JP2017081350A - Retreat prevention device of transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a retreat prevention device of a transmission which can easily connect a rotating shaft and a gear change gear, and can improve gear change operability, in the transmission having the retreat prevention device.SOLUTION: A protrusion 33A protruding to the outside of a radial direction from an external peripheral part of an outer member 33 is formed at the external peripheral part of the outer member 33, and a recess 32A which extends along a circumferential direction of the outer member 33 so as to be longer than a length of the protrusion 33A in the circumferential direction, and in which the protrusion 33A is accommodated is formed at an annular support part 32 of a transaxle case 3A. In addition to this, a coil spring 35 is arranged between the protrusion 33A and the recess 32A in the circumferential direction of the outer member 33, and the coil spring 35 supports the rotation of the outer member 33 when the outer member 33 rotates in an opposite direction which is opposite to a rotation direction of a crankshaft 2B.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a transmission reverse prevention device, and more particularly to a transmission reverse prevention device that prevents a vehicle from retreating by a one-way clutch.

  In a vehicle such as an automobile, in order to prevent the vehicle from retreating when the vehicle starts on a slope, a reverse prevention device including a one-way clutch is attached to an input shaft of a transmission connected to an engine. (For example, refer to Patent Document 1).

  On the other hand, a transmission mounted on a vehicle includes a synchronization device for smoothly performing a shift. This synchronizer is provided on a rotation shaft of a transmission, provided on a hub sleeve having a spline formed on an inner peripheral surface, and a transmission gear that is rotatable relative to the rotation shaft, and has a spline formed on an outer peripheral surface. A gear piece and a synchronizer ring provided between the hub sleeve and the gear piece in the axial direction of the rotation shaft are provided (for example, see Patent Document 2).

  In this synchronization device, the hub sleeve moves in the axial direction of the rotation shaft, and the spline of the hub sleeve is engaged with the spline of the gear piece of the transmission gear so that the transmission gear is connected to the rotation shaft and integrated with the rotation shaft. Rotate.

  Triangular chamfer portions are formed at the opposing portions of the hub sleeve and the gear piece in the axial direction of the rotation shaft. The hub sleeve moves in the axial direction of the rotation shaft, and the chamfer portion of the hub sleeve scrapes the chamfer portion of the gear piece. Thereby, the spline of the hub sleeve is smoothly fitted to the spline of the gear piece, and the gear piece is connected to the rotating shaft.

Japanese Patent Laid-Open No. 8-188065 JP 2014-80986 A

  When such a conventional one-way clutch is applied to a transmission equipped with a synchronization device shown in Patent Document 2, there is a possibility that the transmission gear cannot be connected to the rotating shaft by the one-way clutch.

  Specifically, in a shifting operation when the vehicle is stopped, if a load is applied to the hub sleeve in the axial direction of the rotation shaft, the chamfer portion of the hub sleeve and the chamfer portion of the gear piece come into contact with each other and rotate. The rotational force to act acts. However, since the gear piece side is connected to the drive wheel, it is fixed and only the hub sleeve side rotates. As a result, the rotation shaft rotates in one direction or the other direction.

  When this rotation direction is opposite to the rotation restricting direction of the one-way clutch provided on the rotation shaft, the rotation shaft can rotate, and the hub sleeve spline scrapes the spline of the gear piece so that the rotation shaft and the transmission gear Can be connected.

  However, when the rotation direction is the same as the rotation restriction direction of the one-way clutch, the rotation shaft cannot rotate, and the hub sleeve spline scrapes the spline of the gear piece to connect the rotation shaft and the transmission gear. It becomes difficult to do. As a result, there is a risk that the speed change operability of the transmission will deteriorate.

  The present invention has been made paying attention to the above problems, and in a transmission equipped with a reverse prevention device, the rotation shaft and the transmission gear can be easily connected, and the transmission operability is improved. An object of the present invention is to provide a reverse prevention device for a transmission that can be improved.

  The present invention includes a first rotating shaft housed in a transmission case and connectable to a drive shaft of a drive source, a second rotating shaft housed in the transmission case and connected to drive wheels, A plurality of first gears rotatably provided on one rotation shaft; a plurality of second gears fixed to the second rotation shaft so as to mesh with the first gear; The first gear is provided so as to be movable in the axial direction of the first rotation shaft, and selectively engages with the first gear, thereby connecting the first gear selectively engaged with the first rotation shaft. In a transmission comprising a meshing clutch, an anti-reverse device installed between the first rotating shaft and the transmission case, an outer ring member rotatably supported by the transmission case; An inner ring member provided coaxially with the first rotation shaft, the outer ring member and the inner ring; A regulating member that is provided between the first and second rotation shafts, allows the first rotation shaft to rotate in one direction, and restricts the first rotation shaft from rotating in the other direction. The outer ring member is provided with a convex portion projecting radially outward from the outer circumferential portion of the outer ring member, and the outer ring member is longer than the circumferential length of the convex portion on the transmission case. A recess is formed in the circumferential direction of the outer ring member, and a biasing member is provided between the projection and the recess in the circumferential direction of the outer ring member. The urging member supports the rotation of the outer ring member when the inner ring member rotates in the other direction.

