JP2013249873A - Power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power transmission device including a multiple disk clutch interposed in a power transmission system between a power source and an output shaft while allowing an output side damper mechanism to be present between the output shaft and a clutch inner, in which a hydraulic cylinder mechanism is accommodated in the multiple disk clutch while avoiding an increase in the size of the multiple disk clutch, and vibrations caused by axial misalignment of a weight balance can be suppressed.SOLUTION: A hydraulic cylinder mechanism 86, 106 that establishes frictional engagement by press-contacting a plurality of driving friction plates 82, 102 and a plurality of driven friction plates 83, 103, is accommodated in an end part at an end wall part 80c, 100c of a clutch outer 80, 100; and an output side damper mechanism 94, 114 is disposed at an open end side of the clutch outer 80, 100.

Description

  The present invention is formed in a cylindrical shape having an end wall portion at an end portion on the input member side for transmitting a driving force from a power source and opening the opposite side to the input member, and is interlocked with and connected to the input member. A clutch outer, a clutch inner accommodated in the clutch outer, a plurality of drive friction plates engaged with the clutch outer to enable relative movement in the axial direction, and the drive friction plates are alternately arranged. An output shaft in which a multi-plate clutch including a plurality of driven friction plates engaged with the clutch inner so as to be capable of relative movement in the axial direction is arranged coaxially with the clutch outer and the clutch inner And a power transmission device interposed in a power transmission system between the power source and the output shaft such that an output-side damper mechanism is interposed between the clutch inners.

  An output-side damper mechanism for reducing shock between the clutch inner and the output shaft is accommodated in the clutch outer at one end side of the clutch outer having an end wall portion at one end portion and formed in a bottomed cylindrical shape. A multi-plate clutch designed to be used is known from US Pat.

JP 2009-197879 A

  By the way, when the multi-plate clutch includes a hydraulic cylinder mechanism, it is necessary to dispose the hydraulic cylinder mechanism in the clutch inner. However, as disclosed in Patent Document 1, an end wall portion is provided at one end. If a structure in which an output side damper mechanism is disposed in one end of the bottomed cylindrical clutch outer is provided in the clutch outer, interference between the damper mechanism and the hydraulic cylinder mechanism becomes a problem. In order to avoid the interference, if the hydraulic cylinder mechanism is arranged away from the output-side damper mechanism so as to be biased toward the open end of the other end of the clutch outer, the hydraulic pressure is heavier than that of the output-side damper mechanism. The cylinder mechanism is arranged offset from the center in the axial direction of the multi-plate clutch, which not only increases the size of the multi-plate clutch, but also reduces the weight balance due to the axial center of gravity of the multi-plate clutch being biased in the axial direction. There is also a possibility that it will deviate from the center position in the direction and increase the vibration of the output shaft.

  The present invention has been made in view of such circumstances, and avoids an increase in size of the multi-plate clutch while accommodating the hydraulic cylinder mechanism in the multi-plate clutch, and suppresses vibrations caused by the axial deviation of the weight balance. An object of the present invention is to provide a power transmission device that can achieve the above.

  In order to achieve the above-mentioned object, the present invention is formed in a cylindrical shape having an end wall portion at an end portion on the input member side for transmitting a driving force from a power source and opening the opposite side to the input member. A clutch outer interlocked and coupled to the input member, a clutch inner accommodated in the clutch outer, a plurality of drive friction plates engaged with the clutch outer so as to be capable of relative movement in the axial direction, and A multi-plate clutch comprising a plurality of driven friction plates engaged with the clutch inner so as to be capable of relative movement in the axial direction while being alternately arranged with the drive friction plates of the clutch outer and the clutch inner The output side damper mechanism is interposed between the output shaft arranged coaxially with the clutch inner, and is interposed in the power transmission system between the power source and the output shaft. In the force transmission device, a hydraulic cylinder mechanism capable of exerting an oil pressure that frictionally engages the driving friction plates and the driven friction plates by a plurality of sheets is housed in the end portion on the end wall portion side of the clutch outer. The first feature is that the output-side damper mechanism is disposed on the open end side of the clutch outer.

  In addition to the configuration of the first feature of the present invention, the first and second output shafts are arranged coaxially so that one output shaft is fitted into the other output shaft so as to be relatively rotatable, A first clutch outer provided in a first multi-plate clutch interposed between the input member and the first output shaft; and a second clutch interposed between the input member and the second output shaft. A second clutch outer included in the multi-plate clutch is disposed coaxially so as to open to the opposite sides of the input member between the end wall portions of the clutch outer, and the first and second A first clutch inner provided in the first multi-plate clutch and a first output-side damper mechanism and a second multi-plate clutch provided between the first output shaft and the first multi-plate clutch. A second clutch inner and a second outlet The second of the output-side damper mechanism is interposed between the shaft and the second feature that is disposed.

  According to the present invention, in addition to the configuration of the second feature, the output-side damper mechanism is provided between a boss portion provided integrally with the clutch inner and a driven member coupled to the output shaft so as not to be relatively rotatable. A coiled output-side damper spring disposed along an arc centered on the central axis of the output shaft, and is formed so as to be along a plane perpendicular to the central axis of the output shaft. A third feature is that the output-side damper spring is sandwiched between sliding contact surfaces formed on the boss portion and the driven member so as to be in sliding contact.

  In addition to the configuration of the third feature of the present invention, the boss portion is fitted to the driven member so as to be supported by a sliding support surface formed on a part of the outer periphery of the driven member, A fourth feature is that a lubricating oil passage having an outer end opened on the sliding support surface is provided between the outer circumferences of the driven members.

  In the present invention, in addition to the configuration of the third or fourth feature, a gear train of a plurality of shift stages that can be selectively established between the first output shaft and the shift output shaft is provided, A gear train of a plurality of shift stages different from the shift stage is provided between the output shaft and the shift output shaft so as to be selectively established, and the output-side damper spring of the first output-side damper mechanism includes the first and the first 2 is arranged along a first arc centered on the central axis of the output shaft, and the output damper springs of the second output damper mechanism are center axes of the first and second output shafts. A fifth feature is that the first and second arcs are set to have different radii, and are arranged along a second arc centered at.

  In addition to any of the configurations of the first to fifth features, the present invention provides an outer diameter of the output-side damper mechanism that is greater than an outer diameter of the hydraulic cylinder mechanism disposed coaxially with the output-side damper mechanism. The sixth feature is to set it to be small.

  In addition to any of the configurations of the third to fifth features, the present invention has an input side damper spring having a coiled input side damper spring different from the output side damper spring between the input member and the clutch outer. A damper mechanism is provided, and the input-side damper spring is disposed along an arc centered on a central axis of the output shaft, and the radius of the arc along the input-side damper spring is set to be the output-side damper spring The seventh characteristic is that the radius is set to be larger than the radius of the arc along the line.

  According to the present invention, in addition to any one of the first to seventh features, an outer periphery of the output-side damper mechanism is rotatably supported by a housing case that houses the multi-plate clutch via a bearing member. This is the eighth feature.

  Furthermore, the present invention provides a dog member having dog teeth in addition to any of the first to eighth features, wherein the dog member is supported on the output shaft so as to be relatively non-rotatable while allowing relative movement in the axial direction. A ninth feature is that a gear having a tooth to be engaged with which teeth can be engaged and disengaged is supported on the output shaft so as to be relatively rotatable while disabling relative movement in the axial direction.

