JP5336223B2 - Gear transmission - Google Patents

Gear transmission Download PDF

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JP5336223B2
JP5336223B2 JP2009031816A JP2009031816A JP5336223B2 JP 5336223 B2 JP5336223 B2 JP 5336223B2 JP 2009031816 A JP2009031816 A JP 2009031816A JP 2009031816 A JP2009031816 A JP 2009031816A JP 5336223 B2 JP5336223 B2 JP 5336223B2
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shifter
gear
rotating body
engagement portion
engaging portion
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JP2010185559A (en
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善昭 塚田
孝 大関
嘉久 菅野
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Honda Motor Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To achieve prompt transmission and reduction in an operating force of a shifter while reducing impact and impulsive sound during transmission in a gear transmission including an engagement clutch and a synchronizing mechanism. <P>SOLUTION: The gear transmission M includes the engagement clutch 23 and the synchronizing mechanism S. The synchronizing mechanism S includes: a friction ring 50 rotatably supported by a transmission gear 12b; and a spring 61 generating a frictional force between the friction ring 50 and the transmission gear 12b. The friction ring 50 includes a preceding engagement part 52 on which a shifter side engagement part 39 is made to abut in the circumferential direction before the shifter 22 is moved to the axial direction to make a gear side engagement part 38 and the shifter side engagement part 39 of the engagement clutch 32 abut on each other during transmission. The friction ring 50 synchronizes the rotating speeds of the transmission gear 12b and the shifter 22 by the frictional force generated by the spring 61. Then, the shifter 22 is further moved in the axial direction so as to make the gear side engagement part 38 and the shifter side engagement part 39 abut on each other in the circumferential direction. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

本発明は、回転軸に設けられた変速歯車と、変速操作装置により操作されて前記回転軸の軸方向に移動可能なシフタと、変速歯車に設けられた歯車側係合部とシフタに設けられたシフタ側係合部とを有する係合クラッチとを備える歯車変速機に関し、さらに詳細には、変速時に係合クラッチの係合部同士が当接する前に、変速歯車およびシフタの回転速度を同期化するための構造に関する。そして、該歯車変速機は、例えば車両に搭載される。   The present invention is provided in a transmission gear provided on a rotation shaft, a shifter that is operated by a transmission operation device and is movable in the axial direction of the rotation shaft, a gear side engagement portion provided in the transmission gear, and a shifter. More specifically, a gear transmission including an engagement clutch having a shifter side engagement portion, and more specifically, the rotation speeds of the transmission gear and the shifter are synchronized before the engagement portions of the engagement clutch come into contact with each other during a shift. It relates to the structure to make it. The gear transmission is mounted on a vehicle, for example.

例えば車両に搭載される歯車変速機であって、係合クラッチ（いわゆるドッグクラッチ）を備えるものにおいては、変速時に、変速操作装置で操作されたシフタが軸方向に移動して、係合クラッチの歯車側係合部とシフタ側係合部とが互いに周方向で当接することより、変速歯車およびシフタが一体に回転して該変速歯車で規定される変速比が確立される。
しかしながら、係合クラッチの係合部同士が当接する直前での変速歯車の回転速度とシフタの回転速度とが異なるため、歯車側係合部とシフタ側係合部との当接の際に、衝撃および該衝撃に起因する衝撃音が発生する。そこで、この衝撃および衝撃音を低減するために、歯車側係合部とシフタ側係合部との当接に先だって、変速歯車およびシフタの回転速度を同期化する（すなわち、変速歯車とシフタとの回転速度差を小さくする）同期機構を備える歯車変速機が知られている（例えば、特許文献１参照）。 For example, in a gear transmission that is mounted on a vehicle and includes an engagement clutch (a so-called dog clutch), the shifter operated by the shift operation device moves in the axial direction at the time of shifting, and the engagement clutch The gear-side engaging portion and the shifter-side engaging portion abut on each other in the circumferential direction, whereby the transmission gear and the shifter rotate together to establish a transmission ratio defined by the transmission gear.
However, since the rotational speed of the transmission gear and the rotational speed of the shifter immediately before the engaging portions of the engaging clutch contact each other are different, when the gear side engaging portion and the shifter side engaging portion are in contact, An impact and an impact sound resulting from the impact are generated. Therefore, in order to reduce the impact and the impact sound, the rotational speeds of the transmission gear and the shifter are synchronized prior to the contact between the gear side engaging portion and the shifter side engaging portion (that is, the transmission gear and the shifter are synchronized). A gear transmission including a synchronization mechanism is known (for example, see Patent Document 1).

特公平２−３９６６０号公報JP-B-2-39660

ところで、同期機構が、シフタにより軸方向に移動するように駆動されて変速歯車に押し付けられるシンクロナイザリングを備えるものでは、同期化の際に、シンクロナイザリングと変速歯車との間での摩擦力を発生させるためには、シフタがシンクロナイザリングを軸方向に移動させる必要があることから、係合クラッチが接続完了状態になって変速比が確立されるまでのシフタの軸方向移動量が、シンクロナイザリングを軸方向に移動させる分だけ大きくなるので、シフタが移動を開始する変速開始から変速比の確立までに時間がかかり、変速の迅速化が困難である。
また、シンクロナイザリングと変速歯車との間での摩擦力を発生させるためには、シフタがシンクロナイザリングを変速歯車に対して軸方向に付勢するので、シフタに加える操作力を大きくする必要がある。このため、シフタの操作が運転者により行われるマニュアル式の変速操作装置では、変速操作の軽快性が低下する。また、シフタの操作を行う電動モータなどのアクチュエータを備える変速操作装置では、該アクチュエータにより大きな操作力を発生させる必要があって、アクチュエータの大型化を招来する。 By the way, in the case where the synchronization mechanism includes a synchronizer ring that is driven so as to move in the axial direction by the shifter and is pressed against the transmission gear, a frictional force is generated between the synchronizer ring and the transmission gear during synchronization. In order to achieve this, the shifter must move the synchronizer ring in the axial direction.Therefore, the shift amount in the axial direction of the shifter until the engagement clutch is engaged and the transmission gear ratio is established is determined by the synchronizer ring. Since it increases by the amount of movement in the axial direction, it takes time from the start of the shift at which the shifter starts moving to the establishment of the gear ratio, and it is difficult to speed up the shift.
Further, in order to generate a frictional force between the synchronizer ring and the transmission gear, the shifter urges the synchronizer ring in the axial direction with respect to the transmission gear, so that it is necessary to increase an operation force applied to the shifter. . For this reason, in the manual shift operation device in which the shifter is operated by the driver, the lightness of the shift operation is reduced. Further, in a speed change operation device including an actuator such as an electric motor for operating a shifter, it is necessary to generate a large operating force by the actuator, resulting in an increase in size of the actuator.

本発明は、このような事情に鑑みてなされたものであり、請求項１〜６記載の発明は、係合クラッチおよび同期機構を備える歯車変速機において、変速時の衝撃および衝撃音を低減しながら、変速の迅速化およびシフタの操作力の軽減を図ることを目的とする。そして、請求項２記載の発明は、さらに、簡単な構造により、摩耗などの経年変化や温度変化に対する同期機構の同期化機能の確保を図ることを目的とし、請求項３記載の発明は、さらに、係合クラッチの係合部と同期機構の係合部との当接機会を多くすることにより、変速の迅速化を図ることを目的とし、請求項４記載の発明は、さらに、係合クラッチの係合部の当接に起因する衝撃および衝撃音の一層の低減を図ることを目的とし、請求項５，６記載の発明は、さらに、同期機構が設けられた変速歯車またはシフタの、軸方向での小型化を図ること、および変速の一層の迅速化を図ることを目的とする。   The present invention has been made in view of such circumstances, and the invention according to claims 1 to 6 is a gear transmission including an engagement clutch and a synchronization mechanism, and reduces shock and impact noise during gear shifting. However, the object is to speed up the shift and reduce the operating force of the shifter. The invention described in claim 2 further aims to secure the synchronization function of the synchronization mechanism with respect to secular change such as wear and temperature change with a simple structure, and the invention described in claim 3 further includes The invention according to claim 4 further aims at speeding up the shifting by increasing the contact opportunities between the engaging portion of the engaging clutch and the engaging portion of the synchronizing mechanism. The invention according to claims 5 and 6 further provides a shaft of a transmission gear or a shifter provided with a synchronization mechanism. The purpose is to reduce the size in the direction and to further speed up the speed change.

