JP2024042866A - transmission - Google Patents

Abstract

[Problem] Even when the moving direction of the shifter arm is non-parallel to the moving direction of the shift rail, an increase in resistance to the shift operation is suppressed, and a smooth shift operation is realized. [Solution] In a transmission assembled so that the moving direction of the shifter arm is non-parallel to the moving direction of the shift rail, a plurality of shift rails each have a storage groove, and the shifter arm has an arm engagement portion that can be engaged with the storage groove, and the storage groove that the arm engagement portion engages is switched by the movement of the shifter arm in a select direction that intersects with the axial direction of the shift rail, and the shift rail having the storage groove with which the arm engagement portion engages can be moved in the shift direction by the movement of the shifter arm in the shift direction along the axial direction of the shift rail, and a rolling bearing having a spherical rolling element is provided at the sliding portion between the storage groove and the arm engagement portion. [Selected Figure] Figure 7

Description

This disclosure relates to a transmission having multiple speed-changing gear trains.

For example, a parallel shaft type automatic transmission or manual transmission has an input shaft with a plurality of drive gears and an output shaft with a plurality of driven gears. The drive gear and the driven gear mesh to form a plurality of transmission gear trains, and these transmission gear trains are switched to a power transmission state by a synchromesh mechanism or the like. By sliding the synchronizing sleeve of the synchromesh mechanism toward the splines of the driving gear and the driven gear, it is possible to switch the desired transmission gear train to a power transmission state. In order to switch a desired transmission gear train to a power transmission state, an automatic transmission is provided with a shifter arm driven by an actuator, and a manual transmission is provided with a shifter arm connected to a shift lever. A shift rail is engaged with the end of the shifter arm, and the shift rail is provided with a shift fork that holds the synchro sleeve.

JP2015-096761A

Here, due to layout considerations when assembling the many parts that make up the transmission, the moving direction of the shifter arm may be non-parallel to the direction that is inclined to the moving direction of the shift rail. In such a case, unnecessary sliding may occur at the engagement portion between the shift rail and the shifter arm. When sliding occurs between the shift rail and the shifter arm, for example, the shift rail supported by the case moves up and down, which increases the sliding friction of the shift rail, which may increase resistance to shift operations.

The present disclosure has been made in view of the above-mentioned problems, and the purpose of the present disclosure is to solve the case where the moving direction of the shifter arm is non-parallel to the direction of inclination to the moving direction of the shift rail. It is an object of the present invention to provide a transmission that can suppress an increase in resistance in a shift operation and realize a smooth shift operation.

In order to solve the above problems, according to one aspect of the present disclosure, a shift lever includes:
a shifter arm that transmits a shift operation force to the plurality of shift rails,
In a transmission assembled so that the moving direction of the shifter arm is non-parallel to the moving direction of the shift rail,
Each of the plurality of shift rails has a receiving groove,
the shifter arm has an arm engagement portion that can be engaged with the accommodation groove,
The movement of the shifter arm in a select direction intersecting the axial direction of the shift rail switches the accommodation groove with which the arm engagement portion engages,
The shift rail having the accommodation groove in which the arm engagement portion is engaged can be moved in the shift direction by movement of the shifter arm in a shift direction along an axial direction of the shift rail,
The transmission is provided with a rolling bearing having spherical rolling elements in a sliding portion between the accommodation groove and the arm engagement portion.

As described above, according to the present disclosure, even if the movement direction of the shifter arm is non-parallel to the movement direction of the shift rail, an increase in resistance to the shift operation can be suppressed, and a smooth shift operation can be achieved.

FIG. 1 is a skeleton diagram showing the configuration of a transmission according to an embodiment of the present disclosure. It is a schematic diagram showing the operation system of the transmission concerning the same embodiment. FIG. 3 is a schematic diagram showing a part of the operating system as seen from the direction of arrow A in FIG. 2. FIG. 3 is a schematic cross-sectional view taken along the line BB in FIG. 2. FIG. 2 is an explanatory diagram showing the configuration of a reference example. FIG. 2 is an explanatory diagram showing the configuration of a reference example. It is an explanatory view showing the composition of the engaging part concerning the same embodiment. 8 is a cross-sectional view taken along the line DD in FIG. 7. Fig. 2 is a perspective view showing an arm member (arm engagement portion) according to the embodiment; Fig. 3 is an explanatory view showing a contact portion with an inner raceway ring;

Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Note that, in this specification and the drawings, components having substantially the same functional configurations are designated by the same reference numerals and redundant explanation will be omitted.