  As described above, according to the present invention, the outer ring member can rotate in the rotation restricting direction of the one-way clutch when the transmission is shifted. Accordingly, the first gear can be easily connected to the first rotating shaft by the meshing clutch, and the shift operability of the transmission can be improved.

FIG. 1 is a schematic configuration diagram of a vehicle including a reverse prevention device according to an embodiment of the present invention. FIG. 2 is a cross-sectional view of the backward movement prevention device according to the embodiment of the present invention. FIG. 3 is a schematic diagram for explaining the operation of the backward movement prevention device according to the embodiment of the present invention. FIG. 4 is a schematic diagram for explaining the operation of the conventional retraction prevention device. FIG. 5 is a sectional view showing another shape of the receding prevention device according to the embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a transmission reverse preventing apparatus according to the present invention will be described below with reference to the drawings.
1 to 5 are views showing a reverse prevention device for a transmission according to an embodiment of the present invention.

First, the configuration will be described. In FIG. 1, a vehicle 1 includes an engine 2 and a transaxle 3.
The engine 2 includes a crankshaft 2B rotatably inside a cylinder block 2A. The crankshaft 2B is connected to a plurality of pistons (not shown) via connecting rods (not shown), and converts the vertical movement of the pistons due to combustion of the air-fuel mixture into rotational movement. The engine 2 of the present embodiment constitutes the drive source of the present invention, and the crankshaft 2B constitutes the drive shaft of the present invention.

  The transaxle 3 includes a transmission 4 and a differential device 5 housed in a transaxle case 3A. The transmission 4 includes an input shaft 6 and an output shaft 7 that are accommodated in the transaxle case 3A. The transaxle case 3A of the present embodiment constitutes the transmission case of the present invention.

  The input shaft 6 is rotatably supported by the transaxle case 3A, and is connected to the crankshaft 2B via the clutch 8. The clutch 8 transmits the power of the engine 2 to the transmission 4 by connecting the crankshaft 2B and the input shaft 6 in accordance with the operation of a clutch pedal (not shown). The clutch 8 releases the connection between the crankshaft 2B and the input shaft 6 and cuts off the power transmitted from the engine 2 to the transmission 4.

A plurality of input gears 9 and 10 are provided on the input shaft 6, and the input gears 9 and 10 rotate relative to the input shaft 6 (idle).
The output shaft 7 extends in parallel with the input shaft 6. A plurality of output gears 11 and 12 are fixed to the output shaft 7, and the output gears 11 and 12 mesh with the input gears 9 and 10. A final drive gear 13 is fixed to the output shaft 7, and the final drive gear 13 meshes with the final driven gear 14 of the differential device 5.

  The differential device 5 includes a differential case 5A having a final driven gear 14, and the differential device 5 transmits power input from the final drive gear 13 to the final driven gear 14 via left and right drive shafts 15L and 15R. Distribute to 16L and 16R.

The output shaft 7 of the present embodiment is coupled to the drive wheels 16L and 16R via the differential device 5 and the drive shafts 15L and 15R. The input shaft 6 of the present embodiment constitutes the first rotating shaft of the present invention, and the output shaft 7 constitutes the second rotating shaft of the present invention. The input gears 9 and 10 constitute the first gear of the present invention, and the output gears 11 and 12 constitute the second gear of the present invention.
A meshing clutch 17 is provided between the input gears 9 and 10 in the axial direction of the input shaft 6.

  The meshing clutch 17 is fixed to the input shaft 6 and is provided with a clutch hub 18 having a spline 18A formed on the outer periphery thereof, and is coaxial with the clutch hub 18 so as to be movable in the axial direction of the input shaft 6. A hub sleeve 19 having a spline 19A formed thereon, and gear pieces 20 and 21 provided integrally with the input gears 9 and 10 and having splines 20A and 21A formed on the outer periphery.

  A shift fork (not shown) is connected to the hub sleeve 19, and when the driver operates a shift lever (not shown), the shift fork moves the hub sleeve 19 in the axial direction of the input shaft 6 via a transmission mechanism (not shown).

