JP2015068359A - Transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology effective for simplifying a structure of a transmission for a vehicle including a mechanism executing seamless shift between a shift stage at a low speed side and a shift stage at a high speed side.SOLUTION: A driving device selectively executes one of a low speed mode where a first clutch member 133 is set to a first connecting position and a second clutch member 134 is set to a second disconnecting position, a high speed mode where the first clutch member 133 is positioned at a first disconnecting position, and the second clutch 134 is set to a second connecting position, and an intermediate mode where the first clutch member 133 is set to the first connecting position, and the second clutch member 134 is set to the second connecting position in a process for shifting a mode between the low speed mode and the high speed mode.

Description

  The present invention relates to a vehicle transmission mounted on a vehicle.

  Japanese Translation of PCT International Application No. 2010-510464 (Patent Document 1) discloses an example of a vehicle transmission. In this transmission, one engagement member (engagement element set) that can be engaged with the first engaged portion (drive structure) provided on the low-speed gear and the high-speed gear is provided. The other engagement member (engagement element set) that can be engaged with the second engaged portion (drive structure) is used, and each of these two engagement members (engagement element set) The engagement member is configured to be independently driven in the axial direction by a dedicated drive member and 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 portion. 2. It is possible to instantaneously change to the high speed side gear stage engaged with the engaged portion, thereby achieving a so-called “seamless shift” in which the driving torque is not interrupted.

Special table 2010-510464 gazette

  The vehicle transmission described in Patent Document 1 requires a driving member and an actuator for each of the two engaging members, which complicates the structure and is disadvantageous with respect to assembly man-hours, weight, cost, and the like. Therefore, when designing this type of vehicle transmission, it is desired to reduce the assembly man-hour, weight, cost, etc. of the vehicle transmission by simplifying the structure for achieving the aforementioned seamless shift. There is a request.

  The present invention has been made in view of the above points, and aims to simplify the structure of a vehicle transmission including a mechanism for performing a seamless shift between a low speed gear and a high speed gear. The purpose is to provide effective technology.

  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, an engagement member, a first engaged portion, a second engaged portion, a first clutch member, a second clutch member, and a drive device It has.

  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 provided coaxially and relatively rotatably on the idle gear shaft as an axis on which the plurality of fixed gears of the input shaft and the output shaft are not provided, and each of the plurality of shift stages. And a gear that always meshes with the fixed gear of the corresponding gear stage. 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.

  The engaging member is provided between the first idle gear and the second idle gear of the idle gear shaft so as to be coaxial with the idle gear shaft, relatively unrotatable, and immovable in the axial direction. A 1st to-be-engaged part is provided in the axial direction opposing part with an engaging member among the 1st idle gears. A 2nd to-be-engaged part is provided in an axial direction opposing part with an engaging member among 2nd idler gears. Both the first clutch member and the second clutch member are provided on the engaging member. Specifically, the first clutch member is an engagement member between a first connection position that connects the engagement member and the first engaged portion to each other and a first connection release position that deviates from the first connection position. The engagement member is slidably provided. The second clutch member is slidable with respect to the engagement member between a second connection position that connects the engagement member and the second engaged portion to each other and a second connection release position that deviates from the second connection position. Provided on the engaging member.

  The drive device functions to drive each of the first clutch member and the second clutch member. This drive device selectively achieves any one of a low speed mode, a high speed mode, and an intermediate mode. In the low speed mode, the first clutch member is set to the first connection position, and the second clutch member is set to the second connection release position. In the high speed mode, the first clutch member is set to the first connection release position, and the second clutch member is set to the first connection position. In the intermediate mode, the first clutch member is set to the first connection position and the second clutch member is set to the second connection position in the process of switching between the low speed mode and the high speed mode. That is, in this intermediate mode, a double engagement state is formed in which the engagement member is engaged with each of the first engaged portion and the second engaged portion. As a result, the driving device 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, so that the driving torque can be changed without interruption. Seamless shift) is achieved. In this case, a seamless shift can be achieved using a structure in which each of the first clutch member and the second clutch member slides.

  According to the vehicle transmission configured as described above, since the engaging member is also used as an engaging target for both the first engaged portion and the second engaged portion, a structure for achieving a seamless shift is provided. It can be simplified. In particular, by using the first clutch member and the second clutch member provided on the engagement member for this engagement, a member for achieving a seamless shift is newly added to the first engaged portion and the second engaged portion. There is no need to provide the engagement portion, and the structure of the vehicle transmission can be further simplified. As a result, it is possible to reduce assembly man-hours, weight, cost, and the like related to the vehicle transmission.

  In the above vehicle transmission, the drive device preferably includes a fork shaft, a movable member, a first elastic member, and a second elastic member. The fork shaft is driven in the axial direction of the idle gear shaft by an actuator. The movable member is connected to the fork shaft and interposed between the first clutch member and the second clutch member in the axial direction of the idle gear shaft. The first elastic member functions to elastically bias the first clutch member toward the first disengagement position. The second elastic member functions to elastically bias the second clutch member toward the second disengagement position. In this case, in the low speed mode, the movable member presses the first clutch member in the axial direction of the idle gear shaft against the elastic biasing force of the first elastic member, so that the first clutch member is moved to the first coupling position. On the other hand, the second clutch member is set to the second disengagement position by the elastic biasing force of the second elastic member. In the high speed mode, the movable member presses the second clutch member against the elastic urging force of the second elastic member in the axial direction of the idle gear shaft, thereby setting the second clutch member at the second coupling position. On the other hand, the first clutch member is set to the first disengagement position by the elastic biasing force of the first elastic member. In the intermediate mode, the first clutch member set at the first connection position in the low speed mode is held at the first connection position by engaging with the first engaged portion, and the second clutch member is moved by the movable member. It is pressed against the elastic biasing force of the second elastic member and slides from the second connection release position to the second connection position. Alternatively, in the intermediate mode, the second clutch member set at the second connection position in the high speed mode is held at the second connection position by engaging with the second engaged portion, and the first clutch member is movable. The member is pressed against the elastic biasing force of the first elastic member and slides from the first connection release position to the first connection position. In this case, since one fork shaft and the movable member also serve as means for driving both the first clutch member and the second clutch member, the structure of the vehicle transmission can be further simplified.

