JP2014062565A - Transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology effective for smoothing seamless shift in a transmission for a vehicle including a mechanism for performing the seamless shift between a shift position at a low speed side and a shift position at a high speed side.SOLUTION: The transmission for a vehicle includes a first engagement member 150 and a second engagement member 160 each disposed on an output shaft A3 coaxially with the same and relatively rotatably, a first movable member 155 movable between a connecting position where the first movable member 155 connects a first idler gear G1o and the first engagement member 150 together, and a non-connecting position where the first movable member 155 does not connect them, a second movable member 165 movable between a connecting position where the second movable member 165 connects a second idler gear G2o and the second engagement member 160 together, and a non-connecting position where the second movable member 165 does not connect them, a clutch mechanism capable of setting transmission states of rotational torques of the first engagement member 150 and the second engagement member 160 with respect to the output shaft A3, and a driving device for driving the first movable member 155 and the second movable member 165 respectively to their connecting positions or the non-connecting positions.

Description

  The present invention relates to a vehicle transmission.

  An example of a transmission for a vehicle is disclosed in Japanese translations of PCT publication No. 2009-536713 (patent document 1) and JP-T 2010-510464 (patent document 2). In this transmission, one engagement member (engagement element set) that can be engaged with a first engaged member (drive structure) provided on the low-speed side gear and the high-speed side gear are provided. The other engaging member (engaging element set) that can be engaged with the second engaged member (driving structure) is used, and each of these two engaging members (engaging element set) The engaging member is configured to be independently driven in the axial direction by a dedicated drive member (fork and fork shaft) and an actuator. According to this configuration, the drive of each engagement member is controlled by the actuator, so that the other engagement member is moved from the low-speed side gear stage in which one engagement member is engaged with the first engaged member. 2. It is possible to instantaneously change (acceleration shift) to the high speed side gear stage engaged with the engaged member, thereby achieving a so-called "seamless shift" without torque interruption. it can. Further, in order to achieve this seamless shift, a state where one engaging member is simultaneously engaged with both a high-speed engaged member and a low-speed engaged member, a so-called “double engagement state (two A heavy meshing state) "is temporarily formed.

JP 2009-536713 A Special table 2010-510464 gazette

  By the way, in the transmissions as described in Patent Documents 1 and 2, since the double engagement state described above is formed, a smooth seamless shift between the low-speed gear and the high-speed gear is achieved. May be inhibited.

  Accordingly, the present invention has been made in view of the above points, and one of its purposes is a vehicle transmission including a mechanism that performs a seamless shift between a low-speed gear and a high-speed gear. Therefore, it is an object of the present invention to provide a technique effective for facilitating seamless shift.

  In order to achieve this object, a vehicle transmission according to the present invention is interposed in a power transmission system connecting a drive output shaft of a vehicle drive source and a drive wheel of the vehicle, and has a plurality of shift stages. An input shaft, an output shaft, a plurality of fixed gears, a plurality of idle gears, a first engagement member, a second engagement member, a first movable member, a second movable member, a clutch mechanism, and a drive device. ing.

  The input shaft is a shaft that forms a power transmission system with the drive output shaft. The output shaft is a shaft that forms a power transmission system with the drive wheels. The plurality of fixed gears are gears corresponding to each of the plurality of shift stages, each being provided coaxially with the input shaft or the output shaft and not relatively rotatable. Each of the plurality of idle gears is a gear that is coaxially and relatively rotatable with the input shaft or the output shaft, and that corresponds to each of the plurality of shift speeds and that is always meshed with a fixed gear of the corresponding shift speed. is there. The plurality of idle gears includes a first idle gear that is always meshed with a fixed gear of the low speed side gear stage and a fixed high speed side gear stage for the low speed side gear stage and the high speed side gear stage of the plurality of gear stages. And a second idler gear that always meshes with the gear. In this case, the second idler gear may be an idler gear for higher speed than the first idler gear. For example, when the first idler gear is an idler gear for the first speed, the second idler gear is an idler gear for the second speed, an idler gear for the third speed, an idler gear for the fourth speed, etc. A plurality can be appropriately selected.

Both the first engagement member and the second engagement member are provided coaxially and relatively rotatably on the shaft on which both the first and second idler gears are provided on the input shaft and the output shaft. It has been. In this case, when the first idle gear and the second idle gear are provided only on the input shaft, the first engagement member and the second engagement member are provided only on the input shaft, and the first only on the output shaft. When the idle gear and the second idle gear are provided, the first engagement member and the second engagement member are provided only on the output shaft, and the first idle gear and the second engagement member are provided on both the input shaft and the output shaft. When the two idle gears are provided, the first engagement member and the second engagement member can be provided on both the input shaft and the output shaft.
The first movable member is movable to a connection position where the first idle gear and the first engagement member are connected and a non-connection position where the first idle gear and the first engagement member are not connected. Similarly, the second movable member is movable between a connection position that connects the second idle gear and the second engagement member, and a non-connection position that does not connect the second idle gear and the second engagement member. .
The clutch mechanism can set the transmission state of the respective rotational torques of the first engagement member and the second engagement member with respect to the shaft.
The drive device is a device for driving each of the first movable member and the second movable member to a connection position or a non-connection position of the movable member.

  In particular, the clutch mechanism includes a first clutch plate, a second clutch plate, a first engagement piece, and a second engagement piece. The first clutch plate is provided between the first engagement member and the second engagement member so as to be coaxial with the shaft and rotatable relative to the first engagement member. The second clutch plate is provided between the first clutch plate and the second engagement member so as to be coaxial with the shaft and rotatable relative to each of the second engagement member and the first clutch plate. ing. The first engagement piece includes a first engagement position that connects the first engagement member and the first clutch plate in a relatively non-rotatable manner according to the relative rotation of the first clutch plate and the second clutch plate, The clutch plate and the second clutch plate can be set to a second engagement position where the clutch plate and the second clutch plate are connected so as not to be relatively rotatable. The second engagement piece includes a first engagement position that connects the second engagement member and the second clutch plate in a relatively non-rotatable manner according to the relative rotation of the first clutch plate and the second clutch plate, The clutch plate and the second clutch plate can be set to a second engagement position where the clutch plate and the second clutch plate are connected so as not to be relatively rotatable.

  In this vehicle transmission, any one of the low speed mode, the high speed mode, and the intermediate mode is selectively achieved.

  In the low speed mode, the first movable member is driven to the connection position of the first movable member by the driving device, and the second movable member is driven to the non-connection position of the second movable member, and the first is driven by the clutch mechanism. Both the engagement piece and the second engagement piece are set to the first engagement position of the engagement piece. Accordingly, the rotational torque of the first idle gear is transmitted to the shaft via the first movable member, the first engagement member, the first engagement piece, and the first clutch plate.

  In the high-speed mode, the first movable member is driven to the unconnected position of the first movable member by the driving device, and the second movable member is driven to the connected position of the second movable member, and the first is driven by the clutch mechanism. Both the engagement piece and the second engagement piece are set to the first engagement position of the engagement piece. Thereby, the rotational torque of the second idle gear is transmitted to the shaft via the second movable member, the second engagement member, the second engagement piece, and the second clutch plate.

  In an intermediate mode between the low speed mode and the high speed mode, the first movable member and the second movable member are each driven to the connecting position of the movable member by the driving device, and the rotational torque of the first engaging member is driven by the clutch mechanism. Is transmitted to the first clutch plate via the first engagement piece, and the rotational torque of the second engagement member is transmitted to the second clutch plate via the second engagement piece. The relative rotation of the second clutch plate occurs, whereby the setting position of one of the first engagement piece and the second engagement piece is switched from the first engagement position of the engagement piece to the second engagement position. In this case, for example, when the first engagement piece is set at the second engagement position, the first clutch plate and the second clutch plate rotate integrally, while the first engagement member with respect to the first clutch plate. Relative rotation is possible. Accordingly, a high speed mode is formed in which transmission of the rotational torque of the first engagement member to the shaft is interrupted. Similarly, for example, when the second engagement piece is set at the second engagement position, the first clutch plate and the second clutch plate rotate integrally, while the second engagement member with respect to the second clutch plate. Relative rotation is possible. Accordingly, a low speed mode is formed in which the transmission of the rotational torque of the second engagement member to the shaft is interrupted.

