JP2011094760A - Shift assisting device of transmission for motorcycle - Google Patents

Shift assisting device of transmission for motorcycle Download PDF

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Publication number
JP2011094760A
JP2011094760A JP2009251651A JP2009251651A JP2011094760A JP 2011094760 A JP2011094760 A JP 2011094760A JP 2009251651 A JP2009251651 A JP 2009251651A JP 2009251651 A JP2009251651 A JP 2009251651A JP 2011094760 A JP2011094760 A JP 2011094760A
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Japan
Prior art keywords
speed
shift
gear
transmission
shaft
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JP2009251651A
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Japanese (ja)
Inventor
Masatoshi Haruna
Susumu Yanagiuchi
Tomoharu Yashiki
友春 屋敷
將敏 春名
暹 柳内
Original Assignee
Inasaka Gear Mfg Co Ltd
株式会社稲坂歯車製作所
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Priority to JP2009251651A priority Critical patent/JP2011094760A/en
Publication of JP2011094760A publication Critical patent/JP2011094760A/en
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Abstract

Shifting a single vehicle transmission by reducing the relative rotational speed between output gears of a transmission and reducing crank noise (gokkin noise) by reducing the rotational speed of an input shaft while shifting from neutral to first gear. Providing auxiliary equipment.
In a two-shaft transmission for a single vehicle, a brake mechanism (brake device 5) is provided for a member (brake plate) coupled to an input shaft 6 of the transmission 2, and the clutch 1 is turned off and shifted. During the operation, the brake mechanism operates to decelerate the rotation speed of the input shaft, and shift noise from neutral to first gear is reduced.
[Selection] Figure 1

Description

  The present invention relates to a shift assist device for a single vehicle transmission.

  As a conventionally proposed two-shaft transmission for a single vehicle, for example, those described in Patent Document 1 and Patent Document 2 are known.

  FIG. 17 is a system diagram showing a drive system in a conventional two-shaft 6-speed transmission for a single vehicle. In the drive system of the single vehicle, the power of the engine 50 is transmitted to the clutch 52 via the primary speed reduction 51, and when the clutch 52 is on, the rotational force is transmitted via the input shaft 54 and the output shaft 55 of the transmission 53. It is transmitted from the secondary deceleration (not shown) to the wheels (not shown). Generally, the transmission 53 is shifted by switching the claw clutch.

JP 2009-107406 A JP 2007-162819 A

  The engine 50 is started, the clutch 52 is turned off in the idling state, and the shift is made from the neutral to the first speed, but the change drum 56 is rotated by a certain angle, and there is a relative rotational speed between the claw clutches at the time of shift. , Crank noise is generated.

  At the time of shifting to the first speed, the car is stopped, that is, the rotation speed Nout of the output shaft 55 is 0 rpm, the clutch 52 is rotated at N0 when the clutch is on, and the input shaft 54 is also rotated at the rotation speed Nin = N0. Yes. When the clutch 52 is turned off, the rotational speed Nin of the input shaft 54 gradually decreases, but the deceleration is slow due to the drag phenomenon of the clutch 52 and the inertia moment of the shaft system.

To shift from neutral to first speed, the sixth speed output gear 68 on the output shaft 55 is moved to the first speed output gear 63 side, and the first speed gear dog 69 and the sixth speed gear dog 70 are engaged. Is N6n, the gear ratio between the first-speed input gear 57 and the first-speed output gear 63 is i1, and the rotation speed of the first-speed output gear 63 is N1n.
N6n = 0
N1n = (Nin) × (i1)
There is a relative rotational speed of ΔN = N1n−N6n.
For example, N0≈Nin = 750 rpm,
If i = 1 / 2.0,
For N1n = 375 rpm, connection is made in the state where ΔN = 375 rpm exists.

  There is a mass including the output shaft 55 on the sixth speed gear dog 70, and there is a large mass of the input shaft 54, the clutch 52, etc. via the first speed output gear 63 and the first speed input gear 57 on the first speed gear dog 69. When ΔN = 375 rpm to ΔN = 0 rpm, a large impact sound (a large unpleasant sound like a gokkin and accompanied by an impact) is generated.

  When shifting up from 1st gear to 2nd gear, shifting up from 2nd gear to 3rd gear, ... shifting up from 5th gear to 6th gear, there is also ΔN 'corresponding to each gear ratio. In each upshift, an impact sound is generated.

  The object of the present invention is to reduce the rotational speed of the input shaft while shifting from the neutral to the first speed, thereby reducing the relative rotational speed between the output gears of the transmission and reducing the crank noise (gokkun sound). It is to provide a shift assist device for a machine.

  The shift assist device for a single-vehicle transmission according to claim 1 is provided with a brake mechanism for a member that is coupled in a state where power can be constantly transmitted from an input shaft of the transmission in a single-vehicle transmission. The brake mechanism is actuated when the engine is off and during the shift operation.

  The shift assist device for a single vehicle transmission according to claim 2 is the shift assist device for a single vehicle transmission according to claim 1, wherein the brake mechanism is deactivated when the shift is completed to the speed stage of the transmission. It is characterized by.

  The shift assist device for a single vehicle transmission according to claim 3 is the shift assist device for a single vehicle transmission according to claim 1 or 2, wherein the rotation of the change drum is coaxial with the rotation shaft of the change drum of the transmission. A cam portion having a convex portion corresponding to each shift completion position corresponding to each speed step in the direction and a concave portion corresponding to each shift middle position corresponding to each speed step is provided. It is.

