JPH04203625A - Release mechanism for clutch - Google Patents

Abstract

PURPOSE:To promote a yet more miniaturization for a clutch by fitting a release piston, being hollowed and connected to a release hub, in a release cylinder provided with both input-output shafts, and forming a ring oil chamber in an internal between the release cylinder and the release piston. CONSTITUTION:A release cylinder 30 of a clutch 21 is clamped to a ring bracket 16 supported on a body casing 1, and a release piston 31 installed in the inner part so as to cover an outer circumference of a transmission input shaft 15 is made free of slide motion in the direction. A release hub 33 is supported on a front end of the release piston 31 via a release bearing 32, and an outer circumference of this release hub 33 is made contact with an inner circumference of a diaphragm spring 35. When pressure oil is fed to an oil chamber 36, the release piston 31 is shifted to the right, rocking the diaphragm spring 35 via the release bearing 32 and the release hub 33, and thereby engagement of the clutch 21 is released. When the pressure oil does not work on the oil chamber 36, pressure plate 24 is pressed to the right by the diaphragm spring 35, thus the clutch 21 is engaged.

Description

Detailed Description of the Invention A3 Object of the Invention (1) Industrial Application Field The present invention relates to a clutch disc that transmits driving force between an input shaft and an output shaft, and a clutch disc that is arranged around the axes of the input shaft and output shaft. An annular diaphragm spring is provided to bias the clutch disc in the engagement direction, and a release hub is movably supported along the axis and connected to an inner periphery of the diaphragm spring, and the release hub is moved. In particular, the present invention relates to a clutch release mechanism that releases engagement of a clutch disk via a diaphragm spring.

(2) Prior art A hydraulic release mechanism in a conventional vehicle clutch connects a release cylinder provided outside a clutch housing to the outer end of a release fork whose intermediate portion is pivotally supported, and connects a release cylinder provided outside the clutch housing to the outside end of a release fork whose intermediate portion is pivotally supported. The end of the diaphragm spring is engaged with a release hub that is slidably supported on the output shaft of the clutch.The release hub presses and deforms the inner end of the diaphragm spring, thereby removing surface pressure on the clutch disc and releasing the clutch. The engagement is released.

(3) Problems to be Solved by the Invention However, the above-mentioned conventional clutch release mechanism
Since the release cylinder is provided outside the clutch housing, there is a problem in that the overall size of the clutch increases. Further, since a release fork is required to connect the release cylinder and the release hub, there is a problem that the number of parts and the number of assembly steps increase, leading to an increase in cost.

The present invention has been made in view of the above-mentioned circumstances, and it is an object of the present invention to provide a latch release mechanism that has a small number of parts and is compact.

B0 Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention provides a clutch disc that transmits driving force between an input shaft and an output shaft, and an axis of the input shaft and output shaft. an annular diaphragm spring disposed around the clutch disc to bias the clutch disc in the engagement direction; and a release hub movably supported along the axis and connected to the inner periphery of the diaphragm spring;
In the clutch that disengages the clutch disk via a diaphragm spring by moving the release hub, a hollow release piston is slidably engaged with a release cylinder disposed around the axes of the input shaft and the output shaft, and the release cylinder An annular oil chamber connected to a hydraulic pressure generation source is formed between the release piston and the release piston, and the release piston is connected to a release hub.

(2) Function According to the feature of the present invention described above, when pressure oil from a hydraulic pressure source is applied to the oil chamber formed between the release cylinder and the release piston, the release piston is driven and the release piston is driven. Move the connected release hub. As a result, the diaphragm spring whose inner periphery is pressed by the release hub is deformed, the surface pressure on the clutch disc disappears, and the clutch is disengaged. At this time, since the release cylinder and the release piston are arranged around the axes of the input shaft and the output shaft, the release cylinder and the release piston are compactly housed inside the crank. Additionally, since the release fork that connects the release piston and release hub is no longer required, it is possible to further downsize the clutch and reduce the number of parts.