  The first main shaft 47 of the embodiment corresponds to the first output shaft of the present invention, and the second main shaft 48 of the embodiment corresponds to the second output shaft of the present invention. Counter shaft 49 corresponds to the speed change output shaft of the present invention, the primary driven gear 68 of the embodiment corresponds to the input member of the present invention, the ball bearing 89 of the embodiment corresponds to the bearing member of the present invention, The internal combustion engine E of the embodiment corresponds to the power source of the present invention, the fifth and sixth speed drive gears 162 and 168 of the embodiment correspond to the gear of the present invention, and the first and first speeds of the embodiment. The second dog members 170 and 173 correspond to the dog members of the present invention, the first and second dog teeth 171 and 174 of the embodiment correspond to the dog teeth of the present invention, and the first and first dogs of the embodiment. 2 dog teeth 172 and 175 correspond to the dog teeth of the present invention. To.

  According to the first feature of the present invention, the hydraulic cylinder mechanism is housed in the end wall side end portion of the clutch outer formed in the bottomed cylindrical shape, and the output side damper mechanism is disposed on the open end side of the clutch outer. Therefore, it is possible to avoid an increase in the size of the multi-plate clutch and to prevent the center of gravity from being biased in the axial direction so as not to cause an axial shift of the weight balance. Suppression is possible.

  According to the second feature of the present invention, the first clutch outer provided in the first multi-plate clutch and the second clutch outer provided in the second multi-plate clutch are the ends of the clutch outer. Since the input member is sandwiched between the wall portions and arranged coaxially so as to be opened to the opposite sides, the output side damper mechanism is disposed on the open end side of each of the first and second clutch outers. The hydraulic cylinder mechanism, which is heavier than the damper mechanism, is arranged close to each other, and the occurrence of vibration can be suppressed by suppressing the weight deviation in the axial direction.

  According to the third aspect of the present invention, the output-side damper mechanism includes a coil-like output-side damper spring between the boss part integral with the clutch inner and the driven member that cannot be rotated relative to the output shaft. Since the output side damper spring is sandwiched between the slidable contact surfaces formed on the boss part and the driven member along a plane perpendicular to the center axis of the output shaft, the output side damper is mounted when the multi-plate clutch is assembled. If the axial direction is set to the vertical direction when the damper mechanism is assembled, it can be assembled so that the output-side damper spring is sandwiched between the boss portion and the driven member while being placed on one of the boss portion and the driven member. It becomes easy.

  According to the fourth feature of the present invention, the boss portion is fitted to the driven member, and the outer end is opened on the sliding support surface formed on a part of the outer periphery of the driven member so as to support the boss portion. Since the lubricating oil passage is provided between the outer peripheries of the driven members, the lubricity between the boss portion of the output side damper mechanism and the driven member can be improved, and the operability of the output side damper mechanism can be improved.

  According to the fifth aspect of the present invention, the output-side damper spring of the first output-side damper mechanism interposed between the first clutch outer and the first output shaft is provided between the first and second output shafts. An output side damper spring of a second output side damper mechanism disposed along the first arc centered on the central axis and interposed between the second clutch outer and the second output shaft includes The second output shaft is arranged along a second arc centered on the central axis of the second output shaft, and the radii of the first and second arcs are set differently. Of the damper spring according to the magnitude of the shift shock in the gear train of the plurality of shift speeds provided in the second gear and the gear shift shock in the gear train of the other plurality of shift speeds provided between the second output shaft and the shift output shaft. By varying the length and number of arrangements , It is possible to expand the coverage of a shock absorber according to the first and second output side damper mechanism.

  According to the sixth aspect of the present invention, since the outer diameter of the output-side damper mechanism is smaller than the outer diameter of the hydraulic cylinder mechanism coaxial with the output-side damper mechanism, the output-side damper mechanism is more compact than the hydraulic cylinder mechanism. The output-side damper mechanism can be built in the multi-plate clutch while avoiding an increase in size of the multi-plate clutch.

  According to the seventh feature of the present invention, an input side damper mechanism having an input side damper spring is provided between the input member and the clutch outer, and the input side damper is provided along an arc centered on the central axis of the output shaft. Since the spring is arranged and the radius of the arc along the input-side damper spring is larger than the radius of the arc along the output-side damper spring, the shift shock during the process in which power is transmitted from the power source to the output shaft By absorbing more on the upstream side of the power transmission path with the input side damper spring and reducing the shift shock to absorb on the output shaft side, it is possible to reduce the size of the output side damper spring and hence the output side damper mechanism. Become.

  According to the eighth feature of the present invention, since the outer periphery of the output side damper mechanism is rotatably supported by the housing case that houses the multi-plate clutch via the bearing member, the output side damper mechanism absorbs the shift shock. The vibration at the time can be suppressed and the vibration can be reduced.

  Furthermore, according to the ninth aspect of the present invention, power transmission from the output shaft is performed by a gear transmission mechanism having a dog member having dog teeth and a gear having dog teeth that can engage the dog teeth. In some cases, the dog teeth and the dog teeth may engage impactively, and it is desirable to reduce the impact sound at that time, but it is possible to reduce the impact force by the output-side damper mechanism. The impact sound can be reduced.

1 is a right side view of a motorcycle. FIG. 2 is an enlarged side view showing a main part of the internal combustion engine as viewed from the same direction as FIG. 1. FIG. 3 is a sectional view taken along line 3-3 in FIG. 2. FIG. 4 is an enlarged view of a portion indicated by an arrow 4 in FIG. 3. FIG. 5 is an enlarged view of a part indicated by an arrow 5 in FIG. 3.

  Embodiments of the present invention will be described with reference to FIGS. In the following description, the front and rear, the top and bottom, and the left and right directions are directions as viewed from the occupant riding the motorcycle.

  1, a motorcycle body frame F includes a head pipe 12 that supports a front fork 11 that pivotally supports a front wheel WF and a pair of left and right main frames 13 that extend rearwardly downward from the head pipe 12. A pair of left and right down frames 14 extending backward and downward at a steeper slope than the main frames 13, and a pair of left and right center frames 15 extending downward from the rear end of the main frame 13. A pair of left and right seat rails 16 extending rearward from the upper part of 15 ... and a rear frame 17 connecting the intermediate part of the center frame 15 ... and the rear part of the seat rail 16 ... are provided.

  In a region surrounded by the main frame 13, the down frame 14, and the center frame 15, a multi-cylinder internal combustion engine E, for example, two cylinders, and a shift partially incorporated in the engine body 18 of the internal combustion engine E are provided. The swing unit is arranged so that the power unit P including the machine M (see FIG. 3) is supported by the vehicle body frame F, and pivotally supports the rear wheel WR driven by the power exhibited by the power unit P at the rear end. A front end portion of 19 is supported on the center frame 15 so as to be swingable up and down. Further, a storage box 20 is mounted on the main frame 13 above the internal combustion engine E, and a tandem-type riding seat 21 is disposed behind the storage box 20 so as to be supported by the seat rails 16. A fuel tank 22 is disposed below the riding seat 21.

  2, the engine body 18 of the internal combustion engine E has a crankcase 26 that rotatably supports a crankshaft 25 having an axis extending in the vehicle width direction, and a cylinder axis C that is inclined forward. A cylinder block 27 coupled to the upper end of the front portion, a cylinder head 28 coupled to the upper end of the cylinder block 27, a head cover 29 coupled to the upper end of the cylinder head 28, and a lower portion of the crankcase 26 The oil pan 30 is provided.

  Referring also to FIG. 3, the crankcase 26 is formed by combining an upper case half 31 and a lower case half 32 that can be vertically divided by a split surface along a horizontal plane passing through the axis of the crankshaft 25. The cylinder block 27 is formed integrally with the upper case half 31.

