transmission case 101, the shift select lever 103 is covered with a rubber boot 113. The boot 113 serves to protect the end of the shift select lever 103 and prevent dust and moisture from entering the internal space 101i from the outside. Since the shift select lever 103 slides in the direction indicated by the arrow 141, the boot 113 is provided to be extendable and retractable in the direction indicated by the arrow 141 in order to absorb this sliding amount.

  A shift outer lever 129 is attached to the end of the shift select lever 103. The shift outer lever 129 and a mechanism (not shown) are connected to a predetermined cable, and this cable is further connected to the shift lever. Therefore, the operation of the shift lever is transmitted to the shift select lever 103 by the shift outer lever 129 and another mechanism via the cable, and the shift select lever 103 slides and rotates.

  That is, the shift select lever 103 can be moved in the direction of the arrow 141 (the axial direction of the shift select lever 103) by the operation force applied by the user to the shift lever, and in the directions of the arrows 142A and 142B (of the shift select lever 103). (Circumferential direction).

  In this embodiment, the shift lever operated by the driver of the vehicle and the manual transmission 300 are separated from each other, and a so-called remote control type manual transmission 300 is shown in which the shift lever is connected by a cable and a link. However, the present invention is not limited to this, and the present invention may be applied to a so-called direct control type manual transmission in which a shift lever is directly attached to the manual transmission 300.

  In the remote control method, the position of the shift lever is not particularly limited, and a column shift type in which the shift lever is attached to the steering column, a floor shift type in which the shift lever is attached to the floor, etc. can be adopted. It is.

  A mass damper 114 as a shift assist mechanism is attached to the end of the shift select lever 103. The mass damper 114 has a function of assisting the load in the shift (rotation) direction of the shift select lever 103, so that the gears can smoothly mesh with each other, and vibration caused by metal contact generated in each part during the shift can be detected indoors. Can be prevented from telling

  A first inner lever 128 is fixed to the shift select lever 103. The first inner lever 128 is fixed to the shift select lever 103 by a slotted pin 118, slides in the direction indicated by the arrow 141 together with the shift select lever 103, and rotates in the direction indicated by the arrows 142A and 142B. The first inner lever 128 engages with any of the three shift heads 120, 121, and 122, and can slide any of the shift heads 120, 121, and 122 in a predetermined direction.

  In the example shown in FIG. 2, the first inner lever 128 is engaged with the shift head 121 for the third and fourth speeds at the center. The first inner lever 128 is in contact with the lock ball assembly 105. The lock ball assembly 105 is a member for positioning the position of the first inner lever 128 at each gear position. The lock ball assembly 105 is fixed to the transmission case 101.

  An interlock plate 104 is fitted to the shift select lever 103 so as to cover the first inner lever 128. An interlock plate 104 is fitted on the outer periphery of the shift select lever 103, and the interlock plate 104 can freely rotate with respect to the shift select lever 103.

  The interlock plate 104 is in contact with the first inner lever 128, and the first inner lever 128 regulates the movement of the interlock plate 104 in the sliding direction (movement in the direction of arrow 141). Therefore, if the shift select lever 103 moves in the direction indicated by the arrow 141, the first inner lever 128 and the interlock plate 104 also move in the direction indicated by the arrow 141 along with this movement.

  On the other hand, with respect to the rotation direction indicated by the arrows 142A and 142B, the interlock plate 104 does not follow the rotation of the shift select lever 103, and can operate differently from the shift select lever 103.

  The interlock plate 104 is a double meshing prevention device, and plays a role of preventing the first inner lever 128 from selecting two shift heads. In FIG. 2, since the interlock plate 104 presses the shift heads 120 and 122 at both ends, it is possible to prevent the first inner lever 128 from driving the shift heads 120 and 122.

  The second inner lever 106 is fixed by a slotted pin 117 so as to be adjacent to the interlock plate 104. The second inner lever 106 as a gate plate has a donut shape with a hole in the center, and the shift select lever 103 is fitted in this hole. The second inner lever 106 is biased by a high side select spring 115.

  The high-side select spring 115 is in contact with the select spring seat 138 and the second inner lever 106 and biases the second inner lever 106 and the shift select lever 103 away from the select spring seat 138. The high side select spring 115 is constituted by a coil spring.

  A select inner lever (transmitting engaging portion) 107 is provided on the side opposite to the second inner lever 106. The select inner lever 107 receives the shift select lever 103 and is provided on the outer peripheral surface of the shift select lever 103.

  The select inner lever 107 is in contact with the low-side select spring 116, and the low-side select spring 116 is in contact with the select spring seat. The low-side select spring 116 biases the select inner lever 107 and the shift select lever 103 in a direction away from the select spring seat.

  A support portion 130 for supporting a gate pin 108 as an engaging portion is attached to the transmission case 101. The support portion 130 may be screwed into the transmission case 101 or may be press-fitted into the transmission case 101. The pin-shaped portion at the tip of the support portion 130 is the gate pin 108.