請求項１記載の発明は、回転軸（４）に設けられた変速歯車（12ｂ）と、前記回転軸（４）に軸方向に移動可能に設けられると共に変速操作装置（26）により操作されるシフタ（22）と、前記変速歯車（12ｂ）に設けられた歯車側係合部（38）と前記シフタ（22）に設けられたシフタ側係合部（39）とを有する係合クラッチ（32）と、変速時に前記変速歯車（12ｂ）および前記シフタ（22）の回転速度を同期化する同期機構（Ｓ）とを備え、前記係合クラッチ（32）が、前記歯車側係合部（38）および前記シフタ側係合部（39）が互いに周方向で当接している接続完了状態にあるとき、前記変速歯車（12ｂ）および前記シフタ（22）が一体に回転することにより前記変速歯車（12ｂ）で規定される変速比が確立される歯車変速機において、前記変速歯車（12ｂ）および前記シフタ（22）のうちの一方を第１回転体（12ｂ）とすると共に他方を第２回転体（22）とし、かつ、前記歯車側係合部（38）および前記シフタ側係合部（39）のうちの一方を前記第１回転体（12ｂ）の第１係合部（38）とすると共に他方を前記第２回転体（22）の第２係合部（39）とするとき、前記同期機構（Ｓ）は、前記第１回転体（12ｂ）と接触した状態で前記第１回転体（12ｂ）に対して回転可能に支持される摩擦回転体（50）と、前記第２回転体(22)とは別個の部材であって、前記第２係合部(39)の軸方向の移動とは無関係に、前記第１回転体(12ｂ)に設けられる付勢部材(61)によって前記摩擦回転体(50)を軸方向に付勢して前記第１回転体(12ｂ)に接触させることで前記摩擦回転体（50）と前記第１回転体（12ｂ）との間で摩擦力を発生させる摩擦力発生部材（60）とを備え、前記摩擦回転体（50）は、変速時に前記変速操作装置（26）により操作された前記シフタ（22）が軸方向に移動して前記第１係合部（38）および前記第２係合部（39）が互いに当接する前に、前記第２係合部（39）が周方向で当接する先行係合部（52）を有し、前記摩擦回転体（50）は、前記第２係合部（39）と前記先行係合部（52）との当接前に前記摩擦力発生部材（60）が発生する前記摩擦力により前記第１回転体（12ｂ）と一体に回転すると共に、前記第２係合部（39）と前記先行係合部（52）との当接時に、前記第１回転体（12ｂ）に対して相対回転しながら、前記摩擦力発生部材（60）が発生する前記摩擦力により前記第１回転体（12ｂ）および前記第２回転体（22）の回転速度を同期化し、前記シフタ（22）は、前記第２係合部（39）および前記先行係合部（52）が当接した後、さらに軸方向に移動して、前記第１係合部（38）および前記第２係合部（39）を周方向で互いに当接させる歯車変速機である。
請求項２記載の発明は、請求項１記載の歯車変速機において、前記摩擦回転体（50）および前記第１回転体（12ｂ）の接触面（51ａ，42ａ）は、前記回転軸（４）の回転中心線（Ｌ２）を中心軸線とするテーパ面であり、前記摩擦力発生部材（60）は、前記テーパ面が先細となる方向に前記摩擦回転体（50）を付勢する付勢部材（61）を有するものである。
請求項３記載の発明は、請求項１または請求項２記載の歯車変速機において、周方向での前記先行係合部（52）の形成角度（θ２）は、周方向での前記第１係合部（38）の形成角度（θ１）よりも小さいものである。
請求項４記載の発明は、請求項１から３のいずれか１項記載の歯車変速機において、前記変速操作装置（26）は、制御装置（７）により制御されて前記シフタ（22）を軸方向に操作するアクチュエータ（27）を備え、前記制御装置（７）は、前記第２係合部（39）と前記先行係合部（52）とが当接する位置で、前記シフタ（22）の軸方向での移動を減速または一旦停止するものである。
請求項５記載の発明は、請求項１から４のいずれか１項記載の歯車変速機において、前記摩擦回転体（50）の少なくとも一部は、軸方向で前記第１係合部（38）と同じ位置にあるものである。
請求項６記載の発明は、請求項１から５のいずれか１項記載の歯車変速機において、前記先行係合部（52）は、前記第１係合部（38）の最小軸方向幅（Ｗ４）の１／３以下の突出量（Ｗ３）で、前記第１係合部（38）に対して軸方向に突出しているものである。
請求項７記載の発明は、請求項１から６のいずれか１項記載の歯車変速機において、前記第２係合部(39)の周方向に形成される、前記先行係合部(52)との当接面と第１係合部(38)との当接面は同一端面であるものである。
請求項８記載の発明は、請求項１から７のいずれか１項記載の歯車変速機において、前記摩擦力発生部材(60)の少なくとも一部が、軸方向において前記摩擦回転体(50)と同じ位置に配置されるものである。
According to the first aspect of the present invention, a transmission gear (12b) provided on the rotary shaft (4), and a rotary gear (4) provided so as to be movable in the axial direction and operated by a speed change operation device (26). An engagement clutch (32) having a shifter (22), a gear side engagement portion (38) provided in the transmission gear (12b), and a shifter side engagement portion (39) provided in the shifter (22) ) And a synchronization mechanism (S) that synchronizes the rotational speeds of the transmission gear (12b) and the shifter (22) at the time of shifting, and the engagement clutch (32) includes the gear-side engagement portion (38). ) And the shifter-side engagement portion (39) are in contact with each other in the circumferential direction, the transmission gear (12b) and the shifter (22) rotate together to rotate the transmission gear ( 12b) In the gear transmission in which the gear ratio defined in 12b) is established, the transmission gear 12b) and one of the shifters (22) is a first rotating body (12b) and the other is a second rotating body (22), and the gear side engaging portion (38) and the shifter side engagement One of the joint portions (39) is the first engaging portion (38) of the first rotating body (12b) and the other is the second engaging portion (39) of the second rotating body (22). The synchronization mechanism (S) includes a friction rotator (50) that is rotatably supported with respect to the first rotator (12b) in contact with the first rotator (12b); An urging member provided on the first rotating body (12b), which is a separate member from the second rotating body (22), regardless of the axial movement of the second engaging portion (39). 61), the friction rotating body (50) is urged in the axial direction and brought into contact with the first rotating body (12b), whereby the friction rotating body (50) and the first rotating body (12b) are contacted. With friction force And a frictional force generating member (60) for generating the friction rotating body (50). The shifter (22) operated by the shift operating device (26) during shifting is moved in the axial direction in the friction rotating body (50). Before the engaging portion (38) and the second engaging portion (39) contact each other, the second engaging portion (39) has a preceding engaging portion (52) that contacts in the circumferential direction, The friction rotating body (50) is formed by the frictional force generated by the frictional force generating member (60) before the contact between the second engaging portion (39) and the preceding engaging portion (52). While rotating integrally with the rotating body (12b), it rotates relative to the first rotating body (12b) when the second engaging portion (39) and the preceding engaging portion (52) come into contact with each other. However, the rotational speeds of the first rotating body (12b) and the second rotating body (22) are synchronized by the frictional force generated by the frictional force generating member (60), and the After the second engagement portion (39) and the preceding engagement portion (52) are in contact with each other, the rotor (22) further moves in the axial direction, so that the first engagement portion (38) and the first engagement portion (52) 2 is a gear transmission that causes the two engaging portions (39) to contact each other in the circumferential direction.
According to a second aspect of the present invention, in the gear transmission according to the first aspect, the contact surfaces (51a, 42a) of the friction rotator (50) and the first rotator (12b) are provided on the rotating shaft (4). The frictional force generating member (60) is a biasing member that biases the friction rotating body (50) in a direction in which the tapered surface is tapered. (61)
The invention according to claim 3 is the gear transmission according to claim 1 or 2, wherein the formation angle (θ2) of the preceding engagement portion (52) in the circumferential direction is the first engagement in the circumferential direction. It is smaller than the formation angle (θ1) of the joint (38).
According to a fourth aspect of the present invention, in the gear transmission according to any one of the first to third aspects, the shift operation device (26) is controlled by the control device (7) to pivot the shifter (22). An actuator (27) that operates in a direction, and the control device (7) is configured such that the second engagement portion (39) and the preceding engagement portion (52) are in contact with each other at the position of the shifter (22). The movement in the axial direction is decelerated or temporarily stopped.
According to a fifth aspect of the present invention, in the gear transmission according to any one of the first to fourth aspects, at least a part of the friction rotating body (50) is the first engaging portion (38) in the axial direction. Are in the same position.
According to a sixth aspect of the present invention, in the gear transmission according to any one of the first to fifth aspects, the preceding engaging portion (52) has a minimum axial width (1) of the first engaging portion (38). It protrudes in the axial direction with respect to the first engaging portion (38) with a protruding amount (W3) of 1/3 or less of W4).
The invention according to claim 7 is the gear transmission according to any one of claims 1 to 6, wherein the preceding engagement portion (52) is formed in a circumferential direction of the second engagement portion (39). The contact surface between the contact surface and the first engagement portion (38) is the same end surface.
According to an eighth aspect of the present invention, in the gear transmission according to any one of the first to seventh aspects, at least a part of the frictional force generating member (60) is connected to the friction rotating body (50) in the axial direction. They are arranged at the same position.

請求項１記載の発明によれば、変速時に、変速操作装置により駆動されたシフタが軸方向に移動して、第２係合部と先行係合部とが当接することで、摩擦回転体と第１回転体との間で作用する摩擦力により、変速歯車およびシフタの回転速度が同期化されて、両者の回転速度差が小さくなった後に、シフタがさらに軸方向に移動することにより、係合クラッチの歯車側係合部とシフタ側係合部とが互いに当接して係合クラッチが接続完了状態になるので、変速時の衝撃が緩和されて、該衝撃および衝撃音が低減する。
そして、変速歯車およびシフタの回転速度の同期化のための摩擦力は、軸方向でのシフタの移動とは無関係に、シフタとは別個の部材である摩擦力発生部材により発生するので、該摩擦力を発生させるために摩擦回転体をシフタで軸方向に移動させる必要がない。この結果、同期機構を備えた歯車変速機において、係合クラッチが非接続状態にある変速開始から接続完了状態までのシフタの軸方向移動量を小さくすることができて、変速が迅速化される。
また、同期化のための摩擦力を発生させるために、シフタにより摩擦回転体を軸方向に付勢する必要がないので、変速操作装置によるシフタの操作力を軽減できる。この結果、変速操作装置がシフタを操作するアクチュエータを備える自動式の変速操作装置における該アクチュエータの小型化が可能になり、またマニュアル式の変速操作装置における変速操作の軽快性が向上する。
請求項２記載の事項によれば、テーパ面からなる接触面にて第１回転体と接触する摩擦回転体が、第１回転体のテーパ面からなる接触面に対して付勢部材により付勢されているので、第１回転体および摩擦回転体の熱膨張や接触面での摩耗等の経年変化が発生したとしても、接触面での接触状態を維持できる。この結果、簡単な構造により、摩耗などの経年変化や温度変化に対して、同期機構の同期化機能を確保できる。
請求項３記載の事項によれば、先行係合部の形成角度が第１係合部の形成角度よりも小さい分だけ、周方向で先行係合部が形成されていない角度範囲を、周方向で第１係合部が形成されていない角度範囲よりも大きくできるので、第２係合部と先行係合部とが当接する機会が、第２係合部と第１係合部とが当接する機会よりも多くなり、変速歯車とシフタとの同期化の機会が多くなって、変速の迅速化が可能になる。
請求項４記載の事項によれば、シフタが移動して、第２係合部と先行係合部との当接後で、歯車側係合部とシフタ側係合部との当接の前に、シフタが減速または停止する分だけ、変速歯車とシフタとの回転速度の同期化の時間を長く取ることができる。この結果、変速歯車とシフタとの回転速度差が一層小さい状態で歯車側係合部とシフタ側係合部とを当接させることができるので、変速時の衝撃および衝撃音を一層低減できる。
請求項５記載の事項によれば、第１回転体において摩擦回転体および第１係合部が軸方向で同じ位置にあるので、第１係合部に対して摩擦回転体を軸方向でコンパクトに配置できる。この結果、同期機構が設けられた変速歯車またはシフタを軸方向で小型化でき、またシフタの軸方向移動量を小さくできるので、変速の迅速化ができ、さらに軸方向でシフタと変速歯車を近接して配置できるので、歯車変速機を軸方向で小型化できる。
請求項６記載の事項によれば、先行係合部が第１係合部に対して軸方向に突出する突出量を小さくすることができるので、請求項５記載の発明と同様の効果が奏される。 According to the first aspect of the present invention, the shifter driven by the speed change operation device moves in the axial direction at the time of shifting, and the second engaging portion and the preceding engaging portion come into contact with each other. The frictional force acting with the first rotating body synchronizes the rotational speeds of the transmission gear and the shifter, and after the difference between the rotational speeds becomes small, the shifter further moves in the axial direction. Since the gear-side engaging portion and the shifter-side engaging portion of the combined clutch are brought into contact with each other and the engaging clutch is in a connection completed state, the shock during shifting is reduced and the impact and the impact sound are reduced.
The frictional force for synchronizing the rotational speeds of the transmission gear and the shifter is generated by a frictional force generating member that is a separate member from the shifter regardless of the shifter movement in the axial direction. There is no need to move the friction rotator in the axial direction with a shifter to generate force. As a result, in the gear transmission having the synchronization mechanism, the shift amount in the axial direction of the shifter from the start of the shift in which the engagement clutch is in the disconnected state to the complete state of connection can be reduced, and the shift can be speeded up. .
Further, since it is not necessary to bias the friction rotating body in the axial direction by the shifter in order to generate the frictional force for synchronization, the operating force of the shifter by the speed change operation device can be reduced. As a result, it is possible to reduce the size of the actuator in the automatic transmission operation device including the actuator for operating the shifter in the transmission operation device, and to improve the lightness of the transmission operation in the manual transmission operation device.
According to the second aspect of the present invention, the friction rotating body that contacts the first rotating body at the contact surface formed of the tapered surface is biased by the biasing member with respect to the contact surface formed of the tapered surface of the first rotating body. Therefore, even if the first rotating body and the friction rotating body are subject to secular change such as thermal expansion and wear on the contact surface, the contact state on the contact surface can be maintained. As a result, the synchronization function of the synchronization mechanism can be ensured with a simple structure with respect to aging and temperature changes such as wear.
According to the third aspect of the present invention, the angular range in which the preceding engaging portion is not formed in the circumferential direction by the amount that the forming angle of the preceding engaging portion is smaller than the forming angle of the first engaging portion is set in the circumferential direction. Therefore, the second engaging portion and the first engaging portion have a chance to come into contact with each other because the second engaging portion and the preceding engaging portion are in contact with each other. There are more opportunities for contact, and there are more opportunities for synchronization between the transmission gear and the shifter, and speeding up of the shift becomes possible.
According to a fourth aspect of the present invention, after the shifter moves and abuts between the second engaging portion and the preceding engaging portion, and before abutment between the gear side engaging portion and the shifter side engaging portion. In addition, the time required for synchronizing the rotational speed between the transmission gear and the shifter can be increased by the amount that the shifter decelerates or stops. As a result, the gear-side engaging portion and the shifter-side engaging portion can be brought into contact with each other in a state where the rotational speed difference between the transmission gear and the shifter is smaller, so that the impact and the impact sound at the time of shifting can be further reduced.
According to the fifth aspect, since the friction rotating body and the first engaging portion are in the same position in the axial direction in the first rotating body, the friction rotating body is compact in the axial direction with respect to the first engaging portion. Can be placed. As a result, the shift gear or shifter provided with the synchronization mechanism can be reduced in size in the axial direction, and the shift amount of the shifter in the axial direction can be reduced, speeding up the shift, and the shifter and the shift gear can be moved closer in the axial direction. The gear transmission can be downsized in the axial direction.
According to the sixth aspect of the present invention, the amount of protrusion of the preceding engaging portion protruding in the axial direction with respect to the first engaging portion can be reduced, so that the same effect as that of the fifth aspect of the invention can be achieved. Is done.

本発明が適用された歯車変速機の断面図であり、同期機構が設けられた変速歯車について、図２のＩ−Ｉ線断面図である。It is sectional drawing of the gear transmission to which this invention was applied, and is the II sectional view taken on the line I-I of the transmission gear provided with the synchronization mechanism. 変速歯車および変速歯車の凹部内に配置された同期機構の摩擦リングを軸方向から見たときの図１のＩＩ矢視での拡大図であり、バネ、ワッシャおよび止め輪を外したときの図である。FIG. 2 is an enlarged view as viewed in the direction of arrow II in FIG. 1 when the transmission gear and the friction ring of the synchronization mechanism disposed in the recess of the transmission gear are viewed from the axial direction, with the spring, washer, and retaining ring removed. It is. 図１の、同期機構が設けられた変速歯車の要部拡大図である。FIG. 2 is an enlarged view of a main part of a transmission gear provided with a synchronization mechanism in FIG. 1. 図２の要部拡大図に相当し、係合クラッチのシフト側係合部と摩擦リングの先行係合部とが当接する同期化過程での状態を示す図である。FIG. 3 corresponds to an enlarged view of a main part of FIG. 2 and shows a state in a synchronization process in which a shift side engagement portion of an engagement clutch and a preceding engagement portion of a friction ring come into contact with each other. 図２の要部拡大図に相当し、係合クラッチのシフト側係合部と、係合クラッチの歯車側係合部および摩擦リングの先行係合部とが当接している係合クラッチの接続完了状態を示す図である。2. Corresponding to the enlarged view of the main part of FIG. 2, the engagement clutch connection in which the shift side engagement portion of the engagement clutch is in contact with the gear side engagement portion of the engagement clutch and the preceding engagement portion of the friction ring It is a figure which shows a completion state.