  The cylinder block 27 has a plurality of, for example, two cylinder bores 33, 33 arranged in parallel in the vehicle width direction, and pistons 34 are slidably fitted to the cylinder bores 33. The pistons 34 are connected to the crankshaft 25 that extends along the arrangement direction, that is, the vehicle width direction and is rotatably supported by the crankcase 26.

  A generator cover 35 that forms a generator chamber 36 between the crankcase 26 and the crankcase 26 is coupled to the left side surface of the crankcase 26, and a rotor 38 of a generator 37 accommodated in the generator chamber 36 is provided. The stator 39 of the generator 37 is fixed to the generator cover 35 so as to be surrounded by the rotor 38. The stator 39 is fixed to the end of the crankshaft 25 that has entered the generator chamber 36.

  Further, as shown in FIG. 2, a starter motor 40 is fixedly arranged on the upper part of the crankcase 26, and a driven gear 42 constituting a part of a reduction gear train 41 that transmits power from the starter motor 40 is provided. The rotor 38 is connected via a one-way clutch 43.

  A clutch cover 45 constituting a housing case 44 is coupled to the right side surface of the crankcase 26 in cooperation with the crankcase 26, and a clutch chamber 46 is formed in the housing case 44. A pulsar 63 is fixed to the end of the crankshaft 25 in the clutch chamber 46, and a rotational speed sensor 64 disposed in the clutch chamber 46 so as to face the outer periphery of the pulsar 63 is a clutch cover. 45.

  In the crankcase 26, there are a first main shaft 47 and a second output shaft as a first output shaft having an axis parallel to the crankshaft 25 and rotatably supported by the crankcase 26. A gear train of a plurality of shift stages that can be selectively established, for example, a first gear to a sixth gear train G1 to G6, is provided between the second main shaft 48 and the counter shaft 49 that is a speed change output shaft. Is included.

  The first and second main shafts 47 and 48 are arranged coaxially so that the first main shaft 47 is fitted into the second main shaft 48 so as to be relatively rotatable, and the right side wall of the crankcase 26 is arranged. One end of the first main shaft 47 penetrating through the shaft is rotatably supported on the left side wall of the crankcase 26 via a ball bearing 50, and the other end of the first main shaft 47 is connected to the clutch cover. 45 is rotatably supported. The second main shaft 48 coaxially surrounds the first main shaft 47 and rotatably penetrates the right side wall of the crankcase 26. The second main shaft 48 and the second main shaft 48 A ball bearing 51 is interposed between the first and second main shafts 47, 48, and a plurality of needle bearings 52, 52.

  One end portion of the countershaft 49 protrudes from the rear portion of the left side wall of the crankcase 26 with a ball bearing 53 and an annular seal member 54 interposed between the left side wall of the crankcase 26 and the other end of the countershaft 49. The portion is rotatably supported on the right side wall of the crankcase 26 via a needle bearing 55.

  A drive sprocket 56 is fixed to one end of the countershaft 49 protruding from the left side wall of the crankcase 26, and a transmission M is provided by an endless chain (not shown) wound around the drive sprocket 56. Is transmitted to the rear wheel WR.

  Between the first main shaft 47 and the counter shaft 49, a plurality of speed stages, for example, a first speed gear train G1, a third gear train G3, and a fifth speed gear train G5 are provided, and the second main shaft 48 and the counter shaft are provided. A plurality of shift stages different from those between the first main shaft 47 and the counter shaft 49, for example, a second speed gear train G2, a fourth speed gear train G4, and a sixth speed gear train G6 are provided between the gears 49.

  In FIG. 4, the first speed gear train G1 is supported by a first speed drive gear 158 formed integrally with the first main shaft 47 and the counter shaft 49 so as to be relatively rotatable while disabling relative axial movement. The third-speed gear train G3 includes a third-speed drive gear 160 that is supported on the first main shaft 47 so as to be capable of relative movement in the axial direction and to be relatively non-rotatable. The third speed driven gear 161 is supported on the counter shaft 49 so as to be relatively rotatable while disabling axial relative movement, and the fifth speed gear train G5 is axially moved relative to the first main shaft 47. A fifth-speed drive gear 162 that is supported so as to be capable of relative rotation, and a fifth-speed driven gear 163 that is supported so as to be capable of relative movement in the axial direction on the countershaft 49 and that is not capable of relative rotation. Et al made.

  The second speed gear train G2 is supported by the second speed drive gear 164 formed integrally with the second main shaft 48 and the counter shaft 49 so as to be relatively rotatable while disabling axial relative movement. The fourth speed gear train G4 is composed of a speed driven gear 165, and the fourth speed gear train G4 is supported on the second main shaft 48 so as to be capable of relative movement in the axial direction but not relative to rotation, and the countershaft. 49, and a fourth speed driven gear 167 which is supported so as to be capable of relative rotation while disabling axial relative movement. The sixth speed gear train G6 is relative to the second main shaft 48 while disabling axial relative movement. It comprises a sixth speed drive gear 168 that is rotatably supported and a sixth speed driven gear 169 that is supported on the countershaft 49 so as to be capable of relative movement in the axial direction and not to be relatively rotatable.

  A first dog member 170 capable of relative movement in the axial direction is supported on the first main shaft 47 between the fourth speed driving gear 166 and the fifth speed driving gear 162 so as not to be relatively rotatable. A third speed drive gear 160 is formed integrally with the first dog member 170. The first dog member 170 has first dog teeth 171... Disposed on the side surface facing the fifth speed drive gear 162. The fifth speed drive gear 162 has a first dog tooth 171. 1st dog teeth 172... For engaging the dog teeth 171. In addition, the second dog member 173 that can move in the axial direction relative to the second main shaft 48 at a position where the sixth speed driving gear 168 is sandwiched between the second speed driving gear 164 and the second gear member 173 is relatively unrotatable. The fourth dog drive gear 166 is formed integrally with the second dog member 173. The second dog member 173 has second dog teeth 174... Disposed on the side surface facing the sixth speed drive gear 168. The sixth speed drive gear 168 has a second dog tooth 174. 2nd dog teeth 175... For engaging the dog teeth 174.

  Between the first speed driven gear 159 and the third speed driven gear 161, a third dog member 176 capable of relative movement in the axial direction is supported on the counter shaft 49 so as not to be relatively rotatable. The third speed driven gear 163 is integrally formed with the third dog member 176. Further, the third dog member 176 is arranged on the side face facing the third dog teeth 177... Arranged on the side face facing the first speed driven gear 159 and the third speed driven gear 161. Are provided with four dog teeth 178, and third dog teeth 179 are formed on the first speed driven gear 159 so that the third dog teeth 177 can be engaged and disengaged. The speed driven gear 161 is formed with fourth dog teeth 180... For engaging the fourth dog teeth 178.

  Between the second speed driven gear 165 and the fourth speed driven gear 167, a fourth dog member 181 capable of relative movement in the axial direction is supported on the countershaft 49 so as not to be relatively rotatable. A fourth speed driven gear 169 is integrally formed with the four dog members 181. The fourth dog member 181 has fifth dog teeth 182 arranged on the side surface facing the second speed driven gear 165 and the side surfaces opposed to the fourth speed driven gear 167. .. Are formed on the second speed driven gear 165 so that the fifth dog teeth 182 are detachably engaged with each other. The fourth dog teeth 184. The speed driven gear 167 is formed with sixth dog teeth 185 that detachably engage the sixth dog teeth 183.