(3) Examples Hereinafter, the present invention will be explained in detail based on the drawings.

Figures 1 to 8 show one embodiment of the present invention.
The figure is a longitudinal sectional view of the multi-stage transmission, Figure 2 is a sectional view taken along line ■-■ in Figure 1, Figure 3 is a sectional view taken along line ■-■ in Figure 1, and Figure 4 is a sectional view taken along line IV-- in Figure 2. 5 is a sectional view taken along the line V-V of FIG. 2, FIG. 6 is an enlarged view of the main part of FIG. 2, FIG. 7 is a sectional view taken along the ■-■ line of FIG. 6, and FIG. The figure is an exploded perspective view of the retainer.

As shown in FIGS. 1 to 3, this multi-stage transmission for a vehicle includes a main body casing 1 disposed in the longitudinal direction of the vehicle body, and the left side opening of the main body casing 1 is connected to the left casing 2.
The right side opening is covered by the right casing 4 via the intermediate casing 3, and the rear opening of the main casing 1 is covered by the rear casing 5. At the center of the main body casing 1, a main shaft 9 is moved in the left-right direction of the vehicle by a roller bearing 6 provided on the left casing 2, a ball hair ring 7 provided on the main casing 1, and a roller hair ring 8 provided on the intermediate casing 3. Further, above the rear portion of the main shaft 9, a counter shaft 10 is supported in parallel by roller bearings 11, 12, and 13 provided in the left casing 2, the main casing 1, and the intermediate casing 3, respectively.

The main shaft 9 is installed in the front opening of the main body casing 1.
The rear ends of a crankshaft 14 disposed in a direction orthogonal to the countershaft 10, that is, along the vehicle body center line, are opposed to each other. The front end of a mission input shaft 15 is coaxially supported at the rear end of the crankshaft 14 via a ball bearing 16. 2 ball bearings 1 on bracket 18
Supported through 9.20. Thereby, the crankshaft 14 and the mission input shaft 15 are coaxial and relatively rotatable, and are supported so as to be orthogonal to the main shaft 9 and the countershaft 10. In this way, the crankshaft 1 extends along the center line of the vehicle body.
By arranging the main shaft 9 and the countershaft 10 in the left-right direction of the vehicle body so as to be perpendicular to the main shaft 9, the longitudinal dimension of the multi-stage transmission can be shortened and the degree of freedom in mounting it on the vehicle body can be increased.

Next, with reference to FIGS. 4 and 5, the structure of the wet multi-disc clutch 21 interposed between the crankshaft 14 and the transmission input shaft 15 will be described in detail. A clutch outer 22 is coupled to the rear end of the crankshaft 14 so as to fit into the front opening of the main body casing 1.Four clutch discs 23 and one pressure plate 24 are attached to this clutch outer 22 in the axial direction. Supported in a slidable manner.

On the other hand, the clutch inner disposed on the inner periphery of the clutch outer 22 is supported by the damper hub inner 25 spline-coupled to the transmission input shaft 15 and the outer periphery of the damper hub inner 25 so as to be able to freely rotate slightly relative to the damper hub inner 25. It is composed of a damper hub outer 26. The damper hub outer 26 includes four parts of the clutch outer 22.
Three clutch disks 27 which are compressed by one clutch disk 23 are supported slidably in the axial direction.

As is clear from FIG. 4, eight protrusions 25a are formed on the outer periphery of the damper hub inner 25.
are loosely fitted into eight recesses 26a formed on the inner circumference of the damper hub outer 26. As a result, the damper hub inner 2
5 protrusion 25a and recess 26a of damper hub outer 26
A gap is formed at an angle α that narrows when the vehicle accelerates, that is, when the driving force is transmitted from the engine to the driving wheels, and when the vehicle decelerates, that is, when the driving force is transmitted from the driving wheels to the engine. When the driving force is transmitted, a gap of angle β is formed, which narrows the gap.