<1. Basic structure of the transmission>
First, a basic configuration of a transmission according to an embodiment of the present disclosure will be described.
Fig. 1 is a skeleton diagram showing the configuration of a transmission according to this embodiment. The front and rear indicated by the arrows in Fig. 1 respectively indicate the front and rear of the vehicle. Note that in Fig. 2, which will be described later, the front and rear indicated by the arrows also respectively indicate the front and rear of the vehicle.

As illustrated, the transmission 10 includes an input shaft 11 and an output shaft 12 parallel to the input shaft 11. An engine 14 is connected to the input shaft 11 via an input clutch 13. A drive wheel (not shown) is connected to the output shaft 12 via a differential mechanism 15. Further, drive gears 21a and 22a are fixed to the input shaft 11, and drive gears 23a to 26a are rotatably provided. Furthermore, driven gears 21b and 22b are rotatably provided on the output shaft 12, and driven gears 23b to 26b are fixed. Note that the illustrated transmission 10 is a transmission mounted vertically on a vehicle.

The driving gears 21a to 26a of the input shaft and the driven gears 21b to 26b of the output shaft 12 mesh with each other to form a plurality of transmission gear trains 21 to 26. That is, the drive gear 21a and the driven gear 21b constitute a first speed change gear train 21, and the drive gear 22a and the driven gear 22b constitute a second speed change gear train 22. Further, the driving gear 23a and the driven gear 23b constitute a third-speed transmission gear train 23, and the driving gear 24a and the driven gear 24b constitute a fourth-speed transmission gear train 24. Further, the driving gear 25a and the driven gear 25b constitute a fifth-speed transmission gear train 25, and the driving gear 26a and the driven gear 26b constitute a sixth-speed transmission gear train 26.

One switching mechanism 31 is provided on the output shaft 12, and two switching mechanisms 32 and 33 are provided on the input shaft. By using the switching mechanism 31, the first speed or second speed change gear train 21, 22 can be switched to a power transmission state. Furthermore, by using the switching mechanism 32, the third speed or fourth speed gear train 23, 24 can be switched to a power transmission state. Furthermore, by using the switching mechanism 33, it is possible to switch the fifth or sixth speed gear train 25, 26 to a power transmission state. Note that the switching mechanisms 31 to 33 are configured as synchromesh mechanisms.

The switching mechanism 31 includes a synchro hub 31a fixed to the output shaft 12 and a synchro sleeve 31b that meshes with the synchro hub 31a. Further, a spline 21c is fixed to the driven gear 21b, and a spline 22c is fixed to the driven gear 22b. Then, when the synchro sleeve 31b is moved to the fastening position on the driven gear 21b side, the synchro sleeve 31b and the spline 21c mesh with each other, and the first speed gear train 21 is switched to a power transmission state. As a result, power is transmitted from the input shaft 11 to the output shaft 12 via the first speed gear train 21. On the other hand, when the synchro sleeve 31b is moved to the fastening position on the driven gear 22b side, the synchro sleeve 31b and the spline 22c mesh with each other, and the second speed gear train 22 is switched to a power transmission state. As a result, power is transmitted from the input shaft 11 to the output shaft 12 via the second speed gear train 22. Note that when the synchro sleeve 31b is moved to a neutral position where it does not mesh with any of the splines 21c, 22c, the first speed and second speed gear trains 21, 22 are switched to a power disconnected state in which no power is transmitted.

The switching mechanism 32 includes a synchro hub 32a fixed to the input shaft and a synchro sleeve 32b that meshes with the synchro hub 32a. Furthermore, a spline 23c is fixed to the drive gear 23a, and a spline 24c is fixed to the drive gear 24a. Then, when the synchro sleeve 32b is moved to the engagement position on the driving gear 23a side, the synchro sleeve 32b and the spline 23c mesh with each other, and the third speed gear train 23 is switched to the power transmission state. As a result, power is transmitted from the input shaft 11 to the output shaft 12 via the third speed gear train 23. On the other hand, when the synchro sleeve 32b is moved to the engagement position on the driving gear 24a side, the synchro sleeve 32b and the spline 24c mesh with each other, and the fourth speed gear train 24 is switched to a power transmission state. As a result, power is transmitted from the input shaft 11 to the output shaft 12 via the fourth speed gear train 24. Note that when the synchro sleeve 32b is moved to the neutral position where it does not mesh with any of the splines 23c, 24c, the third speed and fourth speed gear trains 23, 24 are switched to a power disconnected state in which no power is transmitted.

