JP2017219051A - Shift operation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift operation device capable of guiding sufficient lubricant to a slide part of an engagement piece inside a shift rail.SOLUTION: A shift operation device includes: a shift shaft 50 extending along an axial line CL0, and having engagement pieces 52a-52c projected from an outer peripheral surface; an actuator 60 configured to rotate the shift shaft 50 with the axial line CL0 as a center; a plurality of shift rails surrounding the shift shaft 50, having on its inner peripheral surface an engaged part to which the engagement pieces 52a-52c can be engaged, and individually moving in a vertical direction to the axial line CL0 according to engagement operation; and a shift fork configured to transmit movement of the shift rails to a sleeve. The engagement piece 52a-52c has a recess part 55a-55c for oil reservoir on its upper surface in a vertical direction.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a speed change operation device that operates a sleeve of a synchronization mechanism that can mesh with a speed change gear.

  2. Description of the Related Art Conventionally, there has been known an apparatus that establishes a desired gear position by operating a sleeve of a synchronization mechanism provided in a transmission (see, for example, Patent Document 1). The device described in Patent Document 1 is configured such that a shift rail is connected to a sleeve via a shift fork, and the sleeve moves as the shift rail moves. Further, the shift shaft is rotated by the actuator, and the engagement piece projecting from the outer peripheral surface of the shift shaft is slid along the peripheral surface of the engagement hole of the shift rail, so that the shift rail is moved to the in-gear position or the off-gear position. Move to.

JP, 2015-127571, A

  In such a speed change operation device, it is necessary to reduce the wear of the sliding portion by supplying lubricating oil to the sliding portion on the side end surface of the engagement piece. However, since the sliding portion is located inside the shift rail, it is difficult to guide sufficient lubricating oil to the sliding portion.

  One aspect of the present invention is a speed change operating device that operates a plurality of sleeves that can move between an in-gear position that meshes with a speed change gear and a neutral position where the speed change gear is interrupted. A shaft member having an engagement piece that extends along the outer peripheral surface, an actuator that rotates the shaft member around the axis, and a plurality of frame members that are juxtaposed along the axis. , Each of which surrounds the shaft member and has an engaged portion on the inner peripheral surface to which the engaging piece can be engaged, and according to the engaging operation between the engaging piece and the engaged portion due to the rotation of the shaft member A plurality of frame members that individually move in a direction perpendicular to the axis, and a transmission member that transmits each movement of the plurality of frame members to any of a plurality of sleeves corresponding to the frame members, The engagement piece has an oil reservoir recess on the top surface in the vertical direction.

  According to the present invention, since the oil reservoir recess is provided on the upper surface in the vertical direction of the engagement piece projecting from the outer peripheral surface of the shaft member, the lubricating oil can be retained in the recess. Therefore, sufficient lubricating oil can be guided from the recess to the sliding portion of the engagement piece.

The skeleton figure which shows roughly the structure of the transmission with which the speed change operation apparatus which concerns on embodiment of this invention is applied. The perspective view which shows the external appearance shape of the transmission with which the speed change operation apparatus which concerns on embodiment of this invention is applied. III-III sectional view taken on the line of FIG. The perspective view which shows the principal part structure of the speed change operation apparatus which concerns on embodiment of this invention. The side view of the finger of FIG. The top view of the shift rail which shows an example of operation | movement of the speed change operation apparatus which concerns on embodiment of this invention. The figure which shows the shift pattern of the shift rail which comprises the speed change operation apparatus which concerns on embodiment of this invention. The side view which shows the principal part structure of the shift shaft which comprises the speed change operation apparatus which concerns on embodiment of this invention. The top view which shows the principal part structure of the 1st finger which comprises the speed change operation apparatus which concerns on embodiment of this invention. The top view which shows the principal part structure of the 3rd finger which comprises the speed change operation apparatus which concerns on embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. FIG. 1 is a skeleton diagram schematically showing a configuration of a transmission to which a speed change operation device according to an embodiment of the present invention is applied. The transmission 1 is mounted on, for example, a hybrid vehicle. The hybrid vehicle includes an engine 2 and an electric motor 3.

  The transmission 1 includes a gear mechanism 10 that changes the rotation of at least one of the engine 2 and the electric motor 3 at a speed ratio corresponding to the speed stage, and a clutch mechanism C that transmits or does not transmit the torque of the engine 2 to the gear mechanism 10. Have. Torque output via the gear mechanism 10 is transmitted to drive wheels (not shown) via the differential mechanism 10a (FIG. 3), thereby causing the vehicle to travel. Note that the torque of the engine 2 can also be output to the transmission 1 via a torque converter.

  The gear mechanism 10 is arranged substantially parallel to each other, and each of them is rotatably supported, that is, a first main input shaft 11, a second main input shaft 12, a sub input shaft 13, an output shaft 14, and an idle shaft. It has a shaft 15 and a reverse shaft 16. The second main input shaft 12 is formed so as to be coaxial with the first main input shaft 11 and so as to surround the first main input shaft 11. The transmission 1 is, for example, an automatic transmission with 7 forward speeds and 1 reverse speed. The clutch mechanism C is constituted by a dry dual clutch, for example, and has a first clutch C1 and a second clutch C2.

  The electric motor 3 is composed of, for example, a three-phase DC brushless motor, and includes a rotor 3a rotatably supported in a housing of the electric motor 3 (not shown), and a stator 3b disposed around the rotor 3a and fixed to the housing. Have. One end of the first main input shaft 11 is connected to the rotor 3 a of the electric motor 3. The stator 3b has a coil wound around the stator core, and the coil is electrically connected to the battery via the power drive unit. The operation of the power drive unit is controlled by a controller (ECU). Thereby, the torque generated in the electric motor 3 can be controlled, and the torque of the electric motor 3 can be input to the first main input shaft 11. Note that regenerative energy can be input to the electric motor 3 during braking of the vehicle.

