JPH04203643A - Retainer structure in roller synchromechanism - Google Patents

Abstract

PURPOSE:To enhance the extent of responsiveness at time of clamping between a gear and a turning shaft as well as to facilitate the accuracy maintenance of a retainer and its manufacture by forming a sliding contact part, fitting in a roller contact surface of a gear, on an outer circumference of the retainer, and constituting the retainer from a body part with a roller holding groove and a cover plate. CONSTITUTION:A retainer 59 is a ring member being fitted in a recess of a gear 521 free of relative rotation and it consists of two members, a body part 61 and a cover plate 62. This body part 61 is provided with a roller holding groove 61b being partitioned off among lots of connecting parts 61a to hold a roller 60 free of movement slightly in the radial direction. In this case, an inner surface of this roller holding groove 61b is formed by a circular surface with a radius of curvature larger than a radius of the roller 60, therefore an angle at each corner formed by the roller contact surface 52a and the roller holding groove 61b comes to an obtuse angle. A projection 61c formed at the side of a connecting part 61a is fitted in a hole 62a installed in the cover plate 62 and caulked, through which the body part 61 and the cover plate 62 are solidly joined together in a state of holding the roller 60.

Description

Detailed Description of the Invention A6 Object of the Invention (1) Industrial Application Field The present invention relates to a roller synchronizing mechanism used in a multi-stage transmission, and particularly to a roller synchronizing mechanism that allows rollers to be moved in the radial direction between an inner cam and a gear. Regarding the structure of the retainer for holding.

(2) Prior Art Conventionally, as a roller synchronizing mechanism for a multi-stage transmission, the mechanism described in U.S. Pat.
proposed in the issue.

Such a roller synchronizing mechanism has a plurality of rollers radially arranged between a roller contact surface formed on the inner periphery of a gear supported relatively rotatably on a rotating shaft and a cam groove formed on the outer periphery of an inner cam fixed to the rotating shaft. A retainer is disposed so as to be slightly movable in a direction, and a dowel of a sleeve supported on the rotating shaft so as to be slidable in an axial direction is engaged and detached from a dowel entry groove formed on the side of the retainer. are doing. When the dowel of the sleeve is engaged with the dowel entry groove of the retainer, the roller fits into the cam groove of the inner cam and becomes movable in the radial direction, whereby the roller contacts the roller contact surface formed on the gear. The rotation shaft and gear are disengaged from each other. On the other hand, when the dowel of the sleeve is released from the dowel entry groove of the retainer, the roller is pressed by the cam groove of the inner cam and pushed outward in the radial direction, and as a result, the roller is pressed against the roller contact surface and the rotation axis and the gear are fastened together.

(3) Problems to be Solved by the Invention By the way, the retainer used in the above-mentioned conventional roller synchronizer mechanism is held in a loosely fitted state on the roller contact surface of the gear. When the dowel of the sleeve is removed from the dowel entry groove of the sleeve, there is a risk that the gear and the retainer may slip and a time lag may occur until the above-mentioned connection is achieved. Further, the roller holding groove of the retainer is a part that requires extremely high precision, but since the retainer of the conventional roller synchronization mechanism is formed of one piece, it is difficult to process the roller holding groove that has a non-circular cross section. This has the disadvantage of being difficult and costly.

The present invention was made in view of the above-mentioned circumstances, and it is an object of the present invention to provide a retainer structure for a roller synchronizing mechanism that has high responsiveness when connecting a gear and a rotating shaft, maintains precision of the retainer, and is easy to manufacture. shall be.