The switching mechanism 33 has a synchro hub 33a fixed to the input shaft and a synchro sleeve 33b that meshes with the synchro hub 33a. A spline 25c is fixed to the drive gear 25a, and a spline 26c is fixed to the drive gear 26a. When the synchro sleeve 33b is moved to a fastening position on the drive gear 25a side, the synchro sleeve 33b and the spline 25c mesh, and the fifth-speed transmission gear train 25 is switched to a power transmission state. As a result, power is transmitted from the input shaft 11 to the output shaft 12 via the fifth-speed transmission gear train 25. On the other hand, when the synchro sleeve 33b is moved to a fastening position on the drive gear 26a side, the synchro sleeve 33b and the spline 26c mesh, and the sixth-speed transmission gear train 26 is switched to a power transmission state. As a result, power is transmitted from the input shaft 11 to the output shaft 12 via the sixth-speed transmission gear train 26. Furthermore, when the synchro sleeve 33b is moved to a neutral position where it does not mesh with either of the splines 25c, 26c, the fifth and sixth speed gear trains 25, 26 are switched to a power disconnection state in which no power is transmitted.

Further, the transmission 10 is provided with an idler shaft 40 that is parallel to the input shaft 11 and the output shaft 12. Reverse transmission gears 27a and 27b are rotatably provided on the idler shaft 40. One transmission gear 27a meshes with the first speed drive gear 21a, and the other transmission gear 27b meshes with a driven gear 27c fixed to the output shaft 12. In this way, the transmission 10 is provided with a reverse speed change gear train 27 consisting of a driving gear 21a, transmission gears 27a, 27b, and a driven gear 27c. Further, the idler shaft 40 is provided with a switching mechanism 34 for switching the reverse speed change gear train 27 to a power transmission state. The switching mechanism 34 includes a synchro hub 34a fixed to the transmission gear 27b, and a synchro sleeve 34b meshing with the synchro hub 34a. Further, a spline 27d is fixed to the transmission gear 27a. When the synchro sleeve 34b is moved to the fastening position on the side of the transmission gear 27a, the synchro sleeve 34b and the spline 27d mesh with each other, and the reverse gear train 27 is switched to the power transmission state. As a result, power is transmitted from the input shaft 11 to the output shaft 12 via the reverse gear train 27 with the rotational direction reversed. Note that when the synchro sleeve 34b is moved to a neutral position where it does not mesh with the spline 27d, the reverse speed change gear train 27 is switched to a power disconnected state in which no power is transmitted.

In order to operate the aforementioned switching mechanisms 31-34, shift forks 41-44 are attached to each synchro sleeve 31b-34b. A shift lever is connected to these shift forks 41 to 44 via a shifter arm, a link mechanism, etc., which will be described later. By operating the shift lever, the driver can select and operate the switching mechanisms 31 to 34, and can switch the desired transmission gear train 21 to 27 to a power transmission state. The operating system for transmitting the operating force of the shift lever to the synchro sleeves 31b to 34b will be described below.

FIG. 2 is a schematic diagram showing the operation system of the transmission 10. As shown in FIG. Moreover, FIG. 3 is a schematic diagram showing a part of the operating system as seen from the direction of arrow A in FIG. FIG. 4 is a schematic cross-sectional view taken along line BB in FIG. Note that a part of the operating system shown in FIG. 3 is shown in a cross-sectional view taken along line CC in FIG.

