JP2000168378A - Transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission for a vehicle suppressing generation of a shift shock and a shock noise by instantaneously decreasing a rotational speed of a main shaft in the case of disengaging a clutch. SOLUTION: In a transmission for a vehicle transmitting drive force of a power source to a main shaft 4 through a clutch, a cushion spring 20 for a brake as a 'plate spring' serving as slide resistance at rotation time in a side of the main shaft 4 is interposed between a fixed plate 19 as a 'rotary part' in the downstream from the clutch to be integrally rotated with the main shaft 4 and a base member 18 as a 'fixed part'.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular transmission, and more particularly to a vehicular transmission capable of instantaneously reducing the rotation speed of a main shaft when a clutch is disengaged to suppress the occurrence of shift shock and shock noise. It is about.

[0002]

2. Description of the Related Art Conventionally, a motorcycle transmission has a main shaft and a drive shaft. When the main shaft is connected to a crankshaft of an engine via a clutch and the clutch is connected, the main shaft is driven by a motor. The power from the crankshaft is transmitted to the main shaft,
It is designed to be transmitted to the drive shaft via a dog.

[0003]

However, in such a conventional engine, for example, an engine having a predetermined displacement or more such as an engine having a large displacement, for example, an engine having a displacement of 400 cc or more. With regard to the above, it is difficult to instantaneously reduce the rotation speed of the main shaft due to the influence of inertial mass around the main shaft and dragging when a gear shift operation is performed immediately after the clutch is disengaged. When a shift operation is performed in this state, a sharp impact force is applied to the dog end surface of the gear, and a generally known shift shock or shock noise is generated.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a transmission for a vehicle in which, when a clutch is disengaged, the number of revolutions of a main shaft is instantaneously reduced to suppress a shift shock and a shock noise.

[0005]

In order to achieve the above object, an invention according to claim 1 is a vehicle transmission in which a driving force of a power source is transmitted to a main shaft via a clutch. On the downstream side, between the rotating part that rotates integrally with the main shaft or always rotates by receiving the driving force from the main shaft and the fixed part, a sliding resistance occurs when the rotating part rotates. It is characterized in that it is a vehicle transmission with a leaf spring interposed.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, after the clutch is disengaged, the leaf spring reduces the rotation speed of the main shaft to a predetermined value. It is characterized in that control means for controlling the degree of decrease in the number of rotations to be gradual is provided.

[0007]

Embodiments of the present invention will be described below.

[First Embodiment of the Invention] FIGS. 1 to 6 show a first embodiment of the present invention.

First, the construction will be described. In the drawing, reference numeral 1 denotes a clutch housing, and a housing gear 2 of the clutch housing 1 meshes with a crankshaft-side gear provided on a crankshaft (not shown). 1 is rotatably supported around a main shaft 4 via a needle bearing 3.

The main shaft 4 is provided with a clutch boss 5.
And a pressure plate 6 is slidably fitted in the direction of the main shaft 4 to a boss portion 5a protruding from the clutch boss 5 so that the pressure plate 6 and the clutch boss 5 A plurality of friction plates 8 and clutch plates 9 arranged so as to be alternately overlapped are interposed.

The friction plate 8 is provided on the clutch housing 1 side, and the clutch plate 9 is provided on the clutch boss 5 side.

When the pressure plate 6 is urged leftward in the figure by the clutch spring 10 which is a coil spring to push the plurality of friction plates 8 and the clutch plates 9 to increase the contact pressure, the pressure on the crankshaft side increases. The force from the gear is transmitted to the main shaft 4 via the clutch housing 1, the friction plate 8, the clutch plate 9, and the clutch boss 5. The force transmitted from the main shaft 4 is transmitted to the drive shaft via gears and dogs at each speed (not shown).

Further, a clutch release mechanism for engaging / disengaging the clutch is provided. Here, a rack and pinion type is employed. That is, the clutch cover 1
The rack 14 is caused to linearly move by the rotation of the pinion gear 13 supported by the rack 2, and the release member 15 provided with the rack 14 is slid to the right in the drawing, so that the pressure plate 6 applies the urging force of the clutch spring 10. Is moved to the right side in the figure against the pressure, and the clutch is disengaged.

Further, the main shaft 4 is rotatably provided on a base member 18 via a ball bearing 17, and the base member 18 as a fixed portion and a fixed plate 19 on the main shaft 4 side as a rotating portion. A substantially ring-shaped brake cushion spring 20 which is a disc spring as a “leaf spring” is disposed between the brake spring 20.