  A plurality of gate grooves 110 are formed on the surface of the second inner lever 106, and the gate grooves 110 are shaped according to the shift gate pattern of the manual transmission. When the speed is changed to each gear, the gate pin 108 of the support portion 130 is fitted in the gate groove 110. Thereby, it is possible to prevent the play of the shift select lever 103 in the select direction after shifting (the direction indicated by the arrow 141).

  The shift head 122 for the first speed-2 speed holds the fork shaft 125 for the first speed-2 speed. The shift head 121 for the third speed / fourth speed holds a fork shaft 124 for the third speed / fourth speed. The 5-speed-reverse shift head 120 holds a 5-speed-reverse fork shaft 123.

  Each of the fork shafts 123, 124, 125 extends in parallel to each other, the extending direction of the fork shafts 123, 124, 125 is a direction substantially orthogonal to the extending direction of the shift select lever 103, and the rotation shaft (crank) of the engine. The direction is substantially parallel to the shaft.

  The fork shaft 124 holds a shift fork 126 for the third speed and the fourth speed. The fork shaft 125 holds a shift fork 127 for first speed to second speed. Each shift fork 126, 127 holds a hub sleeve, and the shift fork 126, 127 moves the hub sleeve in the front-rear direction to perform a shift.

  That is, manual transmission 300 according to the embodiment of the present invention is of a constant mesh type using a synchromesh mechanism. As the synchromesh mechanism, various mechanisms such as a key type, a servo type (Porsche type), a pin type, and a constant road type can be adopted.

  Here, the shift head 122 is provided with a pre-balk pin (drive engagement member) 450, and the pre-boke pin 450 projects toward the shift select lever 103. The pre-boke pin 450 is urged toward the shift select lever 103 side by a pre-boke spring 451 such as a spring.

  3 is a cross-sectional view taken along line III-III in FIG. Referring to FIG. 3, a notch is provided in the center portion of interlock plate 104, and first inner lever 128 is fitted in this notch.

  The first inner lever 128 engages with any of the shift heads 120 to 122, and can slide these shift heads 120 to 122 in the direction in which the fork shafts 123 to 125 extend. As the shift heads 120 to 122 slide, the fork shafts 123 to 125 connected to the shift heads 120 to 122 also slide.

  In FIG. 1, a fork shaft 123 is connected to a hub sleeve 325 and a reverse idler gear 309 of a 5-speed synchro mechanism by shift forks 226 and 227, and slides in the longitudinal direction thereof to thereby cause the hub sleeve 325 to slide. Activates the fifth-speed sync mechanism to connect the fifth drive gear 305 to the input shaft 331 or engages the reverse idler gear 309 with the reverse drive gear 306 and the reverse driven gear 316.

  The fork shaft 124 is connected to the hub sleeve 323 of the sync mechanism for the third speed and the fourth speed by the shift fork 126. By sliding the fork shaft 124 in the longitudinal direction, the hub sleeve 323 is used for the third speed or the fourth speed. Activate the synchro mechanism. As a result, either the third drive gear 303 or the force drive gear 304 rotates with the input shaft 331.

  The fork shaft 125 is connected to a hub sleeve 321 of a first-speed / second-speed sync mechanism by a shift fork 127. When the fork shaft 125 slides in the longitudinal direction, the hub sleeve 321 is a first-speed or second-speed sync mechanism. Engage with. As a result, either the first driven gear 311 or the second driven gear 312 rotates with the output shaft 332.

  The output gear 333 meshes with the ring gear 334 of the actuator. The ring gear 334 is fixed to the differential case 339, and the differential case 339 and the ring gear 334 rotate together. A pinion gear 336 is held on the differential case 339 by a pinion shaft 335 so as to be capable of rotating and revolving. Pinion gear 336 meshes with a pair of side gears 337. An output member 338 is connected to the side gear 337 by a spline, and the rotational force output from the output member 338 is transmitted to the tire through the drive shaft.

  FIG. 4 is a schematic diagram of the reverse gear viewed from the direction indicated by the arrow IV in FIG. Referring to FIG. 4, the reverse gear includes reverse drive gear 306, reverse idler gear 309, and reverse driven gear 316. The reverse drive gear 306 and the reverse driven gear 316 rotate together with the input shaft 331 and the output shaft 332.

  On the other hand, the reverse idler gear 309 is separated from the reverse drive gear 306 and the reverse driven gear 316 and is not rotating when the vehicle moves forward. At the time of reverse travel (back), the reverse idler gear 309 is engaged with the reverse drive gear 306 and the reverse driven gear 316 to rotate the reverse drive gear 306 and the reverse driven gear 316 in the same direction.