  According to the vehicle transmission configured as described above, the vehicle transmission is controlled from the low speed mode to the high speed mode through the intermediate mode, or from the high speed mode to the low speed mode through the intermediate mode. Thus, a speed change (seamless shift) without torque interruption is achieved. In particular, in the intermediate mode, the rotational torque of the first engagement member or the second engagement member relative to the shaft can be interrupted according to the relative rotation of the first clutch plate and the second clutch plate. For this reason, smoothing of the seamless shift between the low speed gear and the high speed gear can be achieved.

In a further aspect of the vehicle transmission according to the present invention, the clutch mechanism preferably includes a first elastic member, a first contact surface structure, and a second contact structure.
The first elastic member serves to constantly elastically bias the first engagement piece and the second engagement piece from the second engagement position of the engagement piece toward the first engagement position. . The first elastic member can be constituted by one or a plurality of elastic elements.
The first abutment structure abuts each other with relative rotation of the first engagement member and the first clutch plate when the first engagement piece is in the first engagement position of the first engagement piece. A function of converting a load generated between the first engagement piece and the first engagement member into a load that urges the first engagement piece toward the second engagement position of the first engagement piece. Fulfill. Similarly, when the second engagement piece is in the first engagement position of the second engagement piece, the second contact structure is accompanied by relative rotation of the second engagement member and the second clutch plate. The load generated between the second engagement piece and the second engagement member that are in contact with each other is converted into a load that biases the second engagement piece toward the second engagement position of the second engagement piece. Fulfills the function of In the intermediate mode, one of the first engagement piece and the second engagement piece is engaged with the first abutting structure or the second abutting structure against the elastic biasing force of the first elastic member. The piece is biased from the first engagement position toward the second engagement position.
Accordingly, the relative positions of the first engagement member and the first clutch plate and the relative rotation of the second engagement member and the second clutch plate are used to set the first engagement piece and the second engagement piece. It is possible to generate an urging force for switching from the first engagement position to the second engagement position.

In the vehicular transmission according to a further aspect of the present invention, the first abutment structure includes a first engagement member and a first clutch plate at a contact portion between the first engagement piece and the first engagement member. It is preferable to include a first inclined surface extending in an inclined manner with respect to the relative rotation direction. The inclined surface can be provided on at least one of the first engagement piece and the first engagement member. The second contact structure extends in an inclined manner with respect to the relative rotation direction of the second engagement member and the second clutch plate at the contact portion between the second engagement piece and the second engagement member. The second inclined surface is preferably included. This inclined surface can be provided on at least one of the second engagement piece and the second engagement member.
Accordingly, the first engagement piece and the second engagement piece have a structure that generates a biasing force for switching the setting position of the first engagement piece and the second engagement piece from the first engagement position to the second engagement position. The inclined surface provided in the contact part of 1 engagement member and the inclined surface provided in the contact part of a 2nd engagement piece and a 2nd engagement member can be utilized.

  In a further embodiment of the vehicle transmission according to the present invention, the clutch mechanism connects the first clutch plate and the second clutch plate to the shaft so as to be relatively rotatable, and the clutch plate is connected in the direction around the axis of the shaft. It is preferable to include a second elastic member that is always elastically biased. This second elastic member can be constituted by one or a plurality of elastic elements. In this case, the relative rotational positions of the first clutch plate and the second clutch plate with respect to the shaft can be easily determined by the second elastic member.

  The vehicle transmission according to a further aspect of the present invention includes a first-speed idle gear and a third-speed idle gear assigned to the first movable member, and 2 assigned to the second movable member, respectively. It is preferable to include a high-speed idle gear and a 4-speed idle gear. In this case, the driving device selects the first-speed idle gear or the third-speed idle gear as the first idler gear for connection with the first movable member, and relates to the connection with the second movable member. As the second idle gear, the idle gear for the second speed or the idle gear for the fourth speed is selected. In this case, for example, it is possible to prevent one movable member from serving as both the first-speed idle gear and the first engagement member and the second-speed idle gear and the second engagement member. Can do. Thus, the double engagement state as described above with respect to the cited documents 1 and 2 is not formed, and the vehicle transmission stops in the double engagement state even when the drive device stops, for example. That does not happen. Therefore, for example, when the drive device is stopped, the vehicle transmission can be continuously used even when the vehicle transmission is fixed at the first speed or the second speed. The first movable member is shared by the first-speed idler gear and the third-speed idler gear, and the second movable member is shared by the second-speed idler gear and the fourth-speed idler gear. Therefore, the number of parts of elements for achieving seamless shift can be reduced. As a result, it is possible to reduce assembly man-hours, weight, cost, and the like related to the vehicle transmission.

  As described above, according to the present invention, in a vehicle transmission including a mechanism that performs a seamless shift between a low-speed shift stage and a high-speed shift stage, it is effective for smoothing the seamless shift. It became possible to provide technology.

It is a figure showing a schematic structure of transmission T / M concerning an embodiment of the present invention. It is a figure which shows typically the power transmission mechanism 101 in FIG. It is a figure which shows the structure of the area | region C of the power transmission mechanism 101 in FIG. It is a perspective view of the 1st 1st engagement piece 174 in FIG. It is a perspective view of the 2nd 1st engagement piece 184 in FIG. It is a figure which shows the AA cross section of the power transmission mechanism 101 in FIG. It is a figure which shows the BB cross section of the power transmission mechanism 101 in FIG. FIG. 3 is a diagram showing a case where the gear position of the transmission T / M is the first speed in FIG. 2. FIG. 4 is a diagram showing a case where the gear position of the transmission T / M is the first speed in FIG. 3. It is a figure which shows the case where the gear stage of transmission T / M is 1st speed in FIG. It is a figure which shows the case where the gear stage of transmission T / M is 1st speed in FIG. FIG. 3 is a diagram illustrating a process in which the gear position of the transmission T / M is operated from the first speed to the second speed in FIG. 2. FIG. 4 is a diagram illustrating a process in which the gear position of the transmission T / M is operated from the first speed to the second speed in FIG. 3. FIG. 4 is a diagram illustrating a process in which the gear position of the transmission T / M is operated from the first speed to the second speed in FIG. 3. FIG. 7 is a diagram showing a process in which the gear stage of the transmission T / M is operated from the first speed to the second speed in FIG. 6. FIG. 8 is a diagram illustrating a process in which the gear position of the transmission T / M is operated from the first speed to the second speed in FIG. 7. FIG. 3 is a diagram showing a case where the transmission stage of the transmission T / M is 2nd in FIG. 2. FIG. 4 is a diagram showing a case where the gear position of the transmission T / M is second speed in FIG. 3. It is a figure which shows the case where the gear stage of transmission T / M is 2nd speed in FIG. It is a figure which shows the case where the gear stage of transmission T / M is 2nd speed in FIG.

  Hereinafter, a vehicle transmission according to the present invention will be described with reference to the drawings. A transmission T / M (for a vehicle) according to an embodiment of the present invention is interposed in a power transmission system that connects a drive output shaft of an engine, which is a drive source of the vehicle, and a drive wheel of the vehicle. A plurality of forward gears and a single reverse gear are provided. In the present specification, only the power transmission structure for four shift stages (1st speed (1st) to 4th speed (4th)) for forward movement of the vehicle will be described. Note that the number of gears can be changed as needed, and the present invention can be applied to a transmission having a relatively high speed gear and a relatively low speed gear.

  As shown in FIG. 1, the transmission T / M includes an input shaft A2 and an output shaft A3. The input shaft A2 of the transmission T / M is connected to the drive output shaft A1 of the engine E / G via the clutch C / D and the flywheel F / W. A power transmission system is formed between the input shaft A2 and the drive output shaft A1 of the engine E / G. This input shaft A2 corresponds to the “input shaft” of the present invention. An output shaft A3 of the transmission T / M is connected to a drive wheel D / W of the vehicle via a differential D / F. A power transmission system is formed between the output shaft A3 and the drive wheels D / W. The output shaft A3 corresponds to the “output shaft” of the present invention.

