JPS6220934A - Vehicle speed change gear - Google Patents

Abstract

PURPOSE:To reduce the projecting amount of a clutch cover to miniaturize an engine, by arranging a converter mechanism for converting the rotary motion of a speed shift shaft into a linear motion in a crank casing outside of the outer diameter of a speed shift clutch. CONSTITUTION:A release mechanism is provided with a converter mechanism, a gear mechanism 116, and a lever 118. The converter mechanism is for converting the rotary motion of an input member 108 into the linear motion of an output member 110, and is attached to a crank casing so that it is positioned radially outward of a speed shift clutch 42. The gear mechanism 116 is for transmitting the rotary motion of a speed shift shaft 80 to the input member 108, and the level 118 is supported to a clutch cover 120 with both end thereof being engaged with the output member 110 and a pressure plate 42a in the clutch 42.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a vehicle transmission that includes a release mechanism that disengages a clutch in conjunction with a gear shift lever.

(Background of the Invention) When a foot-operated shift pedal is operated on a two-wheeled motor vehicle or a three- or four-wheeled vehicle for traveling on rough terrain, the clutch is disengaged in conjunction with this operation, and the gear is shifted during that time. Some have a release mechanism that connects the clutch when the pedal is released. By providing such a release mechanism, there is no need for clutch operation by toe movement,
Driving becomes easier.

As this release mechanism, there is a mechanism in which one of two cam plates sandwiching a pole is a rotatable input member, and the other cam plate is a linearly movable output member. Conventionally, this release mechanism was attached to the inner surface of a cover that covered the clutch. Since the speed change shaft to which the shift pedal is fixed is held by the crankcase, in this case, the movement of the speed change shaft on the crankcase side must be transmitted to the release mechanism attached to the clutch cover side. Therefore, in consideration of ease of assembly, it is necessary to provide an appropriate amount of play in the interlocking mechanism between the speed change shaft and the release mechanism, resulting in the inconvenience that the interlocking timing between the engagement and disengagement of the clutch and the speed change of the transmission tends to be inaccurate.

Furthermore, since the release mechanism was conventionally disposed between the clutch and the clutch cover, there was a problem in that the amount of protrusion of the clutch cover became large, resulting in an increase in the size of the engine.

FIG. 7 is a side layout diagram showing still another conventional device.

In this device, a release mechanism 2 is attached to the inner surface of the clutch cover so as to fit within the diameter of the clutch 1, and a four part 4 is formed on the periphery of an input member 3 that rotates in the release mechanism 2. A rotating end of a lever 6 fixed to the recess 4 was engaged with the pivot end of the lever 6 . A lever 8 supported on the inner surface of the clutch cover controls the movement of the linearly moving output member 7.
Therefore, the information was transmitted to clutch 1. For this reason, when changing the switching distance of the clutch 1, both the input member 3 and the lever 6 must be replaced, resulting in a problem that the degree of freedom for design changes is small.

(Object 1 of the Invention) The present invention has been made in view of the above circumstances, and it is possible to set the interlocking timing of the shift of the intermittent transmission with the clutch at a high degree of depletion, thereby reducing the size of the engine. It is an object of the present invention to provide a vehicular transmission in which design freedom +a for changing the switching distance of a clutch is increased.

(Structure of the Invention) According to the present invention, an object of the present invention is to provide a vehicle transmission including a release mechanism that disengages a clutch interposed between a crankshaft and a transmission in conjunction with operation of a gear shift lever, the release mechanism comprising: a conversion mechanism that converts rotational motion of an input member into linear motion of an output member; a gear mechanism that transmits rotation of a speed change shaft to which the speed change lever is fixed to the human power member; and a gear mechanism that is supported by a clutch cover and has both ends connected to the output member. and a lever engaged with a pressure plate of a clutch, and the conversion mechanism is attached to a crankcase so as to be located radially outside of the clutch.