  The other end of the first main input shaft 11 is connected to the output shaft 2a of the engine 2 via the first clutch C1, and the first main input shaft 11 and the output shaft 2a are connected according to the connection / disconnection of the first clutch C1. Are bound or blocked. That is, when the first clutch C <b> 1 is connected, the first main input shaft 11 and the output shaft 2 a are coupled, and torque from the engine 2 is input to the first main input shaft 11. On the other hand, when the first clutch C1 is disconnected, the first main input shaft 11 and the output shaft 2a are disconnected, and the torque input from the engine 2 is blocked.

  The first clutch C1 is a clutch for odd-numbered gears, and the first main input shaft 11 includes a third speed drive gear 23, a seventh speed drive gear 27, and a fifth speed drive gear 25 in this order from the motor 3 side. It is arranged. These drive gears 23, 25, and 27 are supported on the outer peripheral surface of the first main input shaft 11 so as to be rotatable relative to the first main input shaft 11 via bearings.

  A planetary gear device 20 is disposed between the rotor 3 a of the electric motor 3 and the third speed drive gear 23. The planetary gear device 20 is disposed between the sun gear 20a fixed to the first main input shaft 11, the ring gear 20c disposed around the sun gear 20a, the sun gear 20a and the ring gear 20c, and the sun gear 20a and the ring gear 20c. And a planetary gear 20b that meshes with each other, and a carrier 20d that rotatably supports the planetary gear 20b. The sun gear 20a, the ring gear 20c, and the carrier 20d are rotatable about the first main input shaft 11, respectively. The carrier 20d is fixed to the third speed drive gear 23.

  A lock gear 29 fixed to the casing of the transmission 1 is disposed on the side of the ring gear 20c. The teeth of the lock gear 29 are formed on the outer peripheral surface that is coaxial with the ring gear 20c and has the same diameter as the outer peripheral surface of the ring gear 20c.

  In this specification, the gears are fixed to the rotary shafts 11 to 16 when the gears are processed on the outer peripheral surfaces of the rotary shafts 11 to 16 or when the gears separate from the rotary shafts 11 to 16 are spline-coupled. The case where it supports to the rotating shafts 11-16 by etc., ie, the case where a gear is provided in the rotating shafts 11-16 so that relative rotation is impossible is said.

  One end of the second main input shaft 12 is connected to the output shaft 2a of the engine 2 via the second clutch C2, and the second main input shaft 12 and the output shaft 2a are connected in accordance with the connection / disconnection of the second clutch C2. Combined or blocked. That is, when the second clutch C <b> 2 is connected, the second main input shaft 12 and the output shaft 2 a are coupled, and the torque from the engine 2 is input to the second main input shaft 12. On the other hand, when the second clutch C2 is disconnected, the second main input shaft 12 and the output shaft 2a are disconnected, and the torque input from the engine 2 is blocked.

  A gear 31 is fixed to the other end of the second main input shaft 12. The gear 31 meshes with an idle gear 32 fixed to the idle shaft 15, and the idle gear 32 meshes with a gear 33 fixed to the sub input shaft 13. As a result, the torque of the second main input shaft 12 is transmitted to the sub input shaft 13 via the idle gear 32, and the sub input shaft 13 rotates together with the second main input shaft 12.

  The second clutch C2 is a clutch for even-numbered speed stages, and the secondary input shaft 13 includes a second speed drive gear 22, a sixth speed drive gear 26, and a fourth speed drive gear 24 in this order from the motor 3 side. Arranged. The drive gears 22, 24, and 26 are supported on the outer peripheral surface of the sub input shaft 13 so as to be relatively rotatable with respect to the sub input shaft 13 through bearings.

  A gear 34 is fixed to one end of the reverse shaft 16. The gear 34 meshes with the idle gear 32, whereby the torque of the second main input shaft 12 is input to the reverse shaft 16. A reverse gear 28 is supported on the outer peripheral surface of the reverse shaft 16 via a bearing so as to be rotatable relative to the reverse shaft 16. The reverse gear 28 meshes with a gear 35 fixed to the first main input shaft 11 between the fifth speed drive gear 25 and the gear 31.

  The output shaft 14 includes a 2-3 speed driven gear 41, a 6-7 speed driven gear 42, a 4-5 speed driven gear 43, a parking gear 44, and a final gear 45 in this order from the motor 3 side. Fixed to. The 2-3 speed driven gear 41 meshes with the 2nd speed drive gear 22 and the 3rd speed drive gear 23, respectively. The 6-7 speed driven gear 42 meshes with the 6 speed drive gear 26 and the 7 speed drive gear 27, respectively. The 4-5 speed driven gear 43 meshes with the 4th speed drive gear 24 and the 5th speed drive gear 25, respectively.

  The parking gear 44 engages with an engaging claw (FIG. 3) of the parking pole 44a of the parking gear mechanism, and can lock and unlock the gear mechanism 10 according to the operation of the parking gear mechanism. The torque of the transmission 1 is output to the differential mechanism 10a (FIG. 3) via the final gear 45.

  The transmission 1 includes a 3-7 speed synchronization mechanism SY1 that couples either the 3rd speed drive gear 23 or the 7th speed drive gear 27 that can rotate relative to the first main input shaft 11 to the first main input shaft 11, A 5-speed synchronization mechanism SY2 that couples a 5-speed drive gear 25 that can rotate relative to the first main input shaft 11 to the first main input shaft 11; a 2-speed drive gear 22 that can rotate relative to the sub-input shaft 13; A 2-6 speed synchronization mechanism SY3 that couples any of the 6th speed drive gears 26 to the sub input shaft 13 and a 4th speed that couples the 4th speed drive gear 24 that can rotate relative to the sub input shaft 13 to the sub input shaft 13. A synchronization mechanism SY4, a reverse synchronization mechanism SY5 that couples a reverse gear 28 that can rotate relative to the reverse shaft 16 to the reverse shaft 16, and a first speed synchronization mechanism SY6 that couples the ring gear 20c of the planetary gear unit 20 to the lock gear 29. Have

  The 3-7 speed synchronization mechanism SY1 is disposed between the 3rd speed drive gear 23 and the 7th speed drive gear 27, the hub HB1 fixed to the first main input shaft 11, and the substantially disposed around the hub HB1. A cylindrical sleeve SL1. Dog teeth (splines) D1 and D2 are formed on the outer peripheral surface of the hub HB1 and the inner peripheral surface of the sleeve SL1, respectively. The sleeve SL1 is supported so as to be movable in the axial direction along the outer peripheral surface of the hub HB1 via the dog teeth D1 and D2.