In the meshing clutch 17, when the hub sleeve 19 moves to the right in FIG. 1, the spline 19A of the hub sleeve 19 meshes with the spline 20A of the gear piece 20 and the spline 18A of the clutch hub 18 simultaneously.
As a result, the input gear 9 is connected to the input shaft 6 via the hub sleeve 19, and the power of the engine 2 is transmitted from the input gear 9 to the output shaft 7 via the output gear 11.

  In the meshing clutch 17, when the hub sleeve 19 moves to the left in FIG. 1, the spline 19A of the hub sleeve 19 meshes with the spline 21A of the gear piece 21 and the spline 18A of the clutch hub 18 simultaneously.

  As a result, the input gear 10 is connected to the input shaft 6 via the hub sleeve 19, and the power of the engine 2 is transmitted from the input gear 10 to the output shaft 7 via the output gear 12. In this way, the meshing clutch 17 selectively engages with the input gears 9 and 10, thereby fixing the selectively engaged input gears 9 and 10 to the input shaft 6, thereby establishing a predetermined gear stage. Let

  The input shaft 6 is provided with a one-way clutch 31, and the one-way clutch 31 is installed between the input shaft 6 and the transaxle case 3A. The one-way clutch 31 of the present embodiment constitutes a reverse prevention device of the present invention.

  In FIG. 2, the one-way clutch 31 includes a hollow cylindrical outer ring member 33, and the outer ring member 33 is rotatably supported by an annular support portion 32 provided integrally with the transaxle case 3A. The annular support portion 32 of the present embodiment constitutes a part of the transaxle case 3A and constitutes the transmission case of the present invention.

  The one-way clutch 31 includes an inner ring member that is coaxial with the input shaft 6. The input shaft 6 of the present embodiment constitutes the inner ring member of the present invention, and the inner ring member and the input shaft 6 are integral.

  The one-way clutch 31 includes a plurality of cams 34, and the cams 34 are provided between the outer ring member 33 and the input shaft 6 so as to be adjacent to each other in the circumferential direction of the input shaft 6. The cam 34 has a predetermined shape for the shape of the surface facing the outer ring member 33 and the shape of the surface facing the input shaft 6, so that the input shaft 6 can move in one direction (the crankshaft 2B of the Rotation in the rotation direction R1 is allowed, and the input shaft 6 is restricted from rotating in the other direction (R2 direction opposite to the rotation direction of the crankshaft 2B when the vehicle 1 moves forward). The cam 34 of the present embodiment constitutes a regulating member of the present invention.

A pair of convex portions 33 </ b> A are formed on the outer peripheral portion of the outer ring member 33, and the convex portions 33 </ b> A protrude radially outward from the outer peripheral portion of the outer ring member 33.
The annular support portion 32 is formed with a pair of concave portions 32A in which the convex portions 33A are accommodated, and the concave portions 32A extend along the circumferential direction of the outer ring member 33 so as to be longer than the circumferential length of the convex portions 33A. It extends.

  The one-way clutch 31 includes a coil spring 35, and the coil spring 35 is provided between the convex portion 33 </ b> A and the concave portion 32 </ b> A in the circumferential direction of the outer ring member 33. The coil spring 35 supports the rotation of the outer ring member 33 by compressing the input shaft 6 when the input shaft 6 rotates in the direction opposite to the rotation direction of the crankshaft 2B when the vehicle 1 moves forward (R2 direction). The coil spring 35 of the present embodiment constitutes an urging member of the present invention.

Next, the operation will be described.
The one-way clutch 31 allows the input shaft 6 to rotate in the rotational direction (R1 direction) of the crankshaft 2B when the vehicle 1 moves forward, and the input shaft 6 has a rotational direction of the crankshaft 2B when the vehicle 1 moves forward. The rotation in the opposite direction (R2 direction) is restricted.

  Thereby, the input shaft 6 is fixed in a state where the vehicle 1 is stopped on the uphill. Therefore, even when the depression of a brake pedal (not shown) is released, when the rotation of the drive wheels 16L and 16R is transmitted from the drive shafts 15L and 15R to the input shaft 6 through the output shaft 7, the input shaft 6 There is no rotation.

As a result, the drive wheels 16L and 16R do not rotate, and the vehicle 1 can be prevented from moving backward.
Further, when the driver shifts the shift lever to, for example, the first gear in the speed change operation, the hub sleeve 19 moves to the left in FIG.

