CN210318472U - Speed variator - Google Patents

Abstract

A transmission is provided to appropriately detect a neutral state without impairing the detection accuracy of a neutral switch. A transmission (2) is provided with: a final driven gear (60) disposed along a partition wall (23) of the transmission case (20); and a shift device (7) disposed on the side of the partition wall on the downstream side in the rotation direction of the final driven gear. The gear shift device has: a shift select shaft (70) extending in a direction orthogonal to an axial direction of the final driven gear within the transmission housing; a contact-type 1 st neutral switch (90) that detects a neutral state of a shift range; and a non-contact type 2 nd neutral switch (91) for detecting the neutral state of the gear shift stage. The 1 st neutral switch is disposed opposite to the shift select shaft in a direction along the partition wall. The 2 nd neutral switch is disposed on the opposite side of the partition wall with the shift select shaft therebetween.

Description

Speed variator

Technical Field

The utility model relates to a derailleur.

Background

In a manual transmission for a vehicle, for example, a neutral switch is provided as a shift switch for detecting a shift state (see patent document 1). In patent document 1, a plurality of shift switches are provided in a transmission in consideration of a failure of the shift switches.

The shift switch (neutral switch) described in patent document 1 is a so-called contact type neutral switch, and includes at its tip end: a convex sensing part which can freely stretch and contract; and a cam portion for abutting against the sensing portion. Since the contact position of the sensing portion changes according to the relationship with the cam portion, the neutral state or the non-neutral state of the transmission can be detected.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 2008-286346

SUMMERY OF THE UTILITY MODEL

Problem to be solved by utility model

However, in the contact-type neutral switch as in patent document 1, oil (oil) is required to improve the lubricity between the sensing portion and the cam portion. Therefore, depending on the location where the plurality of shift switches are arranged, sufficient oil supply may not be obtained, which may affect the accuracy of detecting the neutral state.

The present invention has been made in view of such circumstances, and an object of the present invention is to provide a transmission capable of appropriately detecting a neutral state without impairing the detection accuracy of a neutral switch.

Means for solving the problems

The utility model discloses a derailleur of an aspect's characterized in that possesses: a final driven gear disposed along a partition wall of the transmission case; a shift device disposed on a side of the partition wall on a downstream side in a rotation direction of the final driven gear, the shift device including: a shift select shaft extending in the transmission case in a direction orthogonal to an axial direction of the final driven gear; a contact-type 1 st neutral switch that detects a neutral state of a shift range; and a non-contact type 2 nd neutral switch that detects a neutral state of a shift stage, wherein the 1 st neutral switch is disposed to face the shift select shaft in a direction along the partition wall, and the 2 nd neutral switch is disposed on an opposite side of the partition wall with the shift select shaft interposed therebetween.

Effect of the utility model

According to the utility model discloses, can not harm neutral switch's detection precision and can suitably detect the neutral state.

Drawings

Fig. 1 is a front view of the periphery of the transmission of the present embodiment.

Fig. 2 is a view in which a part of the transmission case is omitted from fig. 1.

Fig. 3 is a left side view of fig. 2.

Fig. 4 is a sectional view taken along line a-a of fig. 1.

Fig. 5 is a front view of the gear shift device of the present embodiment.

Fig. 6 is a left side view of the gear shift device of the present embodiment.

Fig. 7 is a perspective view of the periphery of the central cam member of the present embodiment as viewed from the front left.

Fig. 8 is a perspective view of the periphery of the central cam member of the present embodiment as viewed from the rear right.

Fig. 9 is a plan view showing the periphery of the neutral switch of the shift device of the present embodiment.

Fig. 10 is a sectional view taken along line B-B of fig. 9.

Fig. 11 is a plan view of a shift device according to a modification corresponding to fig. 9.

Fig. 12 is a sectional view taken along line C-C of fig. 11.

Description of the reference numerals

2: speed variator

7: gear shifting device

10: cylindrical part

11: 1 st cam part

11 a: 1 st vertical wall part

11 b: 1 st cam surface

11 c: the 1 st groove part

12: 2 nd cam part

12 a: 2 nd vertical wall part

12 b: 2 nd cam surface

12 c: the 2 nd groove part

12 d: inner peripheral surface

13: incision

14: 2 nd cam part

14 a: 2 nd vertical wall part

14 b: convex part

20: transmission housing

21: right casing

22: left shell

23: partition wall

25: oil collecting tank

60: last-stage driven gear

70: gear shifting selection shaft

76: central cam member

90: no. 1 neutral switch

90 a: detection part

91: no. 2 neutral switch

91 a: a detection unit.

Detailed Description

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the respective directions shown in the drawing, the vehicle front direction is indicated by an arrow FR, the vehicle rear direction is indicated by an arrow RE, the vehicle upper direction is indicated by an arrow UP, the vehicle lower direction is indicated by an arrow LO, the vehicle left direction is indicated by an arrow L, and the vehicle right direction is indicated by an arrow R. In the following drawings, for convenience of explanation, some components are omitted.

A schematic configuration of a manual transmission for a vehicle according to the present embodiment will be described with reference to fig. 1 to 6. As shown in fig. 1 to 6, the vehicle according to the present embodiment is a so-called FF (front-drive) type four-wheel vehicle. The vehicle is configured by arranging an engine 1 and a transmission 2 between a pair of left and right vehicle body frames (not shown) extending in the front-rear direction. The engine 1 and the transmission 2 are arranged side by side in the left-right direction. Specifically, an engine 1 is disposed on the right side in front of the vehicle, and a transmission 2 is disposed on the left side of the engine 1.

The engine 1 is, for example, a gasoline engine, and various components such as a crankshaft (neither shown) are housed in an engine case. The axial direction of the crankshaft is oriented in the vehicle width direction (left-right direction). The engine 1 is not limited to a gasoline engine, and may be another type of engine such as a diesel engine.