  A shift assist device for a single vehicle transmission according to claim 4 is a shift assist device for a single vehicle transmission according to claim 3, which is closed when the clutch is on, and is opened when the clutch is off. A first control valve, a second control valve that responds to the convex portion of the cam portion and closes at each shift completion position, and responds to the concave portion of the cam portion and opens at the middle position of each shift; and an engine A hydraulic pressure source composed of pressure oil for lubrication, and the brake mechanism is connected to the hydraulic pressure source via the first control valve and the second control valve. .

  A shift assist device for a single vehicle transmission according to claim 5 is the shift assist device for a single vehicle transmission according to claim 3, wherein a hydraulic pressure source made of pressure oil for engine lubrication, one electromagnetic proportional control valve, and A detection switch that detects each shift completion position and each shift intermediate position via the convex portion and the concave portion of the cam portion, and the brake mechanism is connected via one electromagnetic proportional control valve. The electromagnetic proportional control valve is controlled to open and close using an on / off signal of a clutch connected to the hydraulic pressure source, a signal during shifting by the detection switch, and a rotation speed signal corresponding to the rotation speed of the input shaft and the output shaft. By controlling the brake force by the brake mechanism, the relative rotational speed is prevented from becoming zero.

  A shift assist device for a single vehicle transmission according to claim 6 is a shift assist device for a single vehicle transmission according to any one of claims 1 to 5, wherein the single vehicle transmission is a three-shaft for a single vehicle. A member that is coupled to the input shaft of the three-shaft transmission in a state where power can always be transmitted is the countershaft of the three-shaft transmission, and the brake mechanism is connected to the countershaft. It is provided and is characterized by that.

  According to the shift assist device for a single-vehicle transmission of the present invention, a brake mechanism is provided for a member that is coupled in a state where power can always be transmitted from the input shaft, and appropriate control is performed, so that 1 By operating the brake mechanism to reduce the rotational speed of the input shaft while shifting to high speed, the relative rotational speed can be reduced and crank noise (gokkin noise) can be reduced.

It is sectional drawing which shows the power transmission mechanism containing the biaxial 5-speed transmission for single vehicles to which the shift auxiliary device of this invention is applied. It is a principal part expanded sectional view of FIG. It is a schematic diagram which shows the drive system for driving a brake device and a brake device. It is a front view of the cam part shown by the QQ arrow of FIG. It is sectional drawing which shows the dog clutch engagement of the 4-speed output gear and 1-speed output gear in the 1st-speed operation state. It is sectional drawing which shows the principal part of dog clutch engagement. It is a front view which shows the dog clutch engagement of the 4-speed output gear and the 1-speed output gear in the 1st-speed operation state. It is a hydraulic circuit diagram which shows the hydraulic system at the time of brake non-operation. It is a hydraulic circuit diagram which shows the hydraulic system at the time of a brake action. It is a front view of the cam part of 2nd Embodiment which changed the dimension difference (groove depth) of the radial direction of the recessed part with respect to a convex part (peripheral circle). It is a hydraulic circuit diagram which shows another embodiment of hydraulic control. It is a circuit diagram which shows the switch circuit for providing a signal electrically with respect to the hydraulic control circuit of FIG. It is a figure which shows the time of ON / OFF of each switch of FIG. 12 in a table format. It is a schematic diagram which shows the example of the combination of a dog clutch. It is sectional drawing which shows the engagement state by the convex nail | claw and a concave hole in shift operation | movement. FIG. 3 is a system diagram showing a drive system in a single-shaft three-shaft five-speed transmission to which the shift assist device of the present invention is applied. It is a system diagram which shows the drive system in the conventional 2 axis | shaft type 6 speed transmission for single vehicles.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a cross-sectional view showing a power transmission mechanism including a two-shaft five-speed transmission for a single vehicle to which the shift assist device of the present invention is applied. FIG. 2 is an enlarged cross-sectional view of the main part of FIG. In FIG. 1, the rotational power transmission mechanism generally includes a clutch 1, a transmission 2, a change drum 3, a shift mechanism 4, and a brake device 5.

  The clutch 1 transmits the rotational power of an engine (not shown) to the transmission 2 in the clutch-on state, and releases the power transmission to the transmission 2 in the clutch-off state. The clutch 1 is splined to one end of the input shaft 6 of the transmission 2, and the input shaft 6 rotates together with the clutch 1 in the clutch-on state.

  In FIG. 2, the transmission 2 has an input shaft 6 and an output shaft 7 parallel to the input shaft 6. The input shaft 6 has a first speed input gear 8 and a fourth speed input gear in order from the center toward the other end. 9, the 3rd speed input gear 10, the 5th speed input gear 11, the 2nd speed input gear 12 are arranged, the 1st speed input gear 8 and the 2nd speed input gear 12 are provided so as to be rotatable integrally with the input shaft 6 at fixed positions, The 4-speed input gear and 5-speed input gear 11 are provided so as to be freely rotatable with respect to the input shaft 6 at fixed positions, and the 3-speed input gear 10 is spline-engaged with the input shaft 6.