  5 is a cross-sectional view taken along line VV in FIG. In addition, in this FIG. 5, it is sectional drawing in a neutral state. As shown in FIG. 5, the select inner lever 107 has a boss 162 formed with a through-hole 161 that can receive the shift select lever 103, and protrudes radially outward from the peripheral surface of the boss 162. Projecting portion 153.

  An end inclined surface 154 is formed at the most forward side of the arrow 142A (the other circumferential direction of the shift select lever 103) in the radially outer end of the projecting portion 153. An end inclined surface 156 is formed via an apex 155 on the side of the arrow 142B (one circumferential direction of the shift select lever 103) with respect to the inclined surface 154.

  The end inclined surface 154 is inclined outward in the radial direction of the boss portion 162 in the direction of the arrow 142B, and the end inclined surface 156 is shifted toward the shift select lever 103 side in the direction of the arrow 142B. Inclined towards. The apex portion 155 has a substantially flat surface shape.

  A slotted pin 119 extending in the radial direction of the boss portion 162 is inserted into the through hole 161, and the through hole 161 is divided into an upper space 165 and a lower space 166 by the slotted pin 119. The slotted pin 119 is fixed to the select inner lever 107.

  A portion of the shift select lever 103 located in the upper space 165 is a thin shaft portion 103A having a fan-shaped cross section.

  The thin shaft portion 103 </ b> A includes side surfaces 150 and 151 arranged in the circumferential direction, and a circular arc portion 152 that is connected to the side surfaces 150 and 151 and is in sliding contact with the inner peripheral surface of the through hole 161.

  The thin shaft portion 103 </ b> A is provided in the upper space 165 so as to be rotatable around the rotation center line O of the shift select lever 103.

  The angle θ1 defined by the side surface 150 and the side surface 151 is smaller than the opening angle θ2 of the slotted pin 119 around the rotation center line O, and the thin shaft portion 103A is centered on the rotation center line O in the upper space 165. It can be rotated.

  Further, an elastic member 160 such as a spring that exerts a biasing force on the shift select lever 103 (thin shaft portion 103A) and the select inner lever 107 is provided, and this elastic member 160 moves the select inner lever 107 to the shift select lever. 103 is biased in the direction of the arrow 142B (one circumferential direction of the shift select lever 103).

  FIG. 5 is a cross-sectional view in the neutral state. In the neutral state, the side surface 150 is substantially horizontal, and the elastic member 160 pushes the select inner lever 107 so that the slotted pin 119 contacts the side surface 150. Energized. On the other hand, a gap is defined between the side surface 151 and the slotted pin 119.

  Here, in FIG. 2, when the first inner lever 128 is engaged with the shift head 120, the select inner lever 107 is engaged with the pre-boke pin 450.

  When the select inner lever 107 and the pre-boke pin 450 are engaged, the shift fork 227 rotates the shift select lever 103 so that the reverse idler gear 309 is engaged with the reverse drive gear 306 and the reverse driven gear 316. The lever 107 presses the pre-boke pin 450.

  As described above, when the pre-boke pin 450 is pressed by the select inner lever 107 and slides, the hub sleeve 321 drives the sync mechanism for the second speed.

6 is a cross-sectional view taken along line VI-VI in FIG.
As shown in FIG. 6, the fork shaft 125 is provided with a shift head 122, a shift fork 127, and a positioning mechanism 420 for positioning the fork shaft 125 at the first speed, second speed, and neutral. .

  The fork shaft 125 is supported by the transmission case 101 so as to be displaceable in the axial direction of the fork shaft 125.

  The positioning mechanism 420 includes grooves 424, 425, and 426 formed at one end of the fork shaft 125, and a ball 422 that partially fits into the grooves 424, 425, and 426 and suppresses the displacement of the fork shaft 125. And an elastic member 421 such as a spring for urging the ball 422 toward the fork shaft 125.

  The groove portions 424, 425, and 426 are arranged at intervals in the axial direction of the fork shaft 125, and the surface thereof has a curved surface shape that can receive the sphere 422.

  The cross-sectional shape of the groove portions 424, 425, and 426 is V-shaped with the bottom portion being curved. For example, the bottom 433 of the groove 425 is formed in an arc shape, and the diameter of the bottom 433 is smaller than the diameter of the sphere 422.

  The inner side surface 431 and the inner side surface 432 that are connected to the bottom portion 433 are inclined so that the distance between the inner side surface 431 and the inner side surface 432 increases as the distance from the bottom portion 433 increases.

  The elastic member 421 is accommodated in an elastic member accommodation hole 430 formed in the transmission case 101, and a part of the sphere 422 protrudes from the opening of the elastic member accommodation hole 430, and any of the grooves 424, 425, 426 is provided. I'm stuck in crab.

  The first inner lever 128 shown in FIG. 2 is inserted and engaged with the shift head 122, and the shift select lever 103 is further rotated, whereby the fork shaft 125 is displaced in the axial direction.