  The clutch C / D is a friction clutch disk having one of well-known configurations provided to rotate integrally with the input shaft A2 of the transmission T / M. More specifically, the clutch C / D (more precisely, the clutch disc) is opposed to the flywheel F / W provided to rotate integrally with the drive output shaft A1 of the engine E / G. Are arranged coaxially. The axial position of the clutch C / D (more precisely, the clutch disc) with respect to the flywheel F / W can be adjusted. The axial position of the clutch C / D is adjusted by the clutch actuator ACT1. The clutch C / D does not include a clutch pedal operated by the driver.

  The transmission T / M includes a plurality of fixed gears (also referred to as “driving gears”) G1i, G2i, G3i, and G4i, and a plurality of idle gears (also referred to as “driven gears”) G1o, G2o, G3o, and G4o. ing. The plurality of fixed gears G1i, G2i, G3i, and G4i are fixed coaxially to the input shaft A2 so that they cannot be rotated relative to each other, and are not relatively movable in the axial direction of the input shaft A2. It corresponds to each of the plurality of shift stages. Specifically, these fixed gears G1i, G2i, G3i, and G4i correspond to first speed, second speed, third speed, and fourth speed, respectively. These fixed gears G1i, G2i, G3i, and G4i correspond to the “fixed gear” of the present invention. The plurality of idle gears G1o, G2o, G3o, and G4o are provided coaxially with the output shaft A3 so as to be relatively rotatable, and each corresponds to each of the plurality of forward gears, and each corresponds. Is always meshed with the fixed gear of the shift stage. Specifically, these idle gears G1o, G2o, G3o, G4o correspond to 1st, 2nd, 3rd, 4th, respectively. These idle gears G1o, G2o, G3o, and G4o correspond to the “idle gears” of the present invention. In the following description, the idle gear G1o and the idle gear G2o are particularly referred to as “first idle gears” of the present invention. It corresponds to “gear” and “second idler gear”.

  The transmission T / M includes a power transmission mechanism 101, and the change / setting of the gear position is executed by operating the power transmission mechanism 101 using the transmission actuator ACT2. By changing the gear position, the reduction ratio (ratio of the rotational speed of the input shaft A2 to the rotational speed of the output shaft A3) is adjusted.

  The control device 102 includes an accelerator opening sensor S1, a shift position sensor S2, a brake sensor S3, and an electronic control unit ECU. The accelerator opening sensor S1 is a sensor that detects an operation amount (accelerator opening) of the accelerator pedal AP. The shift position sensor S2 is a sensor that detects the position of the shift lever SF. Brake sensor S3 is a sensor that detects whether or not the connecting member rake pedal BP is operated. The electronic control unit ECU controls the actuators ACT1 and ACT2 based on information from the above-described sensors S1 to S3 and other sensors, etc., so that the C / D clutch stroke (accordingly, clutch torque) is controlled. And the gear stage of the transmission T / M is controlled. Further, the electronic control unit ECU controls the rotational torque (also referred to as “drive torque”) of the drive output shaft A1 of the engine E / G by controlling the fuel injection amount (the throttle valve opening) of the engine E / G. To control.

  The structure of the power transmission mechanism 101 will be described with reference to FIGS.

  The power transmission mechanism 101 shown in FIG. 2 includes a first power transmission mechanism 101a corresponding to the first and third speed gears on the shaft of the output shaft A3 of the transmission T / M, a second speed and a fourth speed. And a second power transmission mechanism 101b corresponding to the gear position, and is particularly shown in a neutral state.

  The first power transmission mechanism 101a includes an idle gear G1o, an idle gear G3o, a first connected member 110, a third connected member 130, a first engaging member 150, a first connecting member 154, and a first movable member. 155, a first fork shaft 156, and a first clutch plate 170.

  The first engagement member 150 is disposed coaxially and relatively rotatably around the output shaft A3. The idle gears G1o and G3o are both prevented from moving in the axial directions X1 and X2 with respect to the first engagement member 150, and can rotate in the axial directions Y1 and Y2. The first engagement member 150 corresponds to the “first engagement member” of the present invention.

  The first connected member 110 is fixed to a portion of the idle gear G1o that faces the idle gear G3o. Specifically, the first connected member 110 is press-fitted into the idle gear G1o by spline fitting. Accordingly, the first coupled member 110 can rotate in the axial directions Y1 and Y2 together with the idle gear G1o.

  The third coupled member 130 is fixed to a portion of the idle gear G3o that faces the idle gear G1o. Specifically, the third connected member 130 is press-fitted into the idle gear G3o by spline fitting. Accordingly, the third coupled member 130 can rotate in the axial directions Y1 and Y2 together with the idle gear G3o.

  The first connecting member 154 is fixed to the first engaging member 150 between the first connected member 110 and the third connected member 130. Therefore, the first connecting member 154 can rotate in the axial directions Y1 and Y2 together with the first engaging member 150 with respect to the output shaft A3.

  The first movable member 155 is engaged with the first connecting member 154 so as to be rotatable in the axial directions Y1 and Y2 together with the first connecting member 154 and to be relatively movable in the axial directions X1 and X2. Yes. The first movable member 155 corresponds to the “first movable member” of the present invention. The first movable member 155 is connected to a first fork shaft 156 that is driven by the actuator ACT2 controlled by the electronic control unit ECU described above, and the axial direction X1 is accompanied by the operation of the first fork shaft 156. , X2 can be moved to at least the following three setting positions. The neutral setting position is a non-connecting position where the first movable member 155 engages only with the first connecting member 154 and the first connecting member 154 is not connected to the first connected member 110 or the third connected member 130. is there. In this set position, the rotational torque of the idle gears G1o and G3o is not transmitted to the first engagement member 150. The first set position is a connection position where the first movable member 155 connects the first connection member 154 and the first connected member 110 by the first speed shift operation. In this set position, the rotational torque of the idle gear G1o can be transmitted to the first engagement member 150. The second set position is a connecting position where the first movable member 155 connects the first connecting member 154 and the third connected member 130 by the third speed shift operation. In this set position, the rotational torque of the idle gear G3o can be transmitted to the first engagement member 150. In this case, a first-speed idle gear G1o and a third-speed idle gear G3o are allocated to the first movable member 155, respectively. The actuator ACT2 and the first fork shaft 156 constitute a drive device for driving the first movable member 155 to the aforementioned non-connected position or connected position. By this drive device, the first-speed idle gear G1o or the third-speed idle gear G3o is selected as the first idle gear related to the connection with the first movable member 155.

  The second power transmission mechanism 101b includes an idle gear G2o, an idle gear G4o, a second connected member 120, a fourth connected member 140, a second engaging member 160, a second connecting member 164, and a second movable member. 165, a second fork shaft 166, and a second clutch plate 180.

  The second engagement member 160 is disposed coaxially and relatively rotatably around the output shaft A3. The idle gears G2o and G4o are both prevented from moving in the axial directions X1 and X2 with respect to the second engagement member 160, and can rotate in the axial directions Y1 and Y2. The second engagement member 160 corresponds to the “second engagement member” of the present invention.

  The second coupled member 120 is fixed to a portion of the idle gear G2o that faces the idle gear G4o. Specifically, the second connected member 120 is press-fitted into the idle gear G2o by spline fitting. Therefore, the second connected member 120 can rotate in the axial directions Y1 and Y2 together with the idle gear G2o.

  The fourth connected member 140 is fixed to a portion of the idle gear G4o that faces the idle gear G2o. Specifically, the fourth connected member 140 is press-fitted into the idle gear G4o by spline fitting. Accordingly, the fourth connected member 140 can rotate in the axial directions Y1 and Y2 together with the idle gear G4o.

  The second connecting member 164 is fixed to the second engaging member 160 between the second connected member 120 and the fourth connected member 140. Accordingly, the second connecting member 164 can rotate in the axial directions Y1 and Y2 together with the second engagement member 160 with respect to the output shaft A3.