An annular damper rubber 28 is installed between the damper hub inner 25 and the damper hub outer 26, which fit loosely into each other, in order to buffer relative rotation between the two. That is, the inner periphery of the damper rubber 28 is fixed to the rear part of the projection 25a of the damper hub inner 25 by baking, and the ring member 29 to which the outer periphery of the damper rubber 28 is fixed by baking is attached to the rear of the damper hub outer 26. Splined to the inner circumference. Therefore, when a sudden torque is applied to the clutch 21 from the engine side or the driving wheel side, the damper hub inner 25 and the damper hub outer 26 rotate relative to each other within the angle α or β, causing the damper rubber 28 to elastically deform. This buffers the impact when the clutch 21 is engaged. By housing the damper rubber 28 in the internal space of the clutch outer 22, it is possible to add a damper function to the clutch 21 without increasing its external dimensions.

The annular bracket 18 supported by the main body casing l
A release cylinder 30 of the clutch 21 is fixed to. The release cylinder 30 is supported so as to cover the outer periphery of the transmission input shaft 15 and housed in a recess 17a formed in the drive bevel gear 17. A release piston 31, which is also disposed so as to cover the outer periphery of the mission input shaft 15, is slidably fitted in the release cylinder 30 in the axial direction. A release hub 33 is supported at the front end of the release piston 31 via a release bearing 32. The release hub 33 has an intermediate portion pivoted to the clutch outer 22 via a pin 34, and its outer periphery abuts the pressure plate 24. It comes into contact with the inner circumference of the diaphragm spring 35. An oil passage 39 that supplies pressure oil to an annular oil chamber 36 defined between the release cylinder 30 and the release piston 31 via a joint 37 and a vibrator 38 has a pressure for detecting the magnitude of the oil pressure. A sensor 40 is provided. In this way, the release cylinder 30 and the release piston 31 of the clutch 21 are arranged to fit on the outer periphery of the mission input shaft 15 and to be housed in the recess 17a of the drive bevel gear 17 provided on the mission input shaft 15. So,
A compact release mechanism is achieved.

When no oil pressure is acting on the oil chamber 36, the pressure plate 24 is pressed to the right by the elastic force of the diaphragm spring 350, so the clutch discs 23 and 27 are brought into close contact with each other, and the clutch 21 is engage. On the other hand, when pressure oil is supplied to the oil chamber 36, the release piston 31 moves rightward and the release bearing 3
Since the diaphragm spring 35 is swung around the pin 34 via the clutch disc 23 and the release hub 33, the surface pressure between the clutch discs 23 and 27 is removed, and the engagement of the clutch 21 is released. At this time, engagement and disengagement of the clutch 21 are monitored by a pressure sensor 40 provided in the oil passage 39.

Referring again to FIGS. 1 to 3, as is clear, the main shaft 9 and the counter shaft 10 are provided with a gear train GI for 1st speed to a gear train G for 7th speed. These gear trains G, -G are arranged such that a first speed gear train G1 and a second speed gear train G2 are arranged on the left side of the center line of the multi-stage transmission, that is, the crankshaft 14 and the mission input shaft 15. On the right side thereof, third-speed gear trains G3 to seventh-speed gear trains G7 are distributed and arranged. In this way, the 1.2-speed gear train CI is provided on both the left and right sides of the crankshaft 14.

G2 and gear trains 03 to G7 for 3rd to 7th speeds have been arranged, so by removing the left casing 2,
Not only can maintenance of the gear trains G, , G, for speeds be easily performed, but also the gear trains G for 3rd to 7th speeds can be easily maintained by removing the intermediate casing 3 or the right casing 4.
Maintenance etc. can be easily performed.

