JP5160361B2 - Vehicle transmission - Google Patents

Description

  The present invention relates to a multi-speed transmission for a vehicle provided with a gear having an integral structure.

  In a constantly meshing six-speed transmission for a motorcycle, a first speed gear and a second speed gear are arranged at both ends of the input side rotation shaft, respectively. In addition, the 3rd speed gear and 4th speed gear are arranged near the center of the input side rotation shaft, and the 5th speed gear and 6th speed gear are installed between the 1st speed gear, 2nd speed gear, 3rd speed gear and 4th speed gear. The Some 3rd-speed gears and 4th-speed gears installed on the input-side rotating shaft have an integrated structure (Patent Document 1).

JP 2008-74286 A

  In order to improve the running noise while improving the accuracy of the gear, the tooth surface of the gear may be polished (tooth polishing). In the conventional transmission described above, the third gear and the fourth gear on the input side are integrated, so even if one of the third gear and the fourth gear is to be polished, the other gear is in the way. It is difficult to polish teeth.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle transmission capable of performing tooth polishing on an input-side third-speed gear or fourth-speed gear.

  In order to achieve the above object, in a vehicle transmission according to the present invention, a first gear and a second gear are respectively arranged at both ends of a transmission gear train provided on a rotating shaft, and two gears arranged in the center are integrated. A multi-speed transmission for a vehicle that is a structure, and a third gear or a fourth gear is formed by independent gears separated from each other. Here, “disposed at the center” does not mean that it is disposed at the central portion in the axial direction of the rotating shaft, but is disposed between two gears at both ends in a gear train having a plurality of gears. It means that.

  According to this configuration, it is possible to perform tooth polishing even on a third-speed gear or a fourth-speed gear that is likely to be used for traveling at medium and low speeds such as an urban area, and traveling noise can be reduced. Further, since the third-speed gear or the fourth-speed gear, which is an independent gear, can have a large width in the axial direction, the gear can be prevented from being deformed with little deformation, and traveling noise can be further suppressed.

  In the present invention, it is preferable that the fourth speed gear is disposed between the first speed gear and the integral structure as an independent gear different from the integral structure. According to this configuration, since the output first gear that meshes with the input first gear is large in diameter, it is easy to dog-couple the output fourth gear to the output first gear.

  In the present invention, the third speed gear and the fifth speed gear are preferably an integral structure. According to this configuration, it is possible to apply tooth polishing to the input-side fourth-speed gear and effectively reduce running noise. In general, since the transmission speed of the 4th speed gear is larger than that of the 5th speed gear, high strength is required. However, by using the 4th speed gear as an independent gear, a sufficient gear width can be secured. Costs can be reduced by reducing the material of the 4-speed gear, the grade of heat treatment, or omitting surface treatment such as hard shot peening. Furthermore, since the difference between the diameters of both gears is larger than when the three-speed gear and the fourth-speed gear are formed as an integral structure, it is easy to polish the teeth of the fifth-speed gear having a large diameter.

  According to the vehicle transmission of the present invention, since the third speed gear or the fourth speed gear is an independent gear, it is possible to perform tooth polishing on the input third speed gear or the fourth speed gear. Driving noise can be effectively reduced when using a 4-speed gear. Further, since the third-speed gear or the fourth-speed gear, which is an independent gear, can increase the tooth width dimension, the gear can be prevented from being deformed with little deformation, and traveling noise can be further suppressed.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In this specification, the left and right sides of the vehicle body are the left and right as viewed from the rider's state.
FIG. 1 is a side view showing a motorcycle including a vehicle transmission according to a first embodiment of the present invention. In the motorcycle shown in the figure, a head pipe 2 is attached to the front end of a main frame 1 constituting the front half of a body frame FR, and a front fork 4 is attached to the head pipe 2 via an upper bracket 3A and a lower bracket 3B. The front wheel 5 is supported at the lower end of the front fork 4. A handle 20 is attached to the upper bracket 3A. A swing arm bracket 6 is formed at the lower rear end of the main frame 1, and a swing arm 7 is supported on the swing arm bracket 6 via a pivot shaft 8 at the front end portion so as to be swingable up and down. A rear wheel 9 is supported at the rear end of the swing arm 7. A seat rail 10 connected to the rear portion of the main frame 1 constitutes the rear half of the vehicle body frame FR. A four-cycle engine E is supported at the center lower portion of the main frame 1. An exhaust pipe 14 is connected to each of the plurality of exhaust ports 13 formed in the cylinder head 12 of the engine E, and a silencer 17 is connected to a rear end portion of the exhaust pipe 14.