The transmission 2 is a manual transmission in which a transmission gear is selected and engaged by a manual operation of an occupant, for example. The transmission 2 changes the speed of the power of the engine 1 and transmits the power to a drive wheel (not shown). The transmission 2 is configured by housing various components in a transmission case 20. Examples of the various components include a clutch (not shown), various shafts provided with a plurality of transmission gears, and the like, and the shift device 7. The transmission 2 may be a manual transmission in which a transmission gear is automatically selected by a transmission device.

The transmission case 20 is a dividable structure, and has a right case 21 and a left case 22. The right case 21 forms a right space of the transmission case 20, and the left case 22 forms a left space of the transmission case 20. In particular, the right case 21 has a partition wall 23 that partitions the space inside the transmission case 20 to the left and right (into the left and right spaces). The partition wall 23 is formed to expand in the front-rear direction and the vertical direction slightly closer to the right case 21 side than the mating surface of the right case 21 and the left case 22 (see fig. 3 and 4).

A clutch (not shown) disposed coaxially with the crankshaft is provided in the right housing 21 on the right side of the partition wall 23. The input shaft 3, the 1 st intermediate shaft 4, and the 2 nd intermediate shaft 5 are disposed as various shafts in the left housing 22 on the left side of the partition wall 23. These various shafts have an axial direction in the vehicle width direction, like the crankshaft. In addition, oil (not shown) for lubricating the transmission gear and various shafts is stored in the bottom portion of the left housing 22.

The input shaft 3 is a shaft to which power from the engine 1 is input via a clutch. The input shaft 3 is disposed coaxially with the crankshaft. As shown in fig. 3, the input shaft 3 is disposed at a position slightly forward and upward of the center of the left housing 22 in a side view. An input gear 30 for 1 st gear, an input gear 31 for 2 nd gear, an input gear 32 for 5 th gear, an input gear 33 for 3 rd gear, and an input gear 34 for 4 th-6 th gear are provided on the input shaft 3 from the right side. Further, the input gear may also be referred to as a drive gear.

A 1 st intermediate shaft 4 is disposed slightly rearward and below the input shaft 3. A 1 st final drive gear (not shown), a 1 st intermediate gear 40, a 2 nd intermediate gear 41, a 3 rd intermediate gear 42, and a 4 th intermediate gear 43 are provided on the 1 st intermediate shaft 4 from the right side. Each intermediate gear disposed on the 1 st intermediate shaft 4 is disposed so as to be able to idle relative to the 1 st intermediate shaft 4. The intermediate gear may be referred to as a driven gear.

A 2 nd intermediate shaft 5 is disposed slightly rearward and upward of the input shaft 3. The 2 nd intermediate shaft 5 is located above and rearward of the 1 st intermediate shaft 4. The 2 nd counter shaft 5 is provided with a 2 nd final drive gear 50, a reverse gear 51, a 5 th intermediate gear 52, and a 6 th intermediate gear 53 from the right side. Further, each intermediate gear disposed on the 2 nd intermediate shaft 5 is disposed so as to be able to idle with respect to the 2 nd intermediate shaft 5. The intermediate gear may be referred to as a driven gear.

Further, shift sleeves are disposed between predetermined intermediate gears in the 1 st countershaft 4 and the 2 nd countershaft 5, respectively. Specifically, in the 1 st intermediate shaft 4, the 1 st shift sleeve 44 is disposed between the 1 st intermediate gear 40 and the 2 nd intermediate gear 41, and the 2 nd shift sleeve 45 is disposed between the 3 rd intermediate gear 42 and the 4 th intermediate gear 43. The 1 st and 2 nd shift sleeves 44 and 45 are configured to be rotatable integrally with the 1 st intermediate shaft 4. Further, in the 2 nd intermediate shaft 5, a 3 rd shift sleeve 54 is disposed between the reverse gear 51 and the 5 th intermediate gear 52, and a 4 th shift sleeve 55 is disposed between the 5 th intermediate gear 52 and the 6 th intermediate gear 53. The 3 rd and 4 th shift sleeves 54 and 55 are configured to be rotatable integrally with the 2 nd intermediate shaft 5.

As will be described in detail later, when a predetermined shift sleeve slides in the axial direction in accordance with a shift operation by an occupant, the engagement relationship between the predetermined shift sleeve and the adjacent intermediate gear is switched. As a result, the combination of the input gear and the intermediate gear is switched, and the speed change is enabled.

Further, a differential device 6 is provided behind and below the 2 nd intermediate shaft 5. The differential device 6 includes a final stage driven gear 60 and a differential case (not shown) fixed to a side surface of the final stage driven gear 60. The axial direction of the final driven gear 60 is toward the vehicle width direction. As shown in fig. 3, the central axis of the final driven gear 60 is positioned at substantially the same height as the 1 st intermediate shaft 4. Further, the final stage driven gear 60 is disposed along the partition wall 23.

Further, a shift device 7 is disposed on the left side of the partition wall 23 and in front of the input shaft 3. The shifting device 7 changes the combination of the transmission gears in accordance with the shift operation of the occupant to realize a shift. Specifically, the shift device 7 is provided with a shift select shaft 70 that extends in the vertical direction within the left housing 22. The shift select shaft 70 moves in the axial direction, selects a transmission gear in advance, and then rotates around the shaft center to engage the transmission gear. Hereinafter, the direction in which the shift select shaft 70 moves in the axial direction is referred to as a select direction, and the direction in which the shift select shaft 70 rotates about the axial center is referred to as a shift direction.

An opening (not shown) is formed in an upper portion of the left housing 22. The shift select shaft 70 is inserted into the left housing 22 from the opening. Further, a shift case 71 supporting the shift select shaft 70 is provided on the upper end side of the shift select shaft 70. The shift box 71 also functions as a cover member that closes the opening.

Specifically, the shift box 71 includes: a box-shaped housing portion 71a that covers a part of the shift select shaft 70; and a plate-like lid 71b formed on the upper surface of the case 71 a. The housing portion 71a has a shape smaller than the opening of the left housing 22. In addition, the housing portion 71a supports the shift select shaft 70 so as to be movable in the select direction and rotatable in the shift direction.