The main shaft 9 has a mission input shaft 1 located between the first gear train G1 and the third gear train G.
A driven bevel gear 41 that meshes with a driving bevel gear 17 provided at 5 is spline-coupled. The driven bevel gear 4
On the right side of the pump 1, two hydraulic pumps 42 and 43 consisting of roller vane pumps are arranged in tandem. A rotation speed sensor 44 for detecting the rotation speed of the main shaft 9 is provided at the left end of the main shaft 9, and an external starter motor (not shown) is provided at the right end.
A starting gear 45 is provided which is connected to.

On the other hand, the countershaft 10 is provided with the first gear train G.
, and 3rd gear train G3.
6 is formed, and this output gear 46 meshes with an input gear 48 of a well-known differential device 47 covered by the rear end of the main body casing 1 and the rear cover 5. A rotational speed sensor 49 for detecting the rotational speed of the acid countershaft 10 is provided at the left end of the countershaft IO. And gear train G1 for 1st speed
A roller synchro mechanism S+ for selectively establishing the first gear and the second gear is provided between the gear train G2 and the second gear train G2.
A roller synchro mechanism S)4 for selectively establishing the third gear and the fourth gear is provided between the third gear train G3 and the fourth gear train G4, and the fifth gear A roller synchronizer mechanism SS6 for selectively establishing the fifth gear and the sixth gear is located between the train G and the sixth gear train G6.
A roller synchronizer mechanism 37 for establishing the seventh gear stage is provided near the seventh gear train G7.

In this way, the countershaft is 10g! By arranging the roller synchronizer mechanisms SIX to S7 in a concentrated manner, the multi-stage transmission mechanism can be made more compact.

That is, since the gears on the countershaft 10 side have a larger diameter than the gears on the nine main shafts, the roller synchronizer mechanism S,...
-S, its size can be reduced by accommodating it.

Since the four roller synchronizing mechanisms SI□ to S7 have substantially the same structure, the structure of the roller synchronizing mechanism S12 will be described in detail below as a representative.

As shown in FIG. 6, the gear 5 of the first gear train GI is connected to the counter shaft 10 via a needle bearing 51.
21 is supported relatively rotatably, and its gear 5
2. At a position a predetermined distance apart in the axial direction from
Similarly, the second gear train G is connected via the needle bearing 51.
2 gears 522 are supported for relative rotation. both gears 5
2I.

52 □, a spline 5 is attached to the outer periphery of the boss 54 connected to the countershaft 10 by a spline 53.
A sleeve 56 is slidably supported in the axial direction via 5,
By moving this sleeve 56 in the axial direction with the shift fork 57, the gear 52t of the first gear train Gl is
Alternatively, the gear 52□ of the second gear train G2 is integrally fastened to the countershaft 10, and the first gear or the second gear is selectively established. Note that the spline 55
Although the sleeve 56 and the sleeve 56 are engaged in a convex-concave manner, it is also possible to reverse the concave-convex relationship.

As is clear when FIG. 7 is also referred to, gear 52. of the first gear train G1. A recess is formed in the side surface of the boss 54, and a ring-shaped inner cam 58 is integrally formed on the side of the boss 54 so as to be located within the recess. A large number of triangular cam grooves 58a are formed on the outer periphery of the inner cam 58, and the cam grooves 58a and the gear 52. A large number of rollers 60 held by a retainer 59 are disposed between the outer periphery of the recess and the roller contact surface 52a.

As is clear from FIG. 8, the retainer 5
Reference numeral 9 denotes a ring-shaped member that fits relatively rotatably into the recess of the gear 52+, and is connected to the main body 61 and the cover plate 62.
It is composed of two members.

The main body portion 61 is provided with a roller holding groove 61b defined between a large number of connecting portions 61a to hold the roller 60 so as to be slightly movable in the radial direction.