  The vehicle transmission includes a first outer inclined surface that extends at an angle with respect to the axial direction of the idle gear shaft to at least one of the first clutch member and the first engaged portion in the axial direction. Preferably, at least one of the axially opposed portions of the second clutch member and the second engaged portion is provided with a second outer inclined surface extending inclined with respect to the axial direction of the idle gear shaft. . In this case, when the intermediate mode is switched to the high speed mode, the engaging member and the first idler gear rotate relative to each other, and the first engaged portion of the first idler gear acts on the first clutch member during the relative rotation. Accordingly, the pressing force in the rotation direction of the first engaged portion presses the first clutch member from the first connection position toward the first connection release position via the first outer inclined surface. Converted. As a result, the cooperation between the pressing force in the rotation direction of the first engaged portion (first free gear) generated at the time of relative rotation between the first engaged portion and the engaging member and the elastic biasing force of the first elastic member. By the action, the first clutch member can be reliably slid from the first coupling position to the first coupling release position. When the engaging member and the second idle gear are rotated relative to each other when the intermediate mode is switched to the low speed mode, the second engaged portion of the second idle gear acts on the second clutch member during the relative rotation, The pressing force in the rotational direction of the second engaged portion is converted to an axial pressing force that presses the second clutch member from the second coupling position toward the second coupling release position via the second outer inclined surface. The As a result, cooperation between the pressing force in the rotation direction of the second engaged portion (second idler gear) generated at the time of relative rotation between the second engaged portion and the engaging member and the elastic biasing force of the second elastic member. By the action, the second clutch member can be reliably slid from the second coupling position to the second coupling release position.

  In the above-described vehicle transmission, the engagement member preferably includes an accommodation recess, a facing surface, a first inclined surface, and a second inclined surface. The housing recess is provided on the outer peripheral surface of the engaging member for housing the movable member, the first clutch member, and the second clutch member. The facing surface extends in the axial direction of the idle gear shaft at a circumferentially facing portion with the movable member housed in the housing recess. In this case, the movable member can slide in the axial direction of the idle gear shaft along the opposing surface of the engaging member. The first inclined surface extends while inclining from the facing surface with respect to the axial direction of the idle gear shaft at a circumferentially facing portion with the first clutch member housed in the housing recess. The second inclined surface extends at an angle with respect to the axial direction of the idle gear shaft from the facing surface in a circumferentially facing portion with the second clutch member housed in the housing recess. The first clutch member is slidable between the first connection release position and the first connection position while sliding on the first inclined surface of the engagement member. The second clutch member is slidable between the second connection release position and the second connection position while sliding on the second inclined surface of the engagement member. In this case, the sliding directions of the first clutch member and the second clutch member intersect the axial direction of the idle gear shaft, which is the sliding direction of the movable member. For this reason, the axial length of the engaging member can be reduced as compared with the structure in which both the first clutch member and the second clutch member slide in the axial direction of the idle gear shaft.

  In the above vehicle transmission, the first clutch member includes a first inner inclined surface at a portion facing the movable member in the axial direction, and the second clutch member has a second inner inclined portion at the portion facing the movable member in the axial direction. It is preferable to provide a surface. The first inner inclined surface extends in the same direction as the first inclined surface of the engaging member, and engages with the first inclined surface when sliding between the first connection release position and the first connection position. In this case, when the first clutch member slides, the first inner inclined surface engages with the first inclined surface of the engaging member, so that the sliding is smoothly performed. The second inner inclined surface extends in the same direction as the second inclined surface of the engagement member, and engages with the second inclined surface when sliding between the second connection release position and the second connection position. In this case, when the second clutch member slides, the second inner inclined surface engages with the second inclined surface of the engaging member, so that the sliding is smoothly performed.

  As described above, according to the present invention, it is possible to simplify the structure of a vehicle transmission including a mechanism that performs a seamless shift between a low speed gear and a high speed gear. .

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. FIG. 3 is a partially enlarged view of a power transmission mechanism 101 in FIG. 2. It is a figure which shows the engagement state of the to-be-engaged parts 110 and 120 and the engaging member 130, when the gear stage of transmission T / M is 1st speed. It is the elements on larger scale of the power transmission mechanism 101 in FIG. It is a figure which shows the engagement state of to-be-engaged part 110,120 and the engaging member 130 in the process in which the gear stage of transmission T / M is changed from 1st speed to 2nd speed. It is the elements on larger scale of the power transmission mechanism 101 in FIG. It is a figure which shows the engagement state of to-be-engaged parts 110 and 120 and the engagement member 130 in case the gear stage of transmission T / M is 2nd speed. It is the elements on larger scale of the power transmission mechanism 101 in FIG.

  Hereinafter, a vehicle transmission according to an embodiment of 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 a vehicle, and a drive wheel of the vehicle, and is used for vehicle advancement. There are two shift speeds (1st speed (1st) to 5th speed (5th)) and one shift speed (reverse) for vehicle reverse travel.

  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. 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. In FIG. 1, for the sake of convenience, the description of the reverse gear for vehicle reverse (reverse) is omitted. This transmission T / M corresponds to the “vehicle transmission” of the present invention. The input shaft A2 and the output shaft A3 correspond to the “input shaft” and “output shaft” of the present invention, respectively.

  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) faces each other with respect to the flywheel F / W provided to rotate integrally with the output shaft A1 of the engine E / G. It is 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, G4i, and G5i, and a plurality of idle gears (also referred to as “driven gears”) G1o, G2o, G3o, and G4o. , G5o. The plurality of fixed gears G1i, G2i, G3i, G4i, and G5i are each fixed to the input shaft A2 coaxially and relatively unrotatably, and each fixed to the input shaft A2 so as not to move relative to each other. It corresponds to each of a plurality of forward gears. Specifically, these fixed gears G1i, G2i, G3i, G4i, and G5i correspond to first speed, second speed, third speed, fourth speed, and fifth speed, respectively. These fixed gears G1i, G2i, G3i, G4i, and G5i correspond to “a plurality of fixed gears” of the present invention. Each of the plurality of idle gears G1o, G2o, G3o, G4o, G5o is provided coaxially with the output shaft A3 so as to be relatively rotatable, and each corresponds to each of the plurality of forward shift stages, Is always meshed with the fixed gear of the corresponding gear stage. Specifically, these idle gears G1o, G2o, G3o, G4o, and G5o correspond to the first speed, the second speed, the third speed, the fourth speed, and the fifth speed, respectively. These idle gears G1o, G2o, G3o, G4o, and G5o correspond to the “plural idle gears” of the present invention. In this case, the output shaft A3 is a “spinning gear shaft” as a shaft on which the plurality of fixed gears are not provided among the input shaft A2 and the output shaft A3.