  A first speed output gear 13, a fourth speed output gear 14, a third speed output gear 15, a fifth speed output gear 16, and a second speed output gear 17 are arranged on the output shaft 7 in order from one end to the other end. The gear 13, the third speed output gear 15 and the second speed output gear 17 are provided at a fixed position so as to be freely rotatable with respect to the output shaft 7, and the fourth speed output gear 14 and the fifth speed output gear 16 are splined to the output shaft 7. Are combined.

  The first speed input gear 8 and the first speed output gear 13 are meshed with each other, the fourth speed input gear 9 and the fourth speed output gear 14 are meshed with each other, and the third speed input gear 10 and the third speed output gear 15 are Are meshed with each other, the 5-speed input gear 11 and the 5-speed output gear 16 are meshed with each other, and the 2-speed input gear 12 and the 2-speed output gear 17 are meshed with each other.

  The change drum 3 is rotatably supported, is rotated according to a speed change operation, and cooperates with the shift mechanism 4 to change the fourth speed output gear 14, the fifth speed output gear 16 and the third speed input gear 10 of the transmission 2. The speed is switched by sliding, and the rotational power is transmitted from the input shaft 6 to the output shaft 7.

  In FIG. 2, three guide grooves 18, 19, and 20 for each speed shift are provided in the circumferential direction on the outer peripheral surface of the change drum 3. The guide groove 18 is for shifting from neutral to first speed and from first speed to neutral, and the guide groove 19 is from neutral to second speed, from second speed to third speed, from third speed to second speed, from second speed to neutral. The guide groove 20 is for shifting from the neutral position to the fourth speed, from the fourth speed to the fifth speed, from the fifth speed to the fourth speed, and from the fourth speed to the neutral position. Further, a cam portion 21 which will be described later is provided coaxially with the rotation shaft of the change drum 3, and the cam is synchronized with the rotation of the change drum 3 when switching to each of the high speed stages (neutral, 1st to 5th). The part 21 is configured to rotate.

  The shift mechanism 4 includes gear shift members 22, 23, and 24 corresponding to the three guide grooves 18, 19, and 20 provided in the change drum 3, and the support shaft that is parallel to the input shaft 6, the output shaft 7, and the change drum 3. 25, 26. Gear shift members 22 and 23 are slidably provided on the support shaft 25 along the support shaft 25. The base end portion of the gear shift member 22 is engaged with the guide groove 18, and the distal end portion of the gear shift member 22 is engaged with the sleeve of the fourth speed output gear 14. The base end portion of the gear shift member 23 is engaged with the guide groove 19, and the distal end portion of the gear shift member 23 is engaged with the sleeve of the fifth speed output gear 16. A gear shift member 24 is provided on the support shaft 26 so as to be slidable along the support shaft 26. The base end portion of the gear shift member 24 is engaged with the guide groove 20 (see the two-dot chain line in FIG. 1), and the distal end portion of the gear shift member 24 is engaged with the sleeve of the third speed input gear 10.

[Brake device 5]
The brake device 5 is provided with respect to the other end portion of the input shaft 6 of the transmission 2 (see FIG. 1). FIG. 3 is a schematic diagram showing the brake device 5 and a hydraulic system for driving the brake device 5. The housing 27 of the brake device 5 is attached to the case of the transmission 2 so as to cover the other end of the input shaft 6. The housing 27 is provided with a pressure oil supply passage 28 communicating with the outside of the housing 27 and the inside (housing chamber) of the housing 27.

  Inside the housing 27, a brake piston 30 is provided so that the front end of the brake 27 can move in the axial direction of the input shaft 6 with the front end facing the rear of the housing 27. 31 is provided on the inner wall of the housing 27 so as to be movable in the front-rear direction, and a return spring 32 made of a disc spring is provided in contact with the front peripheral edge of the brake piston 30.

  On the other hand, two brake plates 33, 33 parallel to each other are splined to the other end of the input shaft 6, and the two brake plates 33, 33 and the two pressing plates 31, 31 are arranged in the front-rear direction of the housing 27. Alternatingly arranged. The member that is coupled in a state where power can be transmitted from the input shaft 6 of the transmission 2 at all times includes two brake plates 33 and 33 that are splined to the input shaft 6.

  In FIG. 3, reference numeral 34 denotes a hydraulic pressure source made of pressure oil for engine lubrication, and the hydraulic pressure source 34 is connected to the pressure oil supply passage 28 of the brake device 5 via the first control valve 35 and the second control valve 36. Has been. The first control valve 35 closes when the clutch 1 is on, and opens when the clutch 1 is off. When the first control valve 35 is a mechanically operated valve, the actuator 35a of the first control valve 35 is moved in response to the shift piece 1a (see FIG. 1) of the clutch 1, and the shift piece 1a of the clutch 1 is turned on. The first control valve 35 is closed when in the position, and the first control valve 35 is opened when the shift piece 1a of the clutch 1 is in the OFF position.

  FIG. 4 is a front view of the cam portion 21 indicated by arrows QQ in FIG. On the peripheral surface of the cam portion 21, convex portions 37 a to 37 f corresponding to shift completion positions corresponding to the respective speed stages in the rotation direction of the change drum 3, and corresponding shift intermediate positions corresponding to the respective speed stages. Recesses 38a to 38e are formed. That is, the convex portion 37a corresponding to the first speed, the convex portion 37b corresponding to the neutral speed, the convex portion 37c corresponding to the second speed, and the convex portion 37d corresponding to the third speed, in order counterclockwise from the circumferential direction of the cam portion 21. A convex portion 37e corresponding to the fourth speed is formed, and a convex portion 37f corresponding to the fifth speed is formed, a concave portion 38a between the neutral and first speed, a concave portion 38b between the neutral and second speed, and a concave portion between the second speed and the third speed. 38c, a recess 38d is formed between the third speed and the fourth speed, and a recess 38e is formed between the fourth speed and the fifth speed.