Then, the inner surface of the roller holding groove 61b, that is, the roller 60
The surface facing the outer periphery of the roller 60 is formed by an arcuate surface having a radius of curvature larger than the radius of the roller 60, so that the angle of the corner formed by the roller contact surface 52a and the roller holding groove 61b is an obtuse angle. . A protrusion 61c is formed on the side surface of the connecting portion 61a, and by fitting this protrusion 161c into a hole 62a provided in the cover plate 62 and caulking, the main body portion 61 and the cover plate 62 hold the roller 60. are joined together. Furthermore, four dowel entry grooves 59a are formed at 90° intervals on the inner periphery of the retainer 59, opening on the side surface on the cover plate 62 side and extending in the axial direction. As described above, by forming the roller holding groove 61b with an arcuate surface, the roller 6 stored therein can be
Since there is no risk of 0 spilling outside, this retainer 590
Assembling work efficiency is greatly improved. Moreover, since the roller holding groove 61b of the main body part 61, which requires the highest precision, opens at the joint surface of the cover plate 62, the roller holding groove 61b
1b can be machined easily and with high precision.

The retainer 59 is installed between the roller contact surface 52a on the outer periphery of the recess of the gear 521 and the cam surface 58a of the inner cam 58, but at this time, an appropriate friction force is applied between the retainer 59 and the recess of the gear 52. The gear 52. In order to cause the retainer 59 to rotate with the retainer 59, a gear 52. A sliding contact portion 61d that tightly fits into the recess is formed. Further, a lubricating groove 61e is formed on the outer periphery of the main body part 61 of the retainer 590, and a locking part 61f that comes into contact with the side surface of the inner cam 58 is provided on the main body part 61 in order to restrict its movement in the axial direction. It is formed.

On the other hand, four dowels 56a are protruded from the side surface of the sleeve 56 at 90° intervals, and by moving the sleeve 56 in the axial direction via the spline 55, the dowels 56a can be moved to the dowels of the retainer 59. It engages and disengages from the entry groove 59a. When the dowel 56a is engaged with the dowel entry groove 59a, the inner cam 58 and the retainer 59 are positioned in the state shown in FIG.
It fits in the center of the

Gear train G for 2nd speed! The structure of the retainer 59 and the inner cam 58 of the gear train G for 7-speed gears is substantially the same as that of the gear train G for 1-speed gear, which will be explained later.

As shown in FIG. 3, each of the roller synchronizing mechanisms S+Z
The transmission mechanism 63 that drives S7 includes a cylindrical shift drum 64 that is disposed close to and parallel to the upper portions of the main shaft 9 and the counter shaft 10. shift drum 6
4 consists of a left half 67 supported by a ball bearing 65 provided in the left casing 2 and a ball bearing 66 provided in the main casing 1, and a right half 69 supported by the intermediate casing 3 via a ball bearing 68. ,
The left half 67 and the right half 69 are coaxially connected by a pin 70. A driven gear 71 fixed to the coupling part with a pin 70
A drive gear 73 provided on the output shaft of a pulse motor 72 meshes with the drive gear 73, whereby the shift drum 64 is precisely rotated by a predetermined angle.

The boss portion 57a of the shift fork 57 is supported on the outer periphery of the left half portion 67 of the shift drum 64 via a pair of slide bearings 74 so as to be freely slidable in the axial direction. A guide pin 75 is installed in the boss portion 57a toward the inside in the radial direction, and the guide pin 75 is fitted into and guided by a cam groove 67a carved in the outer periphery of the left half portion 67 of the shift drum 64. Ru. Therefore, when the shift drum 64 is rotated by the pulse motor 72, the guide pin 7 is inserted into the cam groove 67a.
5, the shift fork 57 slides in the axial direction,
The sleeve 56 of the roller synchronizer mechanism SI2 is driven in the axial direction to establish the desired gear position. At this time, the rotation of the shift drum 64 is detected by a shift sensor 78 driven via a drive gear 76 and a driven gear 77 provided at the left end of the shift drum 64.

Note that the shift fork 5 of the three roller synchronizer mechanisms S34 to S provided on the right half 69 of the shift drum 64
The drive mechanism of No. 7 has substantially the same structure as the drive mechanism of the shift fork 57 of the roller synchro mechanism SIZ described above, so a redundant explanation thereof will be omitted. However, it goes without saying that the shape of the cam groove formed in the shift drum 64 to drive the shift fork 57 differs depending on each gear stage.