  The second movable member 165 engages with the second connecting member 164 so as to be rotatable in the axial directions Y1 and Y2 together with the second connecting member 164 and to be relatively movable in the axial directions X1 and X2. Yes. The second movable member 165 corresponds to the “second movable member” of the present invention. The second movable member 165 is connected to a second fork shaft 166 driven by the actuator ACT2 controlled by the electronic control unit ECU described above, and the axial direction X1 is accompanied by the operation of the first fork shaft 166. , X2 can be moved to at least the following three setting positions. The neutral setting position is a non-connecting position where the second movable member 165 engages only with the second connecting member 164 and the second connecting member 164 is not connected to the second connected member 120 or the fourth connected member 140. is there. In this set position, the rotational torque of the idle gears G2o and G4o is not transmitted to the second engagement member 160. The first set position is a connecting position where the second movable member 165 connects the second connecting member 164 and the second connected member 120 by the second speed shift operation. In this set position, the rotational torque of the idle gear G2o can be transmitted to the second engagement member 160. The second set position is a connecting position where the second movable member 165 connects the second connecting member 164 and the fourth connected member 140 by a 4-speed shift operation. In this set position, the rotational torque of the idle gear G4o can be transmitted to the second engagement member 160. In this case, in this case, a second-speed idle gear G2o and a fourth-speed idle gear G4o are assigned to the second movable member 165, respectively. The actuator ACT2 and the second fork shaft 166 constitute a drive device for driving the second movable member 165 to the aforementioned non-connected position or connected position. By this drive device, the second-speed idle gear G2o or the fourth-speed idle gear G4o is selected as the second idle gear related to the connection with the second movable member 165.

  2 to FIG. 7 are referred to for the configuration of the region C in FIG.

  As shown in FIG. 3, the first engagement member 150 includes a cylindrical cylindrical portion 151 extending in the axial directions X1 and X2, and an axial direction X1 and X2 from one end of the cylindrical portion 151. And a disc-shaped flange 152 extending in the orthogonal direction. Similarly, the second engagement member 160 includes a cylindrical tubular portion 161 extending in the axial directions X1 and X2, and a direction perpendicular to the axial directions X1 and X2 from one end of the tubular portion 161. And a disc-shaped flange portion 162 that extends.

  The clutch mechanism 103 of the power transmission mechanism 101 can set the transmission state of the respective rotational torques of the first engagement member 150 and the second engagement member 160 with respect to the output shaft A3. The first clutch plate 170, the second clutch A plate 180, a first engagement piece 174, a second engagement piece 184, and coil springs 178 and 188 are included. The clutch mechanism 103 can be set to an engaged state in which the first engaging member 150 is engaged with the output shaft A3 and a non-engaged state in which the first engaging member 150 is not engaged with the output shaft A3. The engagement state in which the second engagement member 160 is engaged with the output shaft A3 and the non-engagement state in which the second engagement member 160 is not engaged with the output shaft A3 can be set. The clutch mechanism 103 corresponds to the “clutch mechanism” of the present invention.

  Both the first clutch plate 170 and the second clutch plate 180 are formed in a disc shape, and are interposed between the flange portion 152 of the first engagement member 150 and the flange portion 162 of the second engagement member 160. Has been. Although details will be described later, each of the first clutch plate 170 and the second clutch plate 180 is engaged with a protrusion protruding from the shaft peripheral surface of the output shaft A3.

  The first clutch plate 170 is coaxial between the first engagement member 150 and the second engagement member 160 around the output shaft A and rotatable relative to the first engagement member 150. Is provided. The first clutch plate 170 corresponds to the “first clutch plate” of the present invention. The second clutch plate 180 is coaxial with the circumference of the output shaft A between the first clutch plate 170 and the second engagement member 160, and each of the second engagement member 160 and the first clutch plate 170. Is provided so as to be relatively rotatable. The second clutch plate 180 corresponds to the “second clutch plate” of the present invention.

  The first engagement piece 174 connects the first engagement member 150 and the first clutch plate 170 in a relatively non-rotatable manner according to the relative rotation of the first clutch plate 170 and the second clutch plate 180. It is configured as an engagement piece (also referred to as an “engagement key”) that can be set to a combined position and a second engagement position that connects the first clutch plate 170 and the second clutch plate 180 so as not to be relatively rotatable. . That is, when the relative rotational positions of the first clutch plate 170 and the second clutch plate 180 in the axial directions Y1 and Y2 change, the first engagement piece 174 becomes the first engagement position and the second engagement position. And switch to In the present embodiment, two first engagement pieces 174 are provided. When the first engagement piece 174 is set to the first engagement position, the connection between the first clutch plate 170 and the second clutch plate 180 is released. On the other hand, when the first engagement piece 174 is set to the second engagement position, the connection between the first engagement member and 150 and the first clutch plate 170 is released. The first engagement piece 174 corresponds to the “first engagement piece” of the invention.

  A holding hole 173 is provided in the first clutch plate 170 in order to set the first engagement piece 174 at the first engagement position described above. The holding hole 173 restricts the movement of the first engagement piece 174 in the axial directions Y1 and Y2 with respect to the first clutch plate 170 and allows the first engagement piece 174 to slide in the axial directions X1 and X2. Hold the piece 174. In this case, the dimensions of the holding hole 173 and the first engaging piece 174 are set so that a minute gap is formed between the holding hole 173 and the first engaging piece 174 inserted. preferable. Thereby, the operation | movement of the axial direction X1, X2 of the 1st engaging piece 174 within the holding hole 173 becomes smooth. Further, the flange portion 152 of the first engagement member 150 is provided with a recess 153 that allows the distal end portion 176 of the first engagement piece 174 to be inserted. The concave portion 153 is provided with an inclined surface 153a extending along the inclined surface 176a on a member facing the inclined surface 176a provided at the distal end portion 176 of the first engagement piece 174.

  In order to set the first engagement piece 174 to the above-described second engagement position, the second clutch plate 180 is provided with a recess 187 that allows the body portion 175 of the first engagement piece 174 to be inserted. Yes. In this case, the dimensions of the recess 187 and the first engagement piece 174 are set so that a minute gap is formed between the first engagement piece 174 and the main body 175 inserted in the recess 187. Is preferred. Thereby, the operation | movement of the axial direction X1, X2 of the 1st engaging piece 174 within the recessed part 187 becomes smooth. A coil spring 188 is accommodated in the recess 187. The coil spring 188 functions to constantly urge the first engagement piece 174 held in the holding hole 173 in the axial direction X1 from the second engagement position toward the first engagement position. Accordingly, the coil spring 188 helps to set the first engagement piece 174 to the first engagement position described above. The coil spring 188 corresponds to the “first elastic member” of the present invention. The coil spring 188 can also be configured by one or a plurality of elastic elements other than the coil spring. Further, at least one of the recess 153 and the recess 187 may be configured as a through hole.

  Similarly, the second engagement piece 184 connects the second engagement member 160 and the second clutch plate 180 in a relatively non-rotatable manner according to the relative rotation of the first clutch plate 170 and the second clutch plate 180. And an engagement piece (also referred to as an “engagement key”) that can be set to a second engagement position that connects the first clutch plate 170 and the second clutch plate 180 so as not to rotate relative to each other. ing. That is, when the relative rotational positions of the first clutch plate 170 and the second clutch plate 180 in the axial directions Y1 and Y2 change, the second engagement piece 184 is changed from the first engagement position to the second engagement position. And switch to In the present embodiment, two second engagement pieces 184 are provided. When the second engagement piece 184 is set to the first engagement position, the connection between the first clutch plate 170 and the second clutch plate 180 is released. On the other hand, when the second engagement piece 184 is set to the second engagement position, the connection between the second engagement member 160 and the second clutch plate 180 is released. The second engagement piece 184 corresponds to the “second engagement piece” of the invention.