  In such a transmission M, the first to sixth speed gear reels G1 to G6 are alternatively established by controlling the axial positions of the first to fourth dog members 170, 173, 177, and 181. It will be.

  Rotational power output from the crankshaft 25 of the internal combustion engine E, which is a power source, is a primary speed reducer 60, a first multi-plate clutch 61, a second multi-plate clutch 62, the transmission M, and the drive sprocket 56. The primary reduction device 60, the first multi-plate clutch 61, and the second multi-plate clutch 62 are accommodated in the clutch chamber 46 of the accommodation case 44. Is done.

  In FIG. 5, a hollow transmission cylinder shaft 65 is attached to an intermediate portion near the other end of the first main shaft 47 so as to be relatively rotatable so as to be adjacent to the second main shaft 48 in the axial direction. A large-diameter portion 65a that bulges outward in the radial direction at the axially intermediate portion of the transmission cylinder shaft 65, and a flange portion 65b that projects outward in the radial direction from the outer periphery of the large-diameter portion 65a. Provided integrally with the shaft 65.

  The primary speed reducer 60 includes a primary drive gear 67 that rotates together with the crankshaft 25, and the transmission cylinder shaft that rotates in response to rotational power transmitted from the crankshaft 25 through the primary drive gear 67. A primary driven gear 68 is provided as an input member supported by the large-diameter portion 65a of 65 so as to be capable of relative movement and rotation in the axial direction.

  The primary driven gear 68 is a cylindrical boss portion 68 a that coaxially surrounds the large-diameter portion 65 a of the transmission cylinder shaft 65, and projects radially outward from the boss portion 68 a and meshes with the primary drive gear 67. A plurality of teeth 72, 72... Are integrally provided with a disc portion 68 b provided on the outer periphery, and the disc portion 68 b is integrally connected to an end portion of the boss portion 68 a on the flange portion 65 b side. Is done. Thus, an annular washer 71 is interposed between the inner peripheral portion on the flange 65b side of the primary driven gear 68 and the flange 65b.

  The disc portion 68b of the primary driven gear 68 includes a first side plate 75 facing the side surface of the disc portion 68b on the flange portion 65b side, and a side surface of the disc portion 68b opposite to the flange portion 65b. Is sandwiched between the second side plates 76 facing each other. Cylindrical collars 77 are interposed and arranged at a plurality of positions at equal intervals in the circumferential direction of the side plates 75 and 76, and the first and second rivets 78 passing through the collars 77 are first and The second side plates 75 and 76 are connected, and the first and second side plates 75 and 76 are fixed to the transmission cylinder shaft 65 and rotate together with the transmission cylinder shaft 65. A disc spring 70 is provided between the primary driven gear 68 and the second side plate 76 to urge the primary driven gear 68 toward the flange portion 65 b of the transmission cylindrical shaft 65.

  Between the first and second side plates 75 and 76 fixed to the transmission cylinder shaft 65 and the primary driven gear 68, an input side damper mechanism having a plurality of input side damper springs 69 that are coiled. 73 are provided, and the damper springs 69 are coil springs, and the first and second receiving holes 74 are provided in the flat plate portion 68b of the primary driven gear 68 at equal intervals in the circumferential direction. The side plates 75 and 76 are accommodated so as to be held.

  Thus, in the state where no relative rotation occurs between the primary driven gear 68 and the first side plate 75, the second side plate 76, and the transmission cylinder shaft 65, both ends of the input side damper springs 69 are When the relative rotation occurs, the primary driven gear 68 and the first and second side plates 75 and 76 are in contact with the primary driven gear 68 and the first and second side plates 75 and 76. The damper springs 69 are compressed, and a sudden torque change is buffered by the spring force exerted by the input side damper springs 69.

  Further, the disc portion 68b of the primary driven gear 68 is provided with a plurality of restricting holes 79 formed in a long hole shape in the circumferential direction of the transmission cylinder shaft 65 so that the collars 77 can be inserted therethrough. The relative rotation between the primary driven gear 68 and the first and second side plates 75, 76, that is, the transmission cylinder shaft 65, is restricted to the range in which the collars 77 move within the restriction holes 79. .

  The first multi-plate clutch 61 is provided on the transmission cylinder shaft 65 and the first main shaft 47 so that the power disconnection / connection between the transmission cylinder shaft 65 and the first main shaft 47 can be switched. The plate clutch 62 is provided on the transmission cylinder shaft 65 and the second main shaft 48 so that the power disconnection / connection between the transmission cylinder shaft 65 and the second main shaft 62 can be switched.

  The first multi-plate clutch 61 is disposed on the right side of the primary driven gear 68 of the primary reduction gear 60, and the input side damper mechanism 73, the primary driven gear 68 that transmits the driving force of the internal combustion engine E, The first and second side plates 75 and 76 and the first clutch outer 80 linked and connected via the transmission cylinder shaft 65, and the first clutch inner accommodated coaxially in the first clutch outer 80 81, and a plurality of first driving friction plates 82, 82... That are engaged with the first clutch outer 80 so as to be capable of relative movement in the axial direction, and first driving friction plates 82, 82. The first driven friction plates 83, 83... That are engaged with the first clutch inner 81 and are capable of relative movement in the axial direction while being arranged, and a plurality of the first driven friction plates 83 that are alternately arranged. Driving friction plate 82 82 ... and first driven friction plates 83, 83 ..., a ring-shaped first pressure receiving plate 84 that faces the outermost friction plate, and the first pressure receiving plate 84 includes a first drive friction plate 82, 82 and the first driven friction plates 83, 83,... And the first drive friction plates 82, 82,. And a first hydraulic cylinder mechanism 86 capable of exerting an oil pressure that frictionally engages the first driven friction plates 83, 83... With the first pressure receiving plate 84.

  The first clutch outer 80 includes an inner cylinder portion 80a that surrounds the transmission cylinder shaft 65 and is coupled to the transmission cylinder shaft 65 in a relatively non-rotatable manner, and an outer cylinder portion 80b that coaxially surrounds the inner cylinder portion 80a. And an end wall portion 80c connecting the end portions of the inner cylinder portion 80a and the outer cylinder portion 80b on the primary driven gear 68 side, and having the opposite side to the primary driven gear 68 open. The bottom is formed in a double cylindrical shape, is arranged coaxially with the first and second main shafts 47, 48, and the first drive friction plates 83, 83... Are engaged with the inner periphery of the outer cylinder portion 80b. The

  The first hydraulic cylinder mechanism 86 is accommodated in the end portion on the end wall 80 c side of the first clutch outer 80. The first hydraulic cylinder mechanism 86 includes a pressing portion 88a that sandwiches the first driving friction plates 82, 82... And the first driven friction plates 83, 83. And a ring-shaped first piston 88 that forms a first hydraulic chamber 87 with the first clutch outer 80 is liquid-tight on the outer periphery of the inner cylinder portion 80a and the inner periphery of the outer cylinder portion 80b. The first clutch outer 80 is slidably fitted so as to be in sliding contact with the first clutch outer 80. In addition, the first spring receiving member 91 and the first spring member 91 surround the inner cylinder part 80a so that the inner periphery part is supported by a retaining ring 90 provided on the outer periphery of the inner cylinder part 80a in the first clutch outer 80. Between the first and second pistons 88, a first clutch spring 92 that biases the first piston 88 is provided on the side of reducing the volume of the first hydraulic chamber 87.

  A first output-side damper mechanism 94 is interposed between the first clutch inner 81 and the first main shaft 47, and the first output-side damper mechanism 94 is a first clutch outer. 80 on the open end side.