以下、本発明の実施形態を図１〜図５を参照して説明する。
図１を参照すると、本発明が適用された歯車変速機Ｍは、常時噛合式の歯車変速機であり、該変速機Ｍに入力される動力を発生する動力発生装置としての内燃機関Ｅと共に、機械である車両としての自動二輪車に搭載される。 Hereinafter, embodiments of the present invention will be described with reference to FIGS.
Referring to FIG. 1, a gear transmission M to which the present invention is applied is a constantly meshing gear transmission, and an internal combustion engine E as a power generation device that generates power input to the transmission M. It is mounted on a motorcycle as a machine.

変速機Ｍは、内燃機関Ｅの出力軸である駆動回転軸としてのクランク軸１からの動力が変速クラッチ２を介して入力される入力回転軸としてのメイン軸３と、メイン軸３の回転速度が変速された後の回転速度で回転する出力回転軸としてのカウンタ軸４と、メイン軸３の回転速度を変速してカウンタ軸４に伝達する複数である設定数の変速歯車対11〜16から構成される変速歯車群10と、変速操作装置26により操作される１以上のシフタ21〜24と、前記設定数の変速比を確立するための該設定数の係合クラッチ31〜36と、変速時に変速歯車およびシフタの回転速度を同期化する同期機構Ｓとを備える。
変速機ケース（図示されず）に軸受５を介して回転可能に支持されるメイン軸３およびカウンタ軸４は、内燃機関Ｅにより回転駆動される回転軸であり、その回転中心線Ｌ１，Ｌ２が互いに平行となるように配置される。 The transmission M includes a main shaft 3 as an input rotation shaft to which power from a crankshaft 1 as a drive rotation shaft that is an output shaft of the internal combustion engine E is input via a transmission clutch 2, and a rotation speed of the main shaft 3. Counter shaft 4 as an output rotating shaft that rotates at a rotational speed after the gear is shifted, and a plurality of transmission gear pairs 11 to 16 that have a plurality of set numbers that shift the rotational speed of main shaft 3 and transmit it to counter shaft 4. A transmission gear group 10 configured, one or more shifters 21 to 24 operated by a transmission operation device 26, a set number of engagement clutches 31 to 36 for establishing the set number of transmission ratios, And a synchronization mechanism S for synchronizing the rotational speeds of the transmission gear and the shifter.
The main shaft 3 and the counter shaft 4 that are rotatably supported by a transmission case (not shown) via a bearing 5 are rotational shafts that are rotationally driven by the internal combustion engine E. The rotation center lines L1 and L2 are It arrange | positions so that it may mutually become parallel.

なお、明細書または特許請求の範囲の記載において、軸方向は、回転軸の回転中心線に平行な方向であるとし、径方向および周方向は、それぞれ、該回転中心線を中心とする径方向および周方向であるとし、中心半平面とは、前記回転中心線を含むと共に該回転中心線から径方向に延びている平面であるとする。また、変速歯車およびシフタの回転速度の同期化とは、変速歯車とシフタとの回転速度差が小さくなることを意味する。   In the description of the specification or claims, the axial direction is a direction parallel to the rotation center line of the rotation shaft, and the radial direction and the circumferential direction are radial directions centered on the rotation center line, respectively. The center half plane is a plane including the rotation center line and extending in the radial direction from the rotation center line. The synchronization of the rotational speeds of the transmission gear and the shifter means that the rotational speed difference between the transmission gear and the shifter is reduced.

クランク軸１の動力をメイン軸３に伝達する動力伝達経路に配置される変速クラッチ２は、制御装置７により制御されることでメイン軸３へのクランク軸１の動力の伝達および遮断を行う動力断続手段であり、この実施形態では、第１，第２変速クラッチ２ａ，２ｂから構成される。
メイン軸３は、第１変速クラッチ２ａを介してクランク軸１からの動力が入力される第１メイン軸３ａと、第２変速クラッチ２ｂを介してクランク軸１からの動力が入力される第２メイン軸３ｂとから構成される。第２メイン軸３ｂは、第１メイン軸３ａと同軸に配置されて、第１メイン軸３ａの外周に相対回転可能に支持される。
カウンタ軸４の動力は、該カウンタ軸４に設けられてカウンタ軸４と一体に回転する出力回転体としての出力歯車６を有する減速機構を介して、自動二輪車の駆動輪である後輪に伝達される。
なお、別の例として、変速クラッチおよびメイン軸はそれぞれ１つであってもよい。 The speed change clutch 2 disposed in the power transmission path for transmitting the power of the crankshaft 1 to the main shaft 3 is controlled by the control device 7 so that the power of the crankshaft 1 is transmitted to and cut off from the main shaft 3. In this embodiment, it is constituted by first and second transmission clutches 2a and 2b.
The main shaft 3 has a first main shaft 3a to which power from the crankshaft 1 is input via the first transmission clutch 2a and a second to which power from the crankshaft 1 is input via the second transmission clutch 2b. And a main shaft 3b. The second main shaft 3b is disposed coaxially with the first main shaft 3a and is supported on the outer periphery of the first main shaft 3a so as to be relatively rotatable.
The power of the counter shaft 4 is transmitted to a rear wheel, which is a driving wheel of the motorcycle, through a reduction mechanism having an output gear 6 as an output rotating body provided on the counter shaft 4 and rotating integrally with the counter shaft 4. Is done.
As another example, there may be one transmission clutch and one main shaft.

変速歯車群10は、前記設定数としての６つの変速歯車対である第１〜第６変速歯車対11〜16から構成される。各変速歯車対11〜16は、メイン軸３に設けられる第１〜第６入力側変速歯車11ａ〜16ａと、カウンタ軸４に設けられると共に第１〜第６入力側変速歯車11ａ〜16ａとそれぞれ常時噛み合う第１〜第６出力側変速歯車11ｂ〜16ｂとからなる。各変速歯車11ａ〜16ａ，11ｂ〜16ｂの外周には、多数の歯を有する歯部19が形成されている。
第１〜第６変速歯車対11〜16は、最大変速比としての第１変速比から、最小変速比としての第６変速比まで、同一のメイン軸３の回転速度に対してカウンタ軸４の回転速度が順次大きくなる変速比をそれぞれ確立する。
なお、変速時には、第１，第２変速クラッチ２ａ，２ｂが、それぞれ第１，第２メイン軸３ａ，３ｂに対するクランク軸１の動力の伝達を遮断する。 The transmission gear group 10 includes first to sixth transmission gear pairs 11 to 16, which are six transmission gear pairs as the set number. The transmission gear pairs 11 to 16 are respectively provided with first to sixth input side transmission gears 11a to 16a provided on the main shaft 3 and first to sixth input side transmission gears 11a to 16a provided to the counter shaft 4 respectively. The first to sixth output side transmission gears 11b to 16b are always meshed. A tooth portion 19 having a large number of teeth is formed on the outer periphery of each of the transmission gears 11a to 16a and 11b to 16b.
The first to sixth transmission gear pairs 11 to 16 are arranged such that the counter shaft 4 has the same rotational speed of the main shaft 3 from the first transmission ratio as the maximum transmission ratio to the sixth transmission ratio as the minimum transmission ratio. Each gear ratio is established so that the rotational speed increases sequentially.
At the time of shifting, the first and second shift clutches 2a and 2b interrupt transmission of power from the crankshaft 1 to the first and second main shafts 3a and 3b, respectively.

第１，第３変速歯車11ａ，13ａは、第１メイン軸３ａと一体に回転するように設けられ、第５変速歯車15ａは、第１メイン軸３ａに回転可能に設けられる。第２，第４変速歯車12ａ，14ａは、第２メイン軸３ｂと一体に回転するように設けられ、第６変速歯車16ａは、第２メイン軸３ｂに回転可能に設けられる。
一方、第１〜第４変速歯車11ｂ〜14ｂは、カウンタ軸４に相対回転可能に設けられ、第５，第６変速歯車15ｂ，16ｂは、カウンタ軸４と一体に回転するように設けられる。 The first and third transmission gears 11a and 13a are provided so as to rotate integrally with the first main shaft 3a, and the fifth transmission gear 15a is provided rotatably on the first main shaft 3a. The second and fourth transmission gears 12a and 14a are provided so as to rotate integrally with the second main shaft 3b, and the sixth transmission gear 16a is provided rotatably on the second main shaft 3b.
On the other hand, the first to fourth transmission gears 11b to 14b are provided to be rotatable relative to the counter shaft 4, and the fifth and sixth transmission gears 15b and 16b are provided to rotate integrally with the counter shaft 4.

この実施形態では、複数のシフタ21〜24は、カウンタ軸４に軸方向に移動可能に設けられる第１，第２シフタ21，22と、第１メイン軸３ａに軸方向に移動可能に設けられる第３シフタ23と、第２メイン軸３ｂに軸方向に移動可能に設けられる第４シフタ24である。各シフタ21〜24は、カウンタ軸４、第１メイン軸３ａまたは第２メイン軸３ｂにスプライン結合されて、それら軸４，３ａ，３ｂと一体に回転する。
変速操作装置26が備える複数のシフトフォーク29（図１には、第１，第２シフタ21，22をそれぞれ操作するシフトフォーク29が模式的に示されている。）が係合する係合部としての環状溝25が設けられた各シフタ21〜24は、シフトフォーク29により駆動されて軸方向に平行に移動する。
第１シフタ21は第５変速歯車15ｂに、第２シフタ22は第６変速歯車16ｂに、第３シフタ23は第３変速歯車13ａに、第４シフタ24は第４変速歯車14ａに、それぞれ一体成形により一体に設けられて、各変速歯車15ｂ，16ｂ，13ａ，14ａが各シフタ21，22，23，24を兼ねる。 In this embodiment, the plurality of shifters 21 to 24 are provided on the counter shaft 4 so as to be movable in the axial direction, and on the first main shaft 3a so as to be movable in the axial direction. A third shifter 23 and a fourth shifter 24 provided on the second main shaft 3b so as to be movable in the axial direction. The shifters 21 to 24 are splined to the counter shaft 4, the first main shaft 3a, or the second main shaft 3b, and rotate integrally with the shafts 4, 3a, 3b.
Engagement part with which a plurality of shift forks 29 (shift forks 29 for respectively operating the first and second shifters 21 and 22 are shown schematically in FIG. 1) with which the speed change operation device 26 is provided are engaged. Each of the shifters 21 to 24 provided with the annular groove 25 is driven by a shift fork 29 and moves parallel to the axial direction.
The first shifter 21 is integrated with the fifth transmission gear 15b, the second shifter 22 is integrated with the sixth transmission gear 16b, the third shifter 23 is integrated with the third transmission gear 13a, and the fourth shifter 24 is integrated with the fourth transmission gear 14a. The gears 15b, 16b, 13a, and 14a are integrally formed by molding, and serve as the shifters 21, 22, 23, and 24, respectively.

変速操作装置26は、シフトフォーク29のほかに、軸方向でのシフトフォーク29の位置を定める案内用カム溝が設けられたシフトドラム28と、シフトドラム28を回転駆動するアクチュエータとしての電動モータ27とを備える自動式の変速操作装置である。ここで、シフトフォーク29およびシフトドラム28は、軸方向での各シフタ21〜24の位置を設定するシフタ位置設定部材を構成する。
電動モータ27は、シフトドラム28の回転位置としての位置を検出する位置検出手段８と、車速および内燃機関Ｅの機関運転状態を含む運転状態を検出する運転状態検出手段９からの検出信号が入力される制御装置７により制御される。
制御装置７は、各検出手段８，９により検出されるシフトドラム28の回転位置、車速および機関運転状態に基づいて、第１，第２変速クラッチ２ａ，２ｂを制御する一方、電動モータ27の作動を制御することにより、シフトドラム28の回転位置を設定し、したがってシフトフォーク29の位置を設定する。 In addition to the shift fork 29, the transmission operating device 26 includes a shift drum 28 provided with a guide cam groove for determining the position of the shift fork 29 in the axial direction, and an electric motor 27 as an actuator for rotationally driving the shift drum 28. Is an automatic shift operation device. Here, the shift fork 29 and the shift drum 28 constitute a shifter position setting member that sets the positions of the shifters 21 to 24 in the axial direction.
The electric motor 27 receives detection signals from the position detection means 8 for detecting the position of the shift drum 28 as the rotational position and the operation state detection means 9 for detecting the operation state including the vehicle speed and the engine operation state of the internal combustion engine E. Controlled by the control device 7.
The control device 7 controls the first and second transmission clutches 2a and 2b based on the rotational position of the shift drum 28, the vehicle speed and the engine operating state detected by the detection means 8 and 9, while the electric motor 27 By controlling the operation, the rotational position of the shift drum 28 is set, and thus the position of the shift fork 29 is set.