B1 Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the retainer structure of the roller synchronizer mechanism of the present invention is supported relatively rotatably on a rotating shaft, and has a roller contact surface on the inner periphery. an inner cam that is fixed to the rotating shaft and has a plurality of cam grooves formed on its outer periphery facing the roller contact surface, and an inner cam between the cam groove of the inner cam and the roller contact surface of the gear. an annular retainer which is arranged around the circumference and holds a plurality of rollers so as to be slightly movable in the radial direction, and has a dowel entry groove formed on its side surface; and a sleeve formed with a dowel that can be freely engaged and detached from the dowel entry groove, and the sleeve is held in the retainer by the cam groove of the inner cam by detaching the dowel of the sleeve from the dowel entry groove of the retainer. In a roller synchronizer mechanism in which a rotating shaft and a gear are integrally connected by pushing a roller outward in a radial direction and pressing the roller against the roller contact surface of a gear, the retainer is composed of a main body and a cover plate, and the roller is attached to the main body. A roller holding groove is formed to hold one end face and the front and back of the circumferential surface of the roller, the other end face of the roller is held by the cover plate, and a roller holding groove is formed on the outer periphery of the main body portion to tightly contact the roller contacting face of the gear. It is characterized by forming a sliding contact portion that fits into the.

(2) Effect According to the above-described feature of the present invention, since a sliding portion is formed on the outer periphery of the retainer to tightly fit into the roller contact surface of the gear, the dowel of the sleeve is inserted into the dowel entry groove of the retainer. When the retainer is removed from the retainer, the retainer rotates along with the gear due to the frictional force acting between the roller contact surface and the sliding portion. As a result, the retainer and the inner cam provided on the rotating shaft rotate relative to each other, so that the roller is pushed outward in the radial direction by the inner cam, and the rotating shaft and the gear are quickly fastened together.

Further, a main body portion in which the retainer has a roller holding groove;
Since it is composed of a cover plate that is coupled to the main body and covers one opening of the roller holding groove, precision machining of the roller holding groove of the main body becomes easy and manufacturing costs can be reduced.

(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 reduced cross-sectional view of the multi-stage transmission, Figure 2 is a cross-sectional view taken along the line ■-■ in Figure 1, Figure 3 is a cross-sectional view taken along the ■-■ line in Figure 1, and Figure 4 is a cross-sectional view taken along the line IV-- in Figure 2. 5 is a sectional view taken along line V-V in FIG. 2, FIG. 6 is an enlarged view of the main part of FIG. 2, FIG. 7 is a sectional view taken along line ■-■ in 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 side 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 supported 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 bearing 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, main casing 1, and intermediate casing 3, respectively.

The main shaft 9 is installed in the front opening of the main body casing 1.
The rear ends of the rank shafts 14 are arranged in a direction perpendicular to the countershaft 10, that is, along the vehicle body center line, and the rear ends of the rank shafts 14 face 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 hair ring 16, and a drive bevel gear 17 coupled to the rear end of the mission input shaft 15 is provided in the main body casing 1. Two ball hair rings 1 on annular 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, and this clutch outer 22 has four clutch discs 23 and one brake plate 24 attached to the shaft. Supported so as to be slidable in any direction.

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. Then, the damper hub outer 26 has four parts on the side of the Tarafuchi 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 four parts 26a formed on the inner periphery 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 inner periphery of the damper hub outer 26. spline connection. Therefore, when 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 range of the angle α or β to elastically deform the damper rubber 28, thereby buffering the impact when the clutch 21 is engaged. Therefore, damper rubber 2
8 is housed in the internal space of the clutch outer 22, it becomes possible to add a damper function without increasing the external dimensions of the clutch 21.

The annular bracket 18 supported by the main body casing 1
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, and the release hub 33 has an intermediate portion pivoted to the tarlatch outer 22 with a pin 34, and a diaphragm whose outer periphery abuts the pressure plate 24. It comes into contact with the inner periphery of the 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 pipe 3B has a pressure for detecting the magnitude of the oil pressure. A sensor 40 is provided. In this way, the release cylinder 30 and release piston 31 of the clutch 21 are arranged to fit on the outer periphery of the mission input shaft 15 and to be accommodated in the recess 17a of the drive gear 17 provided on the mission input shaft 15. So,
A compact release mechanism is achieved.

When no hydraulic pressure is applied to the oil chamber 36, the resiliency of the diaphragm spring 35 presses the brake plate 24 to the right, so that the clutch discs 23 and 27 are brought into close contact with each other and the clutch is closed. 21 is engaged. On the other hand, when pressure oil is supplied to the oil chamber 36, the release piston 31 moves to the right and the release hair ring 3
Since the diaphragm spring 35 is swung around the pin 34 via the clutch disk 2 and the release hub 33, the surface pressure between the clutch disks 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.