  The second control valve 36 in FIG. 3 is configured to close at each shift completion position corresponding to each speed stage, and to open at each shift middle position corresponding to each speed stage. When the second control valve 36 is a mechanically operated valve, the actuator 36a of the second control valve 36 is slidably brought into contact with the irregularities on the peripheral surface of the cam portion 21 so that the actuator 36a is on the convex portion 37. The second control valve 36 is closed when it is in the shift completion position, and the second control valve 36 is opened when the actuator 36 a is in the shifting position in the recess 38.

[Action in shifting from neutral to first gear]
An engine (not shown) is started, the clutch 1 is turned off in an idling state, and a switching operation from neutral to first speed is performed. In a state before the engine is started and the clutch 1 is turned off (a state where the clutch 1 is turned on), the input shaft 6 rotates together with the clutch 1, and in FIG. 8 rotates, and the first-speed output gear 13 that is always meshed with the first-speed input gear 8 rotates freely. The second speed input gear 12, the third speed input gear 10, and the two brake plates 33 and 33 rotate together with the input shaft 6, and the second speed output gear 17 and the third speed output gear 15 also rotate freely. It is not related to the switching operation from neutral to 1st gear. Immediately after the clutch 1 is turned off, the input shaft 6 rotates due to inertia, the first-speed input gear 8 rotates, and the first-speed output gear 13 rotates freely.

  In response to the switching operation from the neutral to the first speed, first, the change drum 3 and the cam portion 21 are integrally rotated by a predetermined angle in the counterclockwise direction of FIG. In FIG. 2, the gear shift member 22 engaged with the guide groove 18 of the change drum 3 slides rightward along the support shaft 25, and the fourth speed is sleeve-engaged with the tip of the gear shift member 22. The output gear 14 approaches the first-speed output gear 13 that is freely rotating, and finally the fourth-speed output gear 14 is engaged with the first-speed output gear 13 that is freely rotating and engaged with the dog clutch. Rotate. Therefore, rotational power is transmitted to the output shaft 7 with which the 4-speed output gear 14 is spline-engaged, and the output shaft 7 rotates.

  5-7 is a figure which shows the dog clutch engagement of the 4-speed output gear 14 and the 1-speed output gear 13 in the 1st-speed operation state. Five dogs (projections) 39 are formed on the rotating surface of the four-speed output gear 14 at a predetermined angle toward the rotating surface of the first-speed output gear 13, and the rotating surface of the engaging first-speed output gear 13 is formed. The five engagement holes 40 are formed at a predetermined angle. The dog 39 of the fourth-speed output gear 14 is engaged with the engagement hole 40 of the first-speed output gear 13 in which the dog 39 rotates freely, and engages with the dog clutch.

[Operation of brake device 5]
The transmission 2 is in the neutral position (the cam portion 21 is in the position N in FIG. 4). When the engine is started, the first control valve 35 is closed and the second control valve is closed as shown in FIG. 36 is also closed. Accordingly, the pressure oil from the hydraulic source 34 is not supplied to the brake device 5, and the brake device 5 is deactivated and there is no braking action on the input shaft 6. When the clutch 1 is turned off, the first control valve 35 is opened.

  When the change drum 3 and the cam portion 21 are integrally rotated by a predetermined angle in the counterclockwise direction of FIG. 4 according to the switching operation from the neutral to the first speed, the convex portion 37b corresponding to the first speed is rotated by the predetermined angle in the counterclockwise direction. It rotates and comes to the position of the convex part 37a equivalent to neutrality. When the actuator 36a of the second control valve 36 responds to this operation, the second control valve 36 moves to the shifting middle position from the neutral shifting completion position through the shifting middle position to the first gear shifting completion position. Is open.

  As shown in FIG. 9, the first control valve 35 is open, and the second control valve 36 is also opened. Accordingly, the pressure oil from the hydraulic source 34 is supplied to the brake device 5. In FIG. 3, the brake piston 30 moves to the right by the supply of pressure oil and presses the pressing plates 31, 31 against the rotating brake plates 33, 33 by spline engagement with the input shaft 6. The device 5 operates and brakes the rotating input shaft 6 to decelerate the input shaft 6. By braking the input shaft 6, the relative rotational speed ΔN, which is the difference in rotational speed between the first-speed output gear 13 and the fourth-speed output gear 14, is reduced, and shift noise (gokkin noise) from neutral to first speed is reduced. .

  The second control valve 36 is closed when shifting from the mid-shift position to the first-speed shift completion position. The pressure oil from the hydraulic source 34 is not supplied to the brake device 5 and the brake device 5 is deactivated. In FIG. 2, when the supply of pressure oil is stopped, the brake piston 30 is moved to the left by the bias of the return spring 32, and the brake device 5 is stopped. The braking action on the input shaft 6 is eliminated.