As shown in FIG. 2, the transmission 10 has a shifter arm 50 supported by a transmission case 54. Shifter arm 50 includes a shift select shaft 55 that is slidably supported by a bearing portion 54a of mission case 54, and an arm member 56 that extends radially from an end of shift select shaft 55. The arm member 56 of the shifter arm 50 functions as an end portion (arm engaging portion) of the shifter arm 50. The transmission 10 also includes a shift lever 52 operated by a driver, a select member 57 connected to the shift lever 52 via a link mechanism 51, and a shift lever 57 connected to the shift lever 52 via a link mechanism 51. It has a member 58. Further, a shift groove 55a is formed in the shift select shaft 55, and the engagement pin 58a of the shift member 58 engages with the shift groove 55a. Further, an engagement member 59 is fixed to the shift selection shaft 55 and includes a selection groove 59a in which an engagement pin 57a of the selection member 57 engages. In this way, the shift lever 52 and the shift select shaft 55 are connected via the link mechanism 51 and the like, and the shift select shaft 55 operates in accordance with the operation of the shift lever 52. Note that the link mechanism 51 is constituted by a rod, cable, plate, etc. (not shown).

The transmission 10 is provided with four shift rails 61 to 64 that are movable in the longitudinal direction of the vehicle. The shift rails 61 to 64 are slidably supported by bearing portions 101a to 104a and 101b to 104b of the transmission case 54 at both ends in the axial direction, respectively.

Furthermore, the center axes of each of the shift rails 61 to 64 are inclined with respect to the center line of the shift select shaft 55. That is, the shift rails 61 to 64 are assembled so that the moving direction thereof is non-parallel to the direction inclined to the shift direction of the shifter arm 50, which will be described later. A shift fork 41 is fixed to the shift rail (first shift rail) 61 for the first and second speeds, and a rod gate 81 including a gate portion (first engagement portion) 71 is fixed. . A shift fork 42 is fixed to the shift rail (second shift rail) 62 for third and fourth speeds, and a rod gate 82 including a gate part (second engagement part) 72 is fixed. . A shift fork 43 is fixed to the shift rail (third shift rail) 63 for fifth and sixth speeds, and a rod gate 83 including a gate portion (third engagement portion) 73 is fixed. . Further, the shift fork 44 is fixed to the shift rail 64 for backward movement, and a rod gate 84 including a gate portion 74 is fixed thereto.

As shown in FIGS. 3 and 4, the gate portions 71 to 74 of each rod gate 81 to 84 are arranged one over the other in the thickness direction. In other words, the gate sections 71 to 74 are arranged side by side in the selection direction of the shifter arm 50, which will be described later. The four adjacent gate sections 71 to 74 are sandwiched between wall sections 85 of the mission case 54. In addition, accommodation grooves 71a to 74a are formed in each of the gate parts 71 to 74 to accommodate the tip end of the arm member 56. Furthermore, each of the gate parts 71 to 74 is provided with a pair of wall parts 71b to 74b and 71c to 74c that face each other with accommodation grooves 71a to 74a interposed therebetween.

Next, the operation of the operation system 53 will be explained. As shown in the shift pattern of FIG. 2, when the shift lever 52 is selectively operated in the direction of arrow Xa1, the select member 57 rotates in the direction of arrow Xa2, while when the shift lever 52 is selectively operated in the direction of arrow Xb1. , the selection member 57 rotates in the direction of arrow Xb2. As shown in FIG. 3, when the select member 57 is rotated in the direction of arrow Xa2, the arm member 56 of the shifter arm 50 swings in the direction of arrow Xa3, which is the select direction, while the select member 57 is rotated in the direction of arrow Xa3. When rotated in the direction of arrow Xb2, the arm member 56 of the shifter arm 50 swings in the direction of arrow Xb3, which is the selection direction. That is, as shown in FIG. 4, when the shift lever 52 is selected in the direction of arrow Xa1, the tip of the arm member 56 moves in the direction of arrow Xa3, that is, toward the gate portion 71. On the other hand, when the shift lever 52 is selectively operated in the direction of arrow Xb1, the tip of the arm member 56 moves in the direction of arrow Xb3, that is, toward the gate portion 74. In this manner, the selection operation of the shift lever 52 is an operation of selecting the gate portions 71 to 74 with which the arm member 56 engages, that is, the shift rails 61 to 64.

Further, as shown in FIGS. 2 and 3, a return spring 91 supported by a support shaft 90 is assembled to the select member 57. The support shaft 90 and the return spring 91 constitute a neutral mechanism 92 that holds the shifter arm 50 at a neutral position in the selection direction. As shown in FIGS. 3 and 4, when the shift lever 52 is not operated, that is, when the shifter arm 50 is not operated, the spring force of the return spring 91 causes the tip of the arm member 56 to It is held in the housing groove 72a of the gate portion 72, which is a neutral position in the direction.