  The first output-side damper mechanism 94 is provided between a boss portion 81 a provided integrally with the first clutch inner 81 and a first driven member 95 that is coupled to the first main shaft 47 so as not to be relatively rotatable. A plurality of first output-side damper springs 96, 96... Having a plurality of coils are provided.

  The boss portion 81a is fitted on the first driven member 95 so as to be supported by a sliding support surface 97 formed on a part of the outer periphery of the first driven member 95, and the boss portion 81a. The first driven member 95 is formed with slidable contact surfaces 98 and 99 which are formed so as to be along a plane perpendicular to the central axis CL of the first and second main shafts 47 and 48 and slidably contact each other. The first output-side damper springs 96, 96, which are coiled and arranged along an arc centered on the central axis CL of the first and second main shafts 47, 48, are slidable contact surfaces 98, 99. Arranged so as to be sandwiched between them.

  The outer periphery of the first output-side damper mechanism 94, that is, the outer periphery of the boss portion 81a, is a ball that is a bearing member on a cylindrical bearing housing 45a provided on the clutch cover 45 that forms a part of the housing case 44. It is rotatably supported via a bearing 89.

  The first multi-plate clutch 61 is in a clutch-off state in which power transmission is interrupted when no hydraulic pressure is applied to the first hydraulic chamber 87, and when the hydraulic pressure is applied to the first hydraulic chamber 87. The first multi-plate clutch 61 is transmitted from the crankshaft 25 to the first clutch outer 80 via the primary reduction device 60, the input side damper mechanism 73, the first and second side plates 76, 76, and the transmission cylinder shaft 65. The clutch is in a clutch-on state in which the rotational power transmitted is transmitted to the first main shaft 47.

  The second multi-plate clutch 62 is disposed closer to the crankcase 26 than the first multi-plate clutch 61 so that the primary driven gear 68 is sandwiched between the first multi-plate clutch 61 and the internal combustion engine. A second clutch outer coupled to and coupled to the primary driven gear 68 that transmits the driving force of the engine E via the input-side damper mechanism 73, the first and second side plates 75 and 76, and the transmission cylinder shaft 65. 100, a second clutch inner 101 coaxially accommodated in the second clutch outer 100, and a plurality of second drives engaged with the second clutch outer 100 so as to be capable of relative movement in the axial direction. .. And the second drive friction plates 102, 102... Are arranged alternately, enabling relative movement in the axial direction and being engaged with the second clutch inner 101. Of the plurality of second driven friction plates 103, 103... And the outermost of the second driving friction plates 102, 102. A ring-shaped second pressure receiving plate 104 opposed to the friction plate, and the second pressure receiving plate 104 from the opposite side to the second driving friction plates 102, 102... And the second driven friction plates 103, 103. The retaining ring 105 mounted on the second clutch outer 100 so as to be able to engage, the second driving friction plates 102, 102... And the second driven friction plates 103, 103. And a second hydraulic cylinder mechanism 106 capable of exerting an oil pressure that is brought into pressure contact with and frictionally engaged therewith.

  The second clutch outer 100 includes an inner cylinder portion 100a that surrounds the transmission cylinder shaft 65 and is relatively non-rotatably coupled to the transmission cylinder shaft 65, and an outer cylinder portion 100b that coaxially surrounds the inner cylinder portion 100a. And an end wall portion 100c connecting the end portions of the inner cylinder portion 100a and the outer cylinder portion 100b on the primary driven gear 68 side, and having the opposite side to the primary driven gear 68 open. It is formed in a double cylinder shape at the bottom, and is arranged coaxially with the first and second main shafts 47, 48, and the second drive friction plates 103, 103... Are engaged with the inner periphery of the outer cylinder portion 100b. The

  The second hydraulic cylinder mechanism 106 is accommodated in the end portion of the second clutch outer 100 on the end wall portion 100c side. This second hydraulic cylinder mechanism 106 has a pressing portion 108a that sandwiches the second driving friction plates 102, 102... And the second driven friction plates 103, 103. And a ring-shaped second piston 108 that forms a second hydraulic chamber 107 with the second clutch outer 100 is liquid-tight on the outer periphery of the inner cylinder portion 100a and the inner periphery of the outer cylinder portion 100b. The second clutch outer 100 is slidably fitted to the second clutch outer 100 so as to be in slidable contact therewith. In addition, the second spring receiving member 111 and the second spring member 111 surround the inner cylinder part 100a so that the inner periphery part is supported by a retaining ring 110 provided on the outer periphery of the inner cylinder part 100a in the second clutch outer 100. Between the first and second pistons 108, a second clutch spring 112 for biasing the second piston 108 is provided on the side where the volume of the second hydraulic chamber 107 is reduced.

  A second output side damper mechanism 114 is interposed between the second clutch inner 101 and the second main shaft 48, and the second output side damper mechanism 114 has a second clutch outer. 100 on the open end side.

  The second output side damper mechanism 114 is provided between the boss portion 101a provided integrally with the second clutch inner 101 and the second driven member 115 coupled to the second main shaft 48 so as not to be relatively rotatable. A plurality of second output side damper springs 116, 116... Having a plurality of coils are provided.

  The boss portion 101a is fitted to the second driven member 115 so as to be supported by a sliding support surface 117 formed on a part of the outer periphery of the second driven member 115, and the boss portion 101a. The second driven member 115 is formed with slidable contact surfaces 118 and 119 which are formed so as to be along a plane perpendicular to the central axis CL of the first and second main shafts 47 and 48 and slidably contact each other. The second output-side damper springs 116, 116, which are coiled and arranged along an arc centered on the central axis CL of the first and second main shafts 47, 48, are slidable contact surfaces 118, 119. Arranged so as to be sandwiched between them.

  Such a second multi-plate clutch 62 is in a clutch-off state in which power transmission is cut off when no hydraulic pressure is applied to the second hydraulic chamber 107, and when the hydraulic pressure is applied to the second hydraulic chamber 107. The second multi-plate clutch 62 is transmitted from the crankshaft 25 to the second clutch outer 100 via the primary reduction device 60, the input side damper mechanism 73, the first and second side plates 76 and 76, and the transmission cylinder shaft 65. The clutch is in a clutch-on state in which the rotational power transmitted is transmitted to the second main shaft 48.

  Incidentally, the output-side damper springs 96 of the first output-side damper mechanism 94 are arranged along a first arc having a radius R1 with the center axis CL of the first and second main shafts 47 and 48 as the center. The output-side damper springs 116 of the second output-side damper mechanism 114 are along a second arc having a radius R2 with the center axis CL of the first and second main shafts 47 and 48 as the center. However, the radii R1 and R2 of the first and second arcs are set to be different from each other. In this embodiment, R1 <R2.

  Moreover, the outer diameters of the first and second output side damper mechanisms 94 and 114 are larger than the outer diameters of the first and second hydraulic cylinder mechanisms 86 and 106 arranged coaxially with the output side damper mechanisms 94 and 114. Is also set small.

  The input side damper mechanism 73 provided between the primary driven gear 68 and the first and second clutch outers 80 and 100 is different from the first and second output side damper springs 96 and 116. A plurality of input side damper springs 69 are provided, and each of the input side damper springs 69, which is a coil spring, has a third arc centered on the central axis CL of the first and second main shafts 47, 48. The radius R3 of the third arc is set larger than the radii R1, R2 of the first and second arcs along which the output-side damper springs 96, 116,. .