As is clear from FIGS. 1 to 3 again, the main shaft 9 and the countershaft 10 are provided with a first gear train G1 to a seventh gear train G7. These gear trains 01 to G7 are arranged on the left side of the center line of the multi-stage transmission, that is, with respect to the crankshaft 14 and the mission input shaft 15, with the 1-speed gear train G and the 2-speed gear train G2 arranged on the right side. A gear train G for 3rd speed and a gear train G7 for speeds 7 to 7 are distributed and arranged. In this way, the 1st and 2nd speed gear trains G1 and 2 are located on both the left and right sides of the crankshaft 14, and the 3rd to 3rd gear trains
Since the gear trains 03 to G for 7th speed have been arranged, by removing the left casing 2, the gear train G for 1st and 2nd speeds can be adjusted.
+, Gz can be easily maintained, and by removing the intermediate casing 3 or the right casing 4, the 3rd to 7th speed gear trains G3 to G can be easily maintained.

The main shaft 9 has a mission input shaft 1 located between the first gear train G+ and the third gear train G.
A driven bevel gear 41 that meshes with the health gear 17 is spline-coupled to the drive provided at 5. Said driven heherugya 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 the third gear train C3.
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 is provided at the left end of the countershaft 10 to detect the rotational speed of the countershaft 10. And gear train G1 for 1st speed
A roller synchronizer mechanism 31 for selectively establishing the first gear and the second gear is provided between the gear train G2 and the second gear train G2.
2, a roller synchronizer mechanism S3a for selectively establishing a third gear and a fourth gear is provided between the third gear train G3 and the fourth gear train G4, and a roller synchronizer mechanism S3a is provided between the third gear train G3 and the fourth gear train G4. , and the sixth gear train G6, there is a roller synchronizer mechanism Ssb for selectively establishing the fifth gear stage and the sixth gear stage.
A roller synchronizer mechanism 37 for establishing the seventh gear stage is provided near the seventh gear train G7.

In this way, by arranging the roller synchronizer mechanisms S+z to S7 in a concentrated manner on the countershaft 10 side, it is possible to make the multi-stage transmission mechanism more compact.

That is, since the gears on the 10 countershafts have a larger diameter than the gears on the main shaft 9 side, the roller synchronizer mechanism SIZ is installed between the gears on the 10 countershafts.
By storing ~S, its size can be reduced.

Since the four roller synchro mechanisms 31□ to S7 have substantially the same structure, the structure of the roller synchro mechanism S12 will be described in detail below as a representative.

As shown in FIG. 6, the countershaft 10 is connected to the gear 5 of the first gear train G1 via a needle bearing 51.
2. is supported relatively rotatably, and its gear 5
2, at a position spaced a predetermined distance in the axial direction from
Similarly, the gear train G for 2nd speed is connected via the needle bearing 51.
2 gears 522 are supported for relative rotation. both gears 5
Between 2□552□, a sleeve 56 is supported on the outer periphery of a boss 54 connected to the countershaft 10 by a spline 53 via a spline 55 so as to be freely slidable in the axial direction.This sleeve 56 is supported by a shift fork 57. By moving it in the axial direction, the gear 521 of the l-speed gear train G or the gear 52□ of the second-speed gear train G2 is integrally fastened to the countershaft 10, and the first gear or the second gear is shifted. Established selectively. Although the spline 55 and the sleeve 56 engage in a convex-concave relationship, it is also possible to reverse the concave-convex relationship.

As is clear from FIG. 7, gear 52. of the first gear train G. A recess is formed in the side surface of the post 54, and a ring-shaped inner cam 58 is integrally formed on the side of the post 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 between the cam grooves 58a and the roller contact surface 52a on the outer periphery of the concave portion of the gear 521, a large number of cam grooves 58a held by the retainer 59 are formed. A roller 60 is provided.

