JPH0571597A - Constant-mesh transmission - Google Patents

Abstract

PURPOSE:To simplify the operation control of a shifter for transmission in the case of a transmission to an intermediate speed-change step and obstruct surely the engagement of the sleeves of a synchronized dog tooth clutch with the dog teeth on the synchronized dog tooth clutch in the case of rotation synchronization in the transmission process to the intermediate speed-change step. CONSTITUTION:Synchronizing means 121, 122 are arranged in the dog tooth clutchs 71, 75 for the minimum step and the maximum step among plural transmission gear lines. Either one of the sleeves 71s, 73s 75s is moved by a shifter 111 for transmission between an engaging position and a releasing position in relation to the dog teeth. The sleeves 71a, 75s on the dog tooth clutches 71, 75 for the minimum step and the maximum step can exert the synchronizing means 121, 122 so as to move them to the synchronizing position which can increase/decrease the rotation of a counter shaft 13 by exerting the synchronizing means 121, 122 by means of a shifter 131 for synchronization installed separating from the shifter 111 for transmission.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a so-called constant mesh transmission used in a vehicle, and more particularly to one in which automatic shift control is performed.

[0002]

2. Description of the Related Art A constant mesh type transmission has a plurality of constant mesh type transmissions arranged between a main shaft (connected / disconnected from an input shaft by a clutch) and a counter shaft (connected to an output side). A gear train for shifting is provided. Further, on the main shaft or the counter shaft, a sleeve that can be engaged and disengaged with dog teeth attached to an adjacent gear train for speed change (actually, either the gear on the main shaft side or the gear on the counter shaft side). There is also a plurality of dog tooth clutches comprising. In addition,
By the engagement of the sleeve with the dog teeth, the rotation of the main shaft is transmitted to the counter shaft through the gear train for speed change to which the dog teeth are attached.

And, such a constant mesh type transmission is
It is often used as an automatic transmission by including a shift shifter that operates based on a shift command from a computer or the like and selectively moves one of the sleeves of the plurality of dog tooth clutches.

Further, in such a transmission, for example,
There is a device provided with a synchronizing device as disclosed in JP-B-54-28894. In this structure, a synchronizing gear train is attached to the ends of the main shaft and the counter shaft, separately from the above-mentioned gear train for shifting. Then, by accelerating or braking the rotation of the synchronizing gear train on the counter shaft side when shifting to each shift stage,
The rotation of the main shaft is accelerated and decelerated so that the rotation of the dog tooth clutch (sleeve) mounted on the main shaft is synchronized with the rotation of the dog tooth with which it should engage.

On the other hand, at the time of shifting from the high shift stage to the low shift stage, the synchromesh mechanism on the lowest shift stage side acts to increase the speed of the main shaft. As a result, it is possible to perform rotation synchronization at the time of shifting to all shift stages without providing a gear train other than the gear train for shifting. After the rotation is synchronized in this way, the shift shifter engages the sleeve for the target shift speed with the dog teeth to complete the shift.

[0006]

However, in such a minimum / maximum-stage synchronous transmission, there is a problem that the operation control of the shifter for shifting during the shift to the intermediate shift stage becomes complicated. Further, when the shift shifter operates excessively during rotation synchronization during shifting to the intermediate shift stage (which is considered to be caused by a control error of the electric actuator that drives the shift shifter, etc.), There is also a problem in that the sleeve may move beyond the synchronous position toward the position (engagement position) where the sleeve engages with the dog tooth of the dog dog clutch with synchro.

The present invention has been made in view of the above problems, and simplifies the operation control of the shift shifter at the time of shifting to the intermediate shift speed, and further, the rotation synchronization in the shifting process to the intermediate shift speed. In this case, it is an object of the present invention to provide a constant mesh transmission in which the sleeve of the synchronized dog tooth clutch can be reliably prevented from engaging with the dog teeth of the synchronized dog tooth clutch.

[0008]

In order to achieve the above object, the constant mesh transmission of the present invention is provided with a synchronizing shifter in addition to the shifting shifter. The synchronization shifter
From the dog tooth of the dog tooth clutch, the sleeve in the dog tooth clutch for the lowest gear and the highest gear is operated by the synchronizing means mounted in the dog tooth clutch to accelerate and decelerate the rotation of the main shaft. Move only to and from the leaving position. A stopper may be provided that abuts the synchronizing shifter and prevents the sleeve from moving beyond the synchronizing position toward the engaging position by the synchronizing shifter.