  A rider's seat 18 and a passenger's seat 19 are supported on the seat rail 10. A fuel tank 21 is attached between the handle 20 and the rider's seat 18 at the upper part of the main frame 1, that is, at the upper part of the vehicle body. A resin cowling 11 that covers a portion from the front of the handle 20 to the side of the front portion of the vehicle body is attached to the front portion of the vehicle body. An engine E and a transmission T having a crankshaft 15 as a rotating shaft have an engine case EC including a lower case LC integrated with a crankcase and an upper case UC integrated with a cylinder block.

  In the engine case EC, as shown in FIG. 2, an input shaft 22 of the transmission T and an output shaft 24 arranged in parallel behind the input shaft 22 are arranged in parallel behind the crankshaft 15 (FIG. 1). The input side transmission gear train 30 and the output side transmission gear train 40 are mounted on the shafts 22 and 24, respectively, and the input side shift fork 38 and the output side shift forks 48 and 49 are further arranged. The input shaft 22 and the output shaft 24 are rotatably supported by the engine case EC.

  A known clutch 26 that transmits and shuts off power is mounted on the input shaft 22 that is the input side rotating shaft, and rotational power is supplied from the crankshaft 15 (FIG. 1) of the engine E to the input shaft 22 via the clutch 26. Is transmitted. The rotational power of the input shaft 22 is transmitted to the output shaft 24 that is the output side rotation shaft through the transmission gear trains 30 and 40. The rotational power of the output shaft 24 is transmitted to the rear wheel 9 (FIG. 1) through power transmission means (not shown) such as a chain, belt or drive shaft.

  In this embodiment, the transmission T is always meshing 6-speed, and the input-side transmission gear train 30 is a first speed (LOW) gear 31, a second speed gear 32, a third speed gear 33, a fourth speed gear 34, and a fifth speed. The output side transmission gear train 40 includes a first gear (LOW) gear 41, a second gear 42, a third gear 43, a fourth gear 44, a fifth gear 45 and 6. It consists of a speed (TOP) gear 46. The 1st to 6th speed gears 31 to 36 on the input side mesh with the 1st to 6th speed gears 41 to 46 on the output side, respectively. Here, if m> n, the power state in which the n-th gear is engaged has a smaller reduction ratio than the power state in which the m-speed gear is engaged. That is, the number of teeth of the input / output side gears sequentially decreases from the first speed to the sixth speed.

  One end in the axial direction of the input side transmission gear train 30 provided on the input shaft 22 which is a rotating shaft, in the present embodiment, the first speed gear 31 is located at the right end, and in the present embodiment, the second speed gear 32 is located at the left end in the middle. 3rd speed gear 33 on the right side, 5th speed gear 35 on the left side of the center, 4th speed gear 34 between 1st speed gear 31 and 3rd speed gear 33, 6th speed between 2nd speed gear 32 and 5th speed gear 35 Each gear 36 is installed. The third speed gear 33 and the fifth speed gear 35 are formed as an integral structure. Specifically, the third speed gear 33 and the fifth speed gear 35 arranged in the axial direction are connected and integrated by an annular connecting portion therebetween. An oil passage 37 communicating with a shift fork 38, which will be described later, is formed in the connecting portion, and the three-speed gear 33 and the fifth-speed gear 35, which are integrally structured, move a moving gear body that moves in the axial direction of the input shaft 22. It is composed. The gear of the integral structure has a rough outer shape formed by forging, and is then formed by cutting and grinding. The input-side fourth speed gear 34 is an independent gear separated from the third speed gear 33.