Thus, the shift drum 64 is connected to the first gear train Gl and the second gear train Gl.
Left half 67 on the speed gear train Gz side and third speed gear train G, ~7
By dividing the right half 69 on the speed gear train G7 side into two parts and joining them together with the pin 70, it is possible to increase the rigidity of the shift drum 64 and improve the ease of assembly. Moreover, the gears 71 and 73 that drive the shift drum 64 are
4, it is possible to compactly store the pulse motor 72 for driving the multi-speed transmission within its width without protruding laterally from the casing of the multi-stage transmission.

As is clear from FIGS. 1 and 3, the reverse input gear 79 provided on the main shaft 9 and the reverse output gear 80 provided on the countershaft 10 are connected to the reverse input gear 79 provided on the main shaft 9 and the reverse output gear 80 provided on the countershaft 10. Reverse idle gear 8 supported by idle shaft 81
2 are removably engaged. That is, the reverse idle shaft 81 is fitted to the outer side of the inner shaft 83 supported by the main body casing 1 so as to be slidable in the axial direction, and is engaged in the guide groove 2a formed in the left casing 2 so as to be slidable in the axial direction. A reverse idle gear 82 is supported on the outer periphery of the inner shaft 83 so as to be immovable in the axial direction and relatively rotatable.

On the other hand, a driven gear 88 that meshes with a drive gear 87 of a pulse motor 86 provided in the left casing 2 is threadedly engaged with the outer periphery of the outer shaft 85 of the reverse idle shaft 81 via a trapezoidal thread.

Therefore, when the driven gear 88 is rotated by the pulse motor 86, the outer shaft 85, which is threadedly engaged with the driven gear 8 and prevented from rotating by the pin 84, moves in the axial direction. As a result, the inner shaft 83 and reverse idle gear 82 also move in the axial direction together with the outer shaft 85, and the reverse input gear 79 of the main shaft 9 and the reverse output gear 8 of the counter shaft 10 move in the axial direction.
Disconnect from 0. At this time, the meshing state of the reverse idle gear 82 is detected by the stroke sensor 89 from the axial position of the outer shaft 85, thereby preventing the reverse idle gear 82 from becoming jammed during idle.

In this way, by providing the reverse transmission mechanism 90 having the above-mentioned configuration separately from the forward transmission mechanism 63, it is possible to improve reliability in the transmission operation. Also, including the stroke sensor 89, the main shaft 9 and the counter shaft 1002 rotational speed sensors 44, 49
Since both the shift sensor 78 and the shift sensor 78 are centrally arranged in the left casing 2, maintenance thereof can be easily performed.

Next, the operation of the embodiment of the present invention having the above-described configuration will be explained.

The clutch 21 is used only when starting the vehicle.
When the clutch pedal is depressed, the release piston 31 moves to the right due to the hydraulic pressure acting on the oil chamber 36 and presses the inner end of the diaphragm spring 35, causing the clutch discs 23 and 27 to separate from each other and generate driving force. transmission is interrupted. When the clutch pedal is released from this state, the clutch discs 23 and 27 come into close contact with each other due to the elastic force of the diaphragm spring 35, so the clutch 21 is engaged and the driving force of the crankshaft 14 is transmitted to the transmission input shaft 15. be done.

At this time, from the clutch outer 22 to the clutch disc 2
When torque is transmitted to the damper hub outer 26 through the transmission input shaft 15, the damper hub outer 26 slightly rotates relative to the damper hub inner 25 fixed to the transmission input shaft 15. outer 2
By deforming the damper rubber 28 connecting the damper hub inner 25 and the damper hub inner 25, the shock caused by the engagement of the clutch 21 is buffered. This damping effect by the damper rubber 28 is of course used when torque is transmitted from the drive wheels to the engine, but also when the roller synchronizer mechanism S+z described later
``It also works effectively when changing gears using S7.