The cover portion 71b has a shape corresponding to the opening of the left housing 22 with a larger area than the housing portion 71 a. The opening of the left case 22 is closed by the lid 71 b. The cover 71b is fastened to the left housing 22 with bolts, whereby the shift box 71 is fixed to the left housing 22. Thus, the shift select shaft 70 is supported to the shift case 71 via the left housing 22.

The upper end side of the shift select shaft 70 penetrates the cover portion 71b and protrudes outside the left housing 22. A shift outer lever 72 and a select outer lever 73 are provided at the tip (upper end) of the protruding shift select shaft 70.

One end of a shift cable, not shown, is connected to one end of the shift outer lever 72. The other end of the shift cable is coupled to a shift lever (not shown) operated by the occupant. One end of an unillustrated selection cable is connected to one end of the selection outer lever 73. The other end of the selection cable is linked to the shift lever described above. The occupant performs a selection operation of moving the shift lever from the neutral position in the left-right direction to select an arbitrary shift guide (gate), and a shift operation of moving the shift lever in the front-rear direction after selecting the arbitrary shift guide to determine an arbitrary transmission gear.

When the shift lever is selected by the occupant, the select outer lever 73 moves the shift select shaft 70 in the select direction via the select cable. On the other hand, when the shift lever is shifted by the occupant, the shift outer lever 72 rotates the shift select shaft 70 in the shifting direction via the shift cable.

As described above, the shift device 7 of the present embodiment is exemplified by a so-called remote control type shift device, but is not limited thereto, and can be appropriately modified. The shift device 7 may be a so-called direct control type shift device in which a shift lever is directly attached to the shift select shaft 70.

In addition, a plurality of cam members that move in the selection direction or rotate in the shifting direction in accordance with the selection operation or the shifting operation by the occupant are provided to the shift selection shaft 70. Specifically, the cam member includes an upper cam member 74 provided in the housing portion 71a and a lower cam member 75 provided at a lower end of the shift select shaft 70. Further, a center cam member 76 is provided between the upper cam member 74 and the lower cam member 75 in the axial direction of the shift select shaft 70.

The upper cam member 74 is fixed integrally with the shift select shaft 70. Specifically, the upper cam member 74 has: an upper finger 74a projecting radially outward and rearward of the shift select shaft 70; and a guide pin 74b that projects radially outward and forward of the shift select shaft 70. The upper finger 74a and the guide pin 74b are formed at positions facing each other across the shift select shaft 70.

Further, an upper interlock plate 77 is provided on the shift select shaft 70 so as to cover the upper and lower sides and the rear side of the upper cam member 74. As shown in fig. 6, the upper interlock plate 77 is formed in a C-shape in side view so as to sandwich the upper cam member 74 from above and below. A slit 77a is formed on the rear surface of the upper interlock plate 77. The upper finger 74a protrudes rearward of the upper interlock plate 77 through the slit 77 a.

The upper interlock plate 77 is attached to the shift select shaft 70 so as to be rotatable in the shift direction with respect to the shift select shaft 70 and interlock in the select direction. The upper interlock plate 77 is attached to the housing portion 71a so as to be rotatable in the shift direction and movable in the selection direction with respect to the housing portion 71 a. With these structures, the upper interlock plate 77 is interlocked with the action of the shift select shaft 70 in the select direction, and its rotation in the shift direction is restricted.

Further, a guide plate 78 that guides the movement of the upper cam member 74 is fitted to the front surface of the shift box 71. The guide plate 78 extends downward along the housing portion 71 a. The guide plate 78 is bent rearward below the housing portion 71a, and is formed in an L-shape in side view. The lower end of the curved guide plate 78 has a shape surrounding the periphery of the shift select shaft 70. The guide plate 78 is fitted to freely rotate the shift select shaft 70 in the shift direction and freely move the shift select shaft 70 in the select direction.

A guide groove 78a capable of accommodating the guide pin 74b is formed in the front surface of the guide plate 78. The guide groove 78a is formed in a shape corresponding to the shift position diagram. Specifically, the guide groove 78a includes: horizontal grooves arranged in a plurality of rows in the vertical direction; and vertical grooves connecting the respective horizontal grooves in the up-down direction. The guide pin 74b is movable along the guide groove 78a in the shifting direction and the selecting direction. That is, the movement of the guide pin 74b is restricted by the guide groove 78 a. Here, the horizontal slot corresponds to the shift direction, and the vertical slot corresponds to the selection direction.

Further, a compression coil spring 70a is provided on the shift select shaft 70 between the lower end of the guide plate 78 and the upper interlock plate 77. Thus, the shift select shaft 70 is always biased upward.

The lower cam member 75 is fixed integrally with the shift select shaft 70. Specifically, the lower cam member 75 includes: a lower finger 75a projecting radially outward and rearward of the shift select shaft 70; and a cam surface 75b formed on a surface orthogonal to the mounting surface of the lower finger 75 a.

Further, the shift select shaft 70 is provided with a lower interlock plate 79 so as to cover the upper, lower, and front sides of the lower cam member 75. As shown in fig. 6, the lower interlock plate 79 is formed in a C-shape in side view so as to sandwich the upper and lower sides of the lower cam member 75. A slit 79b is formed in the rear surface of the lower interlock plate 79. The lower finger 75a protrudes rearward of the lower interlock plate 79 through the slit 79 b.

The lower interlock plate 79 is attached to the shift select shaft 70 so as to be rotatable in the shift direction with respect to the shift select shaft 70 and interlocked in the axial select direction. The lower interlock plate 79 is attached to the left housing 22 so as to be rotationally restricted in the shift direction and to be movable in the selection direction with respect to the left housing 22. With these structures, the lower interlock plate 77 is interlocked with the action of the shift select shaft 70 in the select direction, and its rotation in the shift direction is restricted.

The lower interlock plate 79 has a bent portion 79a that protrudes from the left edge portion of the upper surface and is bent downward. The curved portion 79a faces the cam surface 75 b. A plunger 80 is attached to the bent portion 79 a. The plunger 80 is configured to be expandable and contractible in the axial direction at its tip end, and the axial direction thereof faces the vehicle width direction (left-right direction). Thus, the load of the shift select shaft 70 in the shift direction is adjusted by the plunger 80.