  The transmission T / M includes power transmission mechanisms 101, 102, and 103, and the change and setting of the shift speed is performed by operating each of the power transmission mechanisms 101, 102, and 103 using the transmission actuator ACT2. Is done. 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 200 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. The brake sensor S3 is a sensor that detects whether or not the brake 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. The electronic control unit ECU controls the drive torque of the output shaft A1 of the engine E / G by controlling the fuel injection amount (throttle valve opening) of the engine E / G.

  Since the power transmission mechanisms 101, 102, and 103 have the same structure, only the characteristics of the structure of the power transmission mechanism 101 will be described here with reference to FIGS.

  As shown in FIG. 2, the power transmission mechanism 101 supports a first speed that is a relatively low speed shift stage among a plurality of shift speeds and a second speed that is a high speed shift stage with respect to the first speed. doing. The power transmission mechanism 101 includes a first idle gear G1o, a second idle gear G2o, a first engaged portion 110, and a second engaged gear, which are provided on the output shaft A3 of the transmission T / M. Part 120 and engaging member 130.

  The idle gears G1o and G2o are both prevented from relative movement in the axial directions X1 and X2 with respect to the output shaft A3 by the snap ring 140 (fixing means), and the relative rotation in the axial directions Y1 and Y2 is prevented. It is possible. The first idle gear G1o always meshes with the first-speed fixed gear G1i, and the second idle gear G2o always meshes with the second-speed fixed gear G2i. The first idle gear G1o and the second idle gear G2o correspond to the “first idle gear” and the “second idle gear” of the present invention, respectively.

  The engaging member 130 is formed in a disc shape, and is coaxially and relatively rotated with respect to the output shaft A3 by spline fitting between the first idle gear G1o and the second idle gear G2o of the output shaft A3. It is impossible and cannot be moved in the axial direction. The engaging member 130 is immovable in the axial directions X1 and X2 of the output shaft A3 by a fixing means similar to the snap ring 140 described above. Therefore, the engaging member 130 always rotates together with the output shaft A3 when rotating in the directions Y1 and Y2 around the output shaft A3. The engaging member 130 corresponds to the “engaging member” of the present invention.

  A plurality of first engaged portions 110 are provided in the circumferential direction of the first idle gear G1o at a portion of the first idle gear G1o that is opposed to the engagement member 130 in the axial direction. Accordingly, all of the plurality of first engaged portions 110 can rotate relative to the output shaft A3 in the directions Y1 and Y2 around the shaft together with the first idle gear G1o. Similarly, a plurality of second engaged portions 120 are provided in the circumferential direction of the second idle gear G2o at portions of the second idle gear G2o that are opposed to the engagement member 130 in the axial direction. Accordingly, all of the plurality of second engaged portions 120 can rotate relative to the output shaft A3 in the directions Y1 and Y2 around the shaft together with the second idle gear G1o. The first engaged portion 110 and the second engaged portion 120 correspond to the “first engaged portion” and the “second engaged portion” of the present invention, respectively.

  A plurality of recesses (accommodating recesses 132 in FIG. 3) are provided on the outer peripheral surface of the engaging member 130 in different circumferential directions, and a pair of first clutch member 133 and second clutch member 134 are provided in each recess, A convex portion 138 of a movable member 137 described later is accommodated. The first clutch member 133 and the second clutch member 134 correspond to the “first clutch member” and the “second clutch member” of the present invention, respectively.

  The first clutch member 133 is attached to the engagement member 130 via the first elastic member 135, and a first connection position for connecting the engagement member 130 and the corresponding first engaged portion 110 to each other, and this It is slidable with respect to the engagement member 130 between a first connection release position (also referred to as “initial position”) deviated from the first connection position. The first clutch member 133 engages with the first engaged portion 110 at the first coupling position, thereby causing the engaging member 130 and the first engaged portion 110 (first idle gear G1o) to mutually communicate. Link. In this case, the power of the first idle gear G1o is transmitted to the output shaft A3 via the first clutch member 133 and the engagement member 130. On the other hand, the first clutch member 133 is disengaged from the first engaged portion 110 at the first disengagement position, thereby engaging the engaging member 130 and the first engaged portion 110 (first idle portion). The connection with the rolling gear G1o) is released. In this case, the power of the first idle gear G1o is not transmitted to the output shaft A3. The first elastic member 135 is typically configured by a coil spring and functions to elastically bias the first clutch member 133 toward the first disengagement position in the axial directions X1 and X2 of the output shaft A3. The first elastic member 135 corresponds to the “first elastic member” of the present invention.

  Similarly, the second clutch member 134 is attached to the engagement member 130 via the second elastic member 136, and a second connection that connects the engagement member 130 and the corresponding second engaged portion 120 to each other. It is slidable with respect to the engagement member 130 between a position and a second connection release position (also referred to as an “initial position”) that deviates from the second connection position. The second clutch member 134 engages with the second engaged portion 120 at the second coupling position, thereby causing the engaging member 130 and the second engaged portion 120 (second idle gear G2o) to communicate with each other. Link. In this case, the power of the second idle gear G2o is transmitted to the output shaft A3 via the second clutch member 134 and the engagement member 130. On the other hand, the second clutch member 134 is disengaged from the second engaged portion 120 at the second disengagement position, thereby engaging the engaging member 130 and the second engaged portion 120 (second play). The connection with the rolling gear G2o) is released. In this case, the power of the second idle gear G2o is not transmitted to the output shaft A3. The second elastic member 136 is typically configured by a coil spring, and functions to elastically bias the second clutch member 134 toward the second disengagement position in the axial directions X1 and X2 of the output shaft A3. The second elastic member 136 corresponds to the “second elastic member” of the present invention.

  The power transmission mechanism 101 of the present embodiment includes a driving device for driving each of the first clutch member 133 and the second clutch member 134. The drive device includes a movable member 137, a fork shaft 150, a transmission actuator ACT2, and the first elastic member 135 and the second elastic member 136 described above.

  The movable member 137 is configured as an annular member disposed on the outer periphery of the engaging member 130, and can move in the axial directions X1 and X2 of the output shaft A3, and the axial directions Y1 and Y2 of the output shaft A3. In this case, relative rotation with the engaging member 130 is impossible. Therefore, the movable member 137 can rotate together with the engaging member 130 in the directions Y1 and Y2 around the output shaft A3. The movable member 137 includes a convex portion (intervening portion) 138 interposed between the first clutch member 133 and the second clutch member 134 housed in the housing concave portion 132, and a concave portion 139 for connecting the fork shaft 150. And. Therefore, when the fork shaft 150 is driven in the axial directions X1 and X2 by the transmission actuator ACT2, the movable member 137 connected to the fork shaft 150 is also driven in the axial directions X1 and X2. The movable member 137, the fork shaft 150, and the transmission actuator ACT2 here correspond to the “movable member”, “fork shaft”, and “actuator” of the present invention, respectively.