(Embodiment) Fig. 1 is a developed plan view of an embodiment of the present invention, Fig. 2 is a right side view showing the interlocking mechanism between the speed change shaft and the release mechanism, and Fig. 3 is a right side view showing the same speed change mechanism. , FIG. 4 is an exploded front view of the entire engine, FIG. 5 is a left side view of the entire engine, and FIG. 6 is a left side view of a four-wheel vehicle for traveling on rough terrain equipped with this engine.

In FIG. 6, the symbol 1O is the vehicle body frame, and 12 is the left and right
- A pair of steering front wheels 14 are a pair of left and right driving rear wheels, and wide ultra-low pressure tires (so-called balloon tires) are mounted on these front wheels 12 and rear wheels 14. 16 is a rear arm that holds the rear wheel 14 so as to be movable downward by -L, and 18 is a shock absorber.

20 is an empty train cylinder engine mounted near the center of the vehicle body, 22 is a straddle-type driving seat attached to the upper part of the vehicle body, 2
4 is a steering bar handle, 26 is a front fender, and 28 is a rear fender.

As shown in FIG. 4, the engine 20 includes a horizontal crankshaft 24 held in a left-right split crankcase 22 (22a, 22b), a transmission main shaft 26°, a transmission countershaft 28.
It includes an intermediate shaft 30, an output shaft 32, and an idle shaft 34. The rotation of the crankshaft 24 is controlled by a starting centrifugal clutch 36 mounted on the right end thereof, a small reduction gear Itj 38, and a large reduction gear 40.
and is transmitted to the speed change shaft 26 via the multi-plate clutch 42 for speed change.

A group of floats forming a known continuous t4fi combined transmission 44 are assembled to the speed change shaft 26 and the subshaft 28. In Figures 1.2 and 3.5, 46 is a speed change drum, and this speed change drum 46 is a foot-operated speed change lever 48 (see Figure 1.6).
50.52 (Figure 5)
Shifting is performed by moving the . Gear shift subshaft 28
The rotation of the forward gear 5, which is freely rotatably held on the output shaft 32 via 1=i54, 56 on the intermediate shaft 30 (FIG. 4).
8 will be communicated. Also, the rotation of the speed change main shaft 26 is controlled by this f 2
The rotation of the idle shaft 34 is transmitted to the idle shaft 34 by the gear 60 on the output shaft 32i1.

A forward/reverse switching sleeve 64 is attached to the output shaft 32 and is located between the gears 58, 62 and is slidable only in the axial direction. This sleeve 64 forms a dog clutch with the gearwheel 58,62.

In Fig. 5.6, 66 is a forward/reverse switching lever, in Fig. 5, 68 is a forward/reverse switching drum, and 70 is a link that interlocks the two. When the switching drum 68 is rotated in one direction by the switching lever 66, the sleeve 64 is moved in one direction by the fork 72 into engagement with one of the gears 58,62. By tilting the switching lever 66 back and forth in this way, the sleeve 64 moves, and switching between forward and backward movement is performed.

Next, the transmission mechanism and release mechanism of the transmission a44 are changed to the first.
This will be explained based on Figure 2.3. In these figures, 80 is a speed change shaft that passes through the left and right crankcases 22a, 2'2b. The left end of this speed change shaft 80 is provided with the speed change lever 4.
8 is fixed. A collar 82 is located at the right end of the gear shift shaft 80.
is rotatably mounted, and a drive lever 84 is fixed. A driven lever 86 is fixed to the collar 82. As shown in FIG. 3, the driven lever 86 is formed with an open portion 88, and the rotating end of the drive lever 84 has a bent portion 84a extending toward the crankcase 22b through the opening 88. Crankcase 22b
A pin 90 that projects into the opening 88 is implanted therein. In addition, the crank case 22 is driven/< -85.
A bent portion 86a extending toward the b side is formed. These bent portions 86a, pins 90, and bent portions 84a are sequentially arranged in the radial direction of the speed change shaft 80. Reference numeral 92 denotes a return spring, which is held by the collar 82 and has both ends bent at the bent portion 84a.
, 86a and pin 90 from both sides.