係合クラッチ31〜36は、変速機Ｍで得られる変速比の数と同数の６つの第１〜第６係合クラッチ31〜36であり、基本構造として、それぞれクラッチ本体と係合部とを有する。そして、第１〜第６係合クラッチ31〜36のそれぞれは、クラッチ本体としての第１，第６，第３，第４，第５，第６変速歯車11ｂ，16ｂ，13ｂ，14ｂ，15ａ，16ａのそれぞれに一体に、かつ周方向に間隔をおいて設けられた複数の歯車側係合部38からなる歯車側係合群と、クラッチ本体としての第１，第２，第１，第２，第３，第４シフタ21，22，21，22，23，24のそれぞれに一体に、かつ周方向に間隔をおいて設けられて歯車側係合部38と同数のシフタ側係合部39からなるシフタ側係合群とを有する。   The engagement clutches 31 to 36 are six first to sixth engagement clutches 31 to 36 having the same number as the number of transmission ratios obtained by the transmission M. As a basic structure, the engagement clutches 31 to 36 each have a clutch body and an engagement portion. Have. Each of the first to sixth engagement clutches 31 to 36 includes first, sixth, third, fourth, fifth and sixth transmission gears 11b, 16b, 13b, 14b, 15a as clutch bodies. 16a, a gear-side engagement group composed of a plurality of gear-side engagement portions 38 provided at intervals in the circumferential direction, and first, second, first, second, and second clutch bodies. From the same number of shifter side engaging portions 39 as the gear side engaging portions 38 provided integrally with each of the third and fourth shifters 21, 22, 21, 22, 23, 24 and spaced in the circumferential direction. And a shifter side engagement group.

図２を併せて参照すると、各変速歯車11ｂ，16ｂ，13ｂ，14ｂ，15ａ，16ａに一体成形された各歯車側係合部38は、変速歯車11ｂ，16ｂ，13ｂ，14ｂ，15ａ，16ａの、軸方向でシフタ21，22，21，22，23，24に対向する面において、軸方向でシフタ21，22，21，22，23，24に向かって開口して各シフタ側係合部39を１つずつ収容可能な複数の収容空間41を形成する形成部である凹部40の、周方向での側壁である。各歯車側係合部38は、周方向で隣接する収容空間41の間に位置して、径方向に延びていている。そして、各変速歯車11ｂ，16ｂ，13ｂ，14ｂ，15ａ，16ａの凹部40は、歯車側係合部38のほかに、径方向外方および径方向内方でそれぞれ歯車側係合部38に連なる外周壁42および内周壁43を、その周壁として有し、さらに、軸方向での歯車側係合部38と外周壁42と内周壁43の、軸方向での各端部に連なる底壁44を有する。各外周壁42の外周には歯部19が形成されている。
各シフタ21，22，21，22，23，24に一体成形された各シフタ側係合部39は、シフタ21，22，21，22，23，24の、軸方向で変速歯車11ｂ，16ｂ，13ｂ，14ｂ，15ａ，16ａに対向する面において、軸方向に突出する凸部である。 Referring also to FIG. 2, each gear-side engaging portion 38 integrally formed with each of the transmission gears 11b, 16b, 13b, 14b, 15a, 16a is connected to the transmission gears 11b, 16b, 13b, 14b, 15a, 16a. In the surface facing the shifters 21, 22, 21, 22, 23, 24 in the axial direction, the shifter side engaging portions 39 are opened in the axial direction toward the shifters 21, 22, 21, 22, 23, 24. It is the side wall in the circumferential direction of the recessed part 40 which is a formation part which forms the some accommodation space 41 which can accommodate each. Each gear side engagement portion 38 is located between the accommodation spaces 41 adjacent in the circumferential direction and extends in the radial direction. The recesses 40 of the transmission gears 11b, 16b, 13b, 14b, 15a, and 16a are connected to the gear-side engaging portion 38 in the radially outward direction and the radially inward direction, in addition to the gear-side engaging portion 38. An outer peripheral wall 42 and an inner peripheral wall 43 are provided as the peripheral walls, and further, a bottom wall 44 connected to each end in the axial direction of the gear side engaging portion 38 in the axial direction, the outer peripheral wall 42 and the inner peripheral wall 43 is provided. Have. A tooth portion 19 is formed on the outer periphery of each outer peripheral wall 42.
Each shifter side engaging portion 39 integrally formed with each shifter 21, 22, 21, 22, 23, 24 is a transmission gear 11b, 16b, 16b in the axial direction of the shifters 21, 22, 21, 22, 23, 24. In the surface facing 13b, 14b, 15a, 16a, it is a convex part which protrudes in an axial direction.

係合クラッチ31〜36が接続完了状態（以下、「接続完了状態」という。）にあるとき、すなわち同数の歯車側係合部38およびシフタ側係合部39がそれぞれ互いに周方向で当接または係合している状態にあるとき、変速歯車11ｂ，16ｂ，13ｂ，14ｂ，15ａ，16ａとシフタ21，22，21，22，23，24とが相対回転することなく一体に回転して、該変速歯車11ｂ，16ｂ，13ｂ，14ｂ，15ａ，16ａにより規定される変速比が確立され、該変速比でメイン軸３の回転速度が変速された回転速度でカウンタ軸４が回転する。ここで、互いに当接する１つの歯車側係合部38と１つのシフタ側係合部39とは、１組の係合対を構成する。
一方、係合クラッチ31〜36が非接続状態（以下、「非接続状態」という。）にあるとき、すなわち各歯車側係合部38と各シフタ側係合部39とが周方向で互いに当接していない状態にあるとき、通常、変速歯車11ｂ，16ｂ，13ｂ，14ｂ，15ａ，16ａとシフタ21，22，21，22，23，24とは異なる回転速度となる。 When the engagement clutches 31 to 36 are in a connection completion state (hereinafter referred to as “connection completion state”), that is, the same number of gear side engagement portions 38 and shifter side engagement portions 39 abut each other in the circumferential direction. When in the engaged state, the transmission gears 11b, 16b, 13b, 14b, 15a, 16a and the shifters 21, 22, 21, 22, 23, 24 rotate integrally without relative rotation, A transmission gear ratio defined by the transmission gears 11b, 16b, 13b, 14b, 15a, 16a is established, and the counter shaft 4 rotates at a rotational speed obtained by shifting the rotational speed of the main shaft 3 with the transmission gear ratio. Here, one gear-side engagement portion 38 and one shifter-side engagement portion 39 that are in contact with each other constitute one set of engagement pair.
On the other hand, when the engagement clutches 31 to 36 are in a non-connected state (hereinafter referred to as “non-connected state”), that is, each gear side engaging portion 38 and each shifter side engaging portion 39 are in contact with each other in the circumferential direction. When not in contact, the transmission gears 11b, 16b, 13b, 14b, 15a, 16a and the shifters 21, 22, 21, 22, 23, 24 usually have different rotational speeds.

同期機構Ｓは、第１〜第６係合クラッチ31〜36のうちで、任意の、少なくとも１つの係合クラッチ、この実施形態では第２係合クラッチ32の係合部38，39が設けられる第２変速歯車12ｂおよび第２シフタ22の一方に設けられる。同期機構Ｓは、係合クラッチ32が非接続状態から接続完了状態になるときに、歯車側係合部38およびシフタ側係合部39が当接する際に発生する衝撃および衝撃音を低減する。   The synchronization mechanism S is provided with any at least one engagement clutch of the first to sixth engagement clutches 31 to 36, and in this embodiment, the engagement portions 38 and 39 of the second engagement clutch 32. One of the second transmission gear 12b and the second shifter 22 is provided. The synchronization mechanism S reduces the impact and the impact sound that are generated when the gear side engagement portion 38 and the shifter side engagement portion 39 come into contact when the engagement clutch 32 changes from the non-connected state to the connection completed state.

図１〜図３を参照すると、変速歯車12ｂおよびシフタ22において、その一方である変速歯車12ｂを第１回転体とする共に、その他方であるシフタ22を第２回転体とし、かつ、歯車側係合部38およびシフタ側係合部39のうちの一方である歯車側係合部38を第１係合部とすると共に他方であるシフタ側係合部39を第２係合部とするとき、同期機構Ｓは、変速歯車12ｂと接触した状態で変速歯車12ｂに対して回転可能に支持される摩擦回転体としての摩擦リング50と、該摩擦リング50と変速歯車12ｂとの間で摩擦力を発生させる摩擦力発生部材60とを備える。
同期機構Ｓの全体は、変速歯車12ｂに設けられた凹部40内に配置される。シフタ22とは別個の部材である摩擦力発生部材60は、摩擦リング50を軸方向に付勢する付勢部材としてのバネ61を有する。 1 to 3, in the transmission gear 12b and the shifter 22, one of the transmission gears 12b is used as a first rotating body, and the other shifter 22 is used as a second rotating body. When one of the engaging portion 38 and the shifter side engaging portion 39 is the gear side engaging portion 38 as the first engaging portion, and the other is the shifter side engaging portion 39 as the second engaging portion. The synchronization mechanism S includes a friction ring 50 as a friction rotating body that is rotatably supported by the transmission gear 12b in contact with the transmission gear 12b, and a frictional force between the friction ring 50 and the transmission gear 12b. And a frictional force generating member 60 for generating.
The entire synchronization mechanism S is disposed in a recess 40 provided in the transmission gear 12b. The frictional force generating member 60, which is a separate member from the shifter 22, has a spring 61 as a biasing member that biases the friction ring 50 in the axial direction.

変速歯車12ｂに着脱可能に取り付けられる摩擦リング50は、複数である第１所定数の、ここでは４つの歯車側係合部38が設けられる凹部40内に配置されて、各歯車側係合部38よりも径方向外方に位置し、歯車側係合部38とは、常時、非接触状態にある。摩擦リング50は、各歯車側係合部38を囲む円環状の本体51と、変速時に変速操作装置26により操作されたシフタ22のシフタ側係合部39が軸方向に移動して前記第１所定数の歯車側係合部38および前記第１所定数のシフタ側係合部39がそれぞれ互いに当接する前に、シフタ側係合部39が周方向で当接する１以上の数である第２所定数の、ここでは複数である２つの先行係合部52を有する。第２所定数は、第１所定数よりも小さい値に設定されるが、等しい値であってもよい。   The friction ring 50 detachably attached to the transmission gear 12b is disposed in a plurality of first predetermined number of recesses 40 in which four gear side engaging portions 38 are provided here, and each gear side engaging portion is provided. It is located radially outward from 38 and is always in a non-contact state with the gear side engaging portion 38. In the friction ring 50, the annular main body 51 surrounding each gear side engaging portion 38 and the shifter side engaging portion 39 of the shifter 22 operated by the speed change operation device 26 at the time of shifting move in the axial direction. Before the predetermined number of gear-side engaging portions 38 and the first predetermined number of shifter-side engaging portions 39 are in contact with each other, the shifter-side engaging portion 39 is a second number that is one or more in contact in the circumferential direction. A predetermined number of, here, a plurality of, two preceding engaging portions 52 are provided. The second predetermined number is set to a value smaller than the first predetermined number, but may be an equal value.

なお、各歯車側係合部38は、１つの中心半平面である基準面Ｐ１を対称面とした面対称な形状であり、同様に各シフタ側係合部39も、１つの中心半平面である基準面Ｐ２を対称面とした面対称な形状であり、各先行係合部52も、１つの中心半平面である基準面Ｐ３を対称面とした面対称な形状である。そして、歯車側係合群、シフタ側係合群および先行係合部52の全ての基準面Ｐ１，Ｐ２，Ｐ３は、周方向に等しい間隔を形成するように、または回転中心線Ｌ２を中心として等しい角度を形成するように配置されて、クラッチ32が有する全ての歯車側係合部38および全てのシフタ側係合部39は周方向に等しい間隔で配置され、全ての先行係合部52は周方向に等しい間隔で配置されている。
また、第２係合クラッチ32以外の、前記第１所定数が第２係合クラッチと同数または異なる数である係合クラッチ31，33〜36においても、各基準面Ｐ１，Ｐ２に相当する基準面は周方向に等間隔または等角度で配置されている。このように、基準面Ｐ１は、歯車側係合群における歯車側係合部38の周方向での配置を定める面であり、基準面Ｐ２は、シフタ側係合群におけるシフタ側係合部39の周方向での配置を定める面である。
Each gear-side engagement portion 38 has a plane-symmetric shape with a reference plane P1 that is one central half-plane as a symmetry plane. Similarly, each shifter-side engagement portion 39 also has one central half-plane. Each of the preceding engaging portions 52 has a plane-symmetric shape with a reference plane P3 that is one central half plane as a plane of symmetry. All the reference planes P1, P2, P3 of the gear side engagement group, the shifter side engagement group, and the preceding engagement portion 52 form equal intervals in the circumferential direction, or equal angles around the rotation center line L2. All the gear side engaging portions 38 and all the shifter side engaging portions 39 of the clutch 32 are arranged at equal intervals in the circumferential direction, and all the preceding engaging portions 52 are arranged in the circumferential direction. Are arranged at equal intervals.
In addition, in the engagement clutches 31 and 33 to 36 in which the first predetermined number is the same as or different from the second engagement clutch except for the second engagement clutch 32, the reference corresponding to the reference surfaces P1 and P2 is used. The surfaces are arranged at equal intervals or at equal angles in the circumferential direction. Thus, based on reference plane P1 is a surface defining the arrangement of the circumferential direction of the gear engaging portion 38 of the gear-side engagement unit, the reference plane P2 is the shifter-side engaging portion 39 of the shifter-side engaging unit It is a surface that determines the arrangement in the circumferential direction.