As shown in the shift pattern of FIG. 2, when the shift lever 52 is shifted in the direction of the arrow Ya1, the shift member 58 rotates in the direction of the arrow Ya2, while when the shift lever 52 is shifted in the direction of the arrow Yb1, the shift member 58 rotates in the direction of the arrow Yb2. When the shift member 58 rotates in the direction of the arrow Ya2, the shifter arm 50 is pushed out in the direction of the arrow Ya3, which is the shift direction, while when the shift member 58 rotates in the direction of the arrow Yb2, the shifter arm 50 is pulled in the direction of the arrow Yb3, which is the shift direction. That is, as shown in FIG. 4, when the shift lever 52 is shifted in the direction of the arrow Ya1, the tip of the arm member 56 pushes out one of the shift rails 61 to 64 to the fastening position in the direction of the arrow Ya3. On the other hand, when the shift lever 52 is shifted in the direction of the arrow Yb1, the tip of the arm member 56 pulls in one of the shift rails 61 to 64 to the fastening position in the direction of the arrow Yb3. In this way, the shift operation of the shift lever 52 is the operation of moving one of the shift rails 61-64, i.e., the shift forks 41-44. This shift operation can move one of the synchro sleeves 31b-34b, making it possible to switch one of the transmission gear trains 21-27 to a power transmission state.

That is, as shown in the shift pattern of FIG. 4, when the shift lever 52 is operated to the shift position P1, the shift rail 61 moves in the direction of arrow S1, and the first speed gear train 21 switches to the power transmission state. It will be done. Furthermore, when the shift lever 52 is operated to the shift position P2, the shift rail 61 moves in the direction of arrow S2, and the second speed gear train 22 is switched to a power transmission state. Furthermore, when the shift lever 52 is operated to the shift position P3, the shift rail 62 moves in the direction of arrow S3, and the third speed gear train 23 is switched to a power transmission state. Further, when the shift lever 52 is operated to the shift position P4, the shift rail 62 moves in the direction of arrow S4, and the fourth speed gear train 24 is switched to a power transmission state. Further, when the shift lever 52 is operated to the shift position P5, the shift rail 63 moves in the direction of arrow S5, and the fifth speed gear train 25 is switched to the power transmission state. Further, when the shift lever 52 is operated to the shift position P6, the shift rail 63 moves in the direction of arrow S6, and the sixth speed gear train 26 is switched to the power transmission state. Further, when the shift lever 52 is operated to the shift position PR, the shift rail 64 moves in the direction of the arrow SR, and the reverse gear train 27 is switched to a power transmission state. Note that when the shift lever 52 is released at the select positions α, β, and γ, the shift lever 52 is returned to the neutral position PN by the neutral mechanism 92.

<2. Structure of the engagement part between the shift rail and shifter arm>
Next, the structure of the engaging portion between the shift rail and the shifter arm will be explained.

5 and 6 are diagrams showing the configuration of a reference example for explaining the problems of the present disclosure.
FIG. 5 shows a state in which the arm member 56 of the shifter arm 50 is engaged with the accommodation groove 72a of the gate portion 72 of the rod gate 82 of the shift rail (second shift rail) 62 for third and fourth speeds, and the shifter The arm 50 is shown moving forward and backward in the shift direction.

As described above, the shifter arm 50 and the shift rail 62 are arranged so that when the shifter arm 50 moves in the shift direction, the moving direction L1 of the shifter arm 50 is non-parallel to the direction that is inclined with respect to the moving direction L2 of the shift rail 62. It is assembled so that. Therefore, when the shifter arm 50 moves along the shift direction and moves the shift rail 62 forward and backward, the arm member 56 of the shifter arm 50 moves up and down within the accommodation groove 72a. Specifically, when the arm member 56 moves in the direction of arrow Ya3, the arm member 56 enters into the accommodation groove 72a, and when the arm member 56 moves in the direction of arrow Yb3, the arm member 56 moves out of the accommodation groove 72a. fall back.