  A holding hole 183 is provided in the second clutch plate 180 in order to set the second engagement piece 184 at the first engagement position described above. The holding hole 183 restricts the movement of the second engagement piece 184 in the axial directions Y1, Y2 with respect to the second clutch plate 180, and allows the second engagement piece 184 to slide in the axial directions X1, X2. The piece 184 is held. In this case, the dimensions of the holding hole 183 and the second engagement piece 184 are set so that a minute gap is formed between the two engagement pieces 184 inserted into the holding hole 183. preferable. Thereby, the operation | movement of the axial direction X1, X2 of the 2nd engagement piece 184 in the holding hole 183 becomes smooth. Further, the flange portion 162 of the second engagement member 160 is provided with a recess 163 that allows the distal end portion 186 of the second engagement piece 184 to be inserted. In the recess 163, an inclined surface 163 a extending along the inclined surface 186 a is provided on a member facing the inclined surface 186 a provided at the distal end portion 186 of the second engagement piece 184.

  In order to set the second engagement piece 184 to the above-described second engagement position, the first clutch plate 170 is provided with a recess 177 that allows the body portion 185 of the second engagement piece 184 to be inserted. Yes. In this case, the dimensions of the concave portion 177 and the first engagement piece 184 are set so that a minute gap is formed between the main body portion 185 of the second engagement piece 184 and the concave portion 177. Is preferred. Thereby, the operation | movement of the axial direction X1, X2 of the 2nd engagement piece 184 in the recessed part 177 becomes smooth. A coil spring 178 is accommodated in the recess 177. The coil spring 178 functions to constantly elastically bias the second engagement piece 184 held in the holding hole 183 in the axial direction X2 from the second engagement position toward the first engagement position. Accordingly, the coil spring 178 helps to set the second engagement piece 184 to the above-described first engagement position. The coil spring 178 corresponds to the “first elastic member” of the present invention. The coil spring 178 can also be configured by one or a plurality of elastic elements other than the coil spring. Further, at least one of the recess 163 and the recess 177 may be configured as a through hole.

  As shown in FIG. 4, the first engagement piece 174 is provided with a main body 175 having a square DD cross section and a DD cross section projecting from the main body 175 so as to gradually decrease in the axial direction X1. A distal end portion 176. The distal end portion 176 is provided with an inclined surface 176a facing the inclined surface 153a provided in the recess 153 of the flange portion 152, and the inclined surface 176a extends substantially parallel to the inclined surface 153a. Further, the first engagement piece 174 is provided with a horizontal surface 175a facing the inclined surface 176a with respect to the axial directions Y1 and Y2. The horizontal plane 175a extends, for example, orthogonal to the axis-direction Y1.

  As shown in FIG. 5, the second engagement piece 184 is provided with a main body portion 185 having a square EE line cross section and a EE line cross section projecting from the main body portion 185 so as to gradually decrease in the axial direction X2. A distal end portion 186. The distal end portion 186 is provided with an inclined surface 186a facing the inclined surface 163a provided in the concave portion 163 of the flange portion 162, and the inclined surface 186a extends substantially parallel to the inclined surface 163a. Further, the first engagement piece 184 is provided with a horizontal surface 185a facing the inclined surface 186a with respect to the axial directions Y1, Y2. The horizontal plane 185a extends, for example, orthogonal to the direction around the axis Y1.

  As shown in FIG. 6, the first clutch plate 170 includes a plurality (four in this embodiment) of protrusions 172 that protrude toward the insertion space into which the output shaft A3 is inserted. These protrusions 172 are arranged at equal intervals in the axial directions Y1 and Y2. On the other hand, the output shaft A3 includes a plurality of (four in this embodiment) projecting portions 191 that project from the shaft peripheral surface 190 toward the insertion space of the first clutch plate 170. These protrusions 191 are arranged at equal intervals in the axial directions Y1 and Y2. In particular, the diameter d1 defined by the front end surfaces of the four protrusions 172 of the first clutch plate 170 and the diameter d2 defined by the shaft peripheral surface 190 of the output shaft A3 substantially coincide with each other. Further, the diameter d3 defined by the front end surfaces of the four protrusions 191 of the output shaft A3 and the diameter d4 defined by the inner peripheral surface 171 of the first clutch plate 170 substantially coincide with each other. As a result, a gap 170a is formed between the protrusion 172 and the protrusion 191 to enable relative rotation in the directions Y1 and Y2 around the first clutch plate 170 and the output shaft A3.

  A coil spring 192 is interposed between one protrusion 172 and one protrusion 191. The coil spring 192 serves to connect the first clutch plate 170 to the output shaft A3 so as to be relatively rotatable and to always elastically bias the first clutch plate 170 in the directions Y1 and Y2 around the output shaft A3. The coil spring 192 corresponds to the “second elastic member” of the present invention. The coil spring 192 can also be constituted by one or a plurality of elastic elements other than the coil spring. Accordingly, the relative rotational position of the first clutch plate 170 with respect to the output shaft A3 can be easily determined by the coil spring 192.

  The first clutch plate 170 of the present embodiment is provided with two holding holes 173 and two recesses 177 each. For example, the second recessed portion 177 is disposed at a position of 90 ° in the axial direction Y1 from the first holding hole 173, and the second holding hole 173 is further disposed at a position of 90 ° in the axial direction Y1. A second recess 177 is disposed at a position of 90 ° in the direction Y1 around the axis.

  As shown in FIG. 7, the second clutch plate 180 includes a plurality of (four in this embodiment) projections 182 that project toward an insertion space into which the output shaft A3 is inserted. These protrusions 182 are arranged at equal intervals in the axial directions Y1 and Y2, and have the same shape as the protrusions 172 of the first clutch plate 170. Accordingly, the diameter d1 defined by the front end surfaces of the four protrusions 182 of the second clutch plate 180 and the diameter d2 defined by the shaft peripheral surface 190 of the output shaft A3 substantially coincide with each other. Further, the diameter d3 defined by the front end surfaces of the four protrusions 191 of the output shaft A3 and the diameter d4 defined by the inner peripheral surface 181 of the second clutch plate 180 substantially coincide with each other. As a result, a gap 180a is formed between the protrusion 182 and the protrusion 191 to enable relative rotation in the directions Y1 and Y2 around the second clutch plate 180 and the output shaft A3.

  A coil spring 193 is interposed between one protrusion 182 and one protrusion 191. The coil spring 193 serves to connect the second clutch plate 180 to the output shaft A3 so as to be relatively rotatable and to elastically bias the second clutch plate 180 in the directions Y1 and Y2 around the output shaft A3. The coil spring 193 corresponds to the “second elastic member” of the present invention. The coil spring 193 can also be constituted by one or a plurality of elastic elements other than the coil spring. Accordingly, the relative rotational position of the second clutch plate 180 with respect to the output shaft A3 can be easily determined by the coil spring 193.

  The second clutch plate 180 of the present embodiment is provided with two holding holes 183 and two recesses 187, respectively. For example, the second recess 187 is disposed at a position of 30 ° in the axial direction Y1 from the first holding hole 183, and the second holding hole 183 is further disposed at a position of 150 ° in the axial direction Y1. A second recess 187 is disposed at a position of 30 ° in the direction Y1 around the axis.

  Hereinafter, a control mode of the power transmission mechanism 101 having the above-described configuration, particularly a control mode when the gear position of the transmission T / M is changed from the first speed to the second speed after the shift speed is changed to the first speed. Will be described with reference to FIGS. This control is performed by the electronic control unit ECU of the control device 102 controlling the transmission actuator ACT2. Accordingly, at least one of the following low speed mode, high speed mode, and intermediate mode is selectively achieved. In these drawings, the gear ratio between the idle gear G1o and the idle gear G2o is set so that the idle gear G2o rotates at a rotational speed twice that of the idle gear G1o. Assumes that.

(Low speed mode)
8 to 15 show the low speed mode of the power transmission mechanism 101. When the transmission T / M is changed from the neutral state shown in FIG. 2 to the first speed, the first movable member 155 is moved by the transmission actuator ACT2 (fork shaft 156) to the first set position (connection position). ). Specifically, as shown in FIG. 8, when the fork shaft 156 is driven in the axial direction X1 by the transmission actuator ACT2, the first movable member 155 is driven in the axial direction X1 to the first connected member 110. Engage (also referred to as “mesh”). On the other hand, the second movable member 165 is maintained at the neutral setting position (non-connection position) described above by the transmission actuator ACT2 (fork shaft 166). Thereby, the 1st connection member 154 can rotate to the shaft periphery direction Y1, Y2 with the idle gear G1o. As a result, the rotational torque of the idle gear G1o is transmitted to the first connecting member 154 via the first movable member 155, and further transmitted to the first engaging member 150 fixed to the first connecting member 154. The Accordingly, the first engagement member 150 rotates, for example, in the direction around the axis Y1.