  Dog teeth D3 and D4 are formed at the end of the third speed drive gear 23 on the hub HB1 side and the end of the seventh speed drive gear 27 on the hub HB1 side, respectively. The dog teeth D3 and D4 are outer peripheral surfaces of the end portions of the drive gears 23 and 27, more specifically, outer peripheral surfaces of axial end portions of the drive gears 23 and 27 that are coaxial with the hub HB1 and have the same outer diameter as the outer peripheral surface of the hub HB1. And formed at the same pitch as the dog teeth D1. By the movement of the sleeve SL1 in the axial direction, the dog tooth D2 of the sleeve SL1 can mesh with the dog teeth D3 and D4, that is, in-gear is possible.

  The sleeve SL1 is moved in the axial direction by an actuator via a shift fork. When the sleeve SL1 is in the illustrated neutral position, the dog tooth D2 of the sleeve SL1 is separated from the dog teeth D3, D4 of the drive gears 23, 27. At this time, the hub HB1 is rotatable relative to the drive gears 23 and 27.

  When the sleeve SL1 is driven in the direction of arrow A from the neutral position and moved to the third speed in-gear position, the dog tooth D2 of the sleeve SL1 meshes with the dog tooth D3 of the third speed drive gear 23 (in-gear). As a result, the third-speed drive gear 23 is coupled to the first main input shaft 11 via the sleeve SL1 and the hub HB1, and the third-speed drive gear 23 can rotate integrally with the first main input shaft 11.

  When the sleeve SL1 is driven in the arrow B direction from the neutral position and moves to the seventh speed in-gear position, the dog tooth D2 of the sleeve SL1 meshes with the dog tooth D4 of the seventh speed drive gear 27. As a result, the seventh speed drive gear 27 is coupled to the first main input shaft 11 via the sleeve SL1 and the hub HB1, and the seventh speed drive gear 27 can rotate integrally with the first main input shaft 11.

  The 5-speed synchronization mechanism SY2, the 2-6-speed synchronization mechanism SY3, the 4-speed synchronization mechanism SY4, the reverse synchronization mechanism SY5, and the 1-speed synchronization mechanism SY6 are configured similarly to the 3-7-speed synchronization mechanism SY1.

  That is, the 5-speed synchronization mechanism SY2 has a hub HB2 fixed to the first main input shaft 11, and a sleeve SL2 provided on the outer peripheral surface of the hub HB2 so as to be movable in the axial direction via dog teeth. When the sleeve SL2 moves from the neutral position in FIG. 1 to the 5-speed in-gear position where the dog teeth of the sleeve SL2 mesh with the dog teeth of the 5-speed drive gear 25, the 5-speed drive gear 25 is moved to the hub HB2 via the sleeve SL2. Join. As a result, the fifth speed drive gear 25 can rotate integrally with the first main input shaft 11.

  The 2-6 speed synchronization mechanism SY3 includes a hub HB3 fixed to the auxiliary input shaft 13, and a sleeve SL3 provided on the outer peripheral surface of the hub HB3 so as to be movable in the axial direction via dog teeth. When the sleeve SL3 moves from the neutral position in FIG. 1 to the second-speed in-gear position where the dog teeth of the sleeve SL3 and the dog teeth of the second-speed drive gear 22 mesh, the second-speed drive gear 22 is moved to the hub HB3 via the sleeve SL3. Join. As a result, the second-speed drive gear 22 can rotate integrally with the sub input shaft 13. On the other hand, when the sleeve SL3 moves from the neutral position to the 6-speed in-gear position where the dog teeth of the sleeve SL3 mesh with the dog teeth of the 6-speed drive gear 26, the 6-speed drive gear 26 is coupled to the hub HB3 via the sleeve SL3. To do. As a result, the 6-speed drive gear 26 can rotate integrally with the auxiliary input shaft 13.

  The 4-speed synchronization mechanism SY4 includes a hub HB4 fixed to the auxiliary input shaft 13, and a sleeve SL4 provided on the outer peripheral surface of the hub HB4 so as to be movable in the axial direction via dog teeth. When the sleeve SL4 moves from the neutral position in FIG. 1 to the 4-speed in-gear position where the dog teeth of the sleeve SL4 and the dog teeth of the 4-speed drive gear 24 mesh, the 4-speed drive gear 24 is moved to the hub HB4 via the sleeve SL4. Join. As a result, the fourth speed drive gear 24 can rotate integrally with the auxiliary input shaft 13.

  The reverse synchronization mechanism SY5 includes a hub HB5 fixed to the reverse shaft 16, and a sleeve SL5 provided on the outer peripheral surface of the hub HB5 so as to be movable in the axial direction via dog teeth. When the sleeve SL5 moves from the neutral position in FIG. 1 to the reverse in-gear position where the dog teeth of the sleeve SL5 and the dog teeth of the reverse gear 28 mesh, the reverse gear 28 is coupled to the hub HB5 via the sleeve SL5. As a result, the reverse gear 28 can rotate integrally with the reverse shaft 16.

  The first speed synchronization mechanism SY6 has a sleeve SL6 provided on the outer peripheral surface of the ring gear 20c so as to be movable in the axial direction via dog teeth. When the sleeve SL6 moves from the neutral position in FIG. 1 to the first-speed in-gear position where the dog teeth of the sleeve SL6 and the lock gear 29 (dog teeth) mesh with each other, the ring gear 20C is coupled to the lock gear 29 via the sleeve SL6. Thereby, rotation of the ring gear 20c is prevented.

  The operation of the transmission 1 configured as described above will be described. When the sleeve SL6 of the first-speed synchronization mechanism SY6 moves from the neutral position to the first-speed in-gear position, the dog teeth of the sleeve SL6 mesh with the lock gear 29, and the carrier 20d can rotate. At this time, when the first clutch C1 is connected, the first speed is established, and the rotation of the first main input shaft 11 is transmitted to the output shaft 14 via the sun gear 20a, the planetary gear 20b, the carrier 20d, and the 2-3 speed driven gear 41. The vehicle travels at the first speed.