  The second control valve 36 is opened at the shifting position by the cam portion 21 integrated with the change drum 3, and is closed when the shifting is completed at each speed stage (neutral, 1st to 5th). At the shifting position, both the first control valve 35 and the second control valve 36 are opened and the brake device 5 is operated. At the shift completion position, the clutch 1 is turned on, and the convex portion 37 of the cam portion 21 of the change drum 3 Both the control valve 35 and the second control valve 36 are closed, and the braking action by the brake device 5 is released.

  Note that the gear shift members 22 to 24 of the shift mechanism 4 slide along the support shaft 25 and the support shaft 26 in FIG. 2 when the change drum 21 of FIG. Is done by doing. Hereafter, each operation | movement is demonstrated roughly.

  In FIG. 2, the gear shift member 22 slides to the left, the fourth speed output gear 14 moves to the left, and the dog 39 of the fourth speed output gear 14 outputs the first speed. The dog 13 is disengaged from the engagement hole 40 of the gear 13 and the dog clutch engagement between the 4-speed output gear 14 and the 1-speed output gear 13 is released. Subsequently, the gear shift member 23 slides to the left, the fifth speed output gear 16 is moved to the left, and the dog of the fifth speed output gear 16 is engaged with the engagement hole of the second speed output gear 17 to output the fifth speed. The gear 16 and the second speed output gear 17 are dog-clutch engaged. The 5-speed output gear 16 engages with the 2nd-speed output gear 17 that is rotating freely, and is engaged with the dog clutch to rotate integrally, and the rotational power is transmitted to the output shaft 7 with which the 5-speed output gear 16 is splined. The shaft 7 rotates.

  In FIG. 2, the gear shift member 23 slides to the right, the fifth-speed output gear 16 moves to the right, and the dog of the fifth-speed output gear 16 changes to the second-speed output gear. 17 is disengaged from the engagement hole 17 and the dog clutch engagement between the fifth-speed output gear 16 and the second-speed output gear 17 is released. Further, the gear shift member 23 slides to the right, moves the 5-speed output gear 16 to the right, and engages with the engagement hole of the 3-speed output gear 15 where the dog of the 5-speed output gear 16 is freely rotating. Then, the 5-speed output gear 16 and the 3-speed output gear 15 are engaged with the dog clutch and rotate together. Rotational power is transmitted to the output shaft 7 with which the 5-speed output gear 16 is spline-engaged, and the output shaft 7 rotates.

  In FIG. 2, the gear shift member 23 slides to the left, the fifth-speed output gear 16 moves to the left, and the dog of the fifth-speed output gear 16 changes to the third-speed output gear. 15 is disengaged from the engagement hole 15 and the dog clutch engagement between the fifth-speed output gear 16 and the third-speed output gear 15 is released. Subsequently, the gear shift member 24 slides to the right, moves the third speed input gear 10 to the right, and the right dog of the third speed input gear 10 rotates freely on the input shaft 6. The right dog of the 3rd speed input gear 10 and the dog of the 4th speed input gear 9 are engaged by the dog clutch, and the 3rd speed input gear 10 and the 4th speed input gear 9 rotate together. The rotation of the 4-speed input gear 9 is transmitted to the 4-speed output gear 14 meshed with the 4-speed input gear 9, the 4-speed output gear 14 rotates, and the output shaft on which the 4-speed output gear 14 is splined. Rotational power is transmitted to 7 and the output shaft 7 rotates.

In FIG. 2, the gear shift member 24 slides to the left, the 3rd speed input gear 10 moves to the left, and the right dog of the 3rd speed input gear 10 receives the 4th speed input. The dog 9 is disengaged from the dog of the gear 9 and the dog clutch engagement between the third speed input gear 10 and the fourth speed input gear 9 is released.
Subsequently, the gear shift member 24 slides to the left, the third speed input gear 10 moves to the left, and the engagement hole of the fifth speed input gear 11 in which the left dog of the third speed input gear 10 rotates freely. The third-speed input gear 10 and the fifth-speed input gear 11 engage with the dog clutch and rotate integrally.
The rotation of the 5-speed input gear 11 is transmitted to the 5-speed output gear 16 meshed with the 5-speed input gear 11, the 5-speed output gear 16 rotates, and the output shaft on which the 5-speed output gear 16 is splined. Rotational power is transmitted to 7 and the output shaft 7 rotates.

  In the above description, the hydraulic control can be performed with a mechanically operated structure. However, an electrical signal indicates on / off of the clutch 1 and a transition state from the convex portion 37 to the concave portion 38 of the cam portion 21 and from the concave portion 38 to the convex portion 37. Instead, each of the first control valve 35 and the second control valve 36 can be constituted by a solenoid valve. Thus, the dimensional difference in the radial direction of the concave portion 38 with respect to the convex portion 37 in the neutral → first speed → first speed → second speed, second speed → third speed, third speed → fourth speed, fourth speed → fifth speed of the cam portion 21. By changing h (see FIG. 4), it is possible to perform optimal control at the time of shifting to the respective high speed stages. By changing the valve opening of the second control valve 36 in accordance with the dimensional difference h in the radial direction of the concave portion 38 with respect to the convex portion 37, the braking force during the shift to each gear stage is electrically controlled and adjusted. Reduce the relative rotational speed.

  FIG. 10 is a front view of the cam portion 29 of the second embodiment in which the dimensional difference (groove depth) in the radial direction of the concave portion with respect to the convex portion (peripheral circle) is changed. Depth groove depth h1 between neutral and first speed, concave groove depth h2 between neutral and second speed, concave groove depth h3 between second speed and third speed, third speed and fourth speed The groove depth h4 of the concave portion between the speed and the groove depth h5 of the concave portion between the fourth speed and the fifth speed is configured so as to become deeper as the shift from h1 to h5.