[0009]

In such a transmission, the synchronizing shifter moves the sleeve of the dog dog clutch with synchro to the synchronizing position, whereby the rotation is synchronized at the time of shifting to the intermediate shift stage. Therefore, the operation control of the shift shifter can be simplified. If a stopper is provided, even if the sleeve of the dog dog clutch with synchronizing is moved to the synchronizing position by the synchronizing shifter, even if the electric actuator or the like for driving the synchronizing shifter continues to operate, When the synchronizing shifter comes into contact with the stopper, the further movement of the sleeve toward the engaging position is reliably prevented. During the shift to the minimum shift speed or the maximum shift speed, the shift shifter moves the sleeve of the dog dog clutch with synchronizing beyond the synchronization position to the engagement position.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the drawings. The constant mesh transmission according to the present invention has an overall contour as shown in FIG. 1, but here, the transmission 10 shown in FIG. 1 is divided into three parts and enlarged. 2 to 4 will be described.

As shown in FIG. 2, the transmission 10 has an input shaft 12 rotatably supported on the left end of a case 11. The input shaft 12 is connected to the output shaft of the engine E shown in FIG. The main clutch 2 is located to the right of the input shaft 12.
0 is configured. This main clutch 20 has a flyhole 21 integrally attached to the right end of the input shaft 12.
And a pressure plate 22 arranged at a position facing the right end surface of the flyhole 21. A clutch plate 23 is arranged between the fly hole 21 and the pressure plate 22 so as to be sandwiched therebetween. The clutch plate 23 is attached to the left end of the main shaft 13 which is rotatably supported to the right of the input shaft 12 (however, it is rotatable independently of the input shaft 12). Facing (friction plates) 23a, 23a are attached to both left and right end surfaces of the clutch plate 23.

A diaphragm spring 25 is arranged on the right side of the pressure plate 22. The diaphragm spring 25 is supported by a clutch cover 26 extending from the right end of the flyhole 21 so as to cover the pressure plate 22. Further, on the right side of the central portion of the diaphragm spring 25, the main shaft 1
A release bearing 27 is arranged so as to surround 3. The release bearing 27 swings to the left and right of a release fork 28 extending upward from the right side thereof (a swing fulcrum 29 arranged at an intermediate portion in the up-down direction of the release fork 28).
Is performed centered on), it is moved in the left-right direction.

The left and right swing of the release fork 28 is caused by the operation of the clutch motor 31 mounted on the upper part of the case 11 and the release release spring 35 mounted between the upper left end of the case 11 and the upper part of the release fork 28. And the pulling force of. That is, the ball screw shaft 32 is connected to the rotating shaft of the clutch motor 31. Then, the ball screw housing 33 moving to the right on the ball screw shaft 32 rotated by the operation of the motor 31 pushes the upper end of the release fork 28 to the right, whereby the lower end of the release fork 28 is moved to the left. It Further, the upper portion of the release fork 28 thus swung is pulled by the release releasing spring 35 and returns to the left (at this time, the ball screw housing 3
3 is returned to the left while rotating the ball screw shaft 32), whereby the lower end of the release fork 28 is moved to the right.

The main clutch 20 constructed in this way
Then, when the clutch motor 31 is not operated, the pressure plate 22 is pressed leftward by the diaphragm spring 25, and the clutch plate 23 is sandwiched between the pressure plate 22 and the fly hole 21. As a result, the flyhole 21 and the clutch plate 23 are coupled by the strong frictional force generated on the surface of the facing 23a, and the rotation of the flyhole 21 (that is, the rotation of the input shaft 12) is changed to the clutch plate 23 (that is, the main shaft). 13). On the other hand, when the clutch motor 31 operates, the release fork 28 moves the release bearing 27 to the left. The release bearing 27 abuts near the central portion of the diaphragm spring 25 and pushes it in the left direction, and the leftward pressing of the pressure plate 22 by the diaphragm spring 25 is released. As a result, the fly hole 21 and the clutch plate 23 are disconnected from each other, and the rotation of the fly hole 21 is not transmitted to the clutch plate 23.

As shown in FIG. 3, on the main shaft 13, the first speed drive gear 51 and the second speed drive gear 5 are arranged from the left.
A second, third speed drive gear 53, a fourth speed drive gear 54, a fifth speed drive gear 55 and a sixth speed drive gear 56 are arranged. However, the first speed drive gear 51 and the second speed drive gear 52 are formed integrally with the main shaft 13, while the third speed drive gear 53 to the sixth speed drive gear 56 are formed with respect to the main shaft 13. It is rotatably attached. A reverse drive gear 57 is formed integrally with the main shaft 13 between the first speed drive gear 51 and the second speed drive gear 5.

Below the main shaft 13, a counter shaft 14 extending in parallel therewith is rotatably supported. On the counter shaft 14, from the left, the first speed driven gear 61, the second speed driven gear 62, the third speed driven gear 63, the fourth speed driven gear 64, and the fifth speed driven gear 65.
Also, a sixth speed driven gear 66 is provided. However,
The first speed driven gear 61 and the second speed driven gear 62 are rotatably attached to the counter shaft 14, while the third speed driven gear 63 to the sixth speed driven gear 6 are provided.
6 is integrally attached to the counter shaft 14.