摩擦リング50の本体51は、凹部40の外周壁42の内周面42ａに接触する外周面51ａを有する。内周面42ａおよび外周面51ａは、変速歯車12ｂと摩擦リング50とが面接触する接触面を構成し、回転中心線Ｌ２を中心軸線として軸方向に傾斜するテーパ面である。そして、本体51は、バネ61の付勢力であるバネ力により、内周面42ａおよび外周面51ａが先細となる方向に付勢される。このため、第２係合クラッチ32の非接続状態で、しかもシフタ側係合部39と先行係合部52とが当接していない状態で、摩擦リング50の外周面51ａと外周壁42の内周面42ａとの間には、バネ61のバネ力により設定される摩擦力が生じ、該摩擦力はバネ61のバネ力を調整することにより調整可能である。
ここで、内周面42ａは、外周面51ａおよび底壁44の底面44ａと共に変速歯車12ｂまたは凹部40の壁面であり、また外周面51ａは、内周面51ｂと共に摩擦リング50の周面である。そして、該周面51ａ，51ｂと、摩擦リング50の軸方向で底面44ａと対面する軸方向端面50ａは、いずれも摩擦リング50の表面である。
このため、第２係合クラッチ32の非接続状態で、摩擦リング50は前記摩擦力により変速歯車12ｂと一体に回転および停止する。 The main body 51 of the friction ring 50 has an outer peripheral surface 51 a that contacts the inner peripheral surface 42 a of the outer peripheral wall 42 of the recess 40. The inner peripheral surface 42a and the outer peripheral surface 51a constitute a contact surface where the transmission gear 12b and the friction ring 50 are in surface contact, and are tapered surfaces inclined in the axial direction with the rotation center line L2 as the central axis. The main body 51 is biased in a direction in which the inner peripheral surface 42a and the outer peripheral surface 51a are tapered by the spring force that is the biasing force of the spring 61. For this reason, the inner surface of the outer peripheral surface 51a and the outer peripheral wall 42 of the friction ring 50 is not connected to the second engaging clutch 32 and the shifter side engaging portion 39 and the preceding engaging portion 52 are not in contact with each other. A frictional force set by the spring force of the spring 61 is generated between the peripheral surface 42 a and the frictional force can be adjusted by adjusting the spring force of the spring 61.
Here, the inner peripheral surface 42a is the wall surface of the transmission gear 12b or the recess 40 together with the outer peripheral surface 51a and the bottom surface 44a of the bottom wall 44, and the outer peripheral surface 51a is the peripheral surface of the friction ring 50 together with the inner peripheral surface 51b. . Both the peripheral surfaces 51a and 51b and the axial end surface 50a facing the bottom surface 44a in the axial direction of the friction ring 50 are the surfaces of the friction ring 50.
Therefore, when the second engagement clutch 32 is not connected, the friction ring 50 rotates and stops integrally with the transmission gear 12b by the friction force.

本体51は、径方向で、シフタ側係合部39よりも径方向外方に位置する。また、本体51の少なくとも一部、好ましくはその過半、この実施形態ではその全体は、軸方向で歯車側係合部38と重なる位置、換言すれば軸方向での位置で、歯車側係合部38と同じ位置にある。本体51の軸方向幅Ｗ１は、先行係合部52の軸方向幅Ｗ２よりも小さいことにより、摩擦リング50が軽量化される。なお、別の例として、軸方向幅Ｗ１と軸方向幅Ｗ２とが等しくてもよい。   The main body 51 is positioned radially outward from the shifter side engaging portion 39 in the radial direction. In addition, at least a part of the main body 51, preferably a majority of the main body 51, in this embodiment, the entirety thereof is in a position overlapping with the gear side engaging portion 38 in the axial direction, in other words, in a position in the axial direction, the gear side engaging portion. It is in the same position as 38. Since the axial width W1 of the main body 51 is smaller than the axial width W2 of the preceding engagement portion 52, the friction ring 50 is reduced in weight. As another example, the axial width W1 and the axial width W2 may be equal.

本体51に一体成形されて一体に設けられる各先行係合部52は、本体51の内周面51ｂから径方向内方に突出すると共に、摩擦リング50が変速歯車12ｂに保持された状態にあるとき、軸方向で歯車側係合部38および本体51よりもシフタ22側に突出する軸方向凸部である。そして、歯車側係合部38に対する先行係合部52の突出量Ｗ３は、歯車側係合部38の最小軸方向幅Ｗ４の１／３以下であり、本体51の軸方向幅Ｗ１の１／２以下である。
また、各先行係合部52の一部、この実施形態ではその過半は、軸方向で歯車側係合部38と重なる位置、換言すれば軸方向での位置で、歯車側係合部38と同じ位置にある。 Each of the preceding engaging portions 52 integrally formed with the main body 51 protrudes radially inward from the inner peripheral surface 51b of the main body 51, and the friction ring 50 is held by the transmission gear 12b. At this time, it is an axial convex portion that protrudes closer to the shifter 22 than the gear side engaging portion 38 and the main body 51 in the axial direction. The protrusion amount W3 of the preceding engagement portion 52 with respect to the gear side engagement portion 38 is not more than 1/3 of the minimum axial width W4 of the gear side engagement portion 38, and is 1 / of the axial width W1 of the main body 51. 2 or less.
In addition, a part of each of the preceding engaging portions 52, in this embodiment, the majority thereof is located at a position overlapping with the gear side engaging portion 38 in the axial direction, in other words, at a position in the axial direction, with the gear side engaging portion 38. In the same position.

周方向での先行係合部52の形成角度θ２は、周方向での歯車側係合部38の形成角度θ１よりも小さく、また周方向で隣接する先行係合部52の間の間隔角度θ４は、周方向で隣接する歯車側係合部38の間の間隔角度θ３よりも大きい。
このため、周方向で先行係合部52が形成されていない角度であるスペース角度θ６は、周方向で歯車側係合部38が形成されていない角度であるスペース角度θ５よりも大きい。
スペース角度θ６，θ５は、軸方向に移動するシフタ22のシフタ側係合部39が変速歯車12ｂにおいて軸方向に進入することが可能な角度であり、大きい値であるほど、シフタ側係合部39と先行係合部52または歯車側係合部38との当接または係合の機会が多くなり、したがってシフタ側係合部39と先行係合部52または歯車側係合部38との当接または係合がし易くなる。この実施形態では、間隔角度θ３がスペース角度θ５であり、間隔角度θ４がスペース角度θ６である。 The formation angle θ2 of the preceding engagement portion 52 in the circumferential direction is smaller than the formation angle θ1 of the gear side engagement portion 38 in the circumferential direction, and the interval angle θ4 between the adjacent preceding engagement portions 52 in the circumferential direction. Is larger than the interval angle θ3 between the gear side engaging portions 38 adjacent in the circumferential direction.
For this reason, the space angle θ6 that is an angle at which the preceding engaging portion 52 is not formed in the circumferential direction is larger than the space angle θ5 that is an angle at which the gear side engaging portion 38 is not formed in the circumferential direction.
The space angles θ6 and θ5 are angles at which the shifter side engaging portion 39 of the shifter 22 moving in the axial direction can enter the axial direction in the transmission gear 12b. The larger the value, the larger the shifter side engaging portion. 39 and the preceding engaging portion 52 or the gear side engaging portion 38 are increased in abutment or engagement, so that the shifter side engaging portion 39 and the preceding engaging portion 52 or the gear side engaging portion 38 are in contact with each other. It becomes easy to contact or engage. In this embodiment, the interval angle θ3 is the space angle θ5, and the interval angle θ4 is the space angle θ6.

摩擦力発生部材60は、弾性変形量に応じた弾発力としてのバネ力を発生する弾発部材であるバネ61と、該バネ61を変速歯車12ｂの外周壁42に保持する保持部材としての円環状の止め輪62とを有する。本体51に当接して摩擦リング50を軸方向に付勢する円環状の皿バネからなるバネ61は、軸方向での一端であると共に端面50ａとは軸方向で反対側の軸方向端面51ｃにて本体51に当接し、軸方向での他端で中間部材としてのワッシャ63を介して止め輪62に支持される。   The frictional force generating member 60 is a spring 61 that is a spring member that generates a spring force as a spring force according to the amount of elastic deformation, and a holding member that holds the spring 61 on the outer peripheral wall 42 of the transmission gear 12b. And an annular retaining ring 62. A spring 61 made of an annular disc spring that abuts the main body 51 and urges the friction ring 50 in the axial direction is one end in the axial direction and an axial end face 51c opposite to the end face 50a in the axial direction. And is supported by the retaining ring 62 via a washer 63 as an intermediate member at the other end in the axial direction.

バネ61の少なくとも一部、好ましくはその過半、この実施形態ではその全体が、軸方向で、摩擦リング50において本体51と先行係合部52との軸方向での段差部52ｃと同じ位置に配置されるので、軸方向で同期機構Ｓが小型化される。   At least a part of the spring 61, preferably the majority thereof, in this embodiment, the entirety thereof is disposed in the axial direction at the same position as the stepped portion 52c in the axial direction between the main body 51 and the preceding engaging portion 52 in the friction ring 50. Therefore, the synchronization mechanism S is reduced in size in the axial direction.

本体51および先行係合部52と底壁44との間には、軸方向での空隙70が形成される。このため、変速歯車12ｂおよび摩擦リング50の熱膨張や外周面51ａおよび内周面42ａにおいて摩耗が発生したとしても、摩擦リング50がバネ61によりこの環状の空隙70に向かって付勢されていることにより、摩擦リング50は該熱膨張および該摩耗に起因する隙間が外周面51ａ・内周面42ａ間に生じないように空隙70に向かって移動可能である。これにより、外周面51ａおよび内周面42ａの接触状態が維持されて、所要の摩擦力が確保される。   A gap 70 in the axial direction is formed between the main body 51 and the preceding engagement portion 52 and the bottom wall 44. Therefore, even if thermal expansion of the transmission gear 12b and the friction ring 50 or wear occurs on the outer peripheral surface 51a and the inner peripheral surface 42a, the friction ring 50 is biased toward the annular gap 70 by the spring 61. As a result, the friction ring 50 is movable toward the gap 70 so that a gap due to the thermal expansion and wear does not occur between the outer peripheral surface 51a and the inner peripheral surface 42a. Thereby, the contact state of the outer peripheral surface 51a and the inner peripheral surface 42a is maintained, and a required friction force is ensured.

図１，図３を参照すると、制御装置７は、検出手段８により検出されるシフトドラム28の回転位置に基づいて、シフタ側係合部39が後述する先行係合部52と当接する位置で、シフタ側係合部39と先行係合部52との当接直後に、電動モータ27の回転を一旦停止し、所定時間経過後に電動モータ27の回転を再開して、係合クラッチ32が接続完了状態になるまで、シフタ22を軸方向に移動させる。
ここで、前記所定時間は、変速の迅速化を妨げない範囲の値であることを前提に、シフタ22と変速歯車12ｂとの回転速度差を小さくする観点から設定される。そして、該所定時間は、例えば、変速比や機関回転速度に応じて、変速時の変速比の変化が大きいほど、または変速開始時の機関回転速度が大きいほど、長く設定されてもよい。 Referring to FIGS. 1 and 3, the control device 7 is based on the rotational position of the shift drum 28 detected by the detecting means 8 at a position where the shifter side engaging portion 39 comes into contact with a preceding engaging portion 52 described later. Immediately after contact between the shifter side engaging portion 39 and the preceding engaging portion 52, the rotation of the electric motor 27 is temporarily stopped, the rotation of the electric motor 27 is resumed after a predetermined time has elapsed, and the engagement clutch 32 is connected. The shifter 22 is moved in the axial direction until the completion state is reached.
Here, the predetermined time is set from the viewpoint of reducing the rotational speed difference between the shifter 22 and the transmission gear 12b on the premise that the predetermined time is within a range that does not hinder speeding up of the shift. Then, the predetermined time may be set longer, for example, as the change in the gear ratio at the time of shifting is larger, or as the engine speed at the start of shifting is larger, according to the gear ratio and the engine rotation speed.