  In this case, referring to FIGS. 10 and 11, according to the relative rotational positions of the first clutch plate 170 and the second clutch plate 180, the holding hole 173 of the first clutch plate 170 and the recess 187 of the second clutch plate 180. The positions of do not match. On the other hand, although the positions of the holding holes 183 of the second clutch plate 180 and the recesses 177 of the first clutch plate 170 match, the second engagement piece 184 follows the elastic biasing force of the coil spring 178 in the axial direction X2. It is held at the first engagement position. Accordingly, both the first engagement piece 174 and the second engagement piece 184 are set to the first engagement position of the engagement piece by the clutch mechanism 103. That is, the first clutch plate 170 and the second clutch plate 180 are not directly connected.

  Since the first engagement piece 174 is engaged with both the recess 153 of the first engagement member 150 and the holding hole 173 of the first clutch plate 170, the rotational torque in the axial direction Y1 of the first engagement member 150 Is transmitted to the first clutch plate 170 via the first engagement piece 174. At this time, the horizontal surface 175a of the first engagement piece 174 and the horizontal surface in the recess 153 of the first engagement member 150 come into contact with each other. Accordingly, the load generated between the first engagement piece 174 and the first engagement member 150 that are in contact with each other with the relative rotation of the first engagement member 150 and the first clutch plate 170 is the first engagement piece 174. Is converted into a load that biases only in the axial direction Y1, and the first engagement piece 174 is not biased in the axial direction X2. Thereby, the first clutch plate 170 rotates at the same rotational speed ω as the idle gear G1o in the axial direction Y1 with respect to the output shaft A3. As shown in FIG. 10 in particular, the first clutch plate 170 is rotated. Each protrusion 172 of 170 forms a state in which the coil spring 192 corresponding to the protrusion 172 is pressed and contracted to move through the gap 170a and urge the protrusion 191 in the axial direction Y1.

  As a result, the first engagement member 150 is set to an engagement state in which the first engagement member 150 is engaged with the output shaft A3 by the clutch mechanism 103, and the output shaft A3 is coupled with the first clutch plate 170 in the axial direction Y1. At the same rotational speed ω as the idle gear G1o. Thus, the rotational torque of the first engagement member 150 is transmitted to the output shaft A3 via the first clutch plate 170 by the power transmission path PT1 in FIG. 9, and a power transmission system having a first speed reduction ratio is formed. . This low speed mode corresponds to the “low speed mode” of the present invention.

  Further, as shown in FIGS. 9 and 11, the rotational torque of the output shaft A3 that rotates in the direction Y1 around the shaft is transmitted to the second clutch plate 180. Specifically, as shown in FIG. 11, the output shaft A <b> 3 rotates in the axial direction Y <b> 1 with respect to the second clutch plate 180, so that each protrusion 191 of the output shaft A <b> 3 has a coil spring 193. While pulling the coil spring 193 against the elastic biasing force, the gap 180a is moved until the coil spring 193 comes into contact with the projection 182 corresponding to the projection 191 to form a state of biasing the projection 182 in the axial direction Y1. As a result, the second clutch plate 180 rotates with the output shaft A3 in the axial direction Y1 at the same rotational speed ω as that of the idle gear G1o. In particular, as shown in FIG. 9, the first engagement piece 184 is engaged with both the recess 163 of the second engagement member 160 and the holding hole 183 of the second clutch plate 180, so that the second The rotational torque in the direction Y1 around the axis of the clutch plate 180 is transmitted to the second engagement member 160 via the first engagement piece 184. Thus, the rotational torque of the output shaft A3 is transmitted to the second engagement member 160 via the second clutch plate 180 by the power transmission path PT2 in FIG.

(Intermediate mode)
12 to 16 show an intermediate mode (“transition mode”) of the power transmission mechanism 101 in a state where the transmission T / M is changed from the first speed to the second speed between the low speed mode and the high speed mode. Is also shown). In this case, the second movable member 165 is set to the aforementioned first setting position (connection position) by the transmission actuator ACT2 (fork shaft 166) from the low speed mode shown in FIG. Specifically, as shown in FIG. 12, when the fork shaft 166 is driven in the axial direction X1 by the transmission actuator ACT2, the second movable member 165 is driven in the axial direction X1 to the second connected member 120. Engage (also referred to as “mesh”). Since the first movable member 155 has already been driven to the coupling position, a state in which both the first movable member 155 and the second movable member 165 are set to the respective coupling positions is formed. At this time, the second connecting member 164 can rotate in the axial directions Y1 and Y2 together with the idle gear G2o. As a result, the rotational torque of the idle gear G2o is transmitted to the second connecting member 164 via the second movable member 165, and further transmitted to the second engaging member 160 fixed to the second connecting member 164. The Accordingly, the second engagement member 160 rotates, for example, in the direction around the axis Y1.

  In this case, since the first engagement piece 184 is engaged with both the recess 163 of the second engagement member 160 and the holding hole 183 of the second clutch plate 180, the second engagement member 160 has a direction Y1 around the axis. Is transmitted to the second clutch plate 180 through the first engagement piece 184. At this time, the horizontal plane 185a of the second engagement piece 184 and the horizontal plane in the recess 163 of the second engagement member 160 come into contact with each other. Therefore, the load generated between the second engagement piece 184 and the second engagement member 160 that are in contact with each other with the relative rotation of the second engagement member 160 and the second clutch plate 180 is the second engagement piece 184. Is converted into a load that urges only in the axial direction Y1, and the second engagement piece 184 is not urged in the axial direction X1. Thus, the rotational torque of the second engagement member 160 is transmitted to the second clutch plate 180 through the power transmission path PT3 in FIG. On the other hand, the rotational torque of the first engagement member 150 is transmitted to the first clutch plate 170 by the power transmission path PT1 already formed in the low speed mode.

  At this time, the rotational speed of the idle gear G2o and the second engagement member 160 is halved from 2ω to the same rotational speed ω as the output shaft A3, and the rotational speed of the idle gear G1o and the first engagement member 150 is 1 According to the gear ratio between the second speed and the second speed, ω is halved from (1/2) × ω. Due to this difference in rotational speed, relative rotation between the first clutch plate 170 and the second clutch plate 180 occurs. Specifically, the second clutch plate 180 is relatively accelerated in the axial direction Y1, while the first clutch plate 170 is relatively decelerated. Accordingly, as shown in FIG. 14, when the first engagement piece 174 is in the first engagement position, the inclined surface 176a is attached to the axial direction X2 by the inclined surface 153a of the first engagement member 150. Be forced. That is, the load generated between the inclined surface 176a of the first engaging piece 174 and the inclined surface 153a of the first engaging member 150 that are in contact with each other as the first engaging member 150 and the first clutch plate 170 are relatively rotated. Is a portion in which the first engagement piece 174 faces the second engagement position in the axial direction by the contact structure of the inclined surface 176a and the inclined surface 153a (the “first contact structure” of the present invention). It is converted into a load for urging X2. In this case, both the inclined surface 176a and the inclined surface 153a are in the relative rotation direction of the first engaging member 150 and the first clutch plate 170 at the contact portion between the first engaging piece 174 and the first engaging member 150. It is an inclined surface extending in an inclined manner with respect to the (axial direction Y1, Y2), and constitutes the “first inclined surface” of the present invention. Even when either one of the inclined surface 176a and the inclined surface 153a is changed to a horizontal surface, the same effect of urging the first engagement piece 174 in the axial direction X2 can be obtained. 15 and 16, the relative rotation positions of the first clutch plate 170 and the second clutch plate 180 indicate the positions of the holding holes 173 of the first clutch plate 170 and the recesses 187 of the second clutch plate 180. Match.