  In addition, a shift position detection sensor (not shown) is provided for detecting each shift completion position and each shift middle position with the neutral position as the detection position of the convex portion and the concave portion of the cam portion 29. The shift position detection sensor also serves as a detection sensor (distance sensor) for detecting each convex portion (peripheral circle, groove depth h0) and groove depths h1 to h5. For example, the groove depth is optically determined. And an electrical signal (detection value) corresponding to the groove depth is output. For example, each shift completion position (convex portion) is detected when the groove depth h0 is detected by the shift position detection sensor, and each middle shift position (concave portion) is detected by the shift position detection sensor. This is detected when h1 to h5 are detected.

  FIG. 11 is a hydraulic circuit diagram showing another embodiment of the hydraulic control. As shown in FIG. 11, an electromagnetic proportional control valve (pilot-type relief valve) 41 is connected to a hydraulic pressure source 34 made of engine oil pressure, and the electromagnetic proportional control valve 41 is connected to the first control valve 35 and the second control valve. The valve 36 is connected to the pressure oil supply passage 28 of the brake device 5. Normally, the electromagnetic proportional control valve 41 is closed, and the pressure oil from the hydraulic source 34 returns to the oil tank. At the time of shifting (during shifting), the electromagnetic proportional control valve 41 opens, the first control valve 35 and the second control valve 36 also open, and the brake device 5 operates.

  FIG. 12 is a circuit diagram showing a switch circuit for electrically providing a signal to the hydraulic control circuit of FIG. A positive voltage for switch operation is applied to the front stage of the switch 42. A switch 43 is connected in series after the switch 42. Switches 44a to 44e are connected in parallel to the subsequent stage of the switch 43, and the subsequent stages of the switches 44a to 44e are output terminals for signal output.

  FIG. 13 is a table showing when the switches in FIG. The switch 42 is turned on when the clutch is turned off and turned off when the clutch is turned on. The switch 43 is turned off when the above-described shift position detection sensor detects a shift completion position (convex portion) to each speed stage, and is turned on when the shift position detection sensor detects an in-shift position (concave portion).

  The switch 44a is turned on when the shift position detection sensor detects the groove depth h1. In addition, when the groove depth detected by the shift position detection sensor is smaller than the groove depth h1, it is off. The switch 44b is turned on when the shift position detection sensor detects the groove depth h2. In addition, when the groove depth detected by the shift position detection sensor is smaller than the groove depth h2, it is off. The switch 44c is turned on when the shift position detection sensor detects the groove depth h3. In addition, when the groove depth detected by the shift position detection sensor is smaller than the groove depth h3, it is off. The switch 44d is turned on when the shift position detection sensor detects the groove depth h4. In addition, when the groove depth detected by the shift position detection sensor is smaller than the groove depth h4, it is off. The switch 44e is turned on when the shift position detection sensor detects the groove depth h5. Note that when the groove depth detected by the shift position detection sensor is smaller than the groove depth h5, the signal is off.

  Using the switch circuit shown in Fig. 12, electromagnetic proportional control is performed every time shifting from neutral to 1st speed, 1st speed to 2nd speed, 2nd speed to 3rd speed, 3rd speed to 4th speed, 4th speed to 5th speed. By controlling the exciting current to the solenoid of the valve 41, the opening degree of the electromagnetic proportional control valve 41 is changed, and the optimum braking force is provided.

Further, the relative rotational speeds ΔN 0-1 , ΔN 1-2 , ΔN from the neutral to the first speed, the first speed to the second speed, the second speed to the third speed, the third speed to the fourth speed, and the fourth speed to the fifth speed. 2-3 , ΔN 3-4 , and ΔN 4-5 are determined at the design stage depending on the gear ratio of the respective gears and whether the dog clutch is on the input shaft 6 or the output shaft 7. In addition to the value, the number of revolutions varies depending on the operating state, and therefore, the number of revolutions of the input shaft 6 and the output shaft 7 is controlled as a proportional control signal. There are methods for detecting the rotational speeds of the input shaft 6 and the output shaft 7, respectively. Although not specifically described, the optimal rotational speed can be found by calculation if ΔN is known. By doing this, you can see how much the rotation speed is and how much oil pressure is needed, and you can decide the set pressure for each.

  When the shift to each gear is completed, the braking action by the brake device 5 is released, so there is no friction loss due to braking during traveling.

  The following technical matters can be combined with the use of the brake device 5.

  Since the dog clutch is premised on a shift in a state where the relative rotational speed ΔN exists, the combination of the dogs is a convex claw and a convex claw [see FIG. 14 (a)] or a convex claw and a concave hole or hole [FIG. In the combination (see (b)), for example, in the case of four claws, the relationship between the circumferential angle θ1 where the convex claws are formed and the circumferential angle θ2 where the concave holes are formed is If there is no difference, shifting will be difficult.

  FIGS. 15A to 15C are cross-sectional views showing an engaged state by the convex claws and the concave holes in the shift operation. FIG. 15A shows a state before the engagement, and if the shift is performed in a state where the relative rotational speed ΔN exists, the shift can be surely performed if the difference between θ1 and θ2 is large [FIG. 15B]. If θ2−θ1 is small, the corner A point of the convex claw collides with the midway wall C point of the concave hole and the shift is not completed [FIG. 15 (c)]. After that, it is necessary to push the convex claw into the concave hole, resulting in an uncomfortable shift.