  In this case, the movable member 137 is selectively set to a neutral position (also referred to as “neutral position”), a first setting position, or a second setting position by the transmission actuator ACT2. The When the movable member 137 is set to the neutral position, neither the first clutch member 133 nor the second clutch member 134 is driven toward the coupling position by the convex portion 138 of the movable member 137. In the first setting position, the convex portion 138 of the movable member 137 is set to a position corresponding to the first coupling position of the first clutch member 133. Therefore, by driving the movable member 137 from the neutral position to the first setting position, the first clutch member 133 is resisted against the elastic biasing force of the first elastic member 135 from the first connection release position to the first connection position. Can be moved to. In the second setting position, the convex portion 138 of the movable member 137 is set to a position corresponding to the second coupling position of the second clutch member 134. Therefore, by driving the movable member 137 from the neutral position to the second setting position, the second clutch member 134 is resisted against the elastic biasing force of the second elastic member 136 from the second connection release position to the second connection position. Can be moved to. By providing the neutral position as the setting position of the movable member 137, for example, after setting the movable member 137 to the first setting position at the time of the first speed shift, or after setting the movable member 137 to the second setting position at the time of the second speed shift, Once the neutral position is set, it is possible to shift from the first speed or the second speed to another speed without any problem.

  FIG. 3 is referred to for the detailed structures of the engaging member 130, the first clutch member 133, and the second clutch member 134 described above.

  As shown in FIG. 3, the engaging member 130 includes a plurality of convex portions 131 in the circumferential direction on the outer peripheral surface thereof, and includes an accommodating concave portion 132 between two adjacent convex portions 131 and 131. The accommodation recess 132 corresponds to the “accommodation recess” of the present invention. The convex portion 131 of the engaging member 130 includes a facing surface 131a, a first inclined surface 131b, and a second inclined surface 131c. The opposing surface 131a of the convex portion 131 extends in the axial directions X1 and X2 of the output shaft A3 at a portion facing the convex portion 138 of the movable member 137 accommodated in the accommodating concave portion 132 of the engaging member 130. The first inclined surface 131b of the convex portion 131 is directed from the facing surface 131a to the axial directions X1 and X2 of the output shaft A3 at the circumferentially facing portion with the first clutch member 133 housed in the housing recessed portion 132 of the engaging member 130. And inclined to extend. In this case, the first clutch member 133 slides on the first inclined surface 131b of the engaging member 130 when the movable member 137 (convex portion 138) moves along the facing surface 131a of the engaging member 130. However, it can slide between the first connection release position and the first connection position. The second inclined surface 131c of the convex portion 131 is directed from the opposing surface 131a to the axial directions X1 and X2 of the output shaft A3 at the circumferentially opposing portion with the second clutch member 134 accommodated in the accommodating concave portion 132 of the engaging member 130. And inclined to extend. In this case, the second clutch member 134 slides on the second inclined surface 131c of the engaging member 130 when the movable member 137 (convex portion 138) moves along the opposing surface 131a of the engaging member 130. However, it can slide between the second connection release position and the second connection position. The facing surface 131a, the first inclined surface 131b, and the second inclined surface 131c correspond to the “facing surface”, “first inclined surface”, and “second inclined surface” of the present invention, respectively.

  The first clutch member 133 includes a facing surface 133a, an engagement surface 133b, a first inner inclined surface 133c, and a first outer inclined surface 133d. The facing surface 133a extends in substantially the same direction as the facing surface 131a of the convex portion 131. The engaging surface 133b is a horizontal surface that extends in substantially the same direction as the facing surface 133a and engages the first engaged portion 110 when the first clutch member 133 is in the first coupling position. In a state where the engagement surface 133 b of the first clutch member 133 is engaged with the first engaged portion 110, the first engaged portion 110 and the engaging member 130 are coupled via the first clutch member 133. The relative rotation in the directions Y1 and Y2 around the output shaft A3 is prevented, and the output shaft A3 can rotate together with the output shaft A3. The first inner inclined surface 133c extends in substantially the same direction as the first inclined surface 131b of the convex portion 131. In this case, as for the 1st clutch member 133, the 1st inner side inclined surface 133c engages with the 1st inclined surface 131b of the convex part 131 at the time of a slide between a 1st connection cancellation | release position and a 1st connection position. The first outer inclined surface 133d extends while being inclined with respect to the axial directions X1 and X2 of the output shaft A3 on the opposite side of the first inner inclined surface 133c with the opposing surface 133a interposed therebetween. In this case, the first outer inclined surface 133d is an inclined surface for releasing the engagement between the first clutch member 133 and the first engaged portion 110, and the first engaged portion 110 is rotated in the rotational direction. The pressing force is converted into an axial pressing force that presses the first clutch member 133 from the first coupling position toward the first coupling release position. Here, the first inner inclined surface 133c and the first outer inclined surface 133d correspond to the “first inner inclined surface” and the “first outer inclined surface” of the present invention, respectively.

  Similarly, the second clutch member 134 includes a facing surface 134a, an engagement surface 134b, a second inner inclined surface 134c, and a second outer inclined surface 134d. The facing surface 134a extends in substantially the same direction as the facing surface 131a of the convex portion 131. The engagement surface 134b extends in substantially the same direction as the facing surface 134a, and is a horizontal surface that engages with the second engaged portion 120 when the second clutch member 134 is in the second coupling position. In a state where the engagement surface 134 b of the second clutch member 134 is engaged with the second engaged portion 120, the second engaged portion 120 and the engaging member 130 are connected via the second clutch member 134. The relative rotation in the directions Y1 and Y2 around the output shaft A3 is prevented, and the output shaft A3 can rotate together with the output shaft A3. The second inner inclined surface 134c extends in substantially the same direction as the second inclined surface 131c of the convex portion 131. In this case, in the second clutch member 134, the second inner inclined surface 134c engages with the second inclined surface 131c of the convex portion 131 when sliding between the second connection release position and the second connection position. The second outer inclined surface 134d extends while being inclined with respect to the axial directions X1 and X2 of the output shaft A3 on the opposite side of the second inner inclined surface 134c with the opposing surface 134a interposed therebetween. In this case, the second outer inclined surface 134d is an inclined surface for releasing the engagement between the second clutch member 134 and the second engaged portion 120, and the second engaged inclined surface 120 in the rotational direction of the second engaged portion 120. The pressing force is converted into an axial pressing force that presses the second clutch member 134 from the second coupling position toward the second coupling release position. Here, the second inner inclined surface 134c and the second outer inclined surface 134d correspond to the “second inner inclined surface” and the “second outer inclined surface” of the present invention, respectively.