This cushion cushion spring 20
The outer peripheral edge 20a is in contact with the base member 18 and the inner peripheral edge 20b is in contact with the fixing plate 19. The brake cushion spring 20 is set to provide a sliding resistance when the main shaft 4 rotates. In this embodiment, the drag torque when the brake cushion spring 20 is arranged is:
The range is set so as to be about four times or less of the drag torque in the case where it is not arranged.

On the other hand, a device for injecting oil to each of the friction plates 8 and the clutch plates 9 is provided. That is, as shown in FIGS. 3 and 4, an oil pump (not shown) for lubricating various parts of the engine is provided inside an oil pan attached to a lower surface of a crankcase that houses a crankshaft, a transmission, and the like. With this oil pump, the oil is pressure-fed to the injection nozzle 23 as “control means” via the tube 22. As shown by an arrow in FIG.
Oil is injected from three places toward the plates 8 and 9 of the clutch. This injection timing will be described later.

Next, the operation will be described.

From the state where the clutch is connected and the driving force from the crankshaft is transmitted to the main shaft 4 via the clutch and rotated, the pinion gear 13 is rotated to slide the release member 15 rightward in the drawing. By doing
When the clutch is disengaged, since the brake cushion spring 20 is disposed as described above, the main shaft 4
The brake is applied to the side rotation.

As a result, even if the influence of the inertial mass around the main shaft 4 or the drag of the clutch is present, the rotational speed of the main shaft 4 can be instantaneously reduced as compared with the conventional case. Therefore, even in a vehicle with a large displacement, when a shift operation is performed immediately after the clutch is disengaged, generation of a shift shock and a shock noise can be suppressed without a sudden impact force being applied to the dog dog end surface. Energy is speed 2
The effect of speed reduction is enormous because it is proportional to the power.

This will be described with reference to FIG. 5. In FIG. 5, the vertical axis shows the rotation speed of the main shaft 4, and the horizontal axis shows the convergence time after the clutch is disengaged. Cushion spring 20 as shown in FIG.
A is the characteristic curve of the case where the is arranged, and B is the characteristic curve of the case where the is not arranged. As is apparent from this, the rotation speed of the characteristic curve A decreases more rapidly, and the rotation speed of the characteristic curve B decreases more gradually. Thus, it can be seen that the provision of the brake cushion spring 20 sharply reduces the rotation speed of the main shaft 4.

As described above, the friction around the main shaft 4 can be controlled and the above advantage can be obtained by a simple improvement in which the cushion cushion spring 20 is disposed without using a large-scale device.

Since the drag torque in the case where the brake cushion spring 20 is arranged is set to be about four times or less the drag torque in the case where the brake cushion spring 20 is not arranged, the clutch is connected. In this case, the load of the engine is not excessively increased by disposing the brake cushion spring 20, and is within the allowable range for normal driving.

This is a matter clarified by experiments.

Further, in the first embodiment of the present invention, the main cushion 4
Although the number of revolutions of abruptly decreases, the predetermined number of revolutions
After detecting a stage at which the number of rotations has decreased to a level at which the occurrence of shift shock or shock noise can be suppressed is detected by a sensor (not shown), this signal is input to a controller, and the controller provides an unillustrated sensor provided in the injection nozzle 23. The solenoid valve is opened, and oil is injected from the injection nozzle 23 to each of the friction plates 8 and the clutch plates 9.

As a result, the oil is filled between the friction plate 8 and the clutch plate 9, so that the driving force of the friction plate 8 is transmitted to the clutch plate 9 via the oil, and The degree of decrease in the number becomes gentle. Therefore, the main shaft 4
Since the stop of the rotation of the dog can be delayed, the dog can be engaged, and the shift operation can be smoothly performed. That is, when the main shaft 4 is completely stopped, the dogs do not mesh and the shift operation cannot be performed more frequently. Therefore, the coasting time is controlled by supplying oil or the like.

This will be described with reference to FIG.
5 is a graph showing the relationship between the number of revolutions of the main shaft 4 and the convergence time, as in FIG. 5. The characteristic curve C shows that the cushion cushion spring 20 is provided, but the device for injecting oil is provided. The characteristic curve D is obtained when both the brake cushion spring 20 and the device for injecting oil are provided. As is clear from this figure, when oil is injected at the predetermined rotation speed E of the main shaft 4, the characteristic curve D has a gentler decrease curve of the rotation speed of the main shaft 4. Therefore, it takes time until the main shaft 4 stops, and the dog can be engaged well by performing the shift operation during this time. In other words, the timing for performing the shift operation by the driver is different, and if the convergence time is too short, the rotation of the main shaft 4 may already stop before the operation, but as shown in the drawing, the main shaft 4 does not meet the STD specification. If the stop timing is late, even a driver with a slow operation can perform a shift operation before the main shaft 4 stops, so that a smooth operation is performed.