  However, if ΔN is reduced, the shift can be completed easily even if θ2−θ1 is reduced. [theta] 1- [theta] 2 is an important value in a vehicle and is referred to as Vehicle-lash, and is preferably smaller. For example, it is considered that the looseness that is felt when the engine drive is changed to the engine brake during traveling at i-speed or the abnormal feeling that is felt when the vehicle slips is caused by θ1-θ2.

  As an example, the calculation results comparing ΔN and θ1, θ2 and the ease of shift in a 5-speed transmission are shown below. Note that the value of the “shift performance index” is 1.0 is a calculated value in which the point A exactly overlaps the point B when shifting at a certain shift speed.

(I)
Shift θ1 / θ2 ΔN Shift performance index 0 → 1 25 ° / 50 ° 190 1.04
0 → 2 25 ° / 50 ° 260 1.42
1 → 2 25 ° / 50 ° 140 0.76
2 → 3 25 ° / 50 ° 138 0.96
3 → 4 25 ° / 50 ° 185 1.01
4 → 5 25 ° / 53 ° 155 0.96

The reason why θ1 / θ2 at 4th gear → 5th gear is 25 ° / 53 ° is that the shift performance index is 1.08 at 25 ° / 50 °, and there is a difference in feeling evaluation between 1.08 and 0.96. Is recognized.

When θ1 / θ2 is changed to 40 ° / 50 °,
(B)
Shift θ1 / θ2 ΔN Shift performance index 0 → 1 40 ° / 50 ° 190 2.60
0 → 2 40 ° / 50 ° 260 3.56
1 → 2 40 ° / 50 ° 140 1.91
2 → 3 40 ° / 50 ° 138 2.40
3 → 4 40 ° / 50 ° 185 2.54
4 → 5 40 ° / 50 ° 155 2.07
When θ1 / θ2 is 25 ° / 50 ° [in the case of (A)] and θ1 / θ2 is 40 ° / 50 ° [in the case of (B)], the shift performance index is compared. In this case, it is shown that shifting is difficult.

When θ1 / θ2 is 40 ° / 50 ° and ΔN is reduced,
(C)
Shift θ1 / θ2 ΔN Shift performance index 0 → 1 40 ° / 50 ° 76 1.04
0 → 2 40 ° / 50 ° 104 1.42
1 → 2 40 ° / 50 ° 56 0.76
2 → 3 40 ° / 50 ° 55 0.96
3 → 4 40 ° / 50 ° 74 1.01
4 → 5 40 ° / 50 ° 62 0.83
Thus, the shift performance index is almost the same as in the case (b) above.
If the value of ΔN is controlled by the shift assist device, it is apparent from the calculation that the ease of shifting does not change even if the value of θ1-θ2 is reduced.

  The above-described embodiment is an example in which the shift assist device is applied to a two-shaft transmission, but the shift assist device of the present invention can also be applied to a three-shaft transmission. FIG. 16 is a system diagram showing a drive system in a three-axis five-speed transmission for a single vehicle to which the shift assist device of the present invention is applied. In FIG. 16, the transmission 75 includes a first shaft (input shaft) 76, a second shaft (counter shaft or relay shaft) 77 disposed in parallel with the first shaft 76, and a first shaft disposed coaxially with the first shaft 76. Three axes (output shafts) 78 are provided.

  The power of the engine 50 is transmitted to the clutch 52 via the primary reduction gear 51. When the clutch 52 is on, the rotational force is transmitted to the first shaft 76 of the transmission 75, and the first shaft is integrated with the clutch 52. 76 rotates. A power transmission gear 79 is provided integrally with the first shaft 76 on the first shaft 76, a common gear 80 is provided integrally with the second shaft 77 on the second shaft 77, and the power transmission gear 79 and the common gear 80 are always provided. They are meshed with each other. Therefore, the power transmission gear 79 rotates integrally with the first shaft 76, the rotation of the power transmission gear 79 is transmitted to the common gear 80, and the second shaft 77 and the common gear 80 rotate integrally. The member coupled in a state where power can be constantly transmitted from the input shaft (first shaft 76) of the transmission 75 includes a second shaft (counter shaft) 77.

  The second shaft 77 is provided with a first speed relay gear 81 to a fourth speed relay gear 84, and the third shaft 78 is provided with a first speed output gear 63 to a fourth speed output gear 66. By the mechanism, the 3-speed relay gear 83 that is spline-engaged with the second shaft 77, the 2-speed output gear 64 and the 4-speed output gear 66 that are spline-engaged with the third shaft 78 are slidably moved in the respective axial directions. Thus, each gear is switched by engaging the dog clutch between the gears. In the case of the three-shaft type 5-speed transmission, as shown in FIG. 16, the same effect can be obtained by providing the brake device 5 on the second shaft 77 (on the counter shaft).