The first speed drive gear 51 and the first speed driven gear 61 always mesh with each other to form a first gear stage gear train. Further, the second speed drive gear 52 and the second speed driven gear 62 always mesh with each other to form a second gear stage gear train. Less than,
Similarly, the third speed drive gear 53 to the sixth speed drive gear 56,
The third speed driven gear 63 to the sixth speed driven gear 66 are always meshed with each other to form a third to sixth speed gear train. Further, a reverse idler gear 67 arranged above the reverse drive gear 57 is engaged with the reverse drive gear 57 in a disengageable manner to form a gear train for rebusus (a gear train for a broad sense).

Further, between the first speed driven gear 61 and the second speed driven gear 62 on the counter shaft 14,
A dog gear clutch 71 for 1-2 speed shifting is attached. This 1-2 stage speed change dog tooth clutch 71 includes a clutch hub (hereinafter, simply referred to as a hub) 71h integrally attached to the counter shaft 14, each driven gear 61,
The dog teeth 71d and 72d attached to the hub 62 and the hub 7
It is composed of a sleeve 71s slidably connected to the left and right for 1h and capable of engaging and disengaging its own internal tooth spline with respect to the dog tooth (71d, 72d) of the sliding destination. In the dog gear clutch 71 for 1-2 stage shifting, the sleeve 71s is slid left and right on the hub 71h by the movement of the 1-2 shift fork 81 that holds the outer periphery of the sleeve 71s to engage the dog tooth (71d or 72d). By combining, the first speed driven gear 61 or the second speed driven gear 62
Is rotated integrally with the counter shaft 14. Therefore, the rotation of the main shaft 13 is transmitted to the counter shaft 14 while being decelerated by the first shift stage gear train or the second shift stage gear train.

The third shaft on the main shaft 13
Between the high speed drive gear 53 and the fourth speed drive gear 54, and between the fifth speed drive gear 55 and the sixth speed drive gear 56, the dog tooth clutches 3 and 4 for 3-4 speed shifting are respectively provided. A dog clutch 57 for gear shifting is attached. The dog tooth clutches 73 and 75 include hubs 73h and 75h integrally attached to the main shaft 13 and drive gears 53 to 75h.
Dog teeth 73d, 74d, 75d attached to 56,
The sleeve 7 is slidably connected to the hub 76h and the hubs 73h and 75h so as to be slidable right and left, and each of the inner tooth splines can be engaged with and disengaged from the dog tooth of the sliding destination.
It is composed of 3s and 75s.

In the 3-4 gear shift dog tooth clutch 73,
The sleeve 73s slides left and right on the hub 73h and engages with the dog teeth (73d or 74d) as the 3-4 shift fork 83 that holds the outer periphery of the sleeve 73s moves. Alternatively, the fourth speed drive gear 54 is rotated integrally with the main shaft 13. The rotation of the main shaft 13 is transmitted to the counter shaft 14 while being decelerated by the third gear stage gear train or at substantially the same speed by the fourth gear stage gear train. On the other hand, in the dog tooth clutch 75 for 5-6 speed shifting, the sleeve 75s moves along with the movement of the 5-6 shift fork 85 that holds the outer circumference of the sleeve 75s.
Dog teeth (75d or 76d) slid left and right on 5h
To engage the fifth speed drive gear 53 or the sixth speed drive gear 53.
The high speed drive gear 56 is rotated integrally with the main shaft 13. The rotation of the main shaft 13 is transmitted to the counter shaft 14 while being increased in speed by the fifth speed gear train or the sixth speed gear train. In addition, each dog tooth clutch 7
1, 73, 75, the positions of the sleeves 71s, 73s, 75s engaged with one of the dog teeth are referred to as the engagement positions, and the sleeves 71s, 73s separated from the dog teeth
The position of s, 75s is referred to as the disengagement position. Further, the rotation of the counter shaft 14 is performed by rotating the axle shafts 45, 45 extending left and right through the differential 40 shown in FIG.
Be transmitted to.

Here, each of the shift forks 81, 8 described above
3, 85 will be described with reference to FIG. A first shift fork shaft 91 and a second shift fork shaft 92 are arranged below (in practice, on the side of the transmission 10) in FIG. 3 so as to extend parallel to the main shaft 13 and the counter shaft 14. And 1
-2 shift fork 81 is on the first shift fork shaft 91, and 3-4 shift forks 83 and 5-6.
The shift fork 85 is the second shift fork shaft 92.
Each is mounted on the top so as to be slidable in the axial direction.