  The first speed gear 31 is integrally fixed to the input shaft 22, and the second speed gear 32 and the integral third and fifth speed gears 33 and 35 are spline fitted to the input shaft 22 so as not to rotate relative to each other, and the fourth speed gear 34. The 6-speed gear 36 is mounted on the input shaft 22 via the plain bearing 28 so as to be relatively rotatable in a state where movement in the axial direction is prevented. The third speed gear 33, the fourth speed gear 34, the fifth speed gear 35, and the sixth speed gear 36 have dogs 33a, 34a, 35a, and 36a for connection, respectively. A shift fork 38 is disposed between the third speed gear 33 and the fifth speed gear 35, and the third and fifth speed gear 33, which is a moving gear body, is operated by a fork operation for moving the shift fork 38 along the axis 22c of the input shaft 22. , 35 and the dogs 33a, 34a, 35a, 36a are connected to connect the third speed gear 33 and the fourth speed gear 34, or the fifth speed gear 35 and the sixth speed gear 36.

  Also in the output side transmission gear train 40, the 1st to 6th speed gears 41 to 46 are arranged at positions corresponding to the gears of the input side transmission gear train 30 described above, and meshed with the corresponding input side gears. All the gears 41 to 46 in the output side transmission gear train 40 are independent gears. The first speed gear 41, the second speed gear 42, the third speed gear 43, and the fifth speed gear 45 are mounted on the output shaft 24 via the slide bearing 28 so as to be relatively rotatable while being prevented from moving in the axial direction. The high speed gear 44 and the sixth speed gear 46 are spline-fitted to the output shaft 24 so as not to rotate relative to each other.

  The fourth speed gear 44 has a dog 44a for dog coupling to the first speed gear 41 and a dog 44b for dog coupling to the third speed gear 43 at both ends in the axial direction. At both ends in the direction, there are a dog 46 a for dog connection to the second gear 42 and a dog 46 b for dog connection to the fifth gear 45. The first speed gear 41 has a connection recess 41a to which the dog 44a is connected, and the second speed gear 42, the third speed gear 43 and the fifth speed gear 45 have through-hole connection holes to which the dogs 46a, 44b and 46b are connected. 42a, 43a and 45a, respectively.

  Shift forks 48 and 49 are arranged between the dogs 44a and 44b of the fourth speed gear 44 and between the dogs 46a and 46b of the sixth speed gear 46, respectively. By operating the fork to move the shift fork 48 along the axis 24c of the output shaft 24, the fourth speed gear 44 is moved, and the fourth speed gear 44 is dog-connected to the first speed gear 41 or the third speed gear 43. The sixth speed gear 46 is moved by the fork operation 49, and the sixth speed gear 46 is dog-connected to the second speed gear 42 or the fifth speed gear 45.

  That is, when the input-side shift fork 38 is shifted to the right side, the third gear, the fifth gear 33, 35 and the fourth gear 34, which are moving gear bodies, are connected, and when shifted to the left, the third gear, the fifth gear 33 are connected. , 35 and the sixth gear 34 are connected, and when the shift fork 38 is in the neutral position, no gear is connected. When the output side shift fork 48 is shifted to the right side, the fourth speed gear 44 and the first speed gear 41 are connected, and when the output side shift fork 48 is shifted to the left side, the fourth speed gear 44 and the third speed gear 43 are connected, and the shift fork 48 is neutral. When in position, the fourth gear 44 is not connected to any gear. When the shift fork 49 is shifted to the right side, the sixth speed gear 46 and the fifth speed gear 45 are connected, and when the shift fork 49 is shifted to the left side, the sixth speed gear 46 and the second speed gear 42 are connected, and the shift fork 49 is in the neutral position. The sixth gear 46 is not connected to any gear.