  When the sleeve SL3 of the 2-6 speed synchronization mechanism SY3 moves to the 2nd speed in-gear position, the dog teeth of the sleeve SL3 mesh with the dog teeth of the 2nd speed drive gear 22. At this time, when the second clutch C2 is connected, the second speed is established, and the rotation of the second main input shaft 12 is performed by the idle gear 32, the gear 33, the auxiliary input shaft 13, the hub HB3, the second speed drive gear 22, and the 2- This is transmitted to the output shaft 14 via the third speed driven gear 41, and the vehicle travels at the second speed.

  When the sleeve SL1 of the 3-7 speed synchronization mechanism SY1 moves to the 3rd speed in-gear position, the dog teeth of the sleeve SL1 mesh with the dog teeth of the 3rd speed drive gear 23. At this time, when the first clutch C1 is connected, the third speed is established, and the rotation of the first main input shaft 11 is transferred to the output shaft 14 via the hub HB1, the third speed drive gear 23, and the 2-3 speed driven gear 41. The vehicle travels at the third speed.

  When the sleeve SL4 of the 4-speed synchronization mechanism SY4 moves to the 4-speed in-gear position, the dog teeth of the sleeve SL4 mesh with the dog teeth of the 4-speed drive gear 24. At this time, when the second clutch C2 is connected, the fourth speed is established, and the rotation of the second main input shaft 12 causes the idle gear 32, the gear 33, the auxiliary input shaft 13, the hub HB4, the fourth speed drive gear 24, and 4- This is transmitted to the output shaft 14 via the fifth speed driven gear 43, and the vehicle travels at the fourth speed.

  When the sleeve SL2 of the 5-speed synchronization mechanism SY2 moves to the 5-speed in-gear position, the dog teeth of the sleeve SL2 mesh with the dog teeth of the 5-speed drive gear 25. At this time, when the first clutch C1 is connected, the fifth speed stage is established, and the rotation of the first main input shaft 11 is transferred to the output shaft 14 via the hub HB2, the fifth speed drive gear 25, and the 4-5 speed driven gear 43. The vehicle travels at the fifth speed.

  When the sleeve SL3 of the 2-6 speed synchronization mechanism SY3 moves to the 6th speed in-gear position, the dog teeth of the sleeve SL3 mesh with the dog teeth of the 6th speed drive gear 26. At this time, when the second clutch C2 is connected, the sixth speed is established, and the rotation of the second main input shaft 12 causes the idle gear 32, the gear 33, the auxiliary input shaft 13, the hub HB3, the sixth speed drive gear 26, and 6- This is transmitted to the output shaft 14 via the seventh speed driven gear 42, and the vehicle travels at the sixth speed.

  When the sleeve SL1 of the 3-7 speed synchronization mechanism SY1 moves to the 7th speed in-gear position, the dog teeth of the sleeve SL1 mesh with the dog teeth of the 7th speed drive gear 27. At this time, when the first clutch C1 is connected, the seventh speed is established, and the rotation of the first main input shaft 11 is transferred to the output shaft 14 via the hub HB1, the seventh speed drive gear 27, and the 6-7 speed driven gear 42. The vehicle travels at the seventh speed.

  When the sleeve SL5 of the reverse synchronization mechanism SY5 moves to the reverse in-gear position, the dog teeth of the sleeve SL5 mesh with the dog teeth of the reverse gear 28. At this time, when the second clutch C2 is connected, the reverse speed is established, and the rotation of the second main input shaft 12 is performed through the idle gear 32, the gear 34, the reverse shaft 16, the hub HB5, the reverse gear 28, and the gear 35. The first main input shaft 11 is transmitted to the main input shaft 11 and rotates in the opposite direction to that when traveling at the first speed, third speed, fifth speed, and seventh speed. Further, the sleeve SL1 of the first synchronization mechanism SY1 moves to the third-speed in-gear position, whereby the rotation of the first main input shaft 11 is output to the output shaft via the hub HB1, the third-speed drive gear 23, and the 2-3-speed driven gear 41. 14 and the vehicle travels backward.

  Although the case where the vehicle is driven by the power (torque) of the engine 2 has been described above, the motor 3 assists the first main input shaft 11 in addition to the torque of the engine 2 or instead of the torque of the engine 2. Torque can also be added.

  The sleeves SL1 to SL6 of the synchronization mechanisms SY1 to SY6 are operated from the neutral position to the in-gear position or from the in-gear position to the neutral position by the shift operation device. Hereinafter, the configuration of the speed change operation device according to the present embodiment will be described.

  FIG. 2 is a perspective view showing an external shape of the transmission 1, and FIG. 3 is a diagram showing an internal configuration of the transmission 1 (a cross-sectional view taken along line III-III in FIG. 2). In the following, for convenience, front and rear, left and right, and up and down directions are defined as illustrated, and the configuration of each unit will be described according to this definition. The vertical direction corresponds to the height direction of the vehicle, that is, the direction in which gravity acts (vertical direction). The left-right direction corresponds to, for example, a vehicle width direction or a vehicle length direction.

  As shown in FIG. 3, a gear mechanism 10 is arranged inside the transmission case 1a. Lubricating oil stays at the bottom of the transmission case 1a, and a part of the gear mechanism 10 (gears around the auxiliary input shaft 13) is positioned below the lubricating oil level 1b. Therefore, the lubricating oil is scraped up by the rotation of the gear mechanism 10, and the lubricating oil is scattered in the transmission case 1a. A transmission operation device 5 is disposed in a gap SP between the gear mechanism 10 and the rear wall of the transmission case 1a in the transmission case 1a.

  The shift operation device 5 includes a shift shaft 50 extending in the vertical direction, an actuator 60 connected to the upper end portion of the shift shaft 50, a plurality of shift rails 70 surrounding the lower end portion of the shift shaft 50, and each shift. And a shift fork 80 that transmits the movement of the rail 70 to one of the sleeves SL1 to SL6.