Each shift fork 81, 83, 85 is provided with a gate portion (1-2 gate portion 101, 3-4 gate portion 103 and 5-6 gate portion 105). The gate portions 101, 103, 105 are shown in FIG.
As shown in FIG. 3, the 1-2 gate section 101 is located on the lower side (back side in FIG. 3) and the 3-4 gate section 103 is located on the upper side (front side in FIG. 3) with the 5-6 gate section 105 interposed therebetween. It is located in. In addition, each sleeve 71s, 73s, 75s
When the gate is located at the disengagement position, the gate parts 101, 10
The position of 3,105 is called the neutral gate position N. Also,
The positions of the gate portions 101, 103, 105 when the sleeves 71s, 73s, 75s are located at the engagement positions are referred to as the engagement gate positions. Further, as shown in FIG. 5, shifter receiving grooves 101a, 103a, 105a that are continuous in the vertical direction are formed at the central portions of the gate portions 101, 103, 105.
Are formed. As shown in FIG. 3, the tip portion of the shifter shifter 111 can be received in each shifter receiving groove.
The shift shifter 111 is movable in the up-down direction (hereinafter referred to as the select direction) and the left-right direction (hereinafter referred to as the shift direction) in FIG.

Therefore, the shifter 111 for shifting is moved in the select direction to be received in the shifter receiving groove in any one of the gate portions, and further, while moving in the shift direction, the gate portion is moved to the neutral gate position. By pushing from N, the shift fork connected to the gate portion is slid on the first shift fork shaft 91 or the second shift fork shaft 92. It should be noted that the numbers (I, II, ..., VI) shown on each gate portion correspond to the shift speed, and for example, the 1-2 gate portion 101 is I (first speed shift direction) with respect to the neutral gate position N. ) Side indicates that the gear is shifted to the first gear stage (however, it is not actually displayed).

By the way, the shift shifter 11 as described above.
As shown in FIG. 3, the selection motor 115 and the shift motor 11 mounted on the lower portion of the case 11 are moved in the select direction and the shift direction, respectively.
It is performed using the operation of 6. First, the rotation shaft of the selection motor 115 is connected to a gear shaft 117 formed with a gear portion 117a having gear teeth extending in the axial direction. The gear portion 117a includes a shifter 11 for shifting.
Gear teeth 111a provided at the lower end (base end) of No. 1 mesh with each other. On the other hand, a ball screw shaft 118 is connected to the rotating shaft of the shift motor 116. On the ball screw shaft 118, the ball screw housing 1
19 is attached. The ball screw housing 119 is provided with an intermediate portion of the shift shifter 111.

When the gear shaft 117 is rotated by the operation of the select motor 115, the lower end of the shift shifter 111 is swung about the ball screw housing 119 toward the front side and the opposite side in FIG. Therefore, the tip of the shift shifter 111 is moved in the select direction. When the ball screw shaft 118 is rotated by the operation of the shift motor 116, the ball screw housing 119 moves on the shaft 118 to the left and right in FIG. Therefore, the ball screw housing 1
The shift shifter 111 attached to 19 is moved in the select direction. The selecting motor 115 and the shifting motor 116 operate by receiving a signal from the control unit CU shown in FIG. 1 to perform automatic gear shifting in the transmission 10.

However, in order to perform a smooth shift,
It is necessary to synchronize the rotation of the dog tooth attached to the gear (first and second driven gears 61 and 62 or the third to sixth drive gears 53 to 56) of the destination gear and the sleeve to be engaged with it. is there. Therefore, in the present transmission 10, as shown in FIG. Synchromesh mechanisms (synchronizing means) 121 and 122 are provided on the gear side.

First, the synchromesh mechanism on the first gear stage side (hereinafter referred to as the first speed synchromesh mechanism) 121
The inner cone 1 attached to the cylindrical portion 61a extending rightward from the fast driven gear 61 along the counter shaft 14.
21a and an inner plate 121b mounted on the outer peripheral tapered surface of the inner cone 121a. Furthermore, on the outer peripheral taper surface of the inner plate 121b,
A blocking ring (outer cone) 121c having an external tooth spline protruding between the hub 71h and the dog tooth 71d of the first speed driven gear 61 is placed. A synchronizer spring 121d is arranged between the blocking ring 121c and the hub 71h.

In the first speed side synchronizing mechanism 121, the sleeve 71s, which is moved leftward in FIG. 3 by the shifter 111 for shifting through the 1-2 shift fork 81, pushes the blocking ring 121c through the synchronizer spring 121d to move it to the left. When moved, the inner peripheral taper surface of the blocking ring 121c and the inner plate 121c are moved.
Friction occurs between the outer peripheral tapered surfaces of b and between the inner peripheral tapered surface of the inner plate 121b and the outer peripheral tapered surface of the inner cone 121a. Then, by the frictional force, the rotation of the sleeve 71s is synchronized with the rotation of the dog teeth 71d during the shift to the first speed. The position of the sleeve 71s on which the first-speed side synchronization mechanism 121 acts in this way is called a synchronization position. Further, the position of the 1-2 gate portion 101 when the sleeve 71s is located at the synchronization position is referred to as the 1st speed side synchronization gate position P1 (see FIG. 6). When the synchronization is completed in this way, the synchronizer spring 121d escapes into the groove 71m formed in the internal spline of the sleeve 71s. In this way, the internal tooth spline of the sleeve 71s smoothly engages with the blocking ring 121c and the dog tooth 71d. 1-2 gate unit 101 at this time
Is referred to as the first-speed side engagement gate position P1 '(see FIG. 7).