  As a result, as shown in FIG. 14, the first engagement piece 174 is disengaged from the recess 153 of the first engagement member 150 (is ejected from the recess 153), and the main body 175 is coil spring. It is pushed into the recess 187 of the second clutch plate 180 against the elastic biasing force of 188. Accordingly, the setting position of the first engagement piece 174 is switched from the first engagement position to the second engagement position against the elastic biasing force of the coil spring 188, and the first engagement member 150 and the first clutch plate are switched. The connection of 170 is released. Thus, the first engagement member 150 is set in the non-engagement state with respect to the output shaft A3 by the clutch mechanism 103, and the power transmission of the rotational torque formed between the output shaft A3 and the first engagement member 150 is transmitted. The route is interrupted.

(High speed mode)
17 to 20 show the high speed mode of the power transmission mechanism 101. In this case, the first movable member 155 is set from the intermediate mode shown in FIG. 12 to the neutral setting position (disconnected position) described above by the transmission actuator ACT2 (fork shaft 156). Specifically, as shown in FIG. 17, when the fork shaft 156 is driven in the axial direction X2 by the transmission actuator ACT2, the first movable member 155 is driven in the axial direction X1 and the first connected member 110 and Is disengaged. On the other hand, the second movable member 165 is maintained at the first setting position (connection position) described above by the transmission actuator ACT2 (fork shaft 166). Accordingly, the first connecting member 154 cannot rotate in the axial directions Y1 and Y2 together with the idle gear G1o. As a result, the rotational torque of the idle gear G1o is not transmitted to the first connecting member 154 via the first movable member 155. Accordingly, the first engagement member 150 does not rotate, for example, in the direction around the axis Y1.

  In this case, referring to FIGS. 19 and 20, according to the relative rotational positions of the first clutch plate 170 and the second clutch plate 180, the first clutch plate 170 is maintained until the positions of the holding hole 173 and the recess 153 are matched. Is rotated relative to the first engagement member 150, the first engagement piece 174 held in the holding hole 173 of the first clutch plate 170 is moved in accordance with the elastic biasing force of the coil spring 188 in the axial direction X1. The front end 176 returns to the first engagement position where the recess 153 is engaged from the second engagement position. On the other hand, the second engagement piece 184 held in the holding hole 183 of the second clutch plate 180 is maintained at the first engagement position. Therefore, the second engagement member 160 is maintained in an engaged state in which the second engagement member 160 is engaged with the output shaft A3 by the clutch mechanism 103, and the output shaft A3 is moved in the axial direction Y1 together with the second clutch plate 180. It rotates at the same rotational speed ω as the idle gear G2o. Thus, the rotational torque of the second engagement member 160 is transmitted to the output shaft A3 via the second clutch plate 180 by the power transmission path PT3 in FIG. 18, and a power transmission system having a reduction ratio of 2nd speed is formed. . This high speed mode corresponds to the “high speed mode” of the present invention.

  Although not specifically shown, the change of the gear position from the second speed to the first speed (deceleration shift) is performed by changing the gear position from the first speed to the second speed (acceleration shift) by using the clutch mechanism 103 described above. ) Can achieve the same seamless shift. For example, the intermediate mode in the process of changing the gear position from the second speed to the first speed will be described in part. When the second engagement piece 184 in FIG. 18 is in the first engagement position, the inclined surface 186a is the first engagement position. The two engaging members 160 are biased in the axial direction X1 by the inclined surface 163a. That is, the load generated between the inclined surface 186a of the second engaging piece 184 and the inclined surface 163a of the second engaging member 160 that are in contact with each other as the second engaging member 160 and the second clutch plate 180 are relatively rotated. Is partly axially oriented with the second engagement piece 184 facing the second engagement position due to the contact structure of the inclined surface 186a and the inclined surface 163a (the "second contact structure" of the present invention). It is converted into a load urging X1. In this case, both the inclined surface 186a and the inclined surface 163a are in the relative rotation direction of the second engaging member 160 and the second clutch plate 180 at the contact portion between the second engaging piece 184 and the second engaging member 160. It is an inclined surface extending in an inclined manner with respect to the (axial direction Y1, Y2), and constitutes the “second inclined surface” of the present invention. Even when one of the inclined surface 186a and the inclined surface 163a is changed to a horizontal plane, the same effect of urging the second engagement piece 184 in the axial direction X1 can be obtained. As a result, the set position of the first engagement piece 174 switches from the first engagement position to the second engagement position against the elastic biasing force of the coil spring 178, and the second engagement member 160 and the second clutch The connection of the plate 180 is released. Thus, the second engagement member 160 is set in a non-engagement state with respect to the output shaft A3 by the clutch mechanism 103, and the power transmission of the rotational torque formed between the output shaft A3 and the second engagement member 160 is achieved. The route is interrupted.

  According to the power transmission mechanism 101 configured as described above, torque is interrupted by being controlled from the low speed mode to the high speed mode via the intermediate mode or from the high speed mode to the low speed mode via the intermediate mode. No shift (seamless shift) is achieved. In particular, according to the relative rotation of the first clutch plate 170 and the second clutch plate 180 in the intermediate mode, the rotational torque of the first engagement member or the second engagement member with respect to the output shaft A3 can be interrupted. For this reason, smoothing of the seamless shift between the low speed gear and the high speed gear can be achieved.

  Further, the first engagement piece and the second engagement piece are utilized by utilizing the relative rotation of the first engagement member 150 and the first clutch plate 170 and the relative rotation of the second engagement member 160 and the second clutch plate 180. Therefore, it is possible to generate an urging force for switching the set position from the first engagement position to the second engagement position.

  Further, the first engagement piece 174 has a structure that generates a biasing force for switching the setting position of the first engagement piece 174 and the second engagement piece 184 from the first engagement position to the second engagement position. And the inclined surface provided in the contact part of the 1st engagement member 150, and the inclined surface provided in the contact part of the 2nd engagement piece 184 and the 2nd engagement member 160 can be utilized.

  Further, the first-speed idle gear G1o or the third-speed idle gear G3o is selected as the first idle gear related to the connection with the first movable member 155 by the drive device, and the second movable member 165 Since the second-speed idle gear G2o or the fourth-speed idle gear G4o is selected as the second idle gear to be connected, for example, the first-speed idle gear G1o and the first engagement member 150 are connected. It is possible to prevent one movable member from serving as the connection between the second-speed idle gear G2o and the second engaging member 160. As a result, the double engagement state as described above with respect to the cited documents 1 and 2 is not formed. For example, even when the drive device is stopped, the transmission T / M is stopped in the double engagement state. It does not occur itself. Therefore, for example, when the drive device is stopped, the transmission T / M can be continuously used even when the transmission T / M is fixed at the first speed or the second speed. Further, the first movable member 155 is shared by the first-speed idle gear G1o and the third-speed idle gear G3o, and the second movable member 165 is the second-speed idle gear G2o and the fourth-speed idle gear G3o. Since it is shared by the rolling gear G4o, it is possible to reduce the number of component parts for achieving a seamless shift. As a result, it is possible to reduce assembly man-hours, weight, cost, etc. related to the transmission T / M.

  The present invention is not limited to the above exemplary embodiment, and various applications and modifications are possible. For example, each of the following embodiments to which the above embodiment is applied can be implemented.

  In the above embodiment, the first engaging piece 174 is used as the biasing means for biasing the first engaging piece 174 and the second engaging piece 184 from the first engaging position toward the second engaging position. And the case where the inclined surface provided at the contact portion of the first engagement member 150 or the inclined surface provided at the contact portion of the second engagement piece 184 and the second engagement member 160 is described. In the invention, the urging means may be constituted by means other than the inclined surface. For example, an electrically driven actuator or the like can be used.

  In the above embodiment, the case where the power transmission mechanism 101 is provided on the output shaft A3 has been described. However, in the present invention, a mechanism corresponding to the power transmission mechanism 101 is provided on at least one of the input shaft A2 and the output shaft A3. it can. That is, the power transmission mechanism of the present invention can be applied to a shaft provided with a predetermined idle gear.

  In the above-described embodiment, the power transmission mechanism that performs the shift between the first speed and the second speed is described as an example. However, in the present invention, a relatively low speed shift stage and a relatively high speed side shift stage are described. Can be combined as appropriate. For example, the present invention can be applied to a power transmission mechanism that performs a shift between the first speed and the third speed and a power transmission mechanism that performs a shift between the second speed and the fourth speed.