  As shown in FIG. 2, the actuator 60 is attached to the flange portion 1c at the top of the transmission case 1a. As shown in FIG. 3, the actuator 60 is connected to the upper end portion of the shift shaft 50 penetrating the transmission case 1 a, and the shift shaft 50 is supported by the actuator 60 so as to be rotatable and movable in the axial direction. The lower end portion of the shift shaft 50 is located below the lubricating oil level 1b. As shown in FIG. 2, the actuator 60 includes a first motor 61 that moves the shift shaft 50 in the vertical direction, and a second motor 62 that rotates the shift shaft 50 about the axis CL0.

  FIG. 4 is a perspective view showing a main part configuration of the speed change operating device 5. As shown in FIGS. 3 and 4, the shift shaft 50 includes a substantially cylindrical shaft body 51 extending along the vertical axis line CL <b> 0, and fingers 52 fixed to the lower portion of the shaft body 51.

  FIG. 5 is a side view of the finger 52. FIG. 5 also shows a part (cross-sectional view) of the shift rail 70 disposed around the finger 52. As shown in FIG. 5, the finger 52 includes a first finger 521 to a fifth finger 525 that are spaced apart from each other by a predetermined distance in the vertical direction and parallel to each other. These fingers 521 to 525 respectively have engagement pieces 52a to 52c projecting perpendicularly to the axis CL0 from the outer peripheral surface of the substantially cylindrical bearing portion 520. A through hole 520a is opened in the vertical direction in the bearing portion 520, and the finger 52 is integrally fixed to the shaft body 51 inserted through the through hole 520a by welding or the like.

  As shown in FIGS. 4 and 5, the shift rail 70 includes first plate-shaped first shift rail 71 to fifth shift rail 75 that are spaced apart from each other in the vertical direction and extend perpendicular to the axis CL <b> 0. The vertical distance between the shift rails 71 to 75 is half of the vertical distance between the fingers 521 to 525. Therefore, among the shift rails 71 to 75, only the shift rails 71, 73, and 75 or only the shift rails 72 and 74 can be positioned so as to face any of the fingers 521 to 525. In FIG. 5, only the shift rails 72 and 74 are positioned to face the fingers 522 and 523. The vertical position of the finger 52 with respect to the shift rail 70 is changed by the vertical movement of the finger 52 by the actuator 60. The direction in which the finger 52 can move (vertical direction) is also referred to as a select direction.

  Although a part of the illustration is omitted, as shown in FIG. 4, one end of the shift fork 80 is fixed to each of the shift rails 71 to 75, and the other end of the shift fork 80 is connected to the synchronization mechanism SY1 to SY6. Connected to the sleeves SL1 to SL6. Each shift fork 80 is supported so as to be movable in the left-right direction along a guide 81 extending in the left-right direction, and the shift rails 71 to 75 are integrated with the shift fork 80 in the left-right direction according to the engaging operation with the finger 52. Move to. That is, the shift rails 71 to 75 move from the neutral position to the right shift position or the left shift position, or from the right shift position or the left shift position to the neutral position. The direction in which the shift rails 71 to 75 can move (left-right direction) is also referred to as a shift direction. As the shift rails 71 to 75 move in the left-right direction, the sleeves SL1 to SL6 move in the left-right direction via the shift fork 80.

  FIG. 6 is a plan view (viewed from above) of the shift rail 70 showing an example of the operation of the speed change operating device. 6 shows the operation corresponding to FIG. 5, that is, the operation of the fourth shift rail 74 in which the third finger 523 is arranged on the inner side and the second shift rail 72 in which the second finger 522 is arranged on the inner side. . In FIG. 6A, the fourth shift rail 74 is positioned at the neutral position in the left-right direction, and the second shift rail 72 is positioned at the right shift position.

  First, the structure of the finger 52 and the shift rail 70 will be described. As shown in FIG. 6A, the second finger 522 includes a first engagement piece 52a extending in the first direction along the axis CL1 perpendicular to the axis CL0, and the first direction along the axis CL1. And a second engagement piece 52b extending in the second direction opposite to the first direction. The first finger 521, the fourth finger 524, and the fifth finger 525 have the same shape as the second finger 522, and as shown in FIG. 5, these fingers 521, 524, and 525 also have the same shape as the second finger 522. It has an engagement piece 52a and a second engagement piece 52b.

  On the other hand, as shown to Fig.6 (a), the 3rd finger 523 has the 3rd engagement piece 52c extended in a 1st direction along the axis line CL1. The third engagement piece 52c is formed to be longer than the first engagement piece 52a. As shown in FIG. 5, the distal end portion of the third engagement piece 52c protrudes beyond the distal end portion of the first engagement piece 52a. ing. The finger 52 is provided such that the axis lines CL1 of the first finger 521 to the fifth finger 525 are located on the same vertical plane. Therefore, as shown in FIG. 5, each finger 521-525 exists in the position which overlapped in the up-down direction.

  As shown in FIG. 6A, the shift rail 70 (72, 74) has a curved surface portion 70a whose inner peripheral surface is formed in an arc shape centering on the axis line CL0, and an inner peripheral surface from the curved surface portion 70a in the left-right direction. And a cutout portion 70b cut out in a U-shape in the front-rear direction with a predetermined width.

  From the state of FIG. 6A, when the finger 52 is rotationally driven in the direction of the arrow R1 in FIG. 6B with the axis CL0 as the center, the end face (abutment) of the third engagement piece 52c of the third finger 523 The portion 53c) contacts the end surface of the cutout portion 70b. Furthermore, the end surface (contact portion 53b) of the second engagement piece 52b of the second finger 522 contacts the end surface of the cutout portion 70b.

  Thereafter, the engagement pieces 52c and 52b slide on the end surface of the notch 70b, and the fourth shift rail 74 is pushed from the neutral position to the right shift position as shown in FIGS. 6 (b) and 6 (c). At the same time, the second shift rail 72 is pushed from the right shift position to the neutral position. When the second shift rail 72 is moved to the neutral position, the first engagement piece 52a and the second engagement piece 52b slide along the curved surface portion 70a. Therefore, no external force in the left-right direction acts on the second shift rail 72, and the second shift rail 72 is held at the neutral position.