At this time, as shown in FIG. 6, when the arm member 56 moves in the direction of arrow Ya3, the arm member 56 moves between the wall part 72b of the gate part 72 in the direction in which the arm member 56 is pushed out. Since the gate part 72 is in a sliding state, a force pushing the gate part 72 downward is generated. The shift rail 62 is slidably supported by the bearing portion 102a of the mission case 54, and the generation of a force that pushes the gate portion 72 downward increases the sliding friction between the bearing portion 102a and the shift rail 62. . Similarly, when the arm member 56 moves in the direction of arrow Yb3, the arm member 56 is in a sliding state with the wall portion 72c of the gate portion 72 in the direction in which the arm member 56 is drawn. , a force is generated that pulls the gate portion 72 upward. By generating a force that pulls the gate portion 72 upward, the sliding friction between the bearing portion 102a and the shift rail 62 increases.

An increase in sliding friction between the shift rail 62 and the bearing portion 102a may also occur in the other three shift rails 61, 63, and 64. An increase in the sliding friction between the shift rails 61 to 64 and the bearings 101a to 104a leads to an increase in the shift operation force by the driver, and there is a possibility that smooth shift operability may be deteriorated.

7 to 9 are explanatory diagrams showing the structure of the engagement portion between the shift rail and the shifter arm of the transmission according to the present embodiment. FIG. 7 shows a state in which the arm member 56 of the shifter arm 50 is engaged with the housing groove 72a of the gate portion 72 of the rod gate 82 of the shift rail (second shift rail) 62 for third and fourth speeds. FIG. 8 shows a cross-sectional view taken along the line DD in FIG. FIG. 9 is a perspective view showing the arm member 56 of the shifter arm 50, and is a perspective view of the arm member 56 seen from the lower side of FIG.

The transmission according to this embodiment is provided with a rolling bearing 120 having a spherical rolling element in the sliding portion between the accommodation groove 72a of the shift rail 62 and the arm member 56 of the shifter arm 50. In the example shown in Figs. 7 to 9, the rolling bearing 120 is attached to the arm member 56. The rolling bearing 120 has a bearing base 121 into which the arm member 56 is fitted, and a plurality of spherical rolling elements 123 provided on the surface of the bearing base 121 that faces at least the walls 72b and 72c of the gate portion 72. The arm member 56 may be press-fitted into the bearing base 121 or may be welded thereto. Each rolling element 123 is held in the bearing base 121 with a portion thereof protruding from the surface of the bearing base 121, and is capable of rolling in any direction.

That is, the accommodation groove 72a and the arm member 56 are provided to extend in predetermined directions that intersect with the shift direction and the selection direction, respectively, and when the shifter arm 50 moves in the selection direction, the accommodation groove 72a is The inner surface and the outer surface of the arm member 56 slide relative to each other in the selection direction. Furthermore, when the shifter arm 50 moves in the shift direction, the inner surface of the housing groove 72a and the outer surface of the arm member 56 slide relative to each other in a predetermined direction. The rolling elements 123 of the rolling bearing 120 are capable of rolling in any direction including the select direction and the predetermined direction.

Therefore, sliding friction when the arm member 56 enters into the housing groove 72a or when the arm member 56 retreats from the housing groove 72a is reduced. Thereby, the force pushing the gate portion 72 upward or downward is suppressed, and an increase in sliding friction between the shift rail 62 and the bearing portion 102a can be reduced. Further, since the rolling bearing 120 has a configuration using the spherical rolling elements 123, even when the arm member 56 moves in the select direction, the gap between the arm member 56 and the gate portion 72 of the shift rail 62 is Sliding friction can be reduced.

Although not shown, since the arm member 56 has the rolling bearing 120 configured as described above, sliding friction in the select direction and the predetermined direction can be reduced with respect to the other shift rails 61, 63, and 64 as well. Therefore, an increase in shift operation force is suppressed, and a smooth shift operation can be realized.

Further, in the examples shown in FIGS. 7 to 9, the shift direction of the shifter arm 50 is placed on the shift lever 52 side upstream of the sliding portion between the housing groove 72a and the arm member 56 in the load transmission path of the shift operation force. A stopper mechanism 110 is provided to restrict the range of movement. Specifically, the shifter arm 50 has a protrusion 111 at the end where the arm member 56 is formed, on the opposite side to the direction in which the arm member 56 extends. The protrusion 111 is arranged in a recess 115 of a position regulating member 113 provided on the inner surface of the mission case 54. The recess 115 has walls 117a and 117b on both sides in the shift direction, and the protrusion 111 can come into contact with the walls 117a and 117b.