  Hereinafter, a control mode of the power transmission mechanism 101 having the above-described configuration, particularly a control mode when the gear stage of the transmission T / M is changed from the relatively low speed 1st speed to the relatively high speed 2nd speed, This will be described with reference to FIGS. This control is performed by the electronic control unit ECU of the control device 200 controlling the transmission actuator ACT2. Accordingly, at least one of the following low speed mode, high speed mode, and intermediate mode is selectively achieved.

(Low speed mode)
In the low speed mode, the gear position of the transmission T / M is set to the first speed. In this case, as shown in FIG. 4, when the fork shaft 150 is driven in the axial direction X1 by the transmission actuator ACT2, the convex portion 138 of the movable member 137 is moved from the neutral position in FIG. Move to the first set position. As a result, the first clutch member 133 resists the elastic biasing force of the first elastic member 135 by the convex portion 138 of the movable member 137 from the first connection release position in FIG. 2 to the first connection position in FIG. Driven and set to this first coupling position. In this case, the engaging member 130 is engaged with the first engaged portion 110 via the first clutch member 133 set at the first coupling position. On the other hand, the second clutch member 134 is not driven by the convex portion 138 of the movable member 137 but is maintained at the second disengagement position in FIG. 2 by the elastic biasing force of the second elastic member 136. In this case, the engaging member 130 does not engage with the second engaged portion 120. This low speed mode is a mode in which the first clutch member 133 is set to the first connection position and the second clutch member 134 is set to the second connection release position, and corresponds to the “low speed mode” of the present invention. .

  When switching to the low speed mode, as shown in FIG. 5, the convex portion 138 of the movable member 137 moves in the axial direction X <b> 1 along the facing surface 131 a of the convex portion 131 of the engaging member 130. When the first clutch member 133 is pressed in the axial direction X1 by the convex portion 138 of the movable member 137, the first clutch member 133 slides with the first inclined surface 131b of the convex portion 131 on the first inner inclined surface 133c. Slide in an oblique direction (upwardly in the right direction in FIG. 5) to one connection position. In this case, the sliding direction of the first clutch member 133 intersects the axial direction of the output shaft A3 that is the sliding direction of the movable member 137. In the first coupling position, the engagement surface 133 b of the first clutch member 133 engages (engages) the engaged surface 111 of the first engaged portion 110, and from the first coupling position of the first clutch member 133. The sliding movement toward the first connection release position is blocked by the convex portion 138 of the movable member 137. Accordingly, relative rotation in the directions Y1 and Y2 around the axis of the first engaged portion 110 and the engaging member 130 is prevented. As a result, when the first engaged portion 110 rotates in the direction Y1 around the axis together with the first idle gear G1o, the engaging member 130 is integrated with the first engaged portion 110 in the direction Y1 around the axis. Rotate. On the other hand, since the second clutch member 134 is located at the second connection release position where the second engaged portion 110 and the engaging member 130 are not connected, the engaging member 130 is integrated with the second engaged portion 120. Does not rotate. The first idle gear G1o rotates at a predetermined rotational speed (also referred to as “angular velocity”) ω in the direction around the axis Y1, and the second idle gear G2o at 2ω, which is twice the rotational speed in the direction around the axis Y1. When rotating, the first engaged portion 110 and the engaging member 130 rotate at the same rotational speed ω in the direction around the axis Y1 together with the output shaft A3. As a result, the rotation of the input shaft A2 is transmitted to the output shaft A3 only through the first idle gear G1o, and a power transmission system having a first speed reduction ratio is formed.

  When the mode is switched to the low speed mode, the acceleration torque of the engine E / G generated during normal traveling of the vehicle (that is, the acceleration torque of the first idle gear G1o) is transmitted to the engagement member 130 via the torque transmission path T1 in FIG. Is done. In the torque transmission path T1, the acceleration torque is transmitted to the first clutch member 133 via the engaging surface 133b pressed by the engaged surface 111 of the first engaged portion 110, and this first clutch member 133 is further transmitted. Is transmitted to the engaging member 130 through the convex portion 138 of the movable member 137. On the other hand, the deceleration torque of the engine E / G generated during engine braking (that is, the deceleration torque of the first engaged portion 110) is the first outer inclined surface 133d pressed by the first engaged portion 110. Then, it is transmitted to the first clutch member 133, and further transmitted from the first clutch member 133 to the engaging member 130 via the convex portion 138 of the movable member 137.

(Intermediate mode)
The intermediate mode is formed in the process (transition state) in which the gear stage of the transmission T / M shifts from the first speed to the second speed (transition state), or in the process (transition state) in which the second gear shifts to the first speed. The intermediate mode shown in FIG. 6 is a process of shifting from the first speed to the second speed, and the fork shaft 150 is driven in the axial direction X2 by the transmission actuator ACT2 following the low speed mode described above, whereby the movable member 137 is moved to the axis Move to the second set position in the direction X2. As a result, the second clutch member 134 resists the elastic biasing force of the second elastic member 136 by the convex portion 138 of the movable member 137 from the second connection release position in FIG. 2 to the second connection position in FIG. Driven. In this case, the engagement member 130 is engaged with the first engaged portion 110 via the first clutch member 133 set at the first connection position, and the second clutch set at the second connection position. Engage with the first engaged portion 110 via the member 134. That is, in this intermediate mode, the engagement member 130 is temporarily engaged with both the first engaged portion 110 and the second engaged portion 120 (also referred to as “double engagement state”). ) Is formed. This intermediate mode is a mode in which the first clutch member 133 is set to the first connection position and the second clutch member 134 is set to the second connection position in the process of switching between the low speed mode and the high speed mode. And corresponds to the “intermediate mode” of the present invention.