  The operation of the transmission T of this embodiment will be described with reference to FIG. When the first speed is selected in FIG. 3, the shift fork 48 moves to the right side in FIG. 2, and the output side fourth speed gear 44 is dog-connected to the first speed gear 41. The shift forks 38 and 49 are in the neutral position. As a result, the rotational power is transmitted to the output shaft 24 by the fourth speed gear 44 splined to the output shaft 24 from the input first speed gear 31 integrally formed with the input shaft 22 through the output first speed gear 41. Is done.

  When the second speed is selected in FIG. 3, the shift fork 49 in FIG. 2 moves to the left, and the output side sixth speed gear 46 is dog-connected to the second speed gear 42. The shift forks 38, 48 are in the neutral position. Thus, the rotational power is transmitted to the output shaft 24 by the sixth-speed gear 46 spline-coupled to the output shaft 24 from the input-side second-speed gear 32 spline-coupled to the input shaft 22 through the output-side second-speed gear 42. Is done.

  When the third speed is selected in FIG. 3, the shift fork 48 of FIG. 2 moves to the left side, and the output side fourth speed gear 44 is dog-connected to the third speed gear 43. The shift forks 38 and 49 are in the neutral position. As a result, the rotational power is transmitted to the output shaft 24 by the fourth speed gear 44 splined to the output shaft 24 from the input side third speed gear 33 splined to the input shaft 22 via the output side third speed gear 43. Is done.

  When the fourth speed is selected in FIG. 3, the shift fork 38 in FIG. 2 moves to the right side, and the input side third speed gear 33 and the fourth speed gear 34 are connected. The shift forks 48 and 49 are in the neutral position. Thus, the rotational power is transmitted to the output shaft 24 from the fourth speed gear 34 connected to the input side third speed gear 33 splined to the input shaft 22 by the fourth speed gear 44 splined to the output shaft 24. The

  When the fifth speed is selected in FIG. 3, the shift fork 49 in FIG. 2 moves to the right side, and the output side sixth speed gear 46 is dog-connected to the fifth speed gear 45. The shift forks 38, 48 are in the neutral position. As a result, the rotational power is transmitted to the output shaft 24 by the sixth-speed gear 46 splined to the output shaft 24 from the input-side fifth-speed gear 35 spline-coupled to the input shaft 22 via the output-side fifth-speed gear 45. Is done.

  When the 6th speed is selected in FIG. 3, the shift fork 38 in FIG. 2 moves to the left, and the input side 5th speed gear 35 and the 6th speed gear 36 are connected. The shift forks 48 and 49 are in the neutral position. As a result, the rotational power is transmitted to the output shaft 24 from the sixth speed gear 36 connected to the input side fifth speed gear 35 splined to the input shaft 22 by the sixth speed gear 46 splined to the output shaft 24. The

In the above configuration, since the input-side fourth-speed gear 34 is an independent gear, only the input-side fourth-speed gear 34 can be tooth-polished, and as a result, running noise can be effectively reduced. Moreover, prior to attachment to the input shaft 22 of the fourth gear 34 can be subjected to a teeth grinding.

  Since the first-speed gear 41 on the output side has a large diameter, the fourth-speed gear 44 is disposed next to the first-speed gear 41, and therefore the dog 44a of the fourth-speed gear 44 on the output side is disposed radially outward. This makes it easy to connect dogs. In general, the input side 4th gear 34 is required to have a higher strength than the 5th gear 35 because the transmission force is larger, but by making the input side 4th gear 34 an independent gear, Since it becomes easy to ensure a sufficient width in the axial direction, the cost can be reduced by reducing the material of the fourth speed gear 34 and the grade of heat treatment, or omitting surface treatment such as hard shot peening. The independent input side 4th gear 34 can increase the axial width, and accordingly the output side 4th gear 44 spline width can be increased accordingly. It can be further suppressed.

  In the first embodiment, the input-side fourth speed gear 34 is an independent gear, but the third speed gear 33 may be an independent gear. In this case, the fourth speed gear 34 and the fifth speed gear 35 are integrated, and the third speed gear 33 is disposed between the first speed gear 31 and the fourth speed gear 34.