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

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 part 61a, and by fitting the protrusion 61c into a hole 62a provided in the cover plate 62 and caulking, the main body part 61 and the cover plate 62 hold the roller 60. are joined together in a state. 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 chance of the zero spilling outside, the workability of assembling the retainer 59 is greatly improved. Moreover, since the roller holding groove 61b of the main body part 61, which requires the most precision, opens on 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 along with the retainer 59, a gear 52. A sliding contact portion 61d that fits into the book is formed in the recess. Further, a lubricating groove 61e is formed on the outer periphery of the main body 61 of the retainer 59, and a locking portion 61f abuts against the side surface of the inner cam 58 in order to restrict the movement of the main body 61 in the axial direction. 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 retainer 59 are positioned in the state shown in FIG.
It fits in the center of the

2-speed gear train G 2-7 speed gear train G? The structures of the retainer 59 and the inner cam 58 are substantially the same as those of the single gear train G1 described above, and therefore, redundant explanation thereof will be omitted.

As shown in FIG. 3, each of the roller synchronizing mechanisms SI2
The transmission mechanism 63 that drives the main shaft 9 and the countershaft 10 includes a cylindrical shift drum 64 that is disposed in parallel with and close to the upper portions of the main shaft 9 and the countershaft 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 shift drum 64, 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 implanted in the boss portion 57a toward the inside in the radial direction, and the guide pin 75 is fitted into a cam groove 67a carved on the outer periphery of the left half portion 67 of the shift drum 64 and guided. 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 SI□ is driven in the axial direction to establish the desired gear position. At this time, the rotation of the shift drum 640 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 S, ~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 synchronizer mechanism SI□ 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 G.

The left half 67 on the 2nd speed gear train G2 side and the right half 69 on the 3rd speed gear train G to 7th speed gear train G7 sides are divided into two parts and integrally connected with a bin 70. shift drum 6
4. It is possible to increase the rigidity and improve the ease of assembly. Moreover,
Since the gears 71 and 73 that drive the shift drum 64 are provided in the middle of the shift drum 64, the pulse motor 72 for driving the shift drum 64 can be moved within its width without protruding laterally from the casing of the multi-speed transmission. It can be stored compactly.

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. It consists of an outer shaft 85 that is integrally connected with a slotted pin 84, and 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 pulse motor 86 rotates the driven gear 88, the outer shaft 85, which is threadedly engaged with the driven gear 88 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. In addition to the stroke sensor 89, two rotational speed sensors 44, 49 of the main shaft 9 and the counter shaft 10
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
3.27, when torque is transmitted to the damper hub outer 26, the damper hub outer 26 slightly rotates relative to the damper hub inner 25 fixed to the transmission input shaft 15. outer 2
The shock caused by engagement of the clutch 21 is buffered by deforming the damper rubber 28 that connects the damper 6 and the damper/'% inner 25. This damping effect by the damper rubber 28 is useful not only when torque is transmitted from the drive wheels to the engine, but also when the roller synchronizer mechanism S described below
It also works effectively when shifting by +z-3t.

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 the reverse gear are selectively established. For example, when a shift-up command signal is output, the rotation speed of both shafts 9 and 10 is determined based on the rotation speed of the main shaft 9 detected by the rotation speed sensor 44 and the rotation speed of the counter shaft 10 detected by the rotation speed sensor 49. The throttle valve is controlled to reduce the rotational speed of the engine so that the speed ratio matches the value determined from the reduction ratio of the gear stage to be established by upshifting.

As described above, when the rotational speeds of the main shaft 9 and the countershaft 10 are synchronized due to the reduction in the rotational speed of the engine, the transmission mechanism 63 is driven and an upshift operation is performed, 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 synchronizer mechanism 31□, 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. Mechanism 63 is driven to establish a desired gear position.

Next, the functions of the roller synchronizing mechanisms Szz to S will be explained using the roller synchronizing mechanisms SI2 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 521 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 second gear 522 side, and torque transmission between the countershaft 10 and the gear 52□ is also interrupted.