Now, the shift operation by the driver is converted into an electric signal, and based on the electric signal, the pulse motor 72.8
6, the first to seventh gears and reverse gear are selectively established. For example, when a shift up command signal is output, the rotational speed sensor 44 detects the Based on the rotational speed and the rotational speed of the countershaft 10 detected by the rotational speed sensor 49, the rotational speed ratio of both shafts 9, 10 matches the value determined from the reduction ratio of the gear to be established by the shift door knob. Thus, the throttle valve is controlled to reduce the rotational speed of the engine.

As described above, when the rotational speeds of the main shaft 9 and the countershaft 10 are synchronized due to a reduction in the rotational speed of the engine, the transmission mechanism 63 is driven to perform an upshift operation, for example, from 1st gear to 2nd gear. In this case, the pulse motor 72 is driven to rotate the shift drum 64 by a predetermined angle, and the shift fork is rotated through a guide pin 75 that engages with a cam groove 67a formed on the outer periphery of the left half 67 of the shift drum 64. 57 moves in the axial direction, and the gear 52□ of the second gear train G2 is coupled to the countershaft 10 via the roller synchro mechanism SI2, thereby establishing the second gear stage. On the other hand, when a command signal for downshifting is output, the throttle valve is driven so that the rotational speeds of the main shaft 9 and the countershaft 10 are synchronized in the same manner as described above, and the rotational speed of the engine is increased. I! The mechanism 63 is driven to establish a desired gear position.

Next, the functions of the roller synchronizing mechanisms St□ to S7 will be explained by taking the roller synchronizing mechanisms 81□ for 1st and 2nd speeds as an example. Sleeve 56 is in the neutral position shown in FIG.
When the right dowel 56a is fitted into the gear 52 and the dowel entry groove 59a of the side retainer 59, the inner cam 5
8 and retainer 59 are positioned as shown in FIG. As a result, the roller 60 held by the retainer 59 is
It becomes possible to move in the radial direction inside the roller holding groove 61b. In this state, the outer peripheral surface of the retainer 59 and the gear 5
2. The roller contact surface 52a of the roller 52a slips, and torque transmission between the countershaft 10 and the gear 529 is interrupted. At this time, the dowel 56a on the left side of the sleeve 56 is also fitted into the dowel entry groove 59a of the retainer 59 on the 2nd speed gear 52□ side, and torque transmission between the countershaft 10 and the gear 52□ is also cut off. .

From this state, when the sleeve 56 is moved in the direction of arrow A by the transmission f163 to remove the dowel 56a from the dowel entry groove 59a, the retainer 59 and the inner cam 58 are slightly moved by the torque applied from the countershaft 10 or the gear 52. The cam groove 58a of the inner cam 58 rotates relatively.
As a result, the roller 60 is strongly pushed outward in the radial direction inside the roller holding groove 61b, and the gear 52. is pressed against the roller contact surface 52a of the roller. As a result, the inner cam 58 and the gear 521, that is, the countershaft 10 and the gear 52+
are fastened together and the first gear stage is established. vice versa,
When the sleeve 56 is moved in the direction of the arrow B, the countershaft 10 and the gear 52□ are integrally fastened together, thereby establishing the second gear stage.

Now, in order to improve the responsiveness when coupling the gear 52° to the countershaft 10 by disengaging the dowel 56a of the sleeve 56 from the dowel entry groove 59a of the retainer 59,
The retainer 59 is rotated relative to the inner cam 58, and the cam groove 58a of the inner cam 58 causes the roller 6 to rotate.
It is necessary to quickly push 0 outward in the radial direction. For this purpose, the main body 61 of the retainer 59 is equipped with a gear 52. A sliding contact portion 61d that closely contacts the recessed portion of the gear 52. It is considered that the gear 521 and the countershaft 10 can be quickly connected by causing the gear 521 to rotate together with the countershaft 10.