The center cam member 76 is a detection portion for detecting a neutral state of the shift stage by a neutral switch described later. The shape of the central cam member 76 and the neutral switch will be described later.

The shift device 7 further includes a shift fork that moves a predetermined shift sleeve in the axial direction in accordance with the movement of the shift select shaft 70 in the shift direction. The shift fork of shifting is according to every sleeve setting of shifting. Specifically, the shift fork includes: a 1 st shift fork 81 for 1 st to 2 nd gears, a 2 nd shift fork 82 for 2 nd to 3 rd gears, a 3 rd shift fork 83 for reverse gears, and a 4 th shift fork 84 for 5 th to 6 th gears.

The 1 st shift fork 81 serves to move the 1 st shift sleeve 44 in the axial direction. Specifically, the 1 st shift fork 81 includes: a 1 st fork shaft 81a extending in the left-right direction in front of and below the 1 st intermediate shaft 4; a 1 st fork portion 81b engageable with the lower finger portion 75 a; and a 1 st fork portion 81c that engages with the 1 st shift sleeve 44.

The 1 st fork shaft 81a extends between the shift select shaft 70 and the 1 st countershaft 4 in parallel with the 1 st countershaft 4. Both ends of the 1 st fork shaft 81a are supported by the right and left housings 21 and 22.

The 1 st fork 81b is formed as a plate-like body, one end portion of which can be engaged with the lower finger 75a, and the other end portion of which is coupled to the 1 st fork shaft 81 a. Specifically, the 1 st fork 81b protrudes upward from the outer surface of the 1 st fork shaft 81a, and is bent forward behind the lower interlock plate 79. The tip of the bent 1 st fork portion 81b extends up to a position overlapping the lower finger portion 75a in the front-rear direction. Therefore, when the height of the lower finger 75a in the axial direction of the shift select shaft 70 matches the height of the 1 st fork 81b, the lower finger 75a and the 1 st fork 81b can be engaged with each other.

As shown in fig. 3, the 1 st fork portion 81C is formed into a plate-like body having a C-shape in side view. The 1 st fork portion 81c has a bifurcated tip portion engaged with the 1 st shift sleeve 44 and a base portion coupled to the 1 st fork shaft 81 a. Thus, the 1 st fork shaft 81a, the 1 st fork part 81b, and the 1 st fork part 81c are integrally formed. The 1 st shift fork 81 is slidable in the axial direction of the 1 st countershaft 4 in accordance with the shift direction movement of the lower finger 75a as a whole. Accordingly, the engagement relationship between the 1 st intermediate gear (the 1 st intermediate gear 40 and the 2 nd intermediate gear 41) adjacent to the 1 st shift sleeve 44 and the 1 st intermediate shaft 4 can be switched.

The 2 nd shift fork 82 is used to move the 2 nd shift sleeve 45 in the axial direction. Specifically, the 2 nd shift fork 82 has: a 2 nd fork shaft 82a extending in the left-right direction in front of and above the 1 st intermediate shaft 4; a 2 nd fork 82b engageable with the lower finger 75 a; and a 2 nd shift fork portion 82c that engages with the 2 nd shift sleeve 45.

The 2 nd fork shaft 82a extends between the shift select shaft 70 and the 1 st countershaft 4 in parallel with the 1 st countershaft 4. Both ends of the 2 nd fork shaft 82a are supported by the right and left housings 21 and 22.

The 2 nd fork 82b is formed in a plate-like body, one end portion of which can be engaged with the lower finger 75a, and the other end portion of which is coupled to the 2 nd fork shaft 82 a. Specifically, the 2 nd fork 82b projects downward from the outer surface of the 2 nd fork shaft 82a and is bent forward behind the lower interlock plate 79. The tip of the bent 2 nd fork portion 82b extends up to a position overlapping the lower finger 75a in the front-rear direction. Therefore, when the height of the lower finger 75a in the axial direction of the shift select shaft 70 matches the height of the 2 nd fork 82b, the lower finger 75a and the 2 nd fork 82b can be engaged with each other.

Further, one end portion of the 2 nd fork portion 82b is arranged slightly shifted in the height direction with respect to one end portion of the 1 st fork portion 81 b. Specifically, one end portion of the 2 nd fork portion 82b is provided at a position higher than one end portion of the 1 st fork portion 81 b.

As shown in fig. 3, the 2 nd fork portion 82C is formed into a plate-like body having a C-shape in side view. The 2 nd fork portion 82c has a bifurcated tip portion engaged with the 2 nd shift sleeve 45 and a base portion coupled to the 2 nd fork shaft 82 a. Thus, the 2 nd fork shaft 82a, the 2 nd fork part 82b, and the 2 nd fork part 82c are integrally formed. The 2 nd shift fork 82 is slidable in the axial direction of the 1 st intermediate shaft 4 as a whole in accordance with the shift direction movement of the lower finger 75 a. Accordingly, the engagement relationship between the 1 st counter shaft 4 and the intermediate gears (the 3 nd intermediate gear 42 and the 4 th intermediate gear 43) adjacent to the 2 nd shift sleeve 45 can be switched.

The 3 rd shift fork 83 is used to move the 3 rd shift sleeve 54 in the axial direction. Specifically, the 3 rd shift fork 83 has: a 3 rd fork shaft 83a extending in the left-right direction in front of and above the 2 nd intermediate shaft 5; a 3 rd fork portion 83b engageable with the upper finger 74 a; and a 3 rd fork portion 83c that engages with the 3 rd shift sleeve 54.

The 3 rd fork shaft 83a extends between the shift select shaft 70 and the 2 nd intermediate shaft 5 and above the input shaft 3 in parallel with the 2 nd intermediate shaft 5. Both ends of the 3 rd fork shaft 83a are supported by the right and left housings 21 and 22.