  After the second shift rail 72 has moved to the neutral position and the fourth shift rail 74 has moved to the right shift position, the finger 52 is rotationally driven in the direction of arrow R2 in FIG. Thereby, the finger 52 returns to the original phase of FIG. 6A, and the engagement pieces 52a to 52c are disengaged. Thereafter, the finger 52 is moved in the selection direction (up and down direction in FIG. 5), and the same operation is repeated in a state where the position of the finger 52 with respect to the shift rails 71 to 75 is changed. Thereby, the arbitrary shift rails 71 to 75 can be moved in the shift direction (left-right direction).

  As is apparent from the above, the third finger 523 is used to shift any one of the shift rails 71 to 75 from the neutral position to the right shift position or the left shift position. On the other hand, the other fingers 521, 522, 524, 525 are used to return the shift rails 71 to 75 moved to the right shift position or the left shift position to the neutral position.

  FIG. 7 is a diagram illustrating a shift pattern of the shift rails 71 to 75, that is, a diagram illustrating an example of a correspondence relationship between the shift rails 71 to 75 and the sleeves SL1 to SL6. In the drawing, the five-stage rails in the vertical direction correspond to the first shift rail 71 to the fifth shift rail 75, respectively. As shown in FIG. 7, the first shift rail 71 is connected to the first-speed sleeve SL <b> 6 via the shift fork 80. The second shift rail 72 is connected via a shift fork 80 to a fourth speed sleeve SL4 and a reverse sleeve SL5. The third shift rail 73 is connected to the 3-7 speed sleeve SL <b> 1 via the shift fork 80. The fourth shift rail 74 is connected to the 2-6 speed sleeve SL3 via the shift fork 80. The fifth shift rail 75 is connected to the fifth speed sleeve SL2 and the parking gear mechanism via the shift fork 80.

  When the first shift rail 71 moves from the neutral position to the left shift position, the sleeve SL6 of the first speed synchronization mechanism SY6 moves to the first speed in-gear position, and the first speed stage can be established.

  When the second shift rail 72 moves from the neutral position to the left shift position, the sleeve SL4 of the fourth speed synchronization mechanism SY4 moves to the fourth speed in-gear position, and the fourth speed stage can be established. On the other hand, when the second shift rail 72 moves from the neutral position to the right shift position, the sleeve SL5 of the reverse synchronization mechanism SY5 moves to the reverse in-gear position, and the reverse gear can be established.

  When the third shift rail 73 moves from the neutral position to the left shift position, the sleeve SL1 of the 3-7 speed synchronization mechanism SY1 moves to the 7th speed in-gear position, and the 7th speed stage can be established. When the third shift rail 73 moves from the neutral position to the right shift position, the sleeve SL1 of the 3-7 speed synchronization mechanism SY1 moves to the 3rd speed in-gear position, and the 3rd speed can be established.

  When the fourth shift rail 74 moves from the neutral position to the left shift position, the sleeve SL3 of the 2-6 speed synchronization mechanism SY3 moves to the 6th speed in-gear position, and the 6th speed stage can be established. When the fourth shift rail 74 moves from the neutral position to the right shift position, the sleeve SL3 of the 2-6 speed synchronization mechanism SY3 moves to the 2nd speed in-gear position, and the 2nd speed stage can be established.

  When the fifth shift rail 75 moves from the neutral position to the left shift position, the sleeve SL2 of the fifth speed synchronization mechanism SY2 moves to the fifth speed in-gear position, and the fifth speed stage can be established. When the fifth shift rail 75 moves from the neutral position to the right shift position, the engagement pawl of the parking pole 44a (FIG. 3) of the parking gear mechanism engages with the parking gear 44, and the vehicle is locked.

  The controller (ECU) selects a target gear position based on the operation of shift levers such as P, L, D, N, and R, the amount of depression of the accelerator pedal, and the vehicle speed. Then, a control signal is output to the actuator 60 so as to establish the target gear position, and the movement and rotation of the shift shaft 50 in the select direction are controlled.

  By the way, in the shift operating device 5 described above, the rotation of the shift shaft 50 causes the engagement pieces 52a to 52c of the finger 52 to abut the end surface of the notch 70b of the shift rail 70, thereby cutting the engagement pieces 52a to 52c. The shift rail 70 is pushed in the left-right direction while sliding with the end surface of the notch 70b. Therefore, in order to reduce wear of the engaging pieces 52a to 52c or the notch portion 70b, it is necessary to supply a sufficient amount of lubricating oil to the sliding portion. However, since the sliding portion is located inside the shift rail 70, it is difficult to supply sufficient lubricating oil to the sliding portion. Therefore, in this embodiment, the shift shaft 50 is configured as follows so that sufficient lubricating oil can be supplied to the sliding portion.

  FIG. 8 is a side view showing the main configuration of the shift shaft 50 according to the embodiment of the present invention, and FIGS. 9 and 10 are plan views showing the main configuration of the first finger 521 and the third finger 523, respectively. is there. In addition, although illustration is abbreviate | omitted, the structure of planar view of the 2nd finger 522, the 4th finger 524, and the 5th finger 525 is the same as the structure (FIG. 9) of planar view of the 1st finger 521.

  As shown in FIGS. 8 to 10, the first engagement piece 52a of the first, second, fourth, and fifth fingers 521, 522, 524, 525, and the upper surfaces 521a, 522a, 524a of the second engagement piece 52b, 525a is provided with oil reservoir recesses 55a and 55b each having a predetermined depth, and an upper surface 523a of the third engagement piece 52c of the third finger 523 is provided with an oil reservoir recess 55c of a predetermined depth. It is done. Further, the upper surface 521a to 525a of each engagement piece 52a to 52c has an oil passage extending from the recesses 55a to 55c to the side end surfaces (contact portions 53a to 53c) of the engagement pieces 52a to 52c that contact the end surface of the cutout portion 70b. 56a to 56c are provided. Thereby, the lubricating oil retained in the recesses 55a to 55c can be guided to the contact portions 53a to 53c via the oil passages 56a to 56c.