On the other hand, the synchromesh mechanism on the sixth gear stage side (hereinafter referred to as the sixth speed synchromesh mechanism) 122 is
The main shaft 13 is provided integrally with the high speed drive gear 56.
It has a cone portion 122a extending to the left along.
A blocking ring 122b having an external tooth spline protruding between the hub 75h and the dog tooth 76d of the sixth speed drive gear 56 is placed on the tapered outer peripheral surface of the cone portion 122a. In addition, the synchronizer spring 122c is provided between the blocking ring 122b and the hub 75h.
Is attached.

In the sixth speed side synchronizing mechanism 122, the sleeve 75s which is moved to the right by the shifter 111 for shifting through the 5-6 shift fork 85 has the blocking ring 122b through the synchronizing spring 122c.
Press to move to the left and the blocking ring 122
Friction occurs between the inner tapered surface of b and the outer tapered surface of the cone portion 122a. Then, due to the frictional force, the rotation of the sleeve 75s and the rotation of the dog teeth 76d are synchronized during the shift to the sixth speed. The position of the sleeve 75s that causes the sixth-speed side synchronizing mechanism 122 to act in this way is called the synchronization position, and the position of the 5-6 gate unit 105 when the sleeve 75s is positioned at the synchronization position is the sixth-speed side synchronization gate. It is called position P6 (see FIG. 8). When the synchronization is completed in this manner, the synchronizer spring 122c escapes into the groove 75m formed in the internal spline of the sleeve 75s. In this way, the internal tooth spline of the sleeve 75s smoothly moves to the blocking ring 122b and the dog tooth 76.
engage d. The position of the 5-6 gate portion 105 at this time is referred to as the sixth-speed side engagement gate position P6 '(see FIG. 9).

When shifting to the first speed and the sixth speed in this way, the first speed side synchronizing mechanism 121 or 6 respectively.
The above-described rotation synchronization is performed by the high-speed side synchro mechanism 122. However, in the present transmission 10, the synchro mechanism 1 is also used when shifting to a shift speed other than the first speed and the sixth speed.
21 and 122 are made to act. That is, 1-
The 2 gate section 101 and the 5-6 gate section 105 are provided with the shifter 111 for synchronization, which is provided separately from the shifter 111 for shifting.
Driven by. 1 for the shifter 131 for synchronization
-2 is arranged on the right side of the gate portion 101. The synchronization shifter 131 utilizes the operation of the synchronization motor 132 attached to the lower portion of the case 11 (the shift shifter 11
1 is moved in the shift direction by the shift motor 116 of 1), and is moved in the left-right direction about the synchronous neutral position n (see FIGS. 6 and 8).

Further, as shown in detail in FIG. 5, a first gate drive lever 141 and a second gate drive lever 142 are provided to the left and right of the synchronization shifter 131, respectively.
Is extended. The left end portion of the first gate drive lever 141 is attached to the end surface on the II (second speed shift direction) side of the 1-2 gate portion 101. When the 1-2 gate unit 101 is in the neutral gate position N, the right end portion thereof is a clearance distance for the second speed (to shift to the second speed) to the left from the synchronization neutral position n of the synchronization shifter 131. 1-
The second gate portion 101 extends to a position separated by a distance L that does not interfere with the synchronization shifter 131 when the second gate portion 101 is moved to the gate position during engagement in the second speed shift direction. The left end of the second gate drive lever 142 is 5-6 gate part 10.
5 is attached to the end surface on the VI (6th speed shift direction) side. And the right end is 5-6 gate part 105
Is in the neutral gate position N, the clearance distance for the fifth speed to the right from the synchronous neutral position n (the 5-6 gate portion 105 is V to shift to the fifth speed, that is, the engagement in the fifth speed shift direction). When it moves to the time gate position, it extends to a position separated by a distance L'that does not interfere with the synchronizing shifter 131.

Therefore, the synchronizing shifter 131 moves to the left (hereinafter referred to as the 1st speed synchronizing direction) and contacts the right end of the first gate drive lever 141, and further the first gate drive lever 141 is moved to the left. By pushing it into
As shown in (1), the 1-2 gate unit 101 is moved toward the first-speed side synchronization gate position P1. In addition, the synchronizing shifter 131 moves to the right (hereinafter, referred to as the sixth speed synchronizing direction) to come into contact with the right end portion of the second gate drive lever 142, and further pulls the second gate drive lever 142 to the right. As shown in FIG. 8, the 5-6 gate unit 105 is moved toward the sixth-speed side synchronization gate position P6.