The 3 rd fork 83b is formed as a plate-like body, one end portion of which can be engaged with the upper finger 74a, and the other end portion of which is coupled to the 3 rd fork shaft 83 a. Specifically, the 3 rd fork 83b projects forward and downward from the outer surface of the 3 rd fork shaft 83a, and is slightly bent forward rearward of the lower interlock plate 79. The tip of the curved 3 rd fork portion 83b extends up to a position overlapping the upper finger 74a in the front-rear direction. Therefore, when the height of the upper finger 74a in the axial direction of the shift select shaft 70 matches the height of the 3 rd fork 83b, the upper finger 74a and the 3 rd fork 83b can be engaged with each other.

As shown in fig. 3, the 3 rd fork portion 83C is formed into a plate-like body having a C-shape in side view. The 3 rd fork portion 83c has a bifurcated tip portion engaged with the 3 rd shift sleeve 54 and a base portion coupled to the 3 rd fork shaft 83 a. Thus, the 3 rd fork shaft 83a, the 3 rd fork part 83b, and the 3 rd fork part 83c are integrally formed. The 3 rd shift fork 83 is slidable in the axial direction of the 2 nd intermediate shaft 5 as a whole in accordance with the shift direction movement of the upper finger 74 a. Accordingly, the engagement relationship between the intermediate gear (reverse gear 51) adjacent to the 3 rd shift sleeve 54 and the 2 nd counter shaft 5 can be switched.

The 4 th shift fork 84 is used to move the 4 th shift sleeve 55 in the axial direction. Specifically, the 4 th shift fork 84 has: a 4 th fork shaft 84a extending in the left-right direction in front of and above the 2 nd intermediate shaft 5; a 4 th fork portion 84b engageable with the upper finger portion 74 a; and a 4 th fork portion 84c that engages with the 4 th shift sleeve 55.

The 4 th fork shaft 84a extends between the shift select shaft 70 and the 2 nd countershaft 5 and above the input shaft 3 in parallel with the 2 nd countershaft 5. Both ends of the 4 th fork shaft 84a are supported by the right and left housings 21 and 22.

The 4 th fork 84b is formed as a plate-like body, one end portion of which can be engaged with the lower finger 75a, and the other end portion of which is coupled to the 4 th fork shaft 84 a. Specifically, the 4 th fork 84b projects forward and downward from the outer surface of the 4 th fork shaft 84a, and is slightly bent forward rearward of the lower interlock plate 79. The tip of the 4 th fork portion 84b that is bent extends up to a position overlapping with the upper finger portion 74a in the front-rear direction. Therefore, when the height of the upper finger 74a in the axial direction of the shift select shaft 70 matches the height of the 4 th fork 84b, the upper finger 74a can engage with the 4 th fork 84 b.

Further, one end portion of the 4 th fork portion 84b is arranged slightly shifted in the height direction from one end portion of the 3 rd fork portion 83 b. Specifically, one end portion of the 4 th fork portion 84b is provided at a position higher than one end portion of the 3 rd fork portion 83 b.

As shown in fig. 3, the 4 th fork portion 84C is formed into a plate-like body having a C-shape in side view. The 4 th fork portion 84c has a bifurcated tip portion engaged with the 4 th shift sleeve 55 and a base portion coupled to the 4 th fork shaft 84 a. Thus, the 4 th fork shaft 84a, the 4 th fork portion 84b, and the 4 th fork portion 84c are integrally formed. The 4 th shift fork 84 as a whole can slide in the axial direction of the 2 nd countershaft 5 in accordance with the shift direction movement of the upper finger 74 a. Accordingly, the engagement relationship between the intermediate gear (the intermediate gear 52 for the 5 th speed and the intermediate gear 53 for the 6 th speed) adjacent to the 4 th shift sleeve 55 and the 2 nd intermediate shaft 5 can be switched.

In a transmission for a vehicle, for example, a neutral switch is provided as a shift switch for detecting a shift state. The neutral switch detects a neutral state of the shift stage and outputs a detected value thereof to an ECU (Electronic control unit). The ECU performs idle stop control and automatic shift control based on a detection value of a neutral switch.

The neutral switch detects a neutral state or a non-neutral state of the transmission by detecting a state of a cam portion provided at a portion movable by a shift operation by a detection portion. Specifically, the neutral switch has 2 detection methods, one is a contact type in which the detection portion is in contact with the cam portion, and the other is a non-contact type in which the detection portion is not in contact with the cam portion. The contact type neutral switch includes a protrusion that is extendable and retractable at the tip of the detection portion, and outputs, as an electric signal, an extended and retracted state of the protrusion that changes in accordance with the shape of the cam portion that contacts the protrusion. The non-contact neutral switch includes, for example, a magnetic element at the tip end of the detection portion, and outputs, as an electric signal, a detection value of the magnetic element that changes in accordance with the shape of the cam portion that faces the detection portion without contacting therewith.

For a more reliable and accurate detection of the neutral state or for failsafe purposes, it is conceivable to provide a plurality of neutral switches in the transmission. In the contact type neutral switch, oil needs to be supplied to improve the lubricity between the detection portion and the cam portion. Therefore, when a plurality of neutral switches are arranged, there is a possibility that sufficient oil supply may not be obtained depending on the arrangement position, and the accuracy of detecting the neutral state may be affected.

In addition, in the case where a plurality of neutral switches are provided, if the same detection type neutral switch (for example, the contact type neutral switch in the above example) is used, the life of the neutral switch is driven to the end at the same time. This is less desirable from a failsafe point of view.

Therefore, first, when a plurality of neutral switches are provided in the shift device from the viewpoint of fail-safe, the inventors of the present application and the like adopt 2 neutral switches of contact type and non-contact type as the detection method thereof. Specifically, in the present embodiment, the shift device 7 is provided with a contact-type 1 st neutral switch 90 and a non-contact-type 2 nd neutral switch 91 as sensors for detecting the neutral state of the shift stage.

According to this configuration, the neutral switch can have different lifetimes by adopting 2 different detection methods. Therefore, even when the detection accuracy of one neutral switch is affected, the neutral state of the shift stage can be detected by the other neutral switch. Therefore, the detection accuracy of the neutral switch can be ensured from the viewpoint of fail-safety.