From this state, when the sleeve 56 is moved in the direction of arrow A by the transmission mechanism 63 to remove the dowel 56a from the dowel entry groove 59a, the retainer 59 and the inner cam 58 are slightly moved relative to each other by the torque applied from the countershaft 10 or the gear 521. As the roller 60 rotates, the cam groove 58a of the inner cam 58 pushes the roller 60 strongly outward in the radial direction inside the roller holding groove 61b, and the roller contact surface 5 of the gear 52
It is pressed against 2a. As a result, the inner cam 58 and the gear 52I, that is, the countershaft 10 and the gear 52. are fastened together and the first gear stage is established. Conversely, when the sleeve 56 is moved in the direction of the arrow B, the countershaft 10 and the gear 52□ are integrally fastened together to establish the second gear stage in the same manner as described above.

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 portion 61 of the retainer 59 is provided with a sliding portion 61d that closely contacts the recessed portion of the gear 521, and the frictional force acting on the sliding portion 61d causes the retainer 59 to be connected to 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. When releasing the connection between the roller 60 and the countershaft 10, the roller holding groove 61b of the main body 61 of the retainer 590 is formed of an arcuate surface having a radius of curvature larger than the radius of the roller 60. Roller holding groove 61b and gear 52
There is no risk of digging into the corners of the pattern formed by the first 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, although the roller synchro mechanisms S1□ to S7 in the embodiment are provided on the counter shaft 10 side, it is also possible to provide the roller synchro mechanisms SI2 to S7 on the main shaft 9 side.

C8 Effects of the Invention As described above, according to the present invention, a sliding portion that tightly fits the roller contact surface of the gear is formed on the outer periphery of the retainer. When the dowel is removed from the dowel entry groove of the retainer, the retainer can be rotated by the gear due to the frictional force acting between the roller contact surface and the sliding portion. Therefore, the retainer that rotates with the gear and the inner cam provided on the rotating shaft rotate relative to each other without any time lag, and the inner cam pushes the roller outward in the radial direction to quickly connect the rotating shaft and gear. I can do it.

Further, a main body portion in which the retainer has a roller holding groove;
Since the cover plate is combined with the main body and covers one opening of the roller holding groove, machining of the roller holding groove of the main body becomes easy, improving processing accuracy and reducing manufacturing costs. reduction is possible.

[Brief explanation of the drawing]

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 ■-H 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. 10... Counter shaft (rotating shaft), 52. . 52□...Gear, 52a...Cola contact surface, 56.
...Sleeve, 56a...Dowel, 58...Inner cam, 58a...Cam groove, 59...Retainer, 59
a...Dowel entry groove, 60...Roller, 61...Body portion, 61b...Roller holding groove, 61d...Sliding contact portion, 62...Cover plate patent applicant Honda Motor Co., Ltd. Industrial Co., Ltd. agent
Patent Attorney Furama Ochiai
Jinki - Ming Figure 8

Claims (1)

[Claims] Gears (52_1, 52_
2), and a plurality of cam grooves (58a) fixed to the rotating shaft (10) and facing the roller contact surface (52a) on the outer periphery.
), the cam groove (58a) of this inner cam (58) and the gear (52_
1, 52_2), and holds a plurality of rollers (60) on the circumference so as to be slightly movable in the radial direction.
an annular retainer (59) formed with a dowel (59), and a dowel (56) supported by the rotating shaft (10) so as to be non-rotatable and movable in the axial direction, and which is removable from the dowel entry groove (59a).
a), and by removing the dowel (56a) of the sleeve (56) from the dowel entry groove (59a) of the retainer (59), the cam groove of the inner cam (58) (58a) and the retainer (
The roller (60) held by the gear (52_1, 52_2) is pushed out in the radial direction to the roller contact surface (59) of the gear (52_1, 52_2).
2a), thereby connecting the rotating shaft (10) and gear (52_
1, 52_2), in which the retainer (59) consists of a main body (61) and a cover plate (62), and the main body (61) has rollers (6
A roller holding groove (61b) is formed to hold one end surface of the cover plate (61b) and the front and back of the circumferential surface of the cover plate (61b).
62) holds the other end surface of the roller (60), and the gear (52_1) is attached to the outer periphery of the main body (61).
, 52_2), a retainer structure for a roller synchronizing mechanism, characterized in that a sliding contact portion (61d) is formed that tightly fits into the roller contact surface (52a) of the roller synchronizing mechanism.