  As shown in FIGS. 3 and 4, chamfer portions 19 a and 21 a are formed on the opposing surfaces of the hub sleeve 19 and the gear piece 21 in the axial direction of the input shaft 6, respectively. The chamfer part 19a has tapered surfaces 19b and 19c, and the chamfer part 21a has tapered surfaces 21b and 21c. Thus, when the hub sleeve 19 moves to the left in FIG. 1, the hub sleeve 19 moves while the chamfer portion 19a scrapes the chamfer portion 21a.

  For this reason, the spline 19A of the hub sleeve 19 is smoothly engaged with the spline 21A of the gear piece 21, the input gear 10 is connected to the input shaft 6 via the hub sleeve 19, and the output shaft 7 is connected from the input gear 10 via the output gear 12. Thus, the power of the engine 2 can be transmitted.

  Although not shown, a chamfer portion is also formed on the facing surface of the hub sleeve 19 and the gear piece 20. 3 and 4 schematically illustrate the relationship between the chamfer portion 19a of the hub sleeve 19, the chamfer portion 21a of the gear piece 21, and the one-way clutch 31. FIG.

Here, the shifting operation when the vehicle is stopped will be described in detail.
When a load due to a speed change operation is applied to the hub sleeve 19, the hub sleeve 19 moves in the arrow S direction. The chamfer portion 19a of the hub sleeve 19 and the chamfer portion 21a of the gear piece 21 come into contact with each other, and a rotational force that rotates them acts.

However, since the gear piece 21 is connected to the drive wheels, the gear piece 21 cannot be rotated and is fixed when the vehicle is stopped, and only the hub sleeve 19 rotates.
On the other hand, the one-way clutch 31 is disposed on the input shaft 6 and restricts the input shaft 6 from rotating in the arrow F direction. That is, the hub sleeve 19 connected to the input shaft 6 is restricted from rotating in the F direction.

There are two possible combinations of contact between the chamfer portion 19a of the hub sleeve 19 and the chamfer portion 21a of the gear piece 21 as follows.
One, when the tapered surface 19c of the chamfer portion 19a contacts the tapered surface 21b of the chamfer portion 21a, as in the hub sleeve 19 indicated by a dotted line in FIGS. 3 and 4, the hub sleeve 19 is brought into contact with each other by contact between the chamfer portions 21a. Rotational force in the R1 direction acts on.

  Since the R1 direction is opposite to the rotation restricting direction F of the one-way clutch 31, the hub sleeve 19 can rotate in the R1 direction. For this reason, the chamfer portion 19a of the hub sleeve 19 scrapes the chamfer portion 21a of the gear piece 21 so that the input gear 10 can be rotated in the rotation direction of the input shaft 6, and the connection between the input shaft 6 and the input gear 10 can be established. It can be carried out.

  3 and FIG. 4, when the tapered surface 19b of the chamfer portion 19a contacts the tapered surface 21c of the chamfer portion 21a, the hub sleeve 19 is brought into contact with each other by the contact between the chamfer portions. A rotational force in the R2 direction acts on 19.

  In the conventional form shown in FIG. 4, since the R2 direction is the same as the rotation restricting direction F of the one-way clutch 31, the hub sleeve 19 cannot rotate in the R2 direction. For this reason, the chamfer portion 19a of the hub sleeve 19 scrapes the chamfer portion 21a of the gear piece 21, and it becomes difficult for the input gear 10 to move in the rotational direction of the input shaft 6, and the connection between the input shaft 6 and the input gear 10 is established. It becomes difficult to do.

  On the other hand, in the embodiment of the present invention shown in FIGS. 2 and 3, the one-way clutch 31 is provided on the outer peripheral portion of the outer ring member 33 rotatably supported by the transaxle case 3A. A convex portion 33A protruding radially outward is provided, and the annular support portion 32 of the transaxle case 3A is provided along the circumferential direction of the outer ring member 33 so as to be longer than the circumferential length of the convex portion 33A. A recess 32A that extends and accommodates the protrusion 33A is formed.

  In addition, a coil spring 35 is provided between the convex portion 33A and the concave portion 32A in the circumferential direction of the outer ring member 33. The coil spring 35 urges the outer ring member 33 in the rotational direction of the crankshaft 2 </ b> B when the vehicle 1 moves forward.

  Since the coil spring 35 urges the outer ring member 33 rotatably supported by the transaxle case 3A in the R1 direction, the outer ring member 33 always maintains the rotation allowance in the R2 direction.

  For this reason, when the rotation direction of the input shaft 6 connected to the hub sleeve 19 is the R2 direction, even if the rotation is restricted by the one-way clutch 31, the convex portion 33A is biased by the coil spring 35 inside the concave portion 32A. Therefore, the outer ring member 33 can be further rotated in the R2 direction.