Here, the synchronizing motor 1 when shifting to a shift stage (intermediate shift stage) other than the first speed and the sixth speed
32, clutch motor 31, select motor 115
The operation control of the shift motor 116 is performed by the control unit CU described above according to the flowchart shown in FIG. In step S1, in addition to the reduction gear ratio of the gear train at the current shift stage, as shown in FIG. 1, the engine speed Ne, the opening degree θac of the accelerator AC, the throttle T
The opening θth of H and the like are read, and the target shift speed is set based on these conditions (running state).

In step S2, in order to turn off the main clutch 20, as shown in FIG. 1, a clutch operation command Cm (Cl) is sent to the clutch motor 31 to operate it. In step S3, the main clutch 20
Will be turned off. The decision is
As shown in FIG. 2, this is performed based on a clutch position detection signal Clp from a clutch sensor 38 mounted near the main clutch 20. The clutch sensor 38 has a switch rod 38a extending toward the upper right end of the release fork 28. When the upper part of the release fork 28 moves to the right and the main clutch 20 is turned off by the operation of the clutch motor 31, the upper part of the release fork 28 pushes it to the right while abutting the tip of the switch rod 38a. As a result, the clutch sensor 38 outputs the detection signal Clp.
When it is determined that the main clutch 20 is off, the process proceeds to step S4, and when it is determined that the main clutch 20 is not off, the flow is temporarily terminated and the process returns to step S1.

In step S4, in order to return the gate portion corresponding to the current gear to the neutral gate position N, the shift motor 116 is operated to operate the shift shifter 111. The operation is the shift operation command Cm shown in FIG.
According to (Sf). Here, the shift shifter 111 is 3-4.
If not on the gate 103, the shift shifter 111
The select motor 115 is operated so as to move the 3) to the 3-4 gate portion 103 in the select direction. Its operation is
According to the select operation command Cm (Sl) shown in FIG. As a result, the shift shifter 111 is in a completely neutral state (here, the 3-4 gate portion 10 located at the neutral gate position N).
3 (referred to as a state of being positioned above 3) (see FIGS. 6 and 8). In step S5, it is determined whether the shift shifter 111 is surely in the completely neutral state. The determination is based on the selection motor 115 and the shift motor 11
6 are respectively attached to the motors 115 and 11
Select position detection signal Slp and shift position detection signal S from an encoder (not shown) for detecting the rotation angle of 6
Based on fp. When it is determined that the neutral state is completely neutral, the process proceeds to step S6. When it is determined that the neutral state is not completely neutral, the process returns to step S1.

In step S6, it is determined whether or not the set target shift speed is a high shift speed (low shift speed) relative to the current shift speed, based on the reduction ratio of both shift speeds. When it is in a high gear stage, that is, when upshifting should be performed, step S
If it is in the low shift stage, that is, if downshifting should be performed, the routine proceeds to step S72. Step S7
In the case of 1, since the 6th speed side synchronization mechanism 122 is operated,
A synchronizing operation command Cm (Sy) is sent to the synchronizing motor 132 to move the synchronizing shifter 131 in the 6-speed synchronizing direction, and this is operated. The operation amount of the synchronization motor 132 at this time is preset so as to stop the 5-6 gate portion 105 at the sixth-speed side synchronization gate position P6. In step S72, the first speed side synchronization mechanism 121
In order to operate, the synchronizing motor 132 is operated so as to move the synchronizing shifter 131 in the first speed synchronizing direction. The operation amount of the synchronization motor 132 at this time is
It is preset to stop the 1-2 gate unit 101 at the gate position P1 at the 1st speed side synchronization.

In step S8, the rotation speed Nm of the main shaft 13 and the rotation speed Nc of the counter shaft 14 are detected. Here, the rotation speed Nm of the main shaft 13
Is detected by the main rotation sensor 17 attached to the upper left side of the case 11, as shown in FIG. On the other hand, the rotation speed Nc of the counter shaft 14 is detected by a counter rotation sensor 18 attached to the upper right side of the case 11, as shown in FIGS. 1 and 3. Then, it is determined whether or not the rotation speed Nm of the main shaft 13 is equal to a value obtained by multiplying the rotation speed Nc of the counter shaft 14 by the speed reduction ratio of the gear train at the target shift speed. When it is determined that they match, the process proceeds to step S9, and when it is determined that they do not match, the process returns to step S1.

In step S9, the synchronization motor 132 is operated to return the synchronization shifter 131 to the synchronization neutral position n. Thereby, the 5-6 gate unit 105 or 1-2
The gate portion 101 is returned to the neutral gate position N. In step S10, it is determined whether or not the synchronization shifter 131 has surely returned to the synchronization neutral position n. The determination is made based on the sync position detection signal Syp from an encoder (not shown) attached to the sync motor 132. When it is determined that the synchronization neutral position n has been returned, the process proceeds to step S11, and when it is determined that the synchronization neutral position n has not been returned, the process returns to step S1.