  FIG. 6 shows a neutral state. When the gear is shifted to the first speed, the fork shaft 125 is displaced toward the arrow 125A shown in FIG. 6, and the ball 422 is fitted into the groove 424 and positioned. The Further, when the gear is shifted to the second speed, the fork shaft 125 is shifted to the arrow 125B side, and the ball 422 is fitted in the groove 426.

  Next, the shifting operation of the manual transmission shown in FIG. 1 will be described. FIG. 7 is a cross-sectional view of the interlock plate 104 and the first inner lever 128 when shifting to the first speed. Referring to FIG. 7, at the first shift to the first speed, the shift select lever 103 is operated to move the interlock plate 104 and the first inner lever 128, and the first inner lever 128 moves to the first speed-2. Engages with the shift head 122 for speed. The first inner lever 128 engaged with the shift head 122 moves upward in FIG.

  The fork shafts 123, 124, and 125 extending substantially parallel to each other are connected to the shift heads 120, 121, and 122, respectively. When the shift head 122 moves, the movement is transmitted to the fork shaft 125, and the fork shaft 125 shifts. The hub sleeve 321 in FIG. 1 is moved by the fork 127. As a result, a shift to the first speed is performed.

  FIG. 8 is a cross-sectional view of the interlock plate 104 and the first inner lever 128 when shifting to the second speed. Referring to FIG. 8, the first inner lever 128 is engaged with the shift head 122 when shifting to the second speed. In this state, the first inner lever 128 moves the shift head 122 downward in FIG. As a result, the fork shaft 125 connected to the shift head 122 moves downward in FIG. 8, and the fork shaft 125 moves the hub sleeve 321 shown in FIG. Is executed.

  FIG. 9 is a cross-sectional view of the interlock plate 104 and the first inner lever 128 when shifting to the third speed. Referring to FIG. 9, when shifting to the third speed, shift select lever 103 is operated, interlock plate 104 and first inner lever 128 select shift head 121, and first inner lever 128 moves to shift head 121. Engage. As the shift select lever 103 rotates, the first inner lever 128 moves the shift head 121 upward in FIG. Along with this, the fork shaft 124 also moves, and the fork shaft 124 moves the hub sleeve 323 of FIG. As a result, the shift to the third speed is completed.

  FIG. 10 is a cross-sectional view of the interlock plate 104 and the first inner lever 128 when shifting to the fourth speed. Referring to FIG. 10, at the time of shifting to the fourth speed, the shift select lever 103 is rotated from the time of shifting to the third speed to move the shift head 121 downward in FIG. As a result, the fork shaft 124 connected to the shift head 121 also moves, and the fork shaft 124 moves the hub sleeve 323 of FIG. As a result, a shift to the fourth speed is executed.

  FIG. 11 is a cross-sectional view of the interlock plate 104 and the first inner lever 128 when shifting to the fifth speed. Referring to FIG. 11, when shifting to the fifth speed, the shift select lever 103 is operated and the interlock plate 104 and the first inner lever 128 select the shift head 120. The first inner lever 128 engages with the shift head 120. When the first inner lever 128 moves the shift head 120 upward in FIG. 11, the fork shaft 123 also moves. Accordingly, the fork shaft 123 is moved by the shift fork 226 to move the hub sleeve 325 in FIG.

  FIG. 12 is a cross-sectional view of the interlock plate 104 and the first inner lever 128 at the start of the shift to the reverse. Referring to FIG. 12, during reverse (reverse), shift select lever 103 is operated to slide interlock plate 104 and first inner lever 128.

  FIG. 13 is a cross-sectional view of the transmission at the start of the shift to reverse. Referring to FIG. 13, when the shift to reverse is started, the vehicle is generally stopped when reversing, so that the rotation of output shaft 332 is stopped.

  On the other hand, in the input shaft 331, although the power from the engine is cut by cutting the clutch, the input shaft 331 rotates with inertia.

  Therefore, a process of stopping the rotation of the input shaft 331 and causing the reverse idler gear 309 to mesh with the reverse drive gear 306 and the reverse driven gear 316 to rotate the reverse drive gear 306 and the reverse driven gear 316 in the same direction will be described.

  FIG. 14 is a cross-sectional view of the select inner lever 107 and the pre-boke pin 450 at the neutral time, and FIG. 15 is a cross-sectional view taken along line XV-XV in FIG.

  Here, FIG. 26 is a graph showing the relationship between the stroke of the fork shaft 123 and the load (pre-boke pin load) applied to the shift select lever 103.

  As shown in FIGS. 14 and 15, at the neutral time, the select inner lever 107 and the pre-boke pin 450 are separated from each other in the axial direction of the shift select lever 103.

  Thus, in the state where no external force is applied to the select inner lever 107, the side surface 150 of the thin shaft portion 103A is in contact with the slotted pin 119.