以下、図２〜図５を参照して、変速機Ｍにおける変速の一例として、第１変速比から第２変速比への変速時の同期機構Ｓの動作について説明する。   The operation of the synchronization mechanism S at the time of shifting from the first speed ratio to the second speed ratio will be described below as an example of the speed change in the transmission M with reference to FIGS.

第１係合クラッチ32により第１変速比が確立している状態から第２係合クラッチ32による第２変速比への変速時に、制御装置７は、検出手段８（図１参照）により検出される状態に基づいて電動モータ27を作動させ、該電動モータ27がシフトドラム28およびシフトフォーク29を介して第１，第２シフタ21，22（図１参照）を軸方向に移動させる。そして、第１シフタ21の移動により第１係合クラッチ31が接続完了状態から非接続状態に移行する一方、第２シフタ22の移動により、第２係合クラッチ32が非接続状態から接続完了状態に移行する。   At the time of shifting from the state in which the first gear ratio is established by the first engagement clutch 32 to the second gear ratio by the second engagement clutch 32, the control device 7 is detected by the detection means 8 (see FIG. 1). The electric motor 27 is operated based on the state, and the electric motor 27 moves the first and second shifters 21 and 22 (see FIG. 1) in the axial direction via the shift drum 28 and the shift fork 29. When the first shifter 21 moves, the first engagement clutch 31 shifts from the connection completion state to the non-connection state. On the other hand, when the second shifter 22 moves, the second engagement clutch 32 changes from the non-connection state to the connection completion state. Migrate to

この第２変速比への変速の際、シフタ22が軸方向へ移動を開始した直後であって、シフタ側係合部39と先行係合部52との当接前に、摩擦リング50は、バネ61で付勢されていることに基づいて外周面51ａと内周面42ａとの間で発生する摩擦力により、変速歯車12ｂと一体に回転している（例えば、図３に実線で示され、図２に示される状態。）。
その後、シフタ22がさらに歯車側係合部38に近づく方向に移動して、シフタ側係合部39と先行係合部52とが周方向で当接する一方で歯車側係合部38とシフタ側係合部39とが周方向で当接していない同期化過程（例えば、図３にシフタ側係合部39が一点鎖線で示され、また図４に示される状態。）では、摩擦リング50は、カウンタ軸４と一体に回転しているシフタ22と一体に回転すると共に、変速歯車12ｂに対しては外周面51ａが内周面42ａに摺接しながら相対回転する。このとき、バネ61の付勢により発生する摩擦リング50と変速歯車12ｂとの間の前記摩擦力により、第２変速クラッチ32が切断状態にある第２メイン軸３ｂの入力側変速歯車12ａと噛合する出力側変速歯車12ｂの回転速度が低下して、第１変速比での回転速度で回転していたシフタ22の回転速度に近づき、変速歯車12ｂおよびシフタ22の回転速度を同期化する。それゆえ、外周面51ａおよび内周面42ａは、内周面42ａを有する変速歯車12ｂの回転速度を低下させるブレーキ面である。
このように、摩擦リング50と変速歯車12ｂ（または凹部40）との間に、変速歯車12ｂおよびシフタ22の回転速度を同期化する摩擦力を発生させるために、シフタ側係合部39が摩擦リング50を軸方向に移動させる必要がない。 At the time of shifting to the second gear ratio, the friction ring 50 is immediately after the shifter 22 starts moving in the axial direction and before the shifter side engaging portion 39 and the preceding engaging portion 52 abut. Due to the frictional force generated between the outer peripheral surface 51a and the inner peripheral surface 42a based on being biased by the spring 61, it is rotated integrally with the transmission gear 12b (for example, shown by a solid line in FIG. 3). The state shown in FIG.
Thereafter, the shifter 22 further moves in a direction closer to the gear side engaging portion 38, and the shifter side engaging portion 39 and the preceding engaging portion 52 abut in the circumferential direction, while the gear side engaging portion 38 and the shifter side In the synchronization process in which the engaging portion 39 is not in contact with the circumferential direction (for example, the shifter-side engaging portion 39 is indicated by a one-dot chain line in FIG. 3 and is also shown in FIG. 4), the friction ring 50 is The outer peripheral surface 51a rotates relative to the transmission gear 12b while being in sliding contact with the inner peripheral surface 42a while rotating integrally with the shifter 22 rotating integrally with the counter shaft 4. At this time, the friction force generated between the friction ring 50 and the transmission gear 12b generated by the bias of the spring 61 meshes with the input transmission gear 12a of the second main shaft 3b in which the second transmission clutch 32 is in a disconnected state. The rotation speed of the output side transmission gear 12b is reduced to approach the rotation speed of the shifter 22 rotating at the rotation speed at the first gear ratio, and the rotation speeds of the transmission gear 12b and the shifter 22 are synchronized. Therefore, the outer peripheral surface 51a and the inner peripheral surface 42a are brake surfaces that reduce the rotational speed of the transmission gear 12b having the inner peripheral surface 42a.
In this way, the shifter side engaging portion 39 is frictionally generated between the friction ring 50 and the transmission gear 12b (or the recess 40) in order to generate a frictional force that synchronizes the rotational speeds of the transmission gear 12b and the shifter 22. There is no need to move the ring 50 in the axial direction.

また、制御装置７は、検出手段８により検出されるシフトドラム28の回転位置に基づいて、シフタ側係合部39が先行係合部52と当接する位置で、シフタ側係合部39と先行係合部52との当接直後、すなわち前記同期化過程の開始時に、電動モータ27の回転を一旦停止して、シフタ22の移動を一旦停止し、前記所定時間経過後に電動モータ27の回転およびシフタ22の移動を再開して、シフタ側係合部39および歯車側係合部38が当接して係合クラッチ32が接続完了状態（例えば、図３にシフタ側係合部39が二点鎖線で示され、図５に示される状態。）になるまで、シフタ22を軸方向に移動させて、第２変速比が確立される。
なお、前記同期化過程において変速歯車12ｂおよびシフタ22の回転速度が完全に同期したとき（すなわち、回転速度が一致したとき）には、シフタ側係合部39と歯車側係合部38とが軸方向で当接して変速に時間がかかる場合または変速ができない場合があり得るが、その場合には、シフタ側係合部39と歯車側係合部38とが軸方向で当接した状態にあることを、例えば変速に要する時間、またはメイン軸３およびカウンタ軸４の回転速度の検出を通じて検出して、変速操作をやり直すことにより対応できる。 Further, the control device 7 is arranged so that the shifter-side engaging portion 39 and the preceding engaging portion 39 are in contact with the preceding engaging portion 52 based on the rotational position of the shift drum 28 detected by the detecting means 8. Immediately after contact with the engaging portion 52, that is, at the start of the synchronization process, the rotation of the electric motor 27 is temporarily stopped and the movement of the shifter 22 is temporarily stopped. The movement of the shifter 22 is resumed, the shifter side engagement portion 39 and the gear side engagement portion 38 come into contact with each other, and the engagement clutch 32 is in a connected state (for example, the shifter side engagement portion 39 is shown in FIG. And the shifter 22 is moved in the axial direction until the second gear ratio is established.
When the rotational speeds of the transmission gear 12b and the shifter 22 are completely synchronized in the synchronization process (that is, when the rotational speeds coincide with each other), the shifter-side engaging portion 39 and the gear-side engaging portion 38 are There may be a case where the shift takes time due to the contact in the axial direction or the shift cannot be performed, but in that case, the shifter side engagement portion 39 and the gear side engagement portion 38 are in contact with each other in the axial direction. This can be dealt with by detecting the time required for the shift or detecting the rotation speeds of the main shaft 3 and the counter shaft 4 and redoing the shift operation.

次に、前述のように構成された実施形態の作用および効果について説明する。
第２係合クラッチ32が、歯車側係合部38およびシフタ側係合部39が互いに周方向で当接している接続完了状態にあるとき、変速歯車12ｂおよびシフタ22が一体に回転することにより変速歯車12ｂで規定される変速比が確立される車両用歯車変速機Ｍにおいて、同期機構Ｓは、変速歯車12ｂと接触した状態で該変速歯車12ｂに対して回転可能に支持される摩擦リング50と、摩擦リング50と変速歯車12ｂとの間で摩擦力を発生させるバネ61とを備え、摩擦リング50は、変速時に変速操作装置26により操作されたシフタ22が軸方向に移動して第２係合クラッチ32の歯車側係合部38およびシフタ側係合部39が互いに当接する前に、シフタ側係合部39が周方向で当接する先行係合部52を有し、摩擦リング50は、シフタ側係合部39と先行係合部52との当接前にバネ61が発生する前記摩擦力により変速歯車12ｂと一体に回転すると共に、シフタ側係合部39と先行係合部52との当接時に、変速歯車12ｂに対して相対回転しながら、バネ61が発生する前記摩擦力により変速歯車12ｂおよびシフタ22の回転速度を同期化し、シフタ22は、シフタ側係合部39および先行係合部52が当接した後、さらに軸方向に移動して、歯車側係合部38およびシフタ側係合部39を周方向で互いに当接させる。
この構造により、変速時に、変速操作装置26により駆動されたシフタ22が軸方向に移動して、シフタ側係合部39と先行係合部52とが当接することで、摩擦リング50と変速歯車12ｂとの間で作用する摩擦力により、変速歯車12ｂおよびシフタ22の回転速度が同期化されて、両者の回転速度差が小さくなった後に、シフタ22がさらに軸方向に移動することにより、係合クラッチ32の歯車側係合部38とシフタ側係合部39とが互いに当接して係合クラッチ32が接続完了状態になるので、変速時の衝撃が緩和されて、該衝撃および衝撃音が低減する。
そして、変速歯車12ｂおよびシフタ22の回転速度の同期化のための前記摩擦力は、軸方向でのシフタ22の移動とは無関係に、シフタ22とは別個の部材であるバネ61により発生するので、該摩擦力を発生させるために摩擦リング50をシフタ22で軸方向に移動させる必要がない。この結果、同期機構Ｓを備えた歯車変速機Ｍにおいて、係合クラッチ32が非接続状態にある変速開始から接続完了状態までのシフタ22の軸方向移動量を小さくすることができて、変速が迅速化される。
また、同期化のための摩擦力を発生させるために、シフタ22により摩擦リング50を軸方向に付勢する必要がないので、変速操作装置26によるシフタ22の操作力を軽減できる。この結果、変速操作装置26がシフタ22を操作する電動モータ27を備える自動式の変速操作装置26における該電動モータ27の小型化が可能になる。
また、摩擦リング50の先行係合部52および該先行係合部52と係合するシフタ側係合部39には、従来技術のシフタ22およびシンクロナイザリングに形成されているチャンファを形成する必要がないので、コストを削減できる。
さらに、歯車側係合部38およびシフタ側係合部39は、変速歯車12ｂおよびシフタ22が同期化された後に周方向で互いに当接するので、係合クラッチ32が接続完了状態の状態で、周方向でのシフタ側係合部39の形成角度θ７とスペース角度θ５との差により形成される歯車側係合部38とシフタ側係合部39との間の周方向遊びを減少させることが可能になるので、係合クラッチ32が接続完了状態にあるときのカウンタ軸４の回転変動に起因する歯車側係合部38とシフタ側係合部39との衝撃および衝撃音を低減できる。 Next, operations and effects of the embodiment configured as described above will be described.
When the second engagement clutch 32 is in a connection completion state in which the gear side engagement portion 38 and the shifter side engagement portion 39 are in contact with each other in the circumferential direction, the transmission gear 12b and the shifter 22 rotate integrally. In the vehicle gear transmission M in which the gear ratio defined by the transmission gear 12b is established, the synchronization mechanism S is a friction ring 50 that is rotatably supported with respect to the transmission gear 12b in contact with the transmission gear 12b. And a spring 61 that generates a frictional force between the friction ring 50 and the transmission gear 12b. The friction ring 50 is configured such that the shifter 22 operated by the transmission operation device 26 at the time of shifting moves in the axial direction. Before the gear side engagement portion 38 and the shifter side engagement portion 39 of the engagement clutch 32 abut on each other, the shifter side engagement portion 39 has a preceding engagement portion 52 that abuts in the circumferential direction. The spring 61 is generated before the contact between the shifter side engaging portion 39 and the preceding engaging portion 52 The frictional force rotates together with the transmission gear 12b, and the spring 61 is generated while rotating relative to the transmission gear 12b when the shifter side engaging portion 39 and the preceding engaging portion 52 are in contact with each other. The rotational speeds of the transmission gear 12b and the shifter 22 are synchronized by the frictional force, and the shifter 22 further moves in the axial direction after the shifter side engaging portion 39 and the preceding engaging portion 52 come into contact with each other. The portion 38 and the shifter side engaging portion 39 are brought into contact with each other in the circumferential direction.
With this structure, the shifter 22 driven by the speed change operation device 26 moves in the axial direction during shifting, and the shifter side engaging portion 39 and the preceding engaging portion 52 come into contact with each other. After the rotational speed of the transmission gear 12b and the shifter 22 is synchronized by the frictional force acting between the shifter 12b and the rotational speed difference between the two is reduced, the shifter 22 further moves in the axial direction. Since the gear-side engaging portion 38 and the shifter-side engaging portion 39 of the combined clutch 32 come into contact with each other and the engaging clutch 32 is in a connected state, the shock during shifting is mitigated, and the shock and the impact sound are To reduce.
The frictional force for synchronizing the rotational speeds of the transmission gear 12b and the shifter 22 is generated by a spring 61 that is a separate member from the shifter 22 regardless of the movement of the shifter 22 in the axial direction. It is not necessary to move the friction ring 50 in the axial direction by the shifter 22 in order to generate the friction force. As a result, in the gear transmission M having the synchronization mechanism S, the shift amount in the axial direction of the shifter 22 from the start of the shift when the engagement clutch 32 is in the disconnected state to the completed state can be reduced. Speeded up.
Further, since it is not necessary to bias the friction ring 50 in the axial direction by the shifter 22 in order to generate a frictional force for synchronization, the operating force of the shifter 22 by the speed change operation device 26 can be reduced. As a result, it is possible to reduce the size of the electric motor 27 in the automatic transmission operation device 26 in which the transmission operation device 26 includes the electric motor 27 that operates the shifter 22.
Further, it is necessary to form a chamfer formed in the prior art shifter 22 and the synchronizer ring in the preceding engagement portion 52 of the friction ring 50 and the shifter side engagement portion 39 engaged with the preceding engagement portion 52. Because there is not, cost can be reduced.
Further, since the gear side engaging portion 38 and the shifter side engaging portion 39 abut each other in the circumferential direction after the transmission gear 12b and the shifter 22 are synchronized, the gear clutch 32 and the shifter side engaging portion 39 The circumferential play between the gear side engagement portion 38 and the shifter side engagement portion 39 formed by the difference between the formation angle θ7 of the shifter side engagement portion 39 and the space angle θ5 in the direction can be reduced. Therefore, it is possible to reduce the impact and the impact sound between the gear side engaging portion 38 and the shifter side engaging portion 39 caused by the fluctuation of the rotation of the counter shaft 4 when the engagement clutch 32 is in the connection completion state.