  When switching from the low speed mode to the intermediate mode, as shown in FIG. 7, the convex portion 138 of the movable member 137 moves in the axial direction X <b> 2 along the facing surface 131 a of the convex portion 131 of the engaging member 130. At this time, the first clutch member 133 set to the first coupling position in the low speed mode has the engaging surface 133b engaged with the engaged surface 111 of the first engaged portion 110, and thus the movable member 137. Even if the convex portion 138 moves in the axial direction X2, it is held at the first coupling position. On the other hand, when the second clutch member 134 is pressed in the axial direction X2 against the elastic biasing force of the second elastic member 136 by the convex portion 138 of the movable member 137, the second inner inclined surface 134c. In FIG. 7, while sliding with the second inclined surface 131 c of the convex portion 131, it slides in an oblique direction (upwardly in the left direction in FIG. 7) to the second connection position. In this case, the sliding direction of the second clutch member 134 intersects the axial direction of the output shaft A3 that is the sliding direction of the movable member 137. In the second connection position, the engagement surface 134 b of the second clutch member 134 engages (engages) with the engagement surface 121 of the second engaged portion 120, and from the second connection position of the second clutch member 134. The sliding movement toward the second connection release position is blocked by the convex portion 138 of the movable member 137. Accordingly, relative rotation of the second engaged portion 120 and the engaging member 130 in the axial directions Y1 and Y2 is prevented. As a result, when the second engaged portion 120 rotates together with the second idle gear G2o in the axial direction Y1, the engaging member 130 is integrated with the second engaged portion 120 in the axial direction Y1. Rotate. On the other hand, the engaging member 130 temporarily rotates integrally with the first engaged portion 110.

  As a result of the second engaged portion 120 engaging with the engaging member 130, the rotational speed of the second engaged portion 120 is halved from 2ω to ω (deceleration). Further, the rotational speed of the second idle gear G2o that rotates together with the second engaged portion 120 is also halved from 2ω to ω. Accordingly, the rotation of the second idle gear G2o is transmitted to the first idle gear G1o via the fixed gear G2i, the input shaft A2, and the fixed gear G1i, whereby the first idle gear G1o and the first idle gear G1o are transmitted. The rotational speed of the engaged portion 110 is halved from ω to (½) ω (deceleration). In this case, the rotation of the input shaft A2 is temporarily transmitted to the output shaft A3 via both the first idle gear G1o and the second idle gear G2o. That is, the acceleration torque of the engine E / G generated during normal traveling of the vehicle is temporarily both in the torque transmission path T1 related to the first idle gear G1o and the torque transmission path T2 related to the second idle gear G2o. Then, it is transmitted to the engaging member 130. In the torque transmission path T <b> 2, the acceleration torque is transmitted to the second clutch member 134 through the engagement surface 134 b pressed by the engaged surface 121 of the second engaged portion 120, and further from the second clutch member 134. It is transmitted to the engaging member 130 through the convex portion 138 of the movable member 137.

(High speed mode)
In the high speed mode, the gear stage of the transmission T / M is set to the second speed. In this case, as shown in FIG. 8, the positions of the fork shaft 150 and the movable member 137 are maintained. Thus, the second clutch member 134 is maintained at the second disengagement position against the elastic biasing force of the second elastic member 136 by the convex portion 138 of the movable member 137. Thereby, the engagement member 130 is maintained in a state of being engaged with the second engaged portion 120 via the second clutch member 134. On the other hand, the rotational speed of the first engaged portion 110 is halved from ω to (½) ω, and as a result, relative rotation occurs between the first engaged portion 110 and the engaging member 130. The combined member 130 is disengaged from the first engaged portion 110. In this case, the first clutch member 133 is set to the first disengagement position in FIG. 2 by the elastic biasing force of the first elastic member 135. This high speed mode is a mode in which the first clutch member 133 is set to the first connection release position and the second clutch member 134 is set to the first connection position, and corresponds to the “high speed mode” of the present invention.

  When switching from the intermediate mode to the high-speed mode, the engaging member 130 and the first engaged portion 110 (the first idle gear G1o) rotate relative to each other. At this time, as shown in FIG. 9, the first clutch member 133 is flipped away from the first connection position toward the first connection release position by the circulating torque (deceleration torque) generated during the relative rotation. Specifically, the first engaged portion 110 is moved to the first clutch member 133 by relative rotation between the first engaged portion 110 and the engaging member 130 corresponding to the first clutch member 133 in the first connection position. Acting on the first outer inclined surface 133d to press the first outer inclined surface 133d. At this time, since the convex portion 138 of the movable member 137 has already moved to the second clutch member 134 side, the first clutch member 133 is prevented from being slid by the convex portion 138 toward the first disengagement position. Absent. Therefore, the first clutch member 133 is inclined in the oblique direction (left obliquely downward in FIG. 9) to the first disengagement position while the first inner inclined surface 133c slides with the first inclined surface 131b of the convex portion 131. Slide. That is, the first outer inclined surface 133d is changed to a pressing force in the axial direction in which the pressing force in the rotation direction of the first engaged portion 110 presses the first clutch member 133 from the first connection position toward the first connection release position. Is converted through. Further, the first clutch member 133 smoothly returns to the first connection release position according to the elastic biasing force of the first elastic member 135. As a result, the rotation of the input shaft A2 is transmitted to the output shaft A3 only through the second idler gear G2o, thereby forming a power transmission system having a second speed reduction ratio.

  When the mode is switched to the high speed mode, the acceleration torque of the engine E / G generated during normal driving of the vehicle (that is, the acceleration torque of the second idle gear G2o) is transmitted to the engagement member 130 only through the torque transmission path T2. The Thus, the change from the first speed to the second speed can be performed instantaneously, and thereby, seamlessly without interruption of the driving torque by utilizing the structure in which each of the first clutch member 133 and the second clutch member 134 slides. A shift is achieved.

  Although not specifically shown, regarding the change of the gear position from the second speed to the first speed (deceleration shift), the control modes shown in FIGS. A seamless shift similar to a change in gear position from 2 to 2 (acceleration shift) is achieved.