  In the shift shaft 50 shown in FIG. 8, a portion where the finger 52 is provided is referred to as a first shaft portion 50a, and a portion above the first shaft portion 50a is referred to as a second shaft portion 50b. A pair of spiral oil grooves 57a and 57b are provided on the outer peripheral surface of the second shaft portion 50b in the vertical direction so as not to cross each other. The oil groove 57 a communicates with the recess 55 a of the first finger 521, and the oil groove 57 b communicates with the recess 55 b of the first finger 521.

  A characteristic operation of the shift operation device 5 according to the embodiment of the present invention will be described. In FIG. 3, when the lubricating oil in the transmission case 1 a is scraped up by the rotation of the gear mechanism 10, a part of the lubricating oil scattered in the transmission case 1 a is engaged with the engagement pieces 52 a to 52 b from above the fingers 52. It falls on 52c. As a result, the lubricating oil stays in the recesses 55a to 55c of the upper surfaces 521a to 525a of the finger 52. The lubricating oil in the recesses 55a to 55c is guided to the contact portions 53a to 53c on the end surfaces of the engagement pieces 52a to 52c through the oil passages 56a to 56c, respectively. Accordingly, sufficient lubricating oil can be supplied to the sliding portion between the engagement pieces 52 a to 52 c and the notch portion 70 b of the shift rail 70.

  Further, a part of the lubricating oil scraped up by the rotation of the gear mechanism 10 adheres to the second shaft portion 50 b of the shift shaft 50. The lubricating oil adhering to the second shaft portion 50b flows into the concave portions 55a and 55b of the first finger 521 through the spiral oil grooves 57a and 57b. As a result, a sufficient amount of lubricating oil can be retained in the recesses 55a and 55b, and the amount of lubricating oil supplied to the contact portions 53a and 53b of the uppermost first finger 521 can be increased.

  The contact portions 53a and 53b of the fingers 521, 522, 524, and 525 and the contact portion 53c of the finger 523 are located on substantially the same vertical plane. Therefore, the lubricating oil supplied to the contact portions 53a and 53b of the first finger 521 is dripped along the contact portions 53a to 53c of the other fingers 522 to 525, and not only the first finger 521 but also other The amount of lubricating oil supplied to the contact portions 53a to 53c of the fingers 522 to 525 can also be increased. Thereby, the engagement pieces 52a to 52c can be slid well along the notch portion 70b, and wear of the engagement pieces 52a to 52c can be suppressed.

According to the embodiment of the present invention, the following effects can be obtained.
(1) In the speed change operation device 5 according to the embodiment of the present invention, the meshing between the in-gear position meshed with the gears 22 to 29 for shifting via the dog teeth D2 to D4 and the gears 22 to 29 for shifting is interrupted. A shift operation device that operates a plurality of sleeves SL1 to SL6 that are movable between a neutral position and includes engagement pieces 52a to 52c that extend along an axis CL0 and project from an outer peripheral surface. A shaft 50, an actuator 60 for rotating the shift shaft 50 about the axis CL0, and a plurality of shift rails 71 to 75 arranged along the axis CL0, each surrounding the shift shaft 50; The inner peripheral surface has a notch portion 70b with which the engagement pieces 52a to 52c can be engaged. The engagement between the engagement pieces 52a to 52c and the notch portion 70b due to the rotation of the shift shaft 50. A plurality of shift rails 71 to 75 that individually move in the vertical direction with respect to the axis CL0 according to the operation, and the movement of each of the plurality of shift rails 71 to 75 are represented by sleeves SL1 to SL1 corresponding to the shift rails 71 to 75. And a shift fork 80 for transmission to any one of SL6 (FIGS. 1, 4 to 6). The engagement pieces 52a to 52c have oil reservoir recesses 55a to 55c on the upper surfaces 521a to 525a in the vertical direction (FIGS. 8 to 10).

  As described above, by providing the recesses 55a to 55c on the upper surfaces 521a to 525a of the engagement pieces 52a to 52c, a part of the lubricating oil scraped up by the rotation of the gear mechanism 10 stays in the recesses 55a to 55c. For this reason, even if the periphery of the finger 52 is surrounded by the shift rails 71 to 75, the recesses 55 a to 55 c are changed to the sliding portions (contact portions 53 a to 53 c) around the engagement pieces 52 a to 52 c. Sufficient lubricating oil can be supplied, and wear due to sliding of the engagement pieces 52a to 52c can be suppressed.

(2) Oil paths 56a to 56c are formed on the upper surfaces 521a to 525a of the engagement pieces 52a to 52c from the recesses 55a to 55c to the contact portions 53a to 53c on the side end surfaces of the engagement pieces 52a to 52c (see FIG. 9, 10). As a result, the lubricating oil staying in the recesses 55a to 55c can be efficiently guided to the sliding portion, and the sliding resistance of the engaging pieces 52a to 52c can be suppressed and the wear of the engaging pieces 52a to 52c can be suppressed. .

(3) The shift shaft 50 is disposed in the transmission case 1a in a substantially vertical direction, and extends upward from the first shaft portion 50a provided with the fingers 521 to 525 and the first shaft portion 50a. And a second shaft portion 50b (FIGS. 3 and 8). Since the shift shaft 50 is arranged in the substantially vertical direction as described above, the lubricating oil tends to stay in the concave portions 55a to 55c of the upper surfaces 521a to 525a of the engagement pieces 52a to 52c, and the sliding portion is constantly lubricated. Oil can be supplied.

(4) The second shaft portion 50b has oil grooves 57a and 57b formed on the outer peripheral surface over the recesses 55a and 55b (FIG. 8). As a result, the lubricating oil adhering to the shift shaft 50 flows into the recesses 55a and 55b through the oil grooves 57a and 57b, and more lubricating oil can be retained in the recesses 55a and 55b. The slidability of the part can be improved.