  FIG. 16 is a cross-sectional view of the select inner lever 107 and the pre-boke pin 450 when the first inner lever 128 is engaged with the shift head 120 as shown in FIG. 17 is a cross-sectional view taken along line XVII-XVII in FIG.

  As shown in FIGS. 16 and 17, when the first inner lever 128 and the shift head 120 are engaged, the protrusion 153 and the pre-boke pin 450 coincide with each other without being displaced in the axial direction of the shift select lever 103. .

  In this state, when the shift select lever 103 rotates, the end inclined surface 154 of the protruding portion 153 comes into contact with the upper end portion of the pre-boke pin 450, and the end inclined surface 154 presses the upper end portion of the pre-boke pin 450. .

  Then, as indicated by points [A] and [B] in FIG. 26, the operation force (pre-boke load) from the operator applied to the shift select lever 103 is about 50 [N], so that the pre-boke pin 450 and the fork shaft 125 shown in FIG.

  FIG. 18 is a cross-sectional view of the select inner lever 107 when the shift select lever 103 further rotates from the state shown in FIG. 16 and the fork shaft 123 is further displaced.

  Here, as shown in FIGS. 16 and 18, the shift select lever 103 rotates in the rotation direction P.

  Here, the select inner lever 107 is urged by the elastic member 160 in the direction of the arrow 142B (one circumferential direction of the shift select lever 103), and the side surface 150 is in contact with the slotted pin 119.

  The shift select lever 103 rotates in the direction of the arrow 142A (the other circumferential direction of the shift select lever 103) that is the direction opposite to the direction of the arrow 142B. As a result, the side surface 150 of the shift select lever 103 presses the slotted pin 119, whereby the select inner lever 107 rotates in the rotation direction P.

  The pre-boke pin 450 is positioned on the rotation direction P side with respect to the projecting portion 153, and the end inclined surface 154 of the projecting portion 153 extends the upper end of the pre-boke pin 450 in the direction of the arrow 125B (fork shaft 125 shown in FIG. 6). And the shift select lever 103 toward the outside in the radial direction. As a result, the fork shaft 125 is displaced in the direction of the arrow 125B, and the pre-boke pin 450 is displaced toward the radially outward side of the shift select lever 103 while being displaced in the direction of the arrow 125B.

  The pre-balk pin 450 is displaced toward the outer side in the radial direction of the shift select lever 103, so that the urging force received from the pre-boke spring 451 gradually increases. For this reason, as shown in FIG. 25, as the stroke of the fork shaft 125 increases from the point [B], the operating force of the operator applied to the shift select lever 103 also increases.

  In the state shown in FIG. 18, the displacement amount of fork shaft 125 (pre-boke pin 450) is shown as displacement amount HA (displacement amount HA is the center line L3 of pre-boke pin 450 in FIG. 16 and in FIG. (The distance between the center line L3A of the pre-boke pin 450). In the initial state shown in FIG. 16, the center line L 3 of the preboke pin 450 passes through the rotation center line O of the shift select lever 103.

  FIG. 19 is a cross-sectional view of the select inner lever 107 when the shift select lever 103 further rotates from the state shown in FIG. 18 and the fork shaft 123 is further displaced. In the state shown in FIG. 19, the upper end portion of the pre-boke pin 450 is in contact with the apex portion 155 of the protruding portion 153.

  The pre-boke pin 450 is displaced toward the outer side in the radial direction of the shift select lever 103 as the position where the pre-boke pin 450 and the end inclined surface 154 abut toward the apex 155, so that the pre-boke spring 451 receives it. The power gradually increases. Thereby, the operation force of the operator applied to the shift select lever 103 is gradually increased.

  When the contact position between the pre-boke pin 450 and the protruding portion 153 reaches the apex portion 155, the operator's operating force applied to the shift select lever 103 is point [C] at the peak as shown in FIG. It has become.

  At this time, the amount of displacement HB of the pre-boke pin 450 (the amount of displacement of the fork shaft 125) is defined by the distance between the center line L3 of the pre-boke pin 450 in FIG. 16 and the center line L3B of the pre-boke pin 450 in FIG. The state shown in FIG. 19 is the longest.

  Here, as the pre-boke pin 450 is displaced in the direction of the arrow 125B as described above, the fork shaft 125 shown in FIG. 6 is similarly displaced. For this reason, the sphere 422 is in contact with the inner side surface 431 of the inner surface of the groove portion 425, while being separated from the inner side surface 432. In such a state, the ball 422 receives the biasing force from the elastic member 421 and presses the inner surface 431, so that the ball 422 biases the fork shaft 125 toward the arrow 125A.

  That is, the positioning mechanism 420 has a function as an urging mechanism that urges the fork shaft 125 so as to return the fork shaft 125 to the neutral position during the pre-boke operation.