In step S11, the shift shifter 111
The selection motor 115 is operated so as to move the control direction to the gate portion related to the target shift speed (hereinafter referred to as the target gate portion). Then, in step S12, it is determined whether or not the shift shifter 111 is reliably positioned on the target gate portion. When it is determined that it is located on the target gate portion, the process proceeds to step S13, and when it is determined that it is not yet located, the process returns to step S1.

In step S13, the shift shifter 111
The shift motor 116 is operated so as to shift in the shift direction (hereinafter referred to as the target shift direction) corresponding to the target shift speed Sd. Then, in step S14,
It is determined whether the shift shifter 111 has certainly moved in the target shift direction. When it is determined that the movement in the target shift direction is completed, the process proceeds to step S15, and when it is determined that the movement is not completed yet, the process returns to step S1. In step S15, since the main clutch 20 is turned on,
The clutch operation command Cm (Cl) sent to the clutch motor 31 is released and stopped.

The shift operation from the second speed (low shift speed) to the third speed (high shift speed), which is performed according to the above flow chart, will be described. First, a shift command is issued from the shift control controller and the target shift speed (third
When the speed is set (step S1), the main clutch 20 is turned off, and the rotation input from the input shaft 12 to the main shaft 13 is lost (step S2). Therefore, the main shaft 13 has the 1-2 dog tooth clutch 7
It is rotationally driven by the counter shaft 14 that rotates at a lower speed than the main shaft 13 via the second gear train (52, 62) that is in engagement with 1. The rotation of the sixth speed drive gear 56, which is driven by the sixth speed driven gear 66 that rotates integrally with the counter shaft 14, is slower than the rotation of the main shaft 13. In addition, the third speed driven gear 63 that rotates integrally with the counter shaft 14
The rotation of the third speed drive gear 53, which is driven to
It is slower than the rotation of the main shaft 13 and faster than the rotation of the sixth speed drive gear 56.

Next, the shift shifter 111 is returned to the neutral state (step S4), so that the 1-2 dog tooth clutch 7
No. 1 sleeve 71s and the second speed driven gear 62 side dog tooth 7
The engagement with 2d is released. Then, the 5-6 gate portion 105 is moved to the 6th-speed synchronized gate position P6 via the second gate driving lever 142 by the synchronizing shifter 131 moving in the 6th-speed synchronizing direction (step S71). Therefore, the sixth speed side synchronizing mechanism 122 is operated, and the rotation of the main shaft 13 is decelerated by the sixth speed drive gear 56. Thereby, the rotation of the 3-4 dog tooth clutch 73 (sleeve 73s) that rotates integrally with the main shaft 13 and thus the main shaft 13, and the third speed drive gear 5 are performed.
The rotation of the dog teeth 73d on the 3 side becomes a constant speed (step S
8). Hereinafter, the synchronizing shifter 131 is returned to the synchronizing neutral position n, the 3-4 gate portion 103 is moved to the engaging gate position on the third speed side by the shifting shifter 111, and the sleeve 73s is engaged with the dog tooth 73d. (Steps S9 to S14). After that, the main clutch 2
When 0 is turned on (step S15), this shift is completed.

Further, the shift operation of the transmission 10 from the fourth speed (high speed stage) to the third speed (low speed stage) will be described. First, when the target shift speed (third speed) is set (step S1), the main clutch 20 is turned off (step S2). Therefore, the main shaft 13
Through the fourth gear train (54, 64) engaged with the 3-4 dog tooth clutch 73 through the main shaft 1
It is driven to rotate by the counter shaft 14 which rotates at substantially the same speed as 3. The rotation of the first-speed driven gear 61, which is driven by the first-speed driving gear 51 that rotates integrally with the main shaft 13, is generated by the counter shaft 14.
Slower than the rotation of. Further, the rotation of the third speed drive gear 53, which is driven by the third speed driven gear 63 that rotates integrally with the counter shaft 14, is faster than the rotation of the main shaft 13.

Next, the shift shifter 111 is returned to the neutral state (step S4), and at the same time, the 1-2 shifter is moved by the synchronizing shifter 131 moved in the first speed synchronizing direction via the first gate driving lever 141. 101 is moved to the first-speed side synchronization gate position P1 (step S72).
Therefore, the 1st speed side synchro mechanism 121 operates to accelerate the rotation of the 1st speed driven gear 61 due to the rotation of the counter shaft 14, and thus the 1st speed drive gear 51 and the main shaft 13. Accordingly, the rotation of the 1-2 dog tooth clutch 71 that rotates integrally with the main shaft 13 and the dog tooth 73 attached to the third speed drive gear 53.
The rotation of d becomes the same speed (step 8). Thereafter, the synchronization shifter 131 is returned to the synchronization neutral position n, and the shift shifter 111 moves the 3-4 shift fork 83 to the engagement gate position on the third speed side (step S9).
~ Step S15), the shift is completed.