  Specifically, when the high-speed mode is switched to the intermediate mode, the second clutch member 134 that is set to the second coupling position in the high-speed mode has the engagement surface 134b of the engaged surface 121 of the second engaged portion 120. Therefore, even if the convex portion 138 of the movable member 137 moves in the axial direction X2, it is held at the first connection position. On the other hand, when the first clutch member 133 is pressed in the axial direction X1 against the elastic biasing force of the first elastic member 135 by the convex portion 138 of the movable member 137, the first inner inclined surface 133c thereof. In FIG. 9, while sliding with the first inclined surface 131b of the convex portion 131, it slides in an oblique direction (upwardly in the right direction in FIG. 9) to the first connection position. Thereafter, when the intermediate mode is switched to the low speed mode, the second clutch member 134 is inclined in the oblique direction to the second disengagement position while the second inner inclined surface 134c slides with the second inclined surface 131c of the convex portion 131. Slide in the diagonally downward direction in FIG. That is, the second outer inclined surface 134d is changed to a pressing force in the axial direction in which the pressing force in the rotation direction of the second engaged portion 120 presses the second clutch member 134 from the second coupling position toward the second coupling release position. Is converted through. As a result, the rotation of the input shaft A2 is transmitted to the output shaft A3 only through the first idle gear G1o, and a power transmission system having a first speed reduction ratio is formed.

  According to the power transmission mechanism 101 having the above-described configuration, the engaging member 130 serves as both the first engaged portion 110 and the second engaged portion 120 as an engagement target, and therefore a seamless shift is achieved. The number of parts of the element can be reduced. In particular, by using the first clutch member 133 and the second clutch member 134 provided on the engagement member 130 for this engagement, a member for achieving a seamless shift is newly added to the first engaged portion 110. And it is not necessary to provide in the 2nd to-be-engaged part 120, and simplification of the further structure of transmission T / M is achieved. As a result, it is possible to reduce assembly man-hours, weight, cost, etc. related to the transmission T / M. In particular, since one fork shaft 150 and the movable member 137 also serve as means for driving both the first clutch member 133 and the second clutch member 134, the structure can be further simplified.

  According to the power transmission mechanism 101 having the above-described configuration, the pressing force in the rotation direction of the first engaged portion 110 (first idle gear G1o) generated when the first engaged portion 110 and the engaging member 130 are rotated relative to each other. And the elastic urging force of the first elastic member 135, the first clutch member 133 can be reliably slid from the first connection position to the first connection release position. Similarly, the pressing force in the rotation direction of the second engaged portion 120 (second idle gear G2o) generated when the second engaged portion 120 and the engaging member 130 are rotated relative to each other and the elasticity of the second elastic member 136. By cooperating with the urging force, the second clutch member 134 can be reliably slid from the second coupling position to the second coupling release position.

  According to the power transmission mechanism 101 configured as described above, the sliding directions of the first clutch member 133 and the second clutch member 134 intersect the axial direction of the output shaft A3 that is the sliding direction of the movable member 137. Compared to a structure in which both the clutch member 133 and the second clutch member 134 slide in the axial direction of the output shaft A3, the axial length of the engaging member 130 can be suppressed.

  According to the power transmission mechanism 101 configured as described above, when the first clutch member 133 is slid, the first inner inclined surface 133c is engaged with the first inclined surface 131b of the engaging member 130, so that the sliding is smoothly performed. Is done. Similarly, when the second clutch member 134 slides, the second inner inclined surface 134c is engaged with the second inclined surface 131c of the engaging member 130, so that the sliding is smoothly performed.

  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 outer inclined surface 133 d is provided in the axially facing portion of the first clutch member 133 with the first engaged portion 110, and the second engaged portion of the second clutch member 134 is provided. Although the description has been given of the case where the second outer inclined surface 134d is provided in the axially facing portion with 120, in the present invention, instead of or in addition to this configuration, the first clutch member 133 of the first engaged portion 110. A configuration in which an inclined surface similar to the first outer inclined surface 133d is provided in the axially opposed portion of the second engaged portion 120, and a second outer inclined surface in the axially opposed portion of the second engaged portion 120 with the second clutch member 134. A configuration in which an inclined surface similar to the surface 134d is provided can also be employed.

  In the above embodiment, the first clutch member 133 is provided with the first inner inclined surface 133c extending in the same direction as the first inclined surface 131b of the engaging member 130, and the second clutch member 134 is provided with the engaging member 130. Although the case where the second inner inclined surface 134c extending in the same direction as the second inclined surface 131c is provided is described, in the present invention, the first inner inclined surface 133c extends in a direction different from the first inclined surface 131b. A configuration or a configuration in which the second inner inclined surface 134c extends in a different direction from the second inclined surface 131c can also be adopted. Moreover, in this invention, it can replace with a facing surface like the inclined inner surfaces 133c and 134c instead of a facing surface, and can act the opposing surface orthogonal to the opposing surface 131a of the engaging member 130. FIG.

  In the above embodiment, the case where the sliding directions of the first clutch member 133 and the second clutch member 134 intersect with the axial direction of the output shaft A3 is described. However, in the present invention, the sliding direction of each clutch member is necessary. It can be set appropriately according to For example, the sliding direction of each clutch member may coincide with the axial direction of the output shaft A3.

  In the above embodiment, the case where the first clutch member 133 and the second clutch member 134 are slid by the dual-purpose fork shaft 150 and the movable member 137 has been described. However, in the present invention, the first clutch member 133 and the second clutch It is also possible to employ a structure in which the member 134 slides with a dedicated fork shaft and a movable member.

  In the above embodiment, each of the first clutch member 133 and the second clutch member 134 slides from the connection position to the connection release position using the relative rotation between the corresponding engaged portion and the engagement member 130. Although the case has been described, in the present invention, a structure in which each clutch member slides from the connection position to the connection release position by a dedicated driving means may be employed.

  In the above embodiment, the case where the coil springs are used as the elastic members 135 and 136 for elastically urging each of the first clutch member 133 and the second clutch member 134 from the connection position toward the connection release position has been described. Then, an elastic member such as a spring other than the coil spring or a rubber material can be used as the elastic member. In addition, this elastic member can also be abbreviate | omitted as needed.

  In the present invention, the number of the first engaged portions 110 provided in the first idle gear G1o, the number of the second engaged portions 120 provided in the second idle gear G2o, and the engaging recess 132 provided in the engaging member 130. (That is, the number of the pair of first clutch members 133 and second clutch members 134) can be appropriately changed as necessary.