  Here, since the vehicle is generally stopped when reversing, the rotation of the output shaft 332 is stopped. On the other hand, the input shaft 331 may be rotated by inertia although the power from the engine is disconnected by disconnecting the clutch.

  Then, as shown in FIGS. 16 to 19, the pre-boke pin 450 is displaced, and in FIG. 2, the fork shaft 125 and the shift fork 127 are also displaced. At this time, the hub sleeve 321 shown in FIG. 1 is driven by the shift fork 127.

  When the hub sleeve 321 is driven and transmitted to the output shaft 332 in which the rotation of the second driven gear 312 is stopped by the action of the synchronizer ring 412, the rotation of the second driven gear 312 is stopped. Similarly, the rotation of the second drive gear 302 and the input shaft 331 also stops. In this way, for example, the driving of the input shaft 331 that is rotating due to an inertial force or the like is also stopped.

  Thereby, the rotation of the reverse drive gear 306 and the reverse driven gear 316 is also stopped.

  In FIG. 19, when the contact position between the pre-boke pin 450 and the protruding portion 153 reaches the apex portion 155, the pre-boke pin 450 can be displaced in the direction of the arrow 125 </ b> A by the urging force from the ball 422 shown in FIG. 5. It becomes. 20 is a cross-sectional view of the select inner lever 107 showing a state immediately after the state shown in FIG. As shown in FIG. 20, the pre-boke pin 450 is returned by the urging force from the positioning mechanism 420 shown in FIG. 6 so that the center line L3C of the pre-boke pin 450 coincides with the center line L3 of the pre-boke pin 450 in FIG.

  That is, when the fork shaft 125 returns to the neutral state, the shift fork 127 is also displaced, the drive of the hub sleeve 321 by the shift fork 127 is released, and the synchronized state is released.

  Thus, the reverse idler gear 309 is engaged with the reverse drive gear 306 and the reverse driven gear 316 in a state where the driving of the second-speed sync mechanism is released. At the time of this engagement, the rotation of the reverse drive gear 306 and the reverse driven gear 316 is stopped. Therefore, when the reverse idler gear 309 meshes with the reverse drive gear 306 and the reverse driven gear 316, there is a problem such as gear noise. Can be suppressed.

  Here, from the state shown in FIG. 19, the upper end portion of the pre-boke pin 450 starts to come into contact with the end inclined surface 156 of the protruding portion 153. Thereby, the protrusion 153 is urged toward the rotation direction P by the pre-boke pin 450. On the other hand, the shift select lever 103 stops rotating in the state shown in FIG.

  Here, the biasing force by which the pre-boke pin 450 rotates the select inner lever 107 in the rotation direction P via the end inclined surface 156 is the biasing force by which the elastic member 160 biases the select inner lever 107 in the direction of the arrow 142B. The select inner lever 107 rotates in the rotation direction P.

  For this reason, the side 150 is separated from the surface of the slotted pin 119, and a gap begins to be formed. On the other hand, the select inner lever 107 is moved to the thin shaft portion 103A so that the gap between the side 151 and the slotted pin 119 is reduced. Rotates relative to

  Then, as shown in FIG. 20, the contact portion between the pre-boke pin 450 and the protrusion 153 is positioned at the end of the end inclined surface 156 in the direction of the arrow 142B, so that the center line L3C of the pre-boke pin 450 is 16 coincides with the center line L3 of the pre-boke pin 450, and the rotation of the select inner lever 107 stops. Even at this time, a gap is defined between the side surface 151 and the slotted pin 119.

  As described above, when only the select inner lever 107 rotates as shown in FIGS. 19 to 20, only the urging force from the elastic member 160 is applied to the shift select lever 103. That is, in the state shown in FIG. 19, the load applied to the pre-boke pin 450 has reached a peak as shown by the point [C] in FIG. The load applied to the lever 103 is reduced. Then, only the urging force from the elastic member 160 is applied to the shift select lever 103. That is, as indicated by a point [D] in FIG. 25, the operator's operating force required to rotate the shift select lever 103 is reduced. Further, when the shift select lever 103 rotates in such a state, in the state shown in FIG. 20, the point [E] in FIG. 25 is obtained.

  The process from the reverse state as described above to the shift to the neutral state will be described.

  FIG. 21 is a cross-sectional view of the select inner lever 107 showing a state in which the shift select lever 103 is rotated in the direction of the arrow 142B from the state shown in FIG.

  As shown in FIG. 21, in the first process of shifting from the reverse state to the neutral state, the shift inner select lever 103 is stopped and the shift select lever 103 rotates in the direction of the arrow 142B.

  Thus, the rotation of the select inner lever 107 causes the first inner lever 128 and the shift head 120 to return toward the notch of the interlock plate 104 as shown in FIG. Along with this, the engaged state between the reverse idler gear 309, the reverse drive gear 306, and the reverse driven gear 316 starts to be released.