摩擦リング50および変速歯車12ｂの接触面である外周面５１ａおよび内周面42ａは、カウンタ軸４の回転中心線Ｌ２を中心軸線とするテーパ面であり、摩擦力発生部材60は、該テーパ面が先細となる方向に摩擦リング50を付勢するバネ61を有することにより、テーパ面からなる外周面５１ａにて変速歯車12ｂと接触する摩擦リング50が、変速歯車12ｂのテーパ面からなる内周面42ａに対してバネ61により付勢されているので、摩擦リング50および変速歯車12ｂの熱膨張や、外周面51ａおよび内周面42ａでの摩耗等の経年変化が発生したとしても、外周面51ａおよび内周面42ａでの接触状態を維持できる。この結果、簡単な構造により、摩耗などの経年変化や温度変化に対して、同期機構Ｓの同期化機能を確保できる。   The outer peripheral surface 51a and the inner peripheral surface 42a, which are contact surfaces of the friction ring 50 and the transmission gear 12b, are tapered surfaces having the rotation center line L2 of the counter shaft 4 as a central axis, and the frictional force generating member 60 has the tapered surface. By having the spring 61 that urges the friction ring 50 in a direction in which the friction ring 50 is tapered, the friction ring 50 that comes into contact with the transmission gear 12b on the outer peripheral surface 51a made of a tapered surface has an inner periphery made up of the tapered surface of the transmission gear 12b. Since the spring 61 is urged against the surface 42a, the outer peripheral surface can be obtained even if the friction ring 50 and the transmission gear 12b are subject to thermal expansion or wear on the outer peripheral surface 51a and the inner peripheral surface 42a. The contact state at 51a and the inner peripheral surface 42a can be maintained. As a result, the synchronization function of the synchronization mechanism S can be secured with respect to secular change such as wear and temperature change with a simple structure.

周方向での先行係合部52の形成角度θ２は、周方向での歯車側係合部38の形成角度θ１よりも小さいことにより、先行係合部52の形成角度θ２が歯車側係合部38の形成角度θ１よりも小さい分だけ、周方向で先行係合部52が形成されていない角度範囲であるスペース角度θ６を、周方向で歯車側係合部38が形成されていない角度範囲であるスペース角度θ５よりも大きくできるので、シフタ側係合部39と先行係合部52とが当接する機会が、シフタ側係合部39と歯車側係合部38とが当接する機会よりも多くなり、変速歯車12ｂとシフタ22との同期化の機会が多くなって、変速の迅速化が可能になる。そして、先行係合部52の数が歯車側係合部38の数よりも少ないことにより、変速歯車12ｂとシフタ22との同期化の機会が一層多くなる。   The formation angle θ2 of the preceding engagement portion 52 in the circumferential direction is smaller than the formation angle θ1 of the gear side engagement portion 38 in the circumferential direction, so that the formation angle θ2 of the preceding engagement portion 52 is the gear side engagement portion. The space angle θ6, which is an angle range in which the preceding engagement portion 52 is not formed in the circumferential direction, is smaller by an amount smaller than the formation angle θ1 of 38, and an angle range in which the gear side engagement portion 38 is not formed in the circumferential direction. Since it can be larger than a certain space angle θ5, there are more opportunities for the shifter side engagement portion 39 and the preceding engagement portion 52 to contact than for the shifter side engagement portion 39 and the gear side engagement portion 38 to contact each other. As a result, the opportunity for synchronization between the transmission gear 12b and the shifter 22 increases, and speeding up of the transmission becomes possible. Further, since the number of the preceding engaging portions 52 is smaller than the number of the gear side engaging portions 38, the opportunity for synchronization between the transmission gear 12b and the shifter 22 is further increased.

変速操作装置26は、制御装置７により制御されてシフタ22を軸方向に操作する電動モータ27を備え、制御装置７は、シフタ側係合部39と先行係合部52とが当接する位置で、シフタ22の軸方向での移動を一旦停止することにより、シフタ22が移動して、シフタ側係合部39と先行係合部52との当接後で、歯車側係合部38とシフタ側係合部39との当接の前に、シフタ22が停止する前記所定時間の分だけ、変速歯車12ｂとシフタ22との回転速度の同期化の時間を長く取ることができる。この結果、変速歯車12ｂとシフタ22との回転速度差が一層小さい状態で歯車側係合部38とシフタ側係合部39とを当接させることができるので、変速時の衝撃および衝撃音を一層低減できる。   The speed change operation device 26 includes an electric motor 27 that is controlled by the control device 7 to operate the shifter 22 in the axial direction. The control device 7 is located at a position where the shifter side engaging portion 39 and the preceding engaging portion 52 abut. When the shifter 22 is temporarily stopped from moving in the axial direction, the shifter 22 is moved, and after the shifter side engaging portion 39 and the preceding engaging portion 52 are brought into contact with each other, the gear side engaging portion 38 and the shifter are moved. Before the contact with the side engaging portion 39, the time required for synchronizing the rotational speeds of the transmission gear 12b and the shifter 22 can be increased by the predetermined time during which the shifter 22 stops. As a result, the gear-side engaging portion 38 and the shifter-side engaging portion 39 can be brought into contact with each other in a state where the rotational speed difference between the transmission gear 12b and the shifter 22 is smaller, so that the shock and impact sound during shifting can be reduced. It can be further reduced.

摩擦リング50の少なくとも一部、好ましくはその全体は、軸方向で歯車側係合部38と同じ位置にあることにより、変速歯車12ｂにおいて摩擦リング50および歯車側係合部38が軸方向で同じ位置にあるので、歯車側係合部38に対して摩擦リング50を軸方向でコンパクトに配置できる。また、先行係合部52は、歯車側係合部38の最小軸方向幅の１／３以下の突出量Ｗ３で、第１係合部に対して軸方向に突出していることにより、先行係合部52が歯車側係合部38に対して軸方向に突出する突出量Ｗ３を小さくすることができる。
このような各構成により、同期機構Ｓが設けられた変速歯車12ｂを軸方向で小型化でき、またシフタ22の軸方向移動量を小さくできるので、変速の迅速化ができ、さらに軸方向でシフタ22と変速歯車12ｂを近接して配置できるので、歯車変速機Ｍを軸方向で小型化できる。 At least a part of the friction ring 50, preferably the entirety thereof, is in the same position as the gear side engaging portion 38 in the axial direction, so that the friction ring 50 and the gear side engaging portion 38 are the same in the axial direction in the transmission gear 12b. Therefore, the friction ring 50 can be compactly arranged in the axial direction with respect to the gear-side engaging portion 38. Further, the leading engagement portion 52 protrudes in the axial direction with respect to the first engagement portion with a protrusion amount W3 that is equal to or less than 1/3 of the minimum axial width of the gear side engagement portion 38. The protrusion amount W3 that the joint portion 52 protrudes in the axial direction with respect to the gear side engaging portion 38 can be reduced.
With such a configuration, the transmission gear 12b provided with the synchronization mechanism S can be reduced in size in the axial direction, and the amount of movement of the shifter 22 in the axial direction can be reduced. Since the gear 22 and the transmission gear 12b can be arranged close to each other, the gear transmission M can be downsized in the axial direction.

以下、前述した実施形態の一部の構成を変更した実施形態について、変更した構成に関して説明する。
前記第１回転体がシフタ22、前記第２回転体が変速歯車12ｂであってもよく、したがって同期機構Ｓは、前記実施形態では変速歯車12ｂに設けられたが、シフタ22に設けられてもよい。
変速歯車12ｂおよびシフタ22の回転速度の同期化のために、図３に二点鎖線で示されるように、シフタ側係合部39に凸部39ａが設けられ、該凸部39ａが先行係合部52に当接してもよい。この場合、軸方向での凸部39ａの突出量を大きくすることにより、先行係合部52は、軸方向に突出する凸部で構成されることなく、本体51に対して軸方向でシフタ側係合部39に向かって突出しないよいうに形成されてよく、さらには凹部により構成されてもよい。
制御装置７は、シフタ側係合部39と先行係合部52との当接直後に、前記実施形態では、電動モータ27の回転を一旦停止したが、電動モータ27の回転を減速して、シフタ22が軸方向へ移動するときの速度を減速し、所定時間経過後に電動モータ27の回転を増速して、例えば減速前の速度に戻すことにより、係合クラッチ32が接続完了状態になるまで、シフタ22を軸方向に移動させてもよく、この場合にも、シフタ22が減速する前記所定時間の分だけ、減速しないときに比べて変速歯車12ｂとシフタ22との回転速度の同期化の時間を長く取ることができるので、シフタ22の移動を一旦停止する場合と同様の作用・効果が奏される。
変速操作装置26は、電動モータ27などのアクチュエータを備えることなく、操作者としての運転者により操作されるマニュアル式の変速操作装置26でもよく、その場合には、シフタ22の操作力の軽減により、変速操作の軽快性が向上する。
摩擦リング50は、凹部40内において、外周壁42と接触することなく、摩擦リング50の軸方向端面50ａが底壁44の底面44ａと接触して、該軸方向端面50ａおよび該底面44ａとの間で摩擦力が発生するように配置されてもよい。また、摩擦リング50は、外周壁42と接触することなく、歯車側係合部38よりも径方向内方に配置されて、摩擦リング50の内周面が内周壁43の外周面と接触して、該内周面および外周面との間で摩擦力が発生するように配置されてもよい。これらの場合、軸方向端面、底面、内周面および外周面は、いずれも接触面を構成する。
バネ61は皿バネ以外のバネであってもよく、また付勢部材はバネ以外の弾性部材であってもよい。
摩擦力発生部材は、遠心ウエイトを備え、メイン軸またはカウンタ軸の回転速度に応じて変化する付勢力で摩擦リングを付勢するものであってもよい。
歯車変速機が備える前記設定数の係合クラッチのうちで、１以上の一部の係合クラッチまたは全ての係合クラッチが、同期機構Ｓを有していてもよい。 Hereinafter, an embodiment in which a part of the configuration of the above-described embodiment is changed will be described with respect to the changed configuration.
The first rotating body may be the shifter 22 and the second rotating body may be the transmission gear 12b. Therefore, the synchronization mechanism S is provided in the transmission gear 12b in the embodiment, but may be provided in the shifter 22. Good.
In order to synchronize the rotational speeds of the transmission gear 12b and the shifter 22, as shown by a two-dot chain line in FIG. 3, the shifter side engaging portion 39 is provided with a convex portion 39a, and the convex portion 39a is pre-engaged. It may abut against the part 52. In this case, by increasing the protruding amount of the convex portion 39a in the axial direction, the preceding engaging portion 52 is not formed by the convex portion protruding in the axial direction, and the shifter side in the axial direction with respect to the main body 51 It may be formed so as not to protrude toward the engaging portion 39, and may further be constituted by a recess.
In the embodiment, the control device 7 temporarily stops the rotation of the electric motor 27 immediately after the shifter-side engagement portion 39 and the preceding engagement portion 52 are in contact with each other. The speed at which the shifter 22 moves in the axial direction is reduced, and the rotation of the electric motor 27 is increased after a predetermined time has elapsed. The shifter 22 may be moved in the axial direction, and in this case as well, the rotational speeds of the transmission gear 12b and the shifter 22 are synchronized as compared with the case where the shifter 22 is not decelerated by the predetermined time. Therefore, the same operation and effect as when the shifter 22 is temporarily stopped can be obtained.
The speed change operation device 26 may be a manual speed change operation device 26 operated by a driver as an operator without including an actuator such as the electric motor 27. In this case, by reducing the operation force of the shifter 22. The lightness of the shifting operation is improved.
In the recess 40, the friction ring 50 does not contact the outer peripheral wall 42, but the axial end surface 50a of the friction ring 50 contacts the bottom surface 44a of the bottom wall 44, so that the axial end surface 50a and the bottom surface 44a It may be arranged so that a frictional force is generated between them. The friction ring 50 is disposed radially inward of the gear side engaging portion 38 without contacting the outer peripheral wall 42, and the inner peripheral surface of the friction ring 50 contacts the outer peripheral surface of the inner peripheral wall 43. The frictional force may be generated between the inner peripheral surface and the outer peripheral surface. In these cases, the axial end face, the bottom face, the inner peripheral face and the outer peripheral face all constitute a contact face.
The spring 61 may be a spring other than a disc spring, and the biasing member may be an elastic member other than the spring.
The frictional force generating member may include a centrifugal weight and bias the friction ring with a biasing force that changes according to the rotation speed of the main shaft or the counter shaft.
Of the set number of engagement clutches included in the gear transmission, one or more of the engagement clutches or all of the engagement clutches may have the synchronization mechanism S.