As described above, in the present transmission 10, the synchronizing motor 132 is operated while the shifting shifter 111 is in the neutral state.
By moving the synchronizing shifter 131 from the synchronizing neutral position n through the control of the operation amount, the 1st speed side synchromesh mechanism 121 operates at the time of shifting to the low speed stage, and the 6th speed side synchromesh mechanism at the time of shifting to the high speed stage. 122 acts. However, the operation amount of the synchronization motor 132 may vary due to the above-described detection error of the encoder. When the operation amount of the synchronization motor 132 is too large, the 1-2 gate portion 101 or the 5-6 gate portion 105 exceeds the respective synchronization gate positions P1 and P6, and the engagement gate position P1 ′. , P6 'may be moved. That is, the 1-2 dog tooth clutch 71 or the 5-6 dog tooth clutch 75 is connected to each synchro mechanism 12
Beyond the state in which the first and second 122 act, the first speed driven gear 61
Or, it will be engaged with the sixth speed drive gear 56, and proper gear shifting will not be performed.

Therefore, as shown in FIGS. 3, 5, 6, 8 and 11, from the synchronization neutral position n, the 1-2 gate unit 101 and the 5-6 gate unit 105 are connected to the synchronization position P.
1, shifter 131 for synchronization required to move to P6
Stoppers 1 and 1 are provided at positions separated by the moving distances M and M '. By contacting the stoppers 1 and 1 on the side surface of the synchronizing shifter 131, even if the synchronizing motor 132 continues to operate, the movement of the synchronizing shifter 131 over the distance M or M ′ is prevented. Therefore, except when shifting to the first gear or the sixth gear,
The 1-2 gate portion 101 and the 5-6 gate portion 105 exceed the synchronization positions P1 and P6, and the gate positions P1 'and P1 at the engagement time
It does not move in the 6'direction.

[0048]

As described above, the always meshing type transmission according to the present invention is provided with the synchronizing means in the dog tooth clutch that engages with the lowest gear and the highest gear. And
At the time of shifting to a shift stage (intermediate shift stage) other than the lowest / highest shift stage, the sleeve of the dog tooth clutch provided with the synchronizing means is moved by the synchronizing shifter provided separately from the shifting shifter. Thus, the synchronizing means can be activated. Therefore, it is possible to accelerate or decelerate the main shaft at the time of shifting to the intermediate shift stage without complicatedly controlling the operation of the shift shifter. Further, by providing the stopper, it is possible to reliably prevent the sleeve of the dog tooth clutch provided with the synchronization means from moving beyond the synchronization position to the engagement position. Therefore, at the time of shifting to the intermediate shift stage, only the synchronizing action by the synchronizing means is executed, and proper and smooth shifting is guaranteed.

[Brief description of drawings]

FIG. 1 is a system diagram of a constant mesh transmission according to the present invention.

FIG. 2 is a sectional view of a part of the transmission.

FIG. 3 is a sectional view of a part of the transmission.

FIG. 4 is a partial sectional view of the transmission.

FIG. 5 is a view showing the vicinity of a shift fork of the transmission.
FIG.

6 is an enlarged view showing the periphery of the gate portion in FIG.

FIG. 7 is an enlarged view showing the periphery of the gate portion in FIG.

FIG. 8 is an enlarged view showing the periphery of the gate portion in FIG.

9 is an enlarged view showing the periphery of the gate portion in FIG.

FIG. 10 is a flow chart diagram for performing shift control of the transmission.

FIG. 11 is an enlarged view showing the periphery of the gate portion in FIG.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 stopper 12 input shaft 13 main shaft 14 counter shaft 20 main clutch 31 motor for clutch 51-56 each speed drive gear 61-66 each speed driven gear 71, 73, 75 dog tooth clutch 81, 83, 85 shift fork 101, 103 , 105 gate part 111 shifter shifter 115 selection motor 116 shifter motor 121, 122 synchromesh mechanism 131 synchronization shifter 132 synchronization motor 141, 142 gate part drive lever

Claims (2)

[Claims] 1. A plurality of constantly meshing gear trains for shifting arranged between a main shaft and a counter shaft, and a gear train mounted on the main shaft or the counter shaft and mounted on the gear trains adjacent to each other. A plurality of dog tooth clutches having a sleeve that can be engaged and disengaged with respect to the dog tooth that is engaged, and the dog tooth clutches for the lowest speed and the highest speed of the plurality of dog tooth clutches. Two synchronizing means and any one of the sleeves in the plurality of dog tooth clutches,
The shifter for moving between the engagement position and the disengagement position with respect to the dog tooth, and the sleeve in the dog tooth clutch for the lowest speed and the highest speed are operated by the synchronizing means to operate the main shaft. A continuously meshing type transmission, comprising: a synchronizing shifter that moves only between a synchronizing position for accelerating and decelerating the rotation of the gear and the disengaging position. 2. A stopper for contacting the synchronizing shifter is provided to prevent the sleeve from being moved beyond the synchronizing position toward the engaging position by the synchronizing shifter. The constant mesh transmission according to claim 1.