DESCRIPTION OF SYMBOLS 1 Clutch 1a Shift piece 2 Transmission 3 Change drum 4 Shift mechanism 5 Brake device 6 Input shaft 7 Output shaft 8 1st speed input gear 9 4th speed input gear 10 3rd speed input gear 11 5th speed input gear 12 2nd speed input gear 13 1st speed Output gear 14 4-speed output gear 15 3-speed output gear 16 5-speed output gear 17 2-speed output gear 18 Guide groove 19 Guide groove 20 Guide groove 21 Cam portion 22 Gear shift member 23 Gear shift member 24 Gear shift member 25 Support shaft 26 Support shaft 27 Housing 28 Pressure oil supply passage 29 Cam portion 30 Brake piston 31 Press plate 32 Return spring 33 Brake plate 34 Hydraulic source 35 First control valve 35a Actuator 36 Second control valve 36a Actuator 37 Convex portion 38 Concave portion 39 Dog 40 Engagement hole 41 Electromagnetic proportional control 42 switch 43 switch 44a to 44e switch 50 engine 51 primary deceleration 52 clutch 53 transmission 54 input shaft 55 output shaft 56 change drum 57 first speed input gear 58 second speed input gear 59 third speed input gear 60 fourth speed input gear 61 fifth speed Input gear 62 6-speed input gear 63 1-speed output gear 64 2-speed output gear 65 3-speed output gear 66 4-speed output gear 67 5-speed output gear 68 6-speed output gear 69 1-speed gear dog 70 6-speed gear dog 75 Transmission (3-axis) form)
76 1st axis (input axis)
77 Second axis (counter axis)
78 Axis 3 (Output shaft)
79 Power transmission gear 80 Common gear 81 1st speed relay gear 82 2nd speed relay gear 83 3rd speed relay gear 84 4th speed relay gear

Claims (6)

  1. In single-vehicle transmissions,
    A brake mechanism is provided for a member that is coupled in a state in which power transmission is always possible from the input shaft of the transmission,
    The brake mechanism is activated when the clutch is off and during the shift operation.
    A shift assist device for a transmission for a single vehicle.
  2. The shift assisting device for a single-vehicle transmission according to claim 1, wherein when the shift is completed to the speed stage of the transmission, the brake mechanism is released.
  3. On the same axis as the rotation shaft of the change drum of the transmission,
    A cam portion provided with a convex portion corresponding to each shift completion position corresponding to each speed step in the rotation direction of the change drum and a concave portion corresponding to each shift middle position corresponding to each speed step;
    The shift assist device for a single vehicle transmission according to claim 1 or 2.
  4. A first control valve that closes when the clutch is on, and opens when the clutch is off;
    A second control valve that responds to the convex portion of the cam portion and closes at each shift completion position, and opens at the middle position of the shift in response to the concave portion of the cam portion;
    A hydraulic pressure source made of pressure oil for engine lubrication,
    The brake mechanism is connected to the hydraulic source via the first control valve and the second control valve;
    The shift assist device for a single vehicle transmission according to claim 3.
  5. A hydraulic source consisting of pressure oil for engine lubrication;
    One electromagnetic proportional control valve;
    A detection switch for detecting each shift completion position and each shift intermediate position via the convex portion and the concave portion of the cam portion;
    The brake mechanism is connected to the hydraulic pressure source through one electromagnetic proportional control valve,
    Brake by the brake mechanism is controlled by opening and closing the electromagnetic proportional control valve using a clutch on / off signal, a signal during each shift by the detection switch, and a rotation speed signal corresponding to the rotation speed of the input shaft and the output shaft. Control power,
    The shift assist device for a single vehicle transmission according to claim 3.
  6. In the single-shaft three-shaft transmission,
    The member coupled in a state in which power can be constantly transmitted from the input shaft of the transmission is the counter shaft of the transmission, and the brake mechanism is provided for the counter shaft.
    The shift assist device for a single-vehicle transmission according to any one of claims 1 to 5.
JP2009251651A 2009-11-02 2009-11-02 Shift assisting device of transmission for motorcycle Pending JP2011094760A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2009251651A JP2011094760A (en) 2009-11-02 2009-11-02 Shift assisting device of transmission for motorcycle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2009251651A JP2011094760A (en) 2009-11-02 2009-11-02 Shift assisting device of transmission for motorcycle

Publications (1)

Publication Number Publication Date
JP2011094760A true JP2011094760A (en) 2011-05-12

Family

ID=44111892

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2009251651A Pending JP2011094760A (en) 2009-11-02 2009-11-02 Shift assisting device of transmission for motorcycle

Country Status (1)

Country Link
JP (1) JP2011094760A (en)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003021199A (en) * 2001-07-06 2003-01-24 Isuzu Motors Ltd Rotation synchronizing mechanism for automatic clutch type transmission
JP2003175750A (en) * 2001-12-13 2003-06-24 Isuzu Motors Ltd Transmission controller
JP2006090490A (en) * 2004-09-27 2006-04-06 Honda Motor Co Ltd Gear-change control unit for automobile
JP2008215555A (en) * 2007-03-06 2008-09-18 Honda Motor Co Ltd Automatic transmission

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003021199A (en) * 2001-07-06 2003-01-24 Isuzu Motors Ltd Rotation synchronizing mechanism for automatic clutch type transmission
JP2003175750A (en) * 2001-12-13 2003-06-24 Isuzu Motors Ltd Transmission controller
JP2006090490A (en) * 2004-09-27 2006-04-06 Honda Motor Co Ltd Gear-change control unit for automobile
JP2008215555A (en) * 2007-03-06 2008-09-18 Honda Motor Co Ltd Automatic transmission

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