The positions where the protrusion 111 abuts against the walls 117a and 117b on both sides in the shift direction are designed in advance to match the positions that define the movable range in the shift direction. Therefore, it is possible to suppress generation of an excessive load on the rolling bearing 120 due to the shifter arm 50 moving in the shift direction beyond the movable range of the shift rail 62 in the shift direction. As a result, deterioration in the performance of the rolling bearing 120 is suppressed, and a smooth shift operation can be stably realized.

Although the preferred embodiment of the present disclosure has been described in detail above with reference to the attached drawings, the present disclosure is not limited to such examples. It is clear that a person with ordinary knowledge in the technical field to which the present disclosure pertains can conceive of various modified or revised examples within the scope of the technical ideas described in the claims, and it is understood that these also naturally fall within the technical scope of the present disclosure.

For example, in the above embodiment, the arm member 56 is provided with the rolling bearing 120, but the technology of the present disclosure is not limited to such an example. The rolling bearings may be provided on the inner surfaces of the wall portions 71b to 74b, 71c to 71c of the gate portions 71 to 74 of the respective shift rails 61 to 64. However, by providing the rolling bearing 120 in the arm member 56, the number of rolling bearings can be reduced.

Further, in the embodiment described above, the position regulating member 113 constituting the stopper mechanism 110 was provided in the mission case 54, but the object to which the position regulating member 113 is fixed is not limited to the mission case. Furthermore, the position where the protrusion 111 constituting the stopper mechanism 110 is provided is not limited to the position opposite to the direction in which the arm member 56 extends at the end where the arm member 56 is formed. Further, the stopper mechanism 110 is not limited to the configuration using the protrusion 111 and the position regulating member 113, and can be modified in various ways.

10: transmission, 11: input shaft, 12: output shaft, 50: shifter arm, 52: shift lever, 54: transmission case, 55: shift select shaft, 56: arm member (arm engagement portion), 61, 62, 63, 64: shift rail, 71, 72, 73, 74: gate portion, 71a, 72a, 73a, 74a: accommodation groove, 71b, 72b, 73b 74b: wall portion, 71c, 72c, 73c, 74c: wall portions, 101a, 102a, 103a, 104a: bearing portions, 101b, 102b, 103b, 104b: bearing portions, 110: stopper mechanism, 111: protrusion, 113: position regulating member, 115: recess, 117a, 117b: wall portions, 120: rolling bearing, 121: bearing base, 123: rolling element

Claims (3)

multiple shift rails each connected to a shift fork;
a shifter arm that transmits shift operation force to the plurality of shift rails,
In a transmission assembled so that the moving direction of the shifter arm is non-parallel to the moving direction of the shift rail,
Each of the plurality of shift rails has a housing groove,
The shifter arm has an arm engaging portion that can engage with the accommodation groove,
By moving the shifter arm in a select direction that intersects with the axial direction of the shift rail, the accommodation groove that the arm engaging portion engages is switched;
By movement of the shifter arm in the shift direction along the axial direction of the shift rail, the shift rail having the accommodation groove engaged with the arm engaging portion can be moved in the shift direction,
A transmission comprising a rolling bearing having a spherical rolling element in a sliding portion between the housing groove and the arm engaging portion. The housing groove and the arm engaging portion are each provided to extend in a predetermined direction that intersects with the shift direction and intersects with the select direction,
When the shifter arm moves in the select direction, the inner surface of the housing groove and the outer surface of the arm engaging portion slide relative to each other in the select direction,
When the shifter arm moves in the shift direction, the inner surface of the housing groove and the outer surface of the arm engaging portion slide relative to each other in the predetermined direction;
The transmission according to claim 1, wherein the rolling elements of the rolling bearing are capable of rolling in any direction including the select direction and the predetermined direction. A stopper mechanism for regulating a movement range of the shifter arm in the shift direction is provided on the shifter arm side of the sliding portion between the accommodation groove and the arm engaging portion in the load transmission path of the shift operation force. 1. The transmission according to 1.

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