The timing for injecting the oil may be controlled by the time after the clutch is disengaged, instead of the means for detecting the rotational speed by the sensor as described above. Also, besides injecting oil,
The coasting time may be controlled using a mechanical judder spring. The judder spring is disposed between the friction plate and the clutch plate, and the coasting time can be controlled by adjusting the spring force of the spring.

[Second Embodiment] FIG. 7 shows a second embodiment of the present invention.

The second embodiment differs from the first embodiment mainly in that the brake cushion springs 24,
25 are different from each other.

That is, in the second embodiment, the pressure plate 6 is rotatably provided via the ball bearing 26 to the release member 15 which slides in the axial direction of the main shaft 4 but does not rotate. . And
A contact piece 15a extends in a ring shape on the release member 15 as the “fixed portion”.
Nut 2 as "rotating part" screwed to main shaft 4
The brake cushion spring 24 of a disc spring as a “leaf spring” is interposed between the brake spring 7 and the spring 7.

The nut 27 is cut out to form a small-diameter portion 27a. A ring-shaped shim 28 is fitted into the small-diameter portion 27a, and furthermore, a ring-shaped shim 28 is brought into contact with the shim 28. Of the brake cushion spring 24 is fitted. The peripheral edge 24a of the brake cushion spring 24 is connected to the contact piece 15a.
Is in contact with

Even when the release member 15 is moved to the right in the figure, the brake cushion spring 24
The protrusion amount of the small diameter portion 27a is set so that the small diameter portion 27a does not fall from the small diameter portion 27a of the nut 27.

As described above, the release member 1 which is a fixed portion
Since the brake cushion spring 24 having a predetermined spring force is interposed between the main shaft 4 and the main shaft 4 which is a rotating portion, when the clutch is disengaged, the main body 4 slides due to the sliding resistance of the spring 24. The brake is applied to the rotation on the shaft 4 side.

In this case, when the release member 15 is moved rightward in FIG. 7 to disengage the clutch, the sliding resistance of the brake cushion spring 24 decreases. In other words, there is an inverse relationship that the sliding resistance decreases as the clutch stroke increases. Generally, the slower the shift operation, the greater the stroke of the clutch is operated so that the sliding resistance is reduced, so that the rotation stop timing is delayed. Therefore, even when the shift operation is slow, the dog can be meshed satisfactorily.

Next, the arrangement structure of the other cushion cushion spring 25 will be described.

That is, first, the base plate 31 is attached by screwing the bolt 30 to the boss portion 5 a of the clutch boss 5, and a disc spring clutch is provided between the base plate 31 and the peripheral edge 6 a of the pressure plate 6. A spring 32 is disposed, and the pressure plate 6 is urged leftward in the figure by the clutch spring 32.

A brake cushion spring 25 of a disc spring, which is a "plate spring", is interposed between the base plate 31, which is a rotating portion, and the clutch cover 12, which is a fixed portion.

As described above, between the clutch cover 12 as a fixed portion and the base plate 31 as a rotating portion,
Since the brake cushion spring 25 having a predetermined spring force is interposed, when the clutch is disengaged, the rotation of the main shaft 4 is braked by the sliding resistance of the spring 25.

In this case, the brake cushion springs 24 and 25 of the disc springs are arranged at two places. However, the present invention is not limited to this, and it is a matter of course that either one may be used.

[Third Embodiment of the Invention] FIG. 8 shows a third embodiment of the present invention.

The third embodiment is different from the first and second embodiments mainly in the arrangement positions of brake cushion springs 35 and 36 as "leaf springs".

That is, a support portion 18a is formed on the inner peripheral edge of the base member 18, and between the left side surface of the support portion 18a in the figure and the inner race 17a press-fitted into the main shaft 4 of the ball bearing 17. The brake cushion spring 35 is provided. Specifically, the cushion spring 3 for the brake of the ring-shaped disc spring
5, the outer peripheral edge 35a is in contact with the support portion 18a,
The inner peripheral edge 35b is in contact with the inner race 17a. The inner race 17a is a rotating part that rotates integrally with the main shaft 4, and the support part 18a is a fixed part formed on the base member 18.