Meanwhile, the dowel 56a of the sleeve 56 is inserted into the dowel entry groove 59a of the retainer 59, and the gear 52. Since the roller holding groove 61b of the main body 61 of the retainer 59 is formed of an arcuate surface having a radius of curvature larger than the radius of the roller 60, when the roller 60 is disconnected from the retainer 59, Roller holding groove 61b and gear 52
．． There is no risk of digging into the wedge-shaped corner formed by the roller contact surface 52a. Therefore, at the same time as the dowel 56a is inserted, the roller 60 becomes free inside the roller holding groove 61b, and the gear 52. The engagement and release of the countershaft 10 are quickly performed without any time lag.

To establish the reverse gear stage, by rotating the driven gear 88 that meshes with the drive gear 87 of the pulse motor 86, the reverse idle shaft 81 that is threadedly engaged with the driven gear 88 is moved backward in the axial direction. As a result, the reverse idle gear 8 together with the reverse idle shaft 81
2 moves in the axial direction and meshes with the reverse input gear 79 of the main shaft 9 and the reverse output gear 80 of the countershaft 10. As a result, the rotation of the main shaft 9 is controlled by the reverse input gear 79, the reverse idle gear 82,
and is transmitted to the countershaft 10 via the reverse output gear 80 as rotation in the same direction.

Although the embodiments of the present invention have been described above in detail, the present invention is not limited to the embodiments described above, and various small design changes may be made without departing from the scope of the invention described in the claims. It is possible to do so.

For example, it is clear that the clutch release mechanism of the present invention is applicable not only to the wet multi-plate clutch of the embodiment but also to any other appropriate type of clutch.

C0 Effects of the Invention As described above, according to the present invention, the release cylinder and the release piston that slides on the release cylinder are arranged around the axes of the input shaft and the output shaft, so that the release cylinder and the release piston can be made compact. can be laid out.

As a result, it is possible to reduce the external dimensions of the clutch compared to the conventional clutch in which the release cylinder is disposed outside the clutch housing. Moreover, since the release fork that connects the release piston and release hub is no longer required, the number of parts and assembly man-hours can be reduced, and the space for laying out the release fork is no longer required, making the clutch even more compact. is achieved.

[Brief explanation of the drawing]

Figures 1 to 8 show one embodiment of the present invention.
2 is a longitudinal sectional view of the multi-stage transmission, FIG. 2 is a sectional view taken along the line ■-■ in FIG. 1, FIG. 3 is a sectional view taken along the ■-■ line in FIG. 5 is a sectional view taken along the line V-V of FIG. 2, FIG. 6 is an enlarged view of the main part of FIG. 2, FIG. 7 is a sectional view taken along the ■-■ line of FIG. 6, and FIG. The figure is an exploded perspective view of the retainer. 14... Crankshaft (input shaft), 15... Mission input shaft (output shaft), 23... Clutch disc, 27... Clutch disc, 30... Release cylinder, 31... Release piston , 33... Release hub, 35... Diaphragm spring, 36
...Oil chamber Fig. 5 Fig. 4 9a

Claims (1)

[Claims] Clutch discs (23, 27) that transmit driving force between the input shaft (14) and the output shaft (15), and the input shaft (14)
), an annular diaphragm spring (35) disposed around the axis of the output shaft (15) and urging the clutch disc (23, 27) in the engagement direction, and an annular diaphragm spring (35) supported movably along the axis. Diaphragm spring (35)
A release hub (33) connected to the inner periphery of the clutch disc (33) is provided, and by moving the release hub (33), the clutch disc (
23, 27), a hollow release piston (31) is slid onto a release cylinder (30) disposed around the axes of the input shaft (14) and output shaft (15), An annular oil chamber (36) connected to a hydraulic pressure generation source is formed between the release cylinder (30) and the release piston (31), and the release piston (31) is connected to a release hub (33). , clutch release mechanism.