  At this time, in FIG. 21, the select inner lever 107 is not displaced, while the thin shaft portion 103A rotates in the direction of the arrow 142B. Therefore, the side surface 150 in the state shown in FIG. 21 is larger than the angle θ10 defined by the side surface 150 and the slotted pin 119 shown in FIG. 20 (the smaller angle among the angles defined by the side surface 150 and the slotted pin 119) θ10. And the angle θ11 defined by the slotted pin 119 is larger. Then, the angle θ21 defined by the side surface 151 and the slotted pin 119 in FIG. 21 is smaller than the angle θ20 defined by the side surface 151 and the slotted pin 119 in FIG.

  Thus, the position of the select inner lever 107 is not displaced, while the shift select lever 103 rotates in the direction of the arrow 142B. At this time, the shift select lever 103 rotates against the urging force from the elastic member 160.

  That is, in the process from the state shown in FIG. 20 to the state shown in FIG. 21, only the urging force from the elastic member 160 is applied to the shift select lever 103, and from the operator applied to the shift select lever 103. The operating force is constant.

  FIG. 22 is a cross-sectional view when the shift select lever 103 is further rotated than the state shown in FIG. 21, and FIG. 23 is a diagram showing that the shift select lever 103 is more than the state shown in FIG. It is sectional drawing when it rotates.

  In the state shown in FIG. 23, the side surface 150 is in a substantially horizontal state, and the first inner lever 128 enters the notch portion of the interlock plate 104 as shown in FIG. At this time, the angle θ13 defined by the slotted pin 119 and the side surface 150 is the largest. Furthermore, the angle θ23 defined by the side surface 151 and the slotted pin 119 is the smallest. That is, the side surface 151 is formed so as to be separated from the slotted pin 119 at this time.

  FIG. 24 is a cross-sectional view of the select inner lever 107 when the shift select lever 103 is displaced from the state shown in FIG. 25 is a cross-sectional view of the shift select lever 103 taken along line XXV-XXV in FIG. As shown in FIGS. 24 and 25, when the shift select lever 103 is displaced, the select inner lever 107 is displaced so as to deviate from the pre-boke pin 450.

  Thereby, the engagement state between the select inner lever 107 and the pre-boke pin 450 is released, and the select inner lever 107 is displaced in the direction of the arrow 142B by the urging force from the elastic member 160.

  Then, the slotted pin 119 comes into contact with the side surface 150, and the rotation of the select inner lever 107 is stopped.

  The present invention relates to a manual transmission, and is particularly suitable for a manual transmission that suppresses gear noise when shifting to reverse.

It is sectional drawing of the manual transmission which concerns on this Embodiment. It is sectional drawing of the shift select lever provided in the manual transmission, and its periphery. It is sectional drawing along the III-III line in FIG. FIG. 4 is a schematic diagram of a reverse gear viewed from a direction indicated by an arrow IV in FIG. 1. It is sectional drawing in the VV line in FIG. It is sectional drawing in the VI-VI line in FIG. It is sectional drawing of an interlock plate and the 1st inner lever at the time of the shift to 1st speed. It is sectional drawing of an interlock plate and the 1st inner lever at the time of the shift to 2nd speed. It is sectional drawing of an interlock plate and the 1st inner lever at the time of the shift to 3rd speed. It is sectional drawing of an interlock plate and the 1st inner lever at the time of the shift to 4th speed. It is sectional drawing of an interlock plate and the 1st inner lever at the time of the shift to 5th speed. It is sectional drawing of the interlock plate and the 1st inner lever at the time of the shift start to reverse. It is sectional drawing of the transmission at the time of the shift start to reverse. It is sectional drawing of the select inner lever and pre-boke pin at the time of neutral. It is sectional drawing in the XV-XV line | wire in FIG. FIG. 13 is a cross-sectional view of the select inner lever and the pre-boke pin when the first inner lever is engaged with the shift head as shown in FIG. In FIG. 16, it is sectional drawing in the XVII-XVII line. FIG. 17 is a cross-sectional view of the select inner lever when the shift select lever further rotates from the state shown in FIG. 16 and the fork shaft is further displaced. FIG. 19 is a cross-sectional view of the select inner lever when the shift select lever further rotates from the state shown in FIG. 18 and the fork shaft is further displaced. It is sectional drawing of the select inner lever which shows the state immediately after the state shown in FIG. FIG. 21 is a cross-sectional view of the select inner lever showing a state in which the shift select lever is rotated in the arrow direction from the state shown in FIG. 20. FIG. 22 is a cross-sectional view when the shift select lever 103 is further rotated than in the state shown in FIG. 21. FIG. 23 is a cross-sectional view when the shift select lever 103 is further rotated than in the state shown in FIG. 22. FIG. 24 is a cross-sectional view of the select inner lever when the shift select lever is displaced from the state shown in FIG. 23 to be in a neutral state. FIG. 25 is a cross-sectional view of the shift select lever taken along line XXV-XXV in FIG. 24. It is the graph which showed the relationship between the stroke of a fork shaft, and the load (pre-boke pin load) concerning a shift select lever.

Explanation of symbols

  101 Transmission case, 102 Control cover, 103 Shift select lever, 103A Thin shaft, 104 Interlock plate, 105 Lock ball assembly, 106 Inner lever, 107 Select inner lever, 108 Gate pin, 110 Gate groove, 111, 112 Slide ball Bearing, 120, 121, 122 Shift head, 123, 124, 125 Fork shaft, 129 Shift outer lever, 138 Select spring seat, 150, 151 Side surface, 152 Arc portion, 153 Protruding portion, 154 End inclined surface, 155 Vertex portion 156 End inclined surface, 160 elastic member, 161 through hole, 162 boss portion, 226, 227 shift fork, 300 manual transmission, 301 first drive gear, 3 2 Second drive gear, 302 Second drive gear, 303 Third drive gear, 304 Force drive gear, 305 Fifth drive gear, 306 Reverse drive gear, 309 Reverse idler gear, 311 First driven gear, 312 Second driven gear, 313 Third driven gear, 314 Force driven gear 315 Fifth driven gear, 316 Reverse driven gear, 321, 323, 325 Hub sleeve.

Claims (3)

A power input shaft that rotates when power is applied and is provided with a forward gear and a reverse gear;
A forward-stage output gear and a reverse-stage output gear are provided, and power is transmitted from the forward-stage input gear to the forward-stage output gear or from the reverse-stage input gear to the reverse-stage output gear. A power output shaft that rotates by being
A synchronization mechanism for synchronizing the forward gear input gear and the forward gear output gear;
A conversion mechanism that includes a rotation shaft that is rotatably provided, and that converts an applied shift load into a rotation force of the rotation shaft;
Including a drive engagement portion that receives an operation force via the conversion mechanism, and a drive mechanism that drives the synchronization mechanism by power from the conversion mechanism;
The conversion mechanism is provided on the rotating shaft, and a transmission engagement portion that applies the operation force to the drive engagement portion;
A locking portion that locks the transmission engaging portion and the rotating shaft to restrict the transmission engaging portion from rotating in one circumferential direction of the rotating shaft;
An urging member that urges the transmission engaging portion toward the one circumferential direction and maintains a locking state between the transmission engaging portion and the rotary shaft at an initial position;
The engagement portion for transmission and the engagement portion for driving are engaged with each other while the engagement state between the engagement portion for transmission and the rotation shaft is maintained, and the rotation shaft is in the other circumferential direction. The operation force is transmitted from the transmission engagement portion to the drive engagement portion, the synchronization mechanism is driven, and the rotation of the power input shaft is reduced.
When the rotation shaft rotates by a predetermined angle, the transmission of the operation force from the transmission engagement portion to the drive engagement portion is released, the drive of the synchronization mechanism is released, and the transmission engagement is further released. The transmission is a transmission in which the coupling portion is pressed from the driving engagement portion toward the other circumferential direction, and the engagement state between the transmission engagement portion and the rotating shaft can be released. The transmission engaging portion has a boss portion formed so as to be able to receive the rotating shaft, and a protruding portion protruding from a peripheral surface of the boss portion,
The protruding portion is provided on the rear side in the one circumferential direction with respect to the first inclined portion and the first inclined portion that is inclined outward toward the one circumferential direction of the rotating shaft. A second inclined portion that is inclined toward the rotating shaft side toward the one circumferential direction,
The drive mechanism includes an engagement portion urging member that urges the drive engagement portion outward.
When the rotation shaft rotates by the predetermined angle, the second inclined portion of the transmission engagement portion and the drive engagement portion come into contact with each other, and the drive engagement portion is biased for the engagement portion. By pressing the second inclined portion by the biasing force from the member, the transmission engagement portion rotates in the other circumferential direction with respect to the rotation shaft, and the rotation shaft and the transmission engagement The transmission according to claim 1, wherein the locked state with the portion is released. The drive mechanism includes a drive shaft provided so as to be displaceable in an axial direction, and a direction in which the first inclined portion of the transmission engagement portion presses the drive engagement portion to displace the drive shaft. A drive shaft biasing member that biases the drive shaft in the opposite direction, and a synchronization mechanism drive member that is provided on the drive shaft and drives the synchronization mechanism,
When the driving engagement portion is pressed by the first inclined portion, the driving shaft is displaced in the axial direction, and the synchronization mechanism driving member drives the synchronization mechanism,
When the contact position between the drive engagement portion and the transmission engagement portion reaches the second inclined portion, the drive shaft is moved in the displacement direction by the urging force from the drive shaft urging member. The transmission according to claim 2, wherein the transmission is displaced to the opposite side, and the driving of the synchronization mechanism by the synchronization mechanism driving member is released.

Images