  A first oil passage 120 communicating with a first hydraulic chamber 87 is provided in the inner cylinder portion 80a of the first clutch outer 80 and the transmission cylinder shaft 65 in the first multi-plate clutch 61, and the first main shaft A first annular recess 121 that communicates with the first oil passage 120 is provided on the outer periphery of 47. In addition, the inner cylinder portion 100a of the second clutch outer 100 in the second multi-plate clutch 62 and the transmission cylinder shaft 65 are provided with a second oil passage 122 that communicates with the second hydraulic chamber 107, so that the first main A second annular recess 123 that communicates with the second oil passage 122 is provided on the outer periphery of the shaft 47.

  A first and second axial oil passages 124 and 125 parallel to each other are provided at the end of the first main shaft 47 on the clutch cover 45 side so as to close the inner end and extend in the axial direction. The axial oil passage 124 communicates with the first hydraulic chamber 87 via the first annular recess 121 and the first oil passage 120, and the second axial oil passage 125 passes through the second annular recess 123 and the second oil passage 122. Via the second hydraulic chamber 107. Moreover, the outer end opening of the first axial oil passage 124 is closed by the plug member 126, and the outer end of the second axial oil passage 125 remains open.

  The end portion of the first main shaft 48 on the clutch cover 45 side is liquid-tightly fitted into a cylindrical member 127 fitted and fixed to the clutch cover 45, and the outer periphery of the cylindrical member 127 and the clutch cover 45 are connected. The first main shaft 48 and the cylindrical member 127 are provided with a communication passage 130 that allows the first axial oil passage 124 to pass through an annular first oil chamber 128 formed therebetween. A second oil chamber 129 that communicates with the second axial oil passage 125 is formed between the first main shaft 47 and the cylindrical member 127 and the clutch cover 45.

  Referring to FIG. 2, a first oil filter 131 is provided at the lower part of the clutch cover 45, and a level gauge insertion cylinder 132 located behind the first oil filter 131 is extended upward from the lower part of the clutch cover 45. The clutch cover 45 is provided. Further, control oil discharged from a first oil pump (not shown) built in the engine body 18 so as to pump up the oil in the oil pan 30 is supplied to the first oil filter 131, and this first oil filter 131 is supplied. A hydraulic control device 133 for controlling the hydraulic pressure of the oil purified by the oil filter 131 for each of the first multi-plate clutch 61 and the second multi-plate clutch 62 is a part of the level gauge insertion cylinder 132 in a side view. So as to overlap the inner surface of the clutch cover 45. Moreover, the first oil filter 131 is provided with an oil filter hydraulic sensor 134 for detecting the hydraulic pressure supplied to the first oil filter 131, and the first and second multi-plate clutches controlled by the hydraulic control device 133. First and second hydraulic pressure sensors 135 and 136 for individually detecting the hydraulic pressures 61 and 62 are disposed on the clutch cover 45.

  Further, the clutch cover 45 has a first control supply oil passage 137 for guiding the oil for the first multi-plate clutch 61 whose hydraulic pressure is controlled by the hydraulic control device 133 to the first oil chamber 128, and the hydraulic control. A second control supply oil passage 138 for guiding the oil for the second multi-plate clutch 62 whose hydraulic pressure is controlled by the device 133 to the second oil chamber 129 is provided.

  Further, a second oil pump (not shown) different from the first oil pump is built in the engine body 18 so as to discharge lubricating oil. The oil discharged from the pump is purified by a second oil filter 139 attached to the lower portion of the front wall of the crankcase 26 in the engine body 18, and the lubricating oil pressure sensor 140 that detects the supply oil pressure of the lubricating oil serves as the crankcase 26. Mounted on the front of the.

  3 and 5, lubricating oil purified by the second oil filter 139 can be supplied to the lubricated portion around the first main shaft 47 in the first main shaft 47. A lubricating oil passage 143 is provided.

  Lubricating oil is supplied to the lubricating oil passage 143 from the end of the first main shaft 47 opposite to the clutch cover 45, and is provided upstream of the first main shaft 47 coaxially. The side oil passage 143a and the downstream oil passage 143b formed in a smaller diameter than the upstream oil passage 143a and extending in parallel with the axis of the first main shaft 47 are formed.

  The upstream oil passage 143a is perforated in the first main shaft 47 so as to open the outer end at the end of the first main shaft 47 opposite to the clutch cover 45, and is downstream. The side oil passage 143b is drilled from the end of the first main shaft 47 on the clutch cover 45 side so as to communicate with the inner end of the upstream oil passage 143a, and the outer end of the downstream oil passage 143b is plugged 144. It is closed with.

  Thus, at a plurality of positions spaced in the axial direction of the first main shaft 47, oil holes for supplying lubricating oil between the plurality of positions of the transmission M and the first and second main shafts 47 and 48. 145, 145... Are provided so that the inner end passes through the upstream oil passage 143a of the lubricating oil passage 143.

  Further, a plurality of communication passages 146 passing through the inner end to the downstream oil passage 143b of the lubricating oil passage 143 at a position corresponding to an axially intermediate portion of the large diameter portion 65a of the transmission cylinder shaft 65. Is provided in the first main shaft 47 so as to pass the outer end through an annular groove 147 provided on the inner periphery of the shaft, and the large diameter portion 65a of the transmission cylinder shaft 65 is transmitted so as to communicate with the annular groove 147. A plurality of supply oil holes 148 that open at one end to the inner periphery of the cylinder shaft 65 are provided so as to extend in the radial direction of the transmission cylinder shaft 65, and the other ends of the supply oil holes 148 are provided in the primary driven gear 68. The boss portion 68a is opened at the outer periphery of the large-diameter portion 65a of the transmission cylinder shaft 65 with at least a part facing the inner peripheral surface near the flange portion 65b.

  An annular groove 150 is provided on the inner periphery of the boss portion 68a so that lubricating oil can be supplied from the supply oil holes 148, and one end of the annular groove 150 is connected to the inner surface of the boss portion 68a. A plurality of boss oil holes 149 that are opened to the periphery are provided in the boss part 68a, and the other end of the boss oil holes 149 is connected to the disk part 68b of the primary driven gear 68 with the flange part 65b. Is opened to the outer periphery of the boss portion 68a at a position sandwiched between them. In addition, the boss oil holes 149 are inclined so as to move away from the flange 65b as they approach the outer periphery of the boss 68a.

  Moreover, the opening part of the said boss | hub part oil hole 149 ... to the outer periphery of the said boss | hub part 68a is the said disk spring 70 ... contact | abutted to the side surface on the opposite side to the said flange part 65b of the said disk part 68b in the primary driven gear 68. It is arranged at a position corresponding to. Thus, the disc springs 70 are inclined so as to move away from the flange portion 65b as they go outward in the radial direction, and the small-diameter end on the inner peripheral side of the disc springs 70 ... is the flange of the disc portion 68b. Since it is in contact with the side surface opposite to the portion 65b, the boss portion oil to the outer periphery of the boss portion 68a is located at a position corresponding to the contact portion of the small diameter end of the disc springs 70 to the disc portion 68b. The openings of the holes 149 are arranged.

  The first main shaft 47 at a position corresponding to the first output side damper mechanism 94 is provided with a communication path 151 that allows the inner end to pass through the downstream oil path 143b of the lubricating oil path 143. Lubricating oil is provided between the inner periphery of the driven member 95 and the outer periphery of the first main shaft 47 in the mechanism 94, and the driven member 95 has an outer end opened on the sliding support surface 97. A plurality of lubricating oil passages 152 are provided so as to extend between the outer periphery of the driven member 95.