As described above, since the brake cushion spring 35 having a predetermined spring force is interposed between the rotating portion on the main shaft 4 side and the fixed portion, when the clutch is disengaged, the spring 35 The sliding resistance of
The brake is applied to the rotation of the main shaft 4 side.

The position at which the leaf spring is interposed is set between a rotating portion that rotates integrally with the main shaft or a rotating portion that always receives driving force from the main shaft and a fixed portion.
Any position other than the above-described embodiment may be used as long as the position is a sliding resistance of the relative rotational movement between the two, and any other structure such as a thrust washer or a web washer other than a disc spring may be used. good.

For example, the "rotating part which always rotates by receiving the driving force from the main shaft" is a second speed driven gear rotatably provided on the drive shaft side, and the second speed driven gear is always the main shaft. Since it meshes with the second speed drive gear, it rotates by receiving the driving force from the main shaft. The “fixed portion” is an inner race of a bearing into which a drive shaft is inserted, and a leaf spring may be interposed between the inner race and the second-speed driven gear. In this case, when the clutch is disengaged, the bearing inner race on the drive shaft side is stopped.
Relative movement occurs between the high-speed driven gear and the inner race, and a leaf spring intervenes between them, so that the sliding resistance of the leaf spring causes the instantaneous reduction of the rotation speed on the main shaft side. Become. Also, when the drive shaft rotates,
Since the inner race also rotates, the sliding resistance is reduced, so that the load on the engine can be extremely reduced.

As described above, the "fixed portion" of the present invention may be a portion that rotates when the clutch is engaged, if it is stopped when the clutch is disengaged.

[0047]

As described above, according to the first aspect of the present invention, the main shaft is rotated integrally with the main shaft, is always rotated by receiving the driving force from the main shaft, or is always rotated by receiving the driving force from the main shaft. Since a leaf spring that serves as sliding resistance during rotation of the rotating part is interposed between the rotating part that rotates by receiving the driving force from the fixed part and the rotating part, the rotational speed of the main shaft is reduced when the clutch is disengaged. It can be instantaneously lowered to suppress the occurrence of shift shock and shock noise.

According to the second aspect of the invention, in addition to the above effects, when the rotational speed of the main shaft is reduced to a predetermined value by the leaf spring after the clutch is disengaged, the decrease in the rotational speed is reduced. Since the control means for controlling the degree of gradualness is provided, the stop of the rotation of the main shaft can be delayed, so that the dog can be properly engaged and the shift operation can be smoothly performed.

[Brief description of the drawings]

FIG. 1 is a sectional view around a clutch according to Embodiment 1 of the present invention.

FIG. 2 is an enlarged view of a portion X in FIG. 1 according to the first embodiment.

FIG. 3 is a side view of the transmission according to the first embodiment.

FIG. 4 is a sectional view taken along line AA in FIG. 3 according to the first embodiment.

FIG. 5 is a graph showing a relationship between a main shaft rotation speed and a convergence time when the brake cushion spring according to the first embodiment is arranged and not arranged.

FIG. 6 is a graph showing the relationship between the main shaft rotation speed and the convergence time when the device for injecting oil according to the first embodiment is arranged and not arranged.

FIG. 7 is a sectional view around a clutch according to a second embodiment of the present invention.

FIG. 8 is a sectional view around a main shaft according to a third embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Clutch housing 2 Housing gear 4 Main shaft 5 Clutch boss 6 Pressure plate 6a Peripheral edge 8 Friction plate 9 Clutch plate 12 Clutch cover 15 Release member 15a Contact piece 20,24,25,35 Brake cushion spring (plate spring) 23 Injection Nozzle (control means)

 ──────────────────────────────────────────────────続 き Continued from the front page (72) Inventor Kazuhiko Ota 2500 Shinkai, Iwata-shi, Shizuoka F-term in Yamaha Motor Co., Ltd. (Reference) 3D039 AA02 AA07 AB04 AC03 AC12 AD01 AD06

Claims (2)

[Claims] 1. A vehicular transmission in which a driving force of a power source is transmitted to a main shaft via a clutch, wherein the vehicle transmission is rotated integrally with the main shaft downstream of the clutch, or is always driven from the main shaft. A transmission for a vehicle, wherein a leaf spring serving as a sliding resistance during rotation of the rotating portion is interposed between a rotating portion that rotates by receiving a force and a fixed portion. 2. A control means for controlling the degree of decrease in the number of revolutions at a stage where the number of revolutions of the main shaft decreases to a predetermined value by the leaf spring after the clutch is disengaged. The vehicle transmission according to claim 1, wherein the transmission is provided.