  FIG. 4 is a horizontal sectional view of a transmission 50 according to another embodiment. In this embodiment, the first speed gears 61 and 71 are at the right end, the second speed gears 62 and 72 are at the left end, and the third speed gears 63 and 73 are at the center right side in each of the input side and output side transmission gear trains 60 and 70. However, on the left side of the center, the fourth speed gears 64, 74 are between the first speed gears 61, 71 and the third speed gears 63, 73, the fifth speed gears 65, 75 are the second speed gears 62, 72 and the fourth speed gear 64, Sixth-speed gears 66 and 76 are respectively installed between 74, and the input-side third-speed gear 63 and fourth-speed gear 64 have an integral structure. The input-side fourth speed gear 64 has a larger diameter than the third speed gear 63.

  FIG. 5 is a front view of the input side 3rd speed gear 63 and the 4th speed gear 64 of the integral structure as viewed from the 3rd speed gear side. As shown in FIG. 5, the number of teeth of the 3rd speed gear 63 and the 4th speed gear 64 are the same. In other words, the pitches and the circumferential phases of the crests 63a and troughs 63b of the third speed gear 63 are made to coincide with the pitches and phases of the crests 64a and troughs 64b of the fourth speed gear 64 by different modules. ing. Specifically, the 4-speed gear module is set larger than the 3-speed gear module.

  According to the above embodiment, since the number of teeth and the phase of the input side 3rd speed gear 63 and the 4th speed gear 64 of the integrated structure are the same, the circumferential position of the 3rd speed gear 63 and the 4th speed gear 64 is viewed from the axial direction. Since the three-speed gear 63 with a small diameter does not get in the way, it is possible to perform tooth polishing on the fourth-speed gear 64 with a large diameter, thereby reducing running noise.

  As described above, the preferred embodiments of the present invention have been described with reference to the drawings, but various additions, modifications, or deletions can be made without departing from the spirit of the present invention. For example, in the embodiment of FIG. 2, the fifth speed gear 35 and the fourth speed gear 34 are integrated, but the sixth speed gear 36 and the fourth speed gear 34 or the sixth speed gear 36 and the third speed gear 33 are integrated. It may be a structure. Further, although the fourth speed gear 34 that is an independent gear is disposed closer to the first speed gear 31, it may be closer to the second speed gear 32. Furthermore, the present invention can be widely applied to transmissions of vehicles such as three-wheeled vehicles and four-wheeled vehicles in addition to motorcycles. Therefore, such a thing is also included in the scope of the present invention.

1 is a side view of a motorcycle including a vehicle transmission according to a first embodiment of the present invention. It is a horizontal sectional view which shows a transmission same as the above. It is operation | movement explanatory drawing of the shift fork of a transmission same as the above. It is sectional drawing of the transmission for vehicles which concerns on another embodiment. It is the front view which looked at the gear of the integral structure of the transmission same as the above from the 3rd gear side.

Explanation of symbols

T transmission 22 input shaft 24 output shaft 30 input side gear train 31 input side first speed (LOW) gear 32 input side second speed gear 33 input side third speed gear 34 input side fourth speed gear 35 input side fifth speed gear 36 input side 6th speed (TOP) gear 40 Output side gear train 41 Output side 1st speed (LOW) gear 42 Output side 2nd gear 43 Output side 3rd gear 44 Output side 4th gear 45 Output side 5th gear 46 Output side 6th speed (TOP) Gear

Claims (1)

A multi-speed transmission for a vehicle having a multi-speed transmission in which a first gear and a second gear are arranged at both ends of a transmission gear train provided on a rotating shaft, and a third gear and a fifth gear arranged in the center are an integral structure. ,
A four-speed gear is disposed between the first-speed gear and the integral structure as an independent gear different from the integral structure;
The three-speed gear and the fifth-speed gear that are the integrated structure are different in module, and the pitch and the circumferential phase of the crests and troughs of each gear coincide with each other .

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