  Thereby, the chamfer part 19a of the hub sleeve 19 can scrape the chamfer part 21a of the gear piece 21, and the spline 19A can be easily fitted to the spline 21A. Thus, in the transmission 4 provided with the reverse prevention device, the input shaft 6 and the input gear 10 can be easily connected, and the speed change operability of the transmission 4 can be improved.

  When the chamfer portion 19a of the hub sleeve 19 scrapes the chamfer portion 21a of the gear piece 21 and the spline 19A is fitted to the spline 21A, the convex portion 33A is urged by the coil spring 35. Thereby, the outer ring member 33 returns to the original position.

  According to the one-way clutch 31 of the present embodiment, one convex portion 33A and 32A are formed on the outer ring member 33 and the annular support portion 32, respectively. However, the one-way clutch 31 is not limited to this. May be configured as shown in FIG.

  In FIG. 5, the outer ring member 33 has a convex portion 33 </ b> B adjacent to the convex portion 33 </ b> A in the circumferential direction, and the annular support portion 32 has a concave portion 32 </ b> B. A convex portion 33B is accommodated in the concave portion 32B, and the concave portion 32B is formed to have a shorter circumferential length than the concave portion 32A.

  The convex portion 33A of the present embodiment constitutes the first convex portion of the present invention, and the convex portion 33B constitutes the second convex portion of the present invention. The recess 32A constitutes the first recess of the present invention, and the recess 32B constitutes the second recess of the present invention.

  In the one-way clutch 31, when the outer ring member 33 rotates in the R2 direction, which is the direction opposite to the rotation direction of the crankshaft 2B when the vehicle 1 moves forward, the coil spring 35 protrudes before being completely compressed. The portion 33B contacts the circumferential end surface 32b of the recess 32B. Thereby, it can control that coil spring 35 is compressed completely, and the endurance of coil spring 35 can be improved.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

  2 ... Engine (drive source), 2B ... Crankshaft (drive shaft), 3A ... Transaxle case (transmission case), 4 ... Transmission, 6 ... Input shaft (1st Rotating shaft, inner ring member), 7 ... output shaft (second rotating shaft), 9,10 ... input gear (first gear), 11,12 ... output gear (second gear) ), 16L, 16R ... drive wheel, 17 ... engagement clutch, 31 ... one-way clutch (reverse prevention device), 32A ... recess (first recess), 32B ... second recess 32b ... circumferential end surface (circumferential end surface of the second recess), 33 ... outer ring member, 33A ... convex portion (first convex portion), 33B ... convex portion (first 2 convex part), 34 ... cam (regulating member), 35 ... coil spring (biasing member)

Claims (2)

A first rotating shaft housed in a transmission case and connectable to a drive shaft of a drive source;
A second rotating shaft housed in the transmission case and coupled to the drive wheel;
A plurality of first gears provided to be rotatable relative to the first rotation shaft;
A plurality of second gears fixed to the second rotating shaft so as to mesh with the first gears;
The first gear is provided so as to be movable in the axial direction of the first rotating shaft, and selectively engages with the first gear, whereby the selectively engaged first gear becomes the first rotating shaft. In a transmission including a meshing clutch to be connected, a reverse prevention device installed between the first rotating shaft and the transmission case,
An outer ring member rotatably supported by the transmission case; an inner ring member provided coaxially with the first rotation shaft; and the first rotation provided between the outer ring member and the inner ring member. A restricting member that allows the shaft to rotate in one direction and restricts the first rotating shaft from rotating in the other direction;
On the outer peripheral part of the outer ring member, a convex part protruding radially outward from the outer peripheral part of the outer ring member is provided,
In the transmission case, a recess is formed that extends along the circumferential direction of the outer ring member so as to be longer than the circumferential length of the projection, and accommodates the projection.
In the circumferential direction of the outer ring member, a biasing member is provided between the convex portion and the concave portion,
The urging member supports the rotation of the outer ring member when the inner ring member rotates in the other direction. The convex portion is configured to include a first convex portion and a second convex portion adjacent to the first convex portion in the circumferential direction,
The concave portion includes a first concave portion in which the first convex portion is accommodated and a second concave portion in which the second convex portion is accommodated and whose length in the circumferential direction is shorter than the first concave portion. Comprising and including
The biasing member is provided between the first convex portion and the first concave portion in a circumferential direction of the outer ring member;
The said 2nd convex part contacts the circumferential direction end surface of the said 2nd recessed part, before the said urging | biasing member is fully compressed when the said outer ring member rotates, The Claim 1 characterized by the above-mentioned. A reverse prevention device for a transmission as described.

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