  The second main shaft 48 at a position corresponding to the second output side damper mechanism 114 is supplied with lubricating oil supplied from the upstream oil passage 143a of the lubricating oil passage 143 through the oil holes 145. A communication path 154 that leads between the inner periphery of the driven member 115 and the outer periphery of the second main shaft 48 in the second output-side damper mechanism 114 is provided, and the outer end of the sliding surface 117 is opened in the heavy member 115. A plurality of lubricating oil passages 155 are provided so as to extend between the outer periphery of the driven member 115.

  Next, the operation of this embodiment will be described. The first and second multi-plate clutches 61 and 62 include the first and second main shafts 47 and 48 and the clutch inner of the multi-plate clutches 61 and 62. The output side damper mechanisms 94 and 114 are interposed between the internal combustion engine E and the power transmission system between the first and second main shafts 47 and 48, respectively. Of the first and second driving friction plates 82, 102, and the first and second driven friction plates 83, 103, and the first and second hydraulic cylinders capable of exerting an oil pressure that frictionally engages the first and second driven friction plates 83, 103. First and second mechanisms 86 and 106 are formed in a bottomed double cylindrical shape having end wall portions 80c and 100c at the end on the primary driven gear 68 side and open on the opposite side to the primary driven gear 68. The first and second output side damper mechanisms 94 and 114 are accommodated in the end walls 80c and 100c side ends of the two clutch outers 80 and 100, and the first and second clutch outers 80 and 100 are disposed at the open ends. Therefore, the enlargement of the first and second multi-plate clutches 61 and 62 can be avoided, and the center of gravity is not biased in the axial direction so that the weight balance does not shift in the axial direction. In addition, it is possible to suppress vibration caused by a deviation in weight balance.

  The first and second main shafts 47 and 48 are arranged coaxially so that the first main shaft 47 is fitted into the second main shaft 48 so as to be relatively rotatable, and the primary driven gear 68 and the first driven gear 68 A first clutch outer 80 provided in a first multi-plate clutch 61 interposed between the main shaft 47 and a second multi-plate interposed between the primary driven gear 68 and the second main shaft 48. The second clutch outer 100 included in the clutch 62 is coaxially disposed so that the primary driven gear 68 is sandwiched between the end wall portions 80c and 100c of the clutch outer 80 and 100 and opened to the opposite sides. The first clutch inner 81 and the first main shaft included in the first multi-plate clutch 61 are provided on the open end side of the first and second clutch outers 80 and 100. The second output side interposed between the second output shaft 101 and the second main shaft 48 provided in the first multi-plate clutch 62 and the first output side damper mechanism 94 interposed between the first and second clutches 47. Since the damper mechanism 114 is disposed, the first and second hydraulic cylinder mechanisms 86 and 106, which are heavier than the first and second output side damper mechanisms 94 and 114, are disposed close to each other, and the shaft It is possible to suppress the occurrence of vibrations by suppressing the weight deviation in the direction.

  The first and second output side damper mechanisms 94 and 114 include boss portions 81a and 101a provided integrally with the first and second clutch inners 81 and 101, and the first and second main shafts 47 and 48, respectively. Between the driven members 95 and 115, which are coupled so as not to rotate relative to each other, along a circular arc centered on the central axis CL of the first and second main shafts 47 and 48. The boss portions 81a, 96 are formed so as to be in sliding contact with each other while being formed along a plane orthogonal to the central axis CL of the first and second main shafts 47, 48. The output-side damper springs 96, 116,... Are sandwiched between sliding contact surfaces 98, 99; 118, 119 formed on the 101a and the driven members 95, 115, respectively. Therefore, when the multi-plate clutch is assembled, if the axial direction is the vertical direction when the output-side damper mechanism is assembled, the output-side damper springs 96, 116, ... are placed on one of the boss portions 81a, 101a and the driven members 95, 115. In this state, it can be assembled so as to be sandwiched between the boss portions 81a, 101a and the driven members 95, 115, and the assembly becomes easy.

  The boss portions 81a and 101a are fitted to the driven members 95 and 115 so as to be supported by sliding support surfaces 97 and 117 formed on part of the outer periphery of the driven members 95 and 115, Lubricating oil passages 152... 155... Opening on the outer ends of the sliding support surfaces 97 and 117 are provided between the outer peripheries of the driven members 95 and 115. Therefore, the first and second output side damper mechanisms 94 are provided. , 114 can be improved in lubricity between the boss portions 81a, 101a and the driven members 95, 115, and the operability of the first and second output side damper mechanisms 94, 114 can be improved.

  Further, first, third, and fifth speed gear trains G1, G3, and G5 that can be selectively established between the first main shaft 47 and the cam shaft 49 are provided, and between the second main shaft 48 and the cam shaft 49. 2nd, 4th and 6th speed gear trains G2, G4 and G6 different from the 1st, 3rd and 5th speed gear trains G1, G3 and G5 are provided so as to be selectively established, and the first output The output side damper springs 96 of the side damper mechanism 94 are arranged along a first arc centered on the central axis CL of the first and second main shafts 47 and 48, and the second output side damper mechanism 114 output side damper springs 116 are arranged along a second arc centered on the central axis CL of the first and second main shafts 47, 48, and the radius R1 of the first and second arcs , R2 Since they are set differently, the magnitude of the shift shock in the first, third and fifth speed gear trains G1, G3 and G5 and the magnitude of the shift shock in the second, fourth and sixth speed gear trains G2, G4 and G6 Accordingly, the lengths and the number of arrangement of the damper springs 96, 116,... Can be varied, and the corresponding range of shock absorption by the first and second output side damper mechanisms 94, 114 can be expanded.

  Further, the outer diameters of the first and second output side damper mechanisms 94, 114 are larger than the outer diameters of the first and second hydraulic cylinder mechanisms 86, 106 arranged coaxially with the output side damper mechanisms 94, 114. Therefore, the first and second output side damper mechanisms 94 and 114 are compactly configured with respect to the first and second hydraulic cylinder mechanisms 86 and 106, and the first and second multi-plate clutches are configured. The first and second output-side damper mechanisms 94 and 114 can be incorporated in the first and second multi-plate clutches 61 and 62 while avoiding the increase in size of the 61 and 62.

  Further, an input side having coiled input side damper springs 69 different from the output side damper springs 96,... Between the primary driven gear 68 and the first and second clutch outers 80, 100. A damper mechanism 73 is provided, and the input-side damper springs 69 are arranged along an arc centered on the central axis CL of the first and second main shafts 47 and 48, and the input-side damper springs 69 are connected to each other. Since the radius of the along arc is set larger than the radius of the arc along the output-side damper springs 96, 116, power is transmitted from the internal combustion engine E to the first and second main shafts 47, 48. The transmission shock in the process of being transmitted is absorbed more by the input side damper springs 69 on the upstream side of the power transmission path. 2 Field main shaft 47, 48 output by decreasing the shift shock to absorb at side damper springs 96 ..., 116 ... compact thus size reduction of the output-side damper mechanism 94,114 is possible.

  Further, the outer periphery of the first output-side damper mechanism 94 is freely rotatable via a ball bearing 89 to a clutch cover 45 that constitutes a part of the housing case 44 that houses the first and second multi-plate clutches 61 and 62. Since it is supported, the vibration at the time of absorbing the shift shock by the first output side damper mechanism 94 can be suppressed, and the vibration can be reduced.