(5) The gears 22 to 29 for shifting are provided on the rotating shaft extending in the horizontal direction, that is, the first main input shaft 11, the sub input shaft 13, the output shaft 14, and the like, and are disposed in the transmission case 1a. The second shaft portion 50b extends through a gap SP between the rear wall surface of the transmission case 1a and the gears 22 to 29 for transmission, and an upper end portion of the second shaft portion 50b penetrates the transmission case 1a to the actuator 60. Connected (FIGS. 1 and 3). As described above, when the shift shaft 50 is arranged in a narrow space in the transmission case 1a, a member dedicated to supplying the lubricating oil is separately provided to supply the lubricating oil to the sliding portions of the engagement pieces 52a to 52c. It is difficult to do. In this regard, in the present embodiment, sufficient lubricating oil can be supplied to the sliding portion with a simple configuration in which the recesses 55a to 55c are provided on the upper surfaces 521a to 525a of the engagement pieces 52a to 52c.

(Modification)
In the embodiment described above, the shift shaft 50 is configured by integrally attaching the fingers 52 having the plurality of engagement pieces 52a to 52c to the shaft body 51. However, the configuration of the shift shaft 50 as the shaft member is not limited to that described above. . In the embodiment described above, the plurality of shift rails 71 to 75 are arranged around the shift shaft 50 so as to be movable in the left-right direction. However, the configuration of the shift rail 70 as a frame member is not limited to that described above. Therefore, you may comprise the to-be-engaged part which can be engaged with engagement piece 52a-52c other than the notch part 70b. In the above embodiment, the operation of the shift rails 71 to 75 is transmitted to the sleeves SL1 to SL6 via the shift fork 80, but the configuration of the shift fork 80 as a transmission member is not limited to the above.

  In the above embodiment, the recesses 55a to 55c are provided on the upper surfaces of the engagement pieces 52a to 52c of the first finger 521 to the fifth finger 525, but the engagement pieces of some fingers (for example, the first finger 521). A recess for oil sump may be provided only on the upper surface. As long as the lubricating oil can be retained, the concave portion may have any configuration. For example, a concave portion (uneven portion) may be formed microscopically on the upper surface of the engagement piece, and the lubricating oil may be retained by surface tension. In the above embodiment, the oil passages 56a to 56c are formed on the upper surfaces of the engagement pieces 52a to 52c from the recesses 55a to 55c to the end portions (contact portions 53a to 53c) of the engagement pieces 52a to 52c. ~ 56c may be omitted. In this case, for example, the lubricating oil in the recesses 55a to 55c may be configured to flow toward the contact portions 53a to 53c by the centrifugal force generated by the rotation of the shift shaft 50.

  In the above embodiment, the shift shaft 50 is extended in the vertical direction in the transmission case 1a. However, the shift shaft 50 may be extended obliquely. Even in that case, the recesses 55a to 55c may be provided on the top surfaces of the engagement pieces 52a to 52c in the vertical direction, for example, so that the bottom surfaces of the recesses 55a to 55c are parallel to the horizontal plane. In the above embodiment, the pair of spiral oil grooves 57a and 57b are formed on the outer peripheral surface of the second shaft portion 50b of the shift shaft 50. However, the oil grooves 57a and 57b are not formed spirally but simply formed in the vertical direction. However, the configuration of the oil groove is not limited to that described above. If sufficient lubricating oil stays in the recesses 55a and 55b of the engagement pieces 52a and 52b of the uppermost finger 521, the oil grooves 57a and 57b may be omitted.

  In the above-described embodiment, the second shaft portion 50b of the shift shaft 50 extends between the wall surface of the transmission case 1a and the transmission gears 22 to 29, and the upper end portion thereof penetrates the transmission case 1a to be the actuator 60. However, the arrangement of the speed change operation device 5 is not limited to this. In the above embodiment, the lubricating oil is scraped up by the rotation of the gear mechanism 10 and is retained in the recesses 55a to 55c. However, the lubricating oil is guided to the upper side of the recesses 55a to 55c through the oil passage, and the lubricating oil is generated therefrom. You may comprise so that it may be dripped at recessed part 55a-55c.

  The above description is merely an example, and the present invention is not limited to the above-described embodiments and modifications unless the features of the present invention are impaired. It is also possible to arbitrarily combine one or more of the above-described embodiments and modified examples. Variations can be combined.

DESCRIPTION OF SYMBOLS 5 Shift operating device, 50 shift shaft, 50a 1st axial part, 50b 2nd axial part, 52a-52c Engagement piece, 55a-55c Recessed part, 56a-56c Oil path, 57a, 57b Oil groove, 60 Actuator, 70 shift Rail, 70b Notch, 80 shift fork, SL1-SL6 sleeve

Claims (5)

A speed change operating device for operating a plurality of sleeves movable between an in-gear position meshed with a speed change gear and a neutral position where meshing of the speed change gear is interrupted,
A shaft member extending along the axis and having an engagement piece projecting from the outer peripheral surface;
An actuator for rotating the shaft member around the axis;
A plurality of frame members arranged side by side along the axis, each of which surrounds the shaft member, and has an engaged portion to which the engagement piece can be engaged on an inner peripheral surface; A plurality of frame members that individually move in a direction perpendicular to the axis in accordance with an engagement operation between the engagement piece and the engaged portion by rotation of the member;
A transmission member that transmits each movement of the plurality of frame members to any of the plurality of sleeves corresponding to the frame members;
The speed change device according to claim 1, wherein the engaging piece has a recess for oil sump on an upper surface in a vertical direction. The shift operation device according to claim 1, wherein
An oil passage is formed in the upper surface of the engagement piece from the recess to a side end surface of the engagement piece. The shift operation device according to claim 1 or 2,
The shaft member is disposed in the transmission case in a substantially vertical direction, and includes a first shaft portion provided with the engagement piece, and a second shaft portion extending upward from the first shaft portion. A shift operation device characterized by comprising: The shift operation device according to claim 3, wherein
The speed change device according to claim 2, wherein the second shaft portion has an oil groove formed on the outer peripheral surface over the recess. The shift operation device according to claim 3 or 4,
The speed change gear is provided on a rotating shaft extending in a horizontal direction and is disposed in the transmission case,
The second shaft portion extends between a wall surface of the transmission case and the transmission gear, and an upper end portion of the second shaft portion penetrates the transmission case and is connected to the actuator. Shifting operation device.

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