Therefore, when the drive lever 84 and the driven lever 86 rotate around the speed change shaft 80, the bent portions 84a and 86a push the spring 92 open. Note that the bent portion 84 of the drive lever 84
As shown in FIG. 3, a slight gap is formed between a and the inner edge of the opening 88 of the driven lever 86 in the returned state. Therefore, the driven lever 86 does not rotate within a certain angle range at the beginning of rotation of the speed change shaft 80, and after the bent portion 86a abuts the inner edge of the opening 88, the driven lever 86 also begins to rotate.

A pawl 94 is swingably attached to the other end of the driven lever 86 by a pin 96. Bent portions 94a driven by the claw 94 and sequentially arranged in the radial direction of the pin 96 at <-86;
86b is formed.

98 is a return spring attached to the pin 96, and both ends of this spring 98 have two bent portions 94a.

86b from both sides (Figure 2.3).

A cam plate 100 is fixed to the variable speed tram 46, and the wind 9 is connected to a plurality of pins 102 implanted in the cam plate 100.
4 is engaged and detached, and the speed change drum 46 is rotated. That is, when the driven lever 86 rotates, the pawl 94 engages with the pin 102 and rotates the speed change drum 46 by a predetermined amount. When the driven lever 86 returns to its original position, the pawl 94 swings while pushing open the spring 98 at the bent portion 94a and climbs over the pin 102.
He will return. A force 1 and a follower (not shown) are in elastic contact with the guide plate 100 to position the speed change drum 46 for speed change.

Next, the release mechanism will be explained. 104 is a conversion mechanism, which includes a shaft 106 implanted in the crankcase 22b, a human power member 108 rotatably held on this shaft 106, an output member 110 held on this shaft 106, and
A pole 112 is sandwiched between cams 108a and 110a (FIG. 1) formed on opposing surfaces of output members 108 and 110, respectively. The output member 110 is engaged with a pin 114 protruding from the crankcase 22b, so that its rotation is restricted, and only linear movement along the axis 106 is permitted.

116 is a gear mechanism, which includes a gear 116a fixed to the speed change shaft 80 and a gear 11 fixed to the input member 108.
6b, and the input member 108 inputs the rotation of the speed change shaft 80.
It has the effect of conveying information.

A lever 118 is held on the inner surface of the clutch cover 120. That is, the support member 122 that swingably supports the lever 118 is screwed into a cylindrical adjustment port 124 screwed into the clutch cover 120, and the rotation of the adjustment port 124 causes the support member 122 to adjust to the crank 1. Move parallel to Tsumugi 24. Adjust Porto 124 here
One side of the internal and external threads is reverse threaded. Lever 1
One end of the thrust bearing 18 is in contact with the output member 110, and the other end is in contact with the thrust bearing 12 on the brake plate 42a of the clutch 42.
contact via 6.

Therefore, I am now slightly pressing down on the gear shift lever 48]-
When the shift shaft 80 is rotated slightly, the manual member 108 of the conversion mechanism is rotated. Therefore, the pole 112 and the cam 108
a, l Due to the action of 10a, the output member 110 moves to the right in FIG. 1, and the lever 118 is a pressure play)
Press 2a to the left. Therefore, the clutch 42 is disengaged.

If the gear shift lever 48 is further depressed, the bent portion 84a of the drive lever 84 will move into the opening 8 of the driven lever 86.
8, and the driven lever 86 also begins to rotate. Therefore, the speed change drum 46 rotates by a predetermined amount to perform speed change.

When the gear shift lever 48 is turned down, the output member 110 also returns to its original position, and the gear 42 is connected to 1F.

In order to adjust the cutting distance of the clutch 42, the gear mechanism 116 is used.
(7) It is preferable that the speed ratio of the teeth IE l 16a and 116b can be changed, which increases the degree of design freedom for design changes such as changing the flange capacity of the clutch 42, which is preferable L7. In addition, adjustment of the engagement timing of the clutch 42 is performed using the adjustment port 12.
This can be done by rotating the lever 4 and moving the fulcrum of the lever 118.

In the following (-) embodiments, the conversion mechanism that changes the rotation of the speed change shaft 80 to linear interlocking in the axial direction is disposed outside the outer periphery of the clutch 42 and within the width of the