However, in the above case, a problem may occur in the layout of each neutral switch in the transmission case 20. Specifically, in contact-type 1 st neutral switch 90, oil needs to be positively supplied to the detection portion thereof. On the other hand, in the non-contact type 2 nd neutral switch 91, since foreign matter in oil affects detection accuracy, it is preferable that the 2 nd neutral switch 91 is disposed at a position where oil is not supplied as much as possible. In addition, since 2 neutral switches are disposed in a limited space in the transmission case 20, it is necessary to investigate the arrangement positions thereof.

Therefore, the inventors of the present invention have also conceived of the present invention by focusing attention on the arrangement position of the 2 neutral switches and the flow of oil in the transmission case 20 when the 2 neutral switches using different detection methods are arranged in the transmission case 20.

Specifically, in the present embodiment, the final stage driven gear 60 is disposed along the partition wall 23 of the right housing 21, and the shift device 7 is disposed on the side of the partition wall 23 in front of the downstream side in the rotation direction of the final stage driven gear 60. The shift select shaft 70 of the shift device 7 extends in a vertical direction orthogonal to the axial direction of the final driven gear 60 within the left housing 22.

As shown in fig. 1 and 4, the 1 st neutral switch 90 is attached to the front of the shift select shaft 70 such that a detection portion 90a (see fig. 9) as a tip end thereof penetrates into the left housing 22 from the front surface of the left housing 22. That is, the 1 st neutral switch 90 is disposed to face the shift select shaft 70 in the front-rear direction as the direction along the partition wall.

The 2 nd neutral switch 91 is attached to the left side of the shift select shaft 70 such that a detection portion 91a (see fig. 9) as a tip end thereof penetrates into the left housing 22 from the left side surface of the left housing 22. That is, the 2 nd neutral switch 91 is disposed on the opposite side of the partition wall 23 with the shift select shaft 70 therebetween in a plan view shown in fig. 4.

According to these configurations, as shown in fig. 3 and 4, when the vehicle moves forward, the oil carried along with the rotation of the final driven gear 60 flows along the partition wall 23 toward the front that is the downstream side in the rotation direction of the final driven gear 60 (see a broken-line arrow O). The oil that bounces off when hitting the partition wall 23 or a peripheral member flies on the shift select shaft 70 located in front of the final driven gear 60.

Since the 1 st neutral switch 90 is located on the left side of the partition wall 23 and in front of the shift select shaft 70, the 1 st neutral switch 90 can be supplied with the oil that collides with the partition wall 23 or the peripheral members and rebounds as described above, in consideration of the flow of the oil during the more frequent forward movement of the vehicle in the vehicle operating state. As a result, detection portion 90a of 1 st neutral switch 90 can be lubricated positively, and detection accuracy thereof can be improved.

On the other hand, as described above, the 2 nd neutral switch 91 as a non-contact type is disposed on the opposite side of the partition wall 23 via the shift select shaft 70. Therefore, the 2 nd neutral switch 91 can be disposed at a position distant from the locus of the oil carried by the final driven gear 60. Therefore, oil is not easily scattered to 2 nd neutral switch 91.

Further, by positioning the shift select shaft 70 between the partition wall 23 and the 2 nd neutral switch 91, the scattering of oil can be blocked by the shift select shaft 70. That is, the shift select shaft 70 can be used as a wall for preventing oil from scattering. Therefore, the oil can be more effectively prevented from scattering to 2 nd neutral switch 91. As a result, foreign matter in the oil can be prevented from adhering to the 2 nd neutral switch 91, and the detection accuracy can be improved. Therefore, the neutral state of the shift stage can be appropriately detected without impairing the detection accuracy of the 2 neutral switches.

Further, an oil groove (oil groove) 24 and an oil sump (oil tank)25 are provided on a radial extension of the final driven gear 60. Specifically, the oil groove 24 forms an oil passage extending from the partition wall 23 toward the left above the input shaft 3 and the 2 nd intermediate shaft 5. The front end of the oil groove 24 is positioned above the left end portions of the input shaft 3 and the 2 nd intermediate shaft 5. The oil groove 24 functions as a gutter for guiding the oil carried up by the final stage driven gear 60 to the left side, which is the side opposite to the partition wall 23. Thus, oil can also be supplied to the left end side of the various shafts.

As shown in fig. 3 and 4, the oil sump 25 is disposed between the partition wall 23 and the shift select shaft 70 in front of the input shaft 3 and the 1 st intermediate shaft 4. Specifically, the oil sump 25 has a shape bulging leftward from the wall surface of the partition wall 23. In addition, the upper side of the oil collection tank 25 is open. Thus, an oil storage space of a predetermined capacity is formed. The oil carried up by the final stage driven gear 60 flows not only into the oil groove 24 but also into the oil sump 25. By storing a predetermined amount of oil in the oil tank 25, the height of the oil level at the bottom in the left casing 22 can be lowered. As a result, the oil stirring resistance of the final driven gear 60 can be reduced.

Further, by collecting the oil carried up by the final driven gear 60 by the oil collection tank 25, the oil can be prevented from rebounding. As a result, the effect of preventing oil from scattering to 2 nd neutral switch 91 can be further improved.

Further, the open portion of the oil tank 25 is provided at a position higher than the 1 st neutral switch 90. According to this configuration, in the case where oil overflows from the upper end of the oil tank 25, the oil is supplied to the 1 st neutral switch 90 located below. Accordingly, the lubricity of the 1 st neutral switch 90 can be further improved.

Next, the detailed configuration of the vicinity of the detection unit of each neutral switch will be described with reference to fig. 7 to 10. As shown in fig. 7 to 10, the center cam member 76 is fixed to a substantially central portion of the shift select shaft 70 in the axial direction. The central cam member 76 has: a circular cylindrical portion 10 surrounding the periphery of the shift select shaft 70; and a 1 st cam portion 11 and a 2 nd cam portion 12 that project radially outward from the outer surface of the cylindrical portion 10.