  In the above embodiment, the case where the power transmission mechanisms 101, 102, and 103 are provided on the output shaft A3 has been described. However, in the present invention, the mechanisms corresponding to the power transmission mechanisms 101, 102, and 103 are referred to as the input shaft A2 and the output shaft, respectively. It can be provided on at least one of A3. 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 in which the speed is changed between the first speed and the second speed has been described. However, in the present invention, a relatively low speed gear and a relatively high speed gear are appropriately set. Can be combined. 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, G5i ... fixed gear, G1o, G2o, G3o, G4o, G5o ... idle gear, S1 ... accelerator opening sensor, S2 ... shift position sensor, S3 ... brake sensor, 101, 102, 103 ... power transmission mechanism, 110 ... first engaged portion 111 ... engaged surface, 120 ... second engaged portion, 121 ... engaged surface, 130 ... engaging member, 131 ... convex portion, 131a ... facing surface, 13 b ... 1st inclined surface, 131c ... 2nd inclined surface, 132 ... receiving recess, 133 ... 1st clutch member, 133a ... opposing surface, 133b ... engaging surface, 133c ... 1st inner inclined surface, 133d ... 1st 134 ... second clutch member, 134a ... opposing surface, 134b ... engagement surface, 134c ... second inner inclined surface, 134d ... second outer inclined surface, 135 ... first elastic member, 136 ... Second elastic member, 137, movable member, 138, convex portion, 139, concave portion, 140, snap ring, 150, fork shaft, 200, control device

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,
Each of the input shaft and the output shaft is provided so as to be coaxial and relatively rotatable with an idler gear shaft as a shaft on which the plurality of fixed gears are not provided, and corresponds to each of the plurality of shift stages. And a plurality of idle gears constantly meshing with the fixed gear of the corresponding gear stage,
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 idler gear that meshes,
The vehicle transmission further includes:
An engagement member provided between the first idle gear and the second idle gear of the idle gear shaft so as to be coaxial with the idle gear shaft and not relatively rotatable and axially immovable. When,
A first engaged portion provided in an axially opposed portion of the first idler gear with the engaging member;
A second engaged portion provided in a portion facing the engaging member in the axial direction of the second idle gear;
The engagement is slidable with respect to the engagement member between a first connection position for connecting the engagement member and the first engaged portion to each other and a first connection release position deviating from the first connection position. A first clutch member provided on the joint member;
The engagement is slidable with respect to the engagement member between a second connection position for connecting the engagement member and the second engaged portion to each other and a second connection release position deviating from the second connection position. A second clutch member provided on the joint member;
A driving device for driving each of the first clutch member and the second clutch member,
The driving device includes:
A low speed mode in which the first clutch member is set to the first connection position and the second clutch member is set to the second connection release position;
A high-speed mode in which the first clutch member is set to the first connection release position and the second clutch member is set to the first connection position;
An intermediate mode in which the first clutch member is set to the first connection position and the second clutch member is set to the second connection position in the process of switching between the low speed mode and the high speed mode. And a vehicle transmission that selectively achieves one of the modes. The vehicle transmission according to claim 1,
The drive device includes a fork shaft driven by an actuator in an axial direction of the idle gear shaft, and the first clutch member and the second clutch member connected to the fork shaft in the axial direction of the idle gear shaft. A movable member interposed therebetween, a first elastic member that elastically biases the first clutch member toward the first disengagement position, and an elastic member that moves the second clutch member toward the second disengagement position. A second elastic member for biasing;
With
In the low speed mode, the movable member presses the first clutch member against the elastic biasing force of the first elastic member in the axial direction of the idle gear shaft so that the first clutch member is the first clutch member. While the coupling position is set, the second clutch member is set to the second coupling release position by the elastic biasing force of the second elastic member,
In the high speed mode, the movable member presses the second clutch member against the elastic biasing force of the second elastic member in the axial direction of the idle gear shaft so that the second clutch member is While the coupling position is set, the first clutch member is set to the first coupling release position by the elastic biasing force of the first elastic member,
In the intermediate mode, the first clutch member set at the first connection position in the low speed mode is held at the first connection position by engaging with the first engaged portion, and the second mode. The clutch member is pressed against the elastic biasing force of the second elastic member by the movable member and slides from the second connection release position to the second connection position, or the second connection position in the high speed mode. The second clutch member set to be engaged with the second engaged portion is held at the second coupling position, and the first clutch member is elastically moved by the movable member. A vehicle transmission that is pressed against an urging force and slides from the first connection release position to the first connection position. The vehicle transmission according to claim 2,
At least one of the first clutch member and the first engaged portion in the axially opposed portion is provided with a first outer inclined surface extending inclined with respect to the axial direction of the idle gear shaft, A second outer inclined surface extending at an angle with respect to the axial direction of the idle gear shaft on at least one of the two clutch members and the axially opposed portion of the second engaged portion;
When the intermediate mode is switched to the high speed mode, the engaging member and the first idle gear rotate relative to each other, and the first engaged portion of the first idle gear is engaged with the first clutch during the relative rotation. By acting on the member, the pressing force in the rotational direction of the first engaged portion is changed to the axial pressing force pressing the first clutch member from the first connection position toward the first connection release position. Converted through the first outer inclined surface;
When the intermediate mode is switched to the low speed mode, the engagement member and the second idler gear rotate relative to each other, and the second engaged portion of the second idler gear moves to the second clutch during the relative rotation. By acting on the member, the pressing force in the rotational direction of the second engaged portion is changed to the axial pressing force pressing the second clutch member from the second coupling position toward the second coupling release position. A vehicle transmission that is converted through the second outer inclined surface. The vehicle transmission according to any one of claims 1 to 3,
The engaging member includes an accommodating recess provided on an outer peripheral surface of the engaging member for accommodating the movable member, the first clutch member, and the second clutch member, and the movable accommodated in the accommodating recess. The free rotation from the facing surface at the circumferentially facing portion between the facing surface extending in the axial direction of the idle gear shaft at the circumferentially facing portion with the member and the first clutch member housed in the housing recess. An axis of the idle gear shaft from the facing surface at a circumferentially facing portion between a first inclined surface extending obliquely with respect to the axial direction of the gear shaft and the second clutch member housed in the housing recess. A second inclined surface extending inclined with respect to the direction,
The first clutch member is slidable between the first connection release position and the first connection position while sliding on the first inclined surface of the engagement member;
The vehicle transmission, wherein the second clutch member is slidable between the second connection release position and the second connection position while sliding on the second inclined surface of the engagement member. The vehicle transmission according to claim 4,
The first clutch member extends in the same direction as the first inclined surface of the engagement member at a portion facing the movable member in the axial direction, and is between the first connection release position and the first connection position. A first inner inclined surface that engages with the first inclined surface during sliding, and the second clutch member is the same as the second inclined surface of the engaging member at a portion facing the movable member in the axial direction. A vehicle transmission comprising a second inner inclined surface that extends in a direction and engages with the second inclined surface when sliding between the second connection release position and the second connection position.

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