歯車変速機は、車両以外の機械に備えられてもよい。   The gear transmission may be provided in a machine other than the vehicle.

３…メイン軸、４…カウンタ軸、７…制御装置、11ａ〜16ａ，11ｂ〜16ｂ…変速歯車、21〜24…シフタ、26…変速操作装置、31〜36…係合クラッチ、38…歯車側係合部、39…シフタ側係合部、40…凹部、42…外周壁、50…摩擦リング、60…摩擦力発生部材、61…バネ、
Ｍ…歯車変速機、Ｅ…内燃機関、Ｌ１，Ｌ２…回転中心線、Ｓ…同期機構、Ｗ３…突出量、θ１，θ２…形成角度。 DESCRIPTION OF SYMBOLS 3 ... Main axis | shaft, 4 ... Counter axis | shaft, 7 ... Control apparatus, 11a-16a, 11b-16b ... Transmission gear, 21-24 ... Shifter, 26 ... Transmission operation device, 31-36 ... Engagement clutch, 38 ... Gear side Engagement part, 39 ... Shifter side engagement part, 40 ... Recess, 42 ... Outer peripheral wall, 50 ... Friction ring, 60 ... Friction force generating member, 61 ... Spring,
M: gear transmission, E: internal combustion engine, L1, L2: rotation center line, S: synchronization mechanism, W3: protrusion amount, θ1, θ2: forming angle.

Claims (8)

回転軸(４)に設けられた変速歯車(12ｂ)と、前記回転軸(４)に軸方向に移動可能に設けられると共に変速操作装置(26)により操作されるシフタ(22)と、前記変速歯車(12ｂ)に設けられた歯車側係合部(38)と前記シフタ(22)に設けられたシフタ側係合部(39)とを有する係合クラッチ(32)と、変速時に前記変速歯車(12ｂ)および前記シフタ(22)の回転速度を同期化する同期機構(Ｓ)とを備え、
前記係合クラッチ(32)が、前記歯車側係合部(38)および前記シフタ側係合部(39)が互いに周方向で当接している接続完了状態にあるとき、前記変速歯車(12ｂ)および前記シフタ(22)が一体に回転することにより前記変速歯車(12ｂ)で規定される変速比が確立される歯車変速機において、
前記変速歯車(12ｂ)および前記シフタ(22)のうちの一方を第１回転体(12ｂ)とすると共に他方を第２回転体(22)とし、かつ、前記歯車側係合部(38)および前記シフタ側係合部(39)のうちの一方を前記第１回転体(12ｂ)の第１係合部(38)とすると共に他方を前記第２回転体(22)の第２係合部(39)とするとき、
前記同期機構(Ｓ)は、前記第１回転体(12ｂ)と接触した状態で前記第１回転体(12ｂ)に対して回転可能に支持される摩擦回転体(50)と、前記第２回転体(22)とは別個の部材であって、前記第２係合部(39)の軸方向の移動とは無関係に、前記第１回転体(12ｂ)に設けられる付勢部材(61)によって前記摩擦回転体(50)を軸方向に付勢して前記第１回転体(12ｂ)に接触させることで前記摩擦回転体(50)と前記第１回転体(12ｂ)との間で摩擦力を発生させる摩擦力発生部材(60)とを備え、
前記摩擦回転体(50)は、変速時に前記変速操作装置(26)により操作された前記シフタ(22)が軸方向に移動して前記第１係合部(38)および前記第２係合部(39)が互いに当接する前に、前記第２係合部(39)が周方向で当接する先行係合部(52)を有し、
前記摩擦回転体(50)は、前記第２係合部(39)と前記先行係合部(52)との当接前に前記摩擦力発生部材(60)が発生する前記摩擦力により前記第１回転体(12ｂ)と一体に回転すると共に、前記第２係合部(39)と前記先行係合部(52)との当接時に、前記第１回転体(12ｂ)に対して相対回転しながら、前記摩擦力発生部材(60)が発生する前記摩擦力により前記第１回転体(12ｂ)および前記第２回転体(22)の回転速度を同期化し、
前記シフタ(22)は、前記第２係合部(39)および前記先行係合部(52)が当接した後、さらに軸方向に移動して、前記第１係合部(38)および前記第２係合部(39)を周方向で互いに当接させることを特徴とする歯車変速機。 A transmission gear (12b) provided on the rotation shaft (4), a shifter (22) provided on the rotation shaft (4) so as to be movable in the axial direction and operated by a transmission operation device (26); An engagement clutch (32) having a gear side engagement portion (38) provided in the gear (12b) and a shifter side engagement portion (39) provided in the shifter (22); (12b) and a synchronization mechanism (S) for synchronizing the rotation speed of the shifter (22),
When the engagement clutch (32) is in a connection completed state in which the gear side engagement portion (38) and the shifter side engagement portion (39) are in contact with each other in the circumferential direction, the transmission gear (12b) And a gear transmission in which a transmission gear ratio defined by the transmission gear (12b) is established by the rotation of the shifter (22) integrally,
One of the transmission gear (12b) and the shifter (22) is a first rotating body (12b) and the other is a second rotating body (22), and the gear side engaging portion (38) and One of the shifter side engaging portions (39) is a first engaging portion (38) of the first rotating body (12b) and the other is a second engaging portion of the second rotating body (22). (39)
The synchronizing mechanism (S) includes a friction rotating body (50) supported rotatably with respect to the first rotating body (12b) in contact with the first rotating body (12b), and the second rotation. It is a member separate from the body (22), and is independent of the axial movement of the second engaging portion (39) by the biasing member (61) provided on the first rotating body (12b). A frictional force is generated between the friction rotating body (50) and the first rotating body (12b) by urging the friction rotating body (50) in the axial direction and bringing it into contact with the first rotating body (12b). A frictional force generating member (60) for generating
The friction rotating body (50) includes the first engagement portion (38) and the second engagement portion when the shifter (22) operated by the speed change operation device (26) moves in the axial direction during a shift. Before the (39) abuts each other, the second engagement portion (39) has a preceding engagement portion (52) that abuts in the circumferential direction,
The friction rotating body (50) is formed by the frictional force generated by the frictional force generating member (60) before the contact between the second engaging portion (39) and the preceding engaging portion (52). Rotates integrally with the first rotating body (12b) and rotates relative to the first rotating body (12b) when the second engaging portion (39) and the preceding engaging portion (52) come into contact with each other. However, the rotational force of the first rotating body (12b) and the second rotating body (22) is synchronized by the frictional force generated by the frictional force generating member (60),
The shifter (22) further moves in the axial direction after the second engagement portion (39) and the preceding engagement portion (52) are in contact with each other, and the first engagement portion (38) and the A gear transmission characterized in that the second engaging portions (39) are brought into contact with each other in the circumferential direction. 請求項１記載の歯車変速機において、
前記摩擦回転体(50)および前記第１回転体(12ｂ)の接触面(51a,42a)は、前記回転軸(4)の回転中心線(L2)を中心軸線とするテーパ面であり、
前記摩擦力発生部材(60)は、前記テーパ面が先細となる方向に前記摩擦回転体(50)を付勢する付勢部材(61)を有することを特徴とする歯車変速機。 The gear transmission according to claim 1, wherein
The contact surfaces (51a, 42a) of the friction rotator (50) and the first rotator (12b) are tapered surfaces having a rotation center line (L2) of the rotation shaft (4) as a center axis,
The gear transmission, wherein the frictional force generating member (60) includes a biasing member (61) that biases the friction rotating body (50) in a direction in which the tapered surface is tapered. 請求項１または２記載の歯車変速機において、
周方向での前記先行係合部(52)の形成角度(θ2)は、周方向での前記第１係合部(38)の形成角度(θ1)よりも小さいことを特徴とする歯車変速機。 The gear transmission according to claim 1 or 2,
A gear transmission characterized in that a formation angle (θ2) of the preceding engagement portion (52) in the circumferential direction is smaller than a formation angle (θ1) of the first engagement portion (38) in the circumferential direction. . 請求項１から３のいずれか１項記載の歯車変速機において、
前記変速操作装置(26)は、制御装置(7)により制御されて前記シフタ(22)を軸方向に操作するアクチュエータ(27)を備え、
前記制御装置(7)は、前記第２係合部(39)と前記先行係合部(52)とが当接する位置で、前記シフタ(22)の軸方向での移動を減速または一旦停止することを特徴とする歯車変速機。 The gear transmission according to any one of claims 1 to 3,
The shift operation device (26) includes an actuator (27) controlled by the control device (7) to operate the shifter (22) in the axial direction,
The control device (7) decelerates or temporarily stops the movement of the shifter (22) in the axial direction at a position where the second engagement portion (39) and the preceding engagement portion (52) contact each other. A gear transmission characterized by that. 請求項１から４のいずれか１項記載の歯車変速機において、
前記摩擦回転体(50)の少なくとも一部は、軸方向で前記第１係合部(38)と同じ位置にあることを特徴とする歯車変速機。 The gear transmission according to any one of claims 1 to 4,
At least a part of the friction rotating body (50) is in the same position as the first engaging portion (38) in the axial direction. 請求項１から５のいずれか１項記載の歯車変速機において、
前記先行係合部(52)は、前記第１係合部(38)の最小軸方向幅(W4)の１／３以下の突出量(W3)で、前記第１係合部(38)に対して軸方向に突出していることを特徴とする歯車変速機。 The gear transmission according to any one of claims 1 to 5,
The preceding engagement portion (52) has a protrusion amount (W3) that is not more than 1/3 of the minimum axial width (W4) of the first engagement portion (38), and is in contact with the first engagement portion (38). A gear transmission characterized by projecting in an axial direction. 請求項１から請求項６のいずれか１項記載の歯車変速機において、
前記第２係合部(39)の周方向に形成される、前記先行係合部(52)との当接面と第１係合部(38)との当接面は同一端面であることを特徴とする歯車変速機。 The gear transmission according to any one of claims 1 to 6,
The contact surface with the preceding engagement portion (52) and the contact surface with the first engagement portion (38) formed in the circumferential direction of the second engagement portion (39) are the same end surface. A gear transmission characterized by the above. 請求項１から請求項７のいずれか１項記載の歯車変速機において、前記摩擦力発生部材(60)の少なくとも一部が、軸方向において前記摩擦回転体(50)と同じ位置に配置されることを特徴とする歯車変速機。   The gear transmission according to any one of claims 1 to 7, wherein at least a part of the frictional force generating member (60) is disposed at the same position as the friction rotating body (50) in the axial direction. A gear transmission characterized by that.
JP2009031816A 2009-02-13 2009-02-13 Gear transmission Expired - Fee Related JP5336223B2 (en)

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JPS599339A (en) * 1982-07-08 1984-01-18 Honda Motor Co Ltd Constantly engaging type transmission
JPH1182709A (en) * 1997-09-13 1999-03-26 Honda Motor Co Ltd Method for speed shift of electromotive transmission
JP4170534B2 (en) * 1999-09-03 2008-10-22 本田技研工業株式会社 transmission
JP2003042183A (en) * 2001-07-31 2003-02-13 Honda Motor Co Ltd Regularly engaging speed change gear
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