The 1 st cam portion 11 protrudes forward from the cylindrical portion 10, stands upward, and is formed in a substantially L-shape in an axial sectional view. The 1 st cam portion 11 is formed in a fan shape in a plan view. Here, the portion that rises upward is referred to as a 1 st vertical wall portion 11 a. A 1 st cam surface 11b facing the detection portion 90a of the 1 st neutral switch 90 is formed on a wall surface on the radially outer side of the 1 st vertical wall portion 11 a. In addition, the 1 st cam surface 11b is formed with a 1 st groove portion 11c extending in the height direction. Accordingly, the 1 st cam surface 11b has an outer surface shape of a concave-convex shape partially recessed radially inward.

The 2 nd cam portion 12 protrudes leftward from the cylindrical portion 10, stands upward, and is formed in a substantially L-shape in an axial sectional view. The 2 nd cam portion 12 is formed in a fan shape in a plan view. Here, the portion that rises upward is referred to as a 2 nd vertical wall portion 12 a. A 2 nd cam surface 12b facing the detection portion 91a of the 2 nd neutral switch 91 is formed on a wall surface on the radially outer side of the 2 nd vertical wall portion 12 a. In addition, a 2 nd groove portion 12c extending in the height direction is formed in the 2 nd cam surface 12 b. Accordingly, the 2 nd cam surface 12b has an outer surface shape of a concave-convex shape partially recessed radially inward.

The 1 st cam portion 11 and the 2 nd cam portion 12 are arranged so that an angle formed by each other is substantially a right angle in a plan view. The 1 st cam portion 11 and the 2 nd cam portion 12 are formed at the same height, and the 1 st vertical wall portion 11a and the 2 nd vertical wall portion 12a are also formed at the same height. Vertical wall 1a and vertical wall 2a rise to positions sufficiently higher than neutral switches 1 and 91 of neutral switch 1 and neutral switch 2. Further, a notch 13 is formed between the 1 st cam portion 11 and the 2 nd cam portion 12. Thus, a slight gap is formed between the 1 st cam portion 11 and the 2 nd cam portion 12.

The tip of the detection portion 90a of the 1 st neutral switch 90 is constituted by a ball plunger that can be extended and retracted. The distal end of the detection portion 90a always abuts on the 1 st cam surface 11 b. The position of the distal end of the detection portion 90a changes in accordance with the outer surface shape of the 1 st cam surface 11b that rotates around the shaft, and therefore the neutral state of the shift stage can be detected. In fig. 9, the 1 st cam portion 11 is shown in a neutral state by a solid line.

At this time, the tip of the detection portion 90a of the 1 st neutral switch 90 is accommodated in the 1 st groove portion 11c, and the tip is not pressed by the 1 st cam surface 11b, so that the 1 st neutral switch 90 detects the neutral state. In fig. 9, the 1 st cam portion 11 is shown by a two-dot chain line in a non-neutral state in a predetermined shift speed other than the neutral position. At this time, the tip of the detection portion 90a of the 1 st neutral switch 90 is positioned apart from the 1 st groove portion 11c, and is pressed by the 1 st cam surface 11b, so that the 1 st neutral switch 90 detects the non-neutral state.

The detection unit 91a of the 2 nd neutral switch 91 is constituted by a non-contact proximity sensor (e.g., a magnetic sensor). The distal end of the detection portion 91a always faces the 2 nd cam surface 12b without contacting. Since the relative distance between the distal end of the detection portion 91a and the 2 nd cam surface 12b changes in accordance with the outer surface shape of the 2 nd cam surface 12b that rotates around the shaft, the neutral state of the shift stage can be detected. In fig. 9, the 2 nd cam portion 12 is shown in a neutral state by a solid line.

At this time, the 2 nd neutral switch 91 detects the neutral state by detecting that the relative distance between the tip of the detection portion 91a and the 2 nd groove portion 12c is large. In fig. 9, a non-neutral state in which the 2 nd cam portion 12 is positioned in a predetermined shift speed other than the neutral position is shown by a two-dot chain line. At this time, the tip of the detection portion 91a of the 2 nd neutral switch 91 is located apart from the 2 nd groove portion 12c, and the 2 nd neutral switch 91 detects the non-neutral state by detecting that the relative interval between the tip of the detection portion 91a and the 2 nd cam surface 12b is small.

As described above, in the present embodiment, the 1 st neutral switch 90 is disposed at a position where oil easily bounces, and the 1 st cam portion 11 is disposed in correspondence with this position. Therefore, in the contact type 1 st neutral switch 90, oil can be positively supplied between the detection portion 90a and the 1 st cam surface 11 b.

On the other hand, the 2 nd neutral switch 91 is set to a position where oil is less likely to scatter, and the 2 nd cam portion 12 is disposed correspondingly thereto. Therefore, in the non-contact type 2 nd neutral switch 91, oil is not easily supplied between the detection portion 91a and the 2 nd cam surface 12 b.

In particular, as shown in fig. 9 and 10, the 2 nd vertical wall portion 12a rising at a predetermined height is positioned in front of the 2 nd neutral switch 91. The 2 nd cam portion 12 has a fan shape in plan view, and has a lateral width sufficiently larger than the width of the 2 nd neutral switch 91. Therefore, even if oil scatters toward the 2 nd neutral switch 91, the oil can be blocked by the 2 nd vertical wall portion 12 a.

In particular, the inner peripheral surface 12d of the 2 nd vertical wall portion 12a is a cylindrical surface curved along the cylindrical portion 10. Therefore, the oil flowing to the 2 nd vertical wall portion 12a can change the flow path (see a broken-line arrow O1 in fig. 9) in the direction (for example, the oil tank 25 side) in which the inner peripheral surface 12d is away from the 2 nd neutral switch 91. Accordingly, the effect of preventing oil from scattering to 2 nd neutral switch 91 is further improved.

Further, since the 1 st cam portion 11 and the 2 nd cam portion 12 are located at the same height, the 1 st vertical wall portion 11a of the 1 st cam portion 11 can also prevent oil from scattering to the 2 nd neutral switch 91.