  T / M ... Transmission, C / D ... Clutch, D / F ... Differential, D / W ... Drive wheel, E / G ... Engine, F / W ... Flywheel, A1 ... Drive output shaft, A2 ... Input shaft, A3 ... output shaft, ACT1 ... clutch actuator, ACT2 ... transmission actuator, AP ... accelerator pedal, BP ... brake pedal, SL ... shift lever, ECU ... electronic control unit, G1i, G2i, G3i, G4i ... fixed gear, G1o, G2o, G3o, G4o ... idle gear, S1 ... accelerator opening sensor, S2 ... shift position sensor, S3 ... brake sensor, 101 ... power transmission mechanism, 101a ... first power transmission mechanism, 101b ... second power transmission Mechanism: 102 ... Control device, 103 ... Clutch mechanism, 110 ... First connected member, 120 ... Second connected member, 130 ... Third connected member 140, fourth connected member, 150, first engaging member, 151, cylindrical portion, 152, collar portion, 153, recessed portion, 153a, inclined surface, 154, first connecting member, 155, first movable member. 156 ... 1st fork shaft, 160 ... 2nd engagement member, 161 ... Cylindrical part, 162 ... collar part, 163 ... recessed part, 163a ... inclined surface, 164 ... 2nd connection member, 165 ... 2nd movable member DESCRIPTION OF SYMBOLS 166 ... 2nd fork shaft, 170 ... 1st clutch plate, 170a ... Clearance, 171 ... Inner peripheral surface, 172 ... Projection, 173 ... Holding hole, 174 ... 1st engagement piece, 175 ... Main-body part, 175a ... Horizontal surface 176: Tip portion, 176a ... Inclined surface, 177 ... Recessed portion, 178 ... Coil spring, 180 ... Second clutch plate, 180a ... Gap, 181 ... Inner circumferential surface, 182 ... Projection, 183 ... Holding hole, 184 ... 1 engaging piece, 185 ... main body, 185a ... horizontal surface, 186 ... tip portion, 186a ... inclined surface, 187 ... concave portion, 188 ... coil spring, 190 ... axial peripheral surface, 191 ... projection, 192 ... coil spring, 193 …coil spring

Claims (5)

A vehicle transmission having a plurality of shift stages interposed in a power transmission system connecting a drive output shaft of a vehicle drive source and a drive wheel of the vehicle,
An input shaft that forms a power transmission system with the drive output shaft;
An output shaft with which a power transmission system is formed with the drive wheels;
A plurality of fixed gears that are coaxial with the input shaft or the output shaft and are not relatively rotatable, and a plurality of fixed gears corresponding to the plurality of shift stages,
A plurality of idler gears that are coaxially and relatively rotatable with the input shaft or the output shaft, respectively, and that respectively correspond to each of the plurality of gears and always mesh with the fixed gears of the corresponding gears. When,
With
The plurality of idle gears are:
Of the plurality of shift speeds, the first idler gear that is always meshed with the fixed gear of the low speed shift speed and the fixed gear of the high speed shift speed are always set for the low speed shift speed and the high speed shift speed. A second rotating gear that meshes,
Including
The vehicle transmission further includes:
Of the input shaft and the output shaft, a first engagement member and a second engagement member provided coaxially and relatively rotatably on a shaft on which both the first idle gear and the second idle gear are provided, respectively. An engaging member;
A first movable member movable to a connecting position that connects the first idle gear and the first engaging member, and a non-connecting position that does not connect the first idle gear and the first engaging member;
A second movable member movable to a connecting position for connecting the second idle gear and the second engaging member, and a non-connecting position for not connecting the second idle gear and the second engaging member;
A clutch mechanism capable of setting the transmission state of the respective rotational torques of the first engagement member and the second engagement member with respect to the shaft;
A driving device for driving each of the first movable member and the second movable member to the coupling position or the non-coupling position of the movable member;
Including
The clutch mechanism is
A first clutch plate provided between the first engagement member and the second engagement member so as to be coaxial with the shaft and rotatable relative to the first engagement member;
A first shaft provided between the first clutch plate and the second engagement member so as to be coaxial with the shaft and rotatable relative to each of the second engagement member and the first clutch plate. Two clutch plates;
A first engagement position for connecting the first engagement member and the first clutch plate in a relatively non-rotatable manner according to relative rotation of the first clutch plate and the second clutch plate; and the first clutch plate And a first engagement piece that can be set to a second engagement position for coupling the second clutch plate so as not to be relatively rotatable,
A first engagement position for connecting the second engagement member and the second clutch plate in a relatively non-rotatable manner according to relative rotation of the first clutch plate and the second clutch plate; and the first clutch plate And a second engagement piece that can be set to a second engagement position for coupling the second clutch plate so as not to be relatively rotatable,
Including
The driving device drives the first movable member to the connection position of the first movable member, and the second movable member is driven to the non-connection position of the second movable member. A low speed mode in which the first engagement piece and the second engagement piece are both set to the first engagement position of the engagement piece;
The driving device drives the first movable member to the unconnected position of the first movable member, and the second movable member is driven to the connected position of the second movable member. A high speed mode in which the first engagement piece and the second engagement piece are both set to the first engagement position of the engagement piece;
Between the low speed mode and the high speed mode, the driving device drives the first movable member and the second movable member to the connecting position of the movable member, and the clutch mechanism moves the first engagement member. The rotational torque of the combined member is transmitted to the first clutch plate via the first engagement piece, and the rotational torque of the second engagement member is transmitted to the second clutch plate via the second engagement piece. As a result of the transmission, relative rotation of the first clutch plate and the second clutch plate occurs, so that one set position of the first engagement piece and the second engagement piece is the first position of the engagement piece. A vehicle transmission that selectively achieves one of an intermediate mode in which the engagement position is switched to the second engagement position. The vehicle transmission according to claim 1,
The clutch mechanism is
A first elastic member that constantly elastically biases the first engagement piece and the second engagement piece from the second engagement position of the engagement piece toward the first engagement position; ,
When the first engagement piece is in the first engagement position of the first engagement piece, the first engagement comes into contact with each other with relative rotation of the first engagement member and the first clutch plate. For converting a load generated between the coupling piece and the first engagement member into a load for urging the first engagement piece toward the second engagement position of the first engagement piece. A first contact structure;
When the second engagement piece is in the first engagement position of the second engagement piece, the second engagement comes into contact with each other with relative rotation of the second engagement member and the second clutch plate. For converting a load generated between the coupling piece and the second engagement member into a load for urging the second engagement piece toward the second engagement position of the second engagement piece. A second contact structure;
Including
In the intermediate mode, one of the first engagement piece and the second engagement piece is caused to be elastically biased by the first elastic member by the first contact structure or the second contact structure. A vehicular transmission that urges the engagement piece from the first engagement position toward the second engagement position. The vehicle transmission according to claim 2,
The first abutting structure extends in an inclined manner with respect to the relative rotation direction of the first engaging member and the first clutch plate at the abutting portion between the first engaging piece and the first engaging member. Including a first inclined surface,
The second contact structure extends in an inclined manner with respect to the relative rotation direction of the second engagement member and the second clutch plate at a contact portion between the second engagement piece and the second engagement member. A vehicle transmission including a second inclined surface. The vehicle transmission according to any one of claims 1 to 3,
The clutch mechanism is
A vehicle including a second elastic member that couples each of the first clutch plate and the second clutch plate to the shaft so as to be relatively rotatable, and constantly elastically biases the clutch plate in a direction around the shaft; Transmission. The vehicle transmission according to any one of claims 1 to 4,
A first gear idler gear and a third gear idler gear respectively assigned to the first movable member;
A 2-speed idle gear and a 4-speed idle gear respectively assigned to the second movable member;
Including
The drive gear selects the first-speed idle gear or the third-speed idle gear as the first idle gear related to the connection with the first movable member, and the second movable member The vehicle transmission, wherein the second-speed idle gear or the fourth-speed idle gear is selected as the second idle gear for connection.

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