  By the way, a first dog member 170 having first dog teeth 171 is supported on the first main shaft 47 so as to be relatively non-rotatable while allowing relative movement in the axial direction, and the first dog teeth 171 can be engaged and disengaged. A fifth-speed drive gear 162 having a first dog tooth 172 that can be engaged with the second gear is supported so as to be relatively rotatable while disabling relative movement in the axial direction. A second dog member 173 having two dog teeth 174 is supported in a relatively non-rotatable manner while allowing relative movement in the axial direction, and the second dog teeth 174 can be engaged and disengaged. A sixth-speed drive gear 168 having two dog teeth 175 is supported so as to be relatively rotatable while disabling relative movement in the axial direction, and power transmission from the first and second main shafts 47 and 48 is performed. First And a second dog member 170 and 173, will be made by a gear transmission mechanism having a fifth and sixth-speed drive gear 162 and 168. In this case, the first and second dog teeth 171 and 174 and the first and second dog teeth 172 and 175 may be impactably engaged, and it is desired to reduce the impact sound at that time. However, the impact force can be reduced by the first and second output-side damper mechanisms 94 and 114, and the impact sound can be reduced. In particular, when the gear position of the transmission M is automatically switched, the generation of an impact sound at a timing different from the operation timing of the driver when the gear position is manually switched is suppressed, and quietness is improved. An automatic power transmission device can be obtained.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. Is possible.

44... Storage case 47... First main shaft 48 that is a first output shaft... Second main shaft 49 that is a second output shaft. 62 ... multi-plate clutch 68 ... primary driven gear 69 as input member ... input side damper spring 73 ... input side damper mechanism 80, 100 ... clutch outer 80c, 100c ... end Wall portions 81, 101 ... Clutch inners 81a, 101a ... Boss portions 82, 102 ... Driving friction plates 83 ..., 103 ... Driven friction plates 86, 106 ... Hydraulic cylinder mechanism 89 ..Ball bearings 94, 114, which are bearing members, output side damper mechanisms 95, 115, driven members 96, 116, output side damper springs 97, 117, sliding support surface 9 , 99, 118, 119 ... sliding contact surfaces 152, 155 ... lubricating oil passage 162 ... fifth speed drive gear 168 ... sixth speed drive gear 170, 173 ... dog member 171 , 174... Dog teeth 172, 175... Dog teeth Cl... Center axis E... Internal combustion engines G1, G2, G3, G4, G5, G6.

Claims (9)

  It is formed in a cylindrical shape having end wall portions (80c, 100c) at the end portion on the input member (68) side for transmitting the driving force from the power source (E) and opening the opposite side to the input member (68). A clutch outer (80, 100) interlocked and connected to the input member (68), a clutch inner (81, 101) accommodated in the clutch outer (80, 100), and the clutch outer (80 , 100) and a plurality of drive friction plates (82, 102) engaged with each other so as to be capable of relative movement in the axial direction, and the drive friction plates (82, 102) being arranged alternately. The multi-plate clutch (61, 62) including a plurality of driven friction plates (83, 103) engaged with the clutch inner (81, 101) to enable relative movement of the clutch outer (80, 1). 0) and an output-side damper mechanism (94, 114) between the output shaft (47, 48) arranged coaxially with the clutch inner (81, 101) and the clutch inner (81, 101). In a power transmission device interposed in a power transmission system between the power source (E) and the output shaft (47, 48), a plurality of the drive friction plates (82, 102) and the driven friction plates (83) , 103) and a hydraulic cylinder mechanism (86, 106) capable of exerting an oil pressure that frictionally engages is accommodated in the end portion (80c, 100c) side end portion of the clutch outer (80, 100). And the output-side damper mechanism (94, 114) is disposed on the open end side of the clutch outer (80, 100).   The first and second output shafts (47, 48) are arranged coaxially so that one output shaft (47) is fitted into the other output shaft (48) in a relatively rotatable manner, and the input member ( 68) and a first clutch outer (80) provided in a first multi-plate clutch (61) interposed between the first output shaft (47), the input member (68) and the second A second clutch outer (100) provided in a second multi-plate clutch (62) interposed between the output shafts (48) and the end wall portions (80c, 100) of the clutch outers (80, 100). 100c), the input member (68) is sandwiched between the first and second clutch outers (80, 100), and the first and second clutch outers (80, 100) are disposed on the open end side. The first clutch inner provided in the multi-plate clutch (61) 1) and a second clutch inner (101) and a second clutch inner (101) provided in the first output-side damper mechanism (94) and the second multi-plate clutch (62) interposed between the first output shaft (47). The power transmission device according to claim 1, wherein a second output side damper mechanism (114) interposed between the two output shafts (48) is disposed.   The output-side damper mechanism (94, 114) is coupled to the boss portion (81a, 101a) provided integrally with the clutch inner (81, 101) and the output shaft (47, 48) so as not to be relatively rotatable. Between the driven members (95, 115), coil-like output side damper springs (96, 116) are arranged along an arc centered on the central axis (CL) of the output shaft (47, 48). The boss portions (81a, 101a) and the follower member (81a, 101a) and the driven member ( 95. The power transmission according to claim 2, wherein the output-side damper spring (96, 116) is sandwiched between sliding contact surfaces (98, 99; 118, 119) formed respectively on the 95, 115). Location.   The driven member (95, 115) is supported such that the boss portion (81a, 101a) is supported by a sliding support surface (97, 117) formed on a part of the outer periphery of the driven member (95, 115). ), And lubricating oil passages (152, 155) that open at the outer ends of the sliding support surfaces (97, 117) are provided between the outer peripheries of the driven members (95, 115). The power transmission device according to claim 3.   A plurality of gear trains (G1, G3, G5) that can be selectively established are provided between the first output shaft (47) and the transmission output shaft (49), and the second output shaft (48). ) And the shift output shaft (49), a gear train (G2, G4, G6) of a plurality of shift stages different from the shift stage can be selectively established, and the first output side damper mechanism (94) The output-side damper spring (96) of the first and second output shafts (47, 48) is disposed along a first arc centered on the central axis (CL) of the first and second output shafts (47, 48), and the second output The output damper spring (116) of the side damper mechanism (114) is disposed along a second arc centered on the central axis (CL) of the first and second output shafts (47, 48). And the radii of the first and second arcs are set differently The power transmission device according to claim 3 or 4, wherein.   The outer diameter of the output-side damper mechanism (94, 114) is set smaller than the outer diameter of the hydraulic cylinder mechanism (86, 106) disposed coaxially with the output-side damper mechanism (94, 114). The power transmission device according to any one of claims 1 to 5.   An input side damper mechanism (73) having a coiled input side damper spring (69) different from the output side damper spring (96, 116) between the input member (68) and the clutch outer (80, 100). The input damper spring (69) is disposed along an arc centered on the central axis (CL) of the output shaft (47, 48), and the input damper spring (69) The power according to any one of claims 3 to 5, wherein a radius of the arc along the side is set larger than a radius of the arc along the output-side damper spring (96, 116). Transmission device.   The outer periphery of the output-side damper mechanism (94) is rotatably supported by a housing case (44) for housing the multi-plate clutch (61, 62) via a bearing member (89). Item 8. The power transmission device according to any one of Items 1 to 7.   A dog member (170, 173) having dog teeth (171, 174) is supported on the output shaft (47, 48) so as to be relatively non-rotatable while allowing relative movement in the axial direction, and the dog teeth (171, 174). The gears (162, 168) having the dog teeth (172, 175) that can be engaged and disengaged relative to each other can be rotated relative to the output shaft (47, 48) while disabling relative movement in the axial direction. The power transmission device according to any one of claims 1 to 8, wherein the power transmission device is supported.

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