Further, by integrating the 1 st cam portion 11 and the 2 nd cam portion 12, the error after detection can be reduced as compared with a case where each is constituted by a different member. This is because, when the 1 st cam portion 11 and the 2 nd cam portion 12 are provided independently of each other, there is a possibility that an error occurs in the detection value of each neutral switch due to an assembly error or the like of each cam portion. If the 1 st cam portion 11 and the 2 nd cam portion 12 are integrated, even if an assembly error of the center cam member 76 with respect to the shift select shaft 70 occurs, the errors of the 1 st cam portion 11 and the 2 nd cam portion 12 are the same, and therefore, the detection accuracy is not affected.

Further, since the 1 st cam portion 11 is supplied with oil, the oil is easily accumulated on the flat surface of the 1 st cam portion 11 inside the 1 st vertical wall portion 11 a. However, in the present embodiment, by forming the notch 13 between the 1 st cam portion 11 and the 2 nd cam portion 12, the oil accumulated in the 1 st cam portion 11 can be discharged downward through the notch 13. Accordingly, the effect of preventing oil from scattering to 2 nd neutral switch 91 can also be improved.

As described above, in the present embodiment, when 2 neutral switches using different detection methods are disposed in the transmission case 20, the contact-type 1 st neutral switch 90 is disposed at a position where oil easily scatters, and the non-contact-type 2 nd neutral switch 91 is disposed at a position where oil does not easily scatter. Therefore, the neutral state can be appropriately detected without impairing the detection accuracy of each neutral switch.

In the above embodiment, the so-called intermediate 2-shaft transmission 2 provided with 2 countershafts has been described as an example, but the present invention is not limited to this configuration. The transmission 2 may also be formed by a central 1-shaft transmission with only 1 countershaft.

In the above embodiment, the case where the recess (2 nd groove portion 12c) for the 2 nd neutral switch 91 detects the neutral state has been described, but the present invention is not limited to this configuration. For example, the following modifications are also possible. Here, a modification will be described with reference to fig. 11 and 12. In the modification, the difference from the above embodiment is only that the neutral state is detected by the convex portion. Therefore, only the different points will be described, and the description of the same portions will be appropriately omitted.

As shown in fig. 11 and 12, the 2 nd cam portion 14 of the modification projects leftward from the cylindrical portion 10, stands upward, and is formed in a substantially L-shape in an axial sectional view. The 2 nd cam portion 14 is formed in a rectangular shape long in the left-right direction in a plan view. Here, the portion that rises upward is referred to as a 2 nd vertical wall portion 14 a. A projection 14b extending in the height direction and projecting radially outward is formed on the radially outer wall surface of the 2 nd vertical wall portion 14 a. The wall surface of the 2 nd vertical wall portion 14a including the convex portion 14b constitutes a 2 nd cam surface facing the detection portion 91a of the 2 nd neutral switch 91. That is, the 2 nd cam surface has an outer surface shape having a concave-convex shape with a part protruding outward in the radial direction.

The 1 st cam portion 11 and the 2 nd cam portion 14 are arranged so that an angle formed by each other is substantially a right angle in a plan view. The 1 st cam portion 11 and the 2 nd cam portion 14 are formed at the same height, and the 1 st vertical wall portion 11a and the 2 nd vertical wall portion 14a are also formed at the same height. Vertical wall 1a and vertical wall 2a rise to positions sufficiently higher than neutral switches 1 and 91 and 1 st and 2 nd neutral switches 90 and 91.

In the modification, the neutral state of the shift stage is detected by the convex portion 14b facing the detection portion 91 a. In this case, the width of the convex portion 14b can be made smaller than the lateral width of the 2 nd neutral switch 91 or the 2 nd vertical wall portion 14 a. Since the 2 nd cam surface of the convex portion 14b needs to be processed with high accuracy due to the relative interval between the 2 nd cam surface of the convex portion 14b and the detection portion 91a, the processing man-hours can be reduced by reducing the processing area.

Further, although the plurality of embodiments and modifications have been described, as another embodiment of the present invention, the above-described embodiments and modifications may be combined in whole or in part.

The embodiments of the present invention are not limited to the above-described embodiments, and various changes, substitutions, and alterations can be made without departing from the spirit and scope of the technical idea of the present invention. Moreover, if the technical idea of the present invention can be implemented in another method by technical advancement or other techniques derived therefrom, the present invention can also be implemented using the method. Therefore, the claims cover all embodiments that can be included within the scope of the technical idea of the present invention.

Industrial applicability of the invention

As described above, the present invention has an effect of being able to appropriately detect the neutral state without impairing the detection accuracy of the neutral switch, and is particularly useful for a manual transmission for a vehicle.

Claims (7)

1. A transmission is characterized by comprising:

a final driven gear disposed along a partition wall of the transmission case; and

a shift device disposed on a side of the partition wall on a downstream side in a rotational direction of the final driven gear,

the above-mentioned gearshift has:

a shift select shaft extending in the transmission case in a direction orthogonal to an axial direction of the final driven gear;

a contact-type 1 st neutral switch that detects a neutral state of a shift range; and

a non-contact type 2 nd neutral switch which detects a neutral state of the shift stage,

the 1 st neutral switch is disposed to be opposed to the shift select shaft in a direction along the partition wall,

the 2 nd neutral switch is disposed on the opposite side of the partition wall with the shift select shaft therebetween.

2. The transmission of claim 1,

the gear shift device further includes an oil sump disposed between the partition wall and the shift select shaft.

3. The transmission of claim 2,

the upper part of the oil collecting tank is opened, and the opening part of the oil collecting tank is arranged at a position higher than the 1 st neutral switch.

4. The transmission of any one of claims 1 to 3,

the above-mentioned gear shift selection axle is provided with:

a 1 st cam portion facing the 1 st neutral switch; and

a 2 nd cam part facing the 2 nd neutral switch,

the 1 st cam portion and the 2 nd cam portion are provided at the same position in the axial direction of the shift select shaft.

5. The transmission of claim 4,

the 1 st cam portion is formed integrally with the 2 nd cam portion.

6. The transmission of claim 4,

a notch is formed between the 1 st cam portion and the 2 nd cam portion.

7. The transmission of claim 4,

the 2 nd cam portion has a vertical wall portion that rises higher than the 2 nd neutral switch in the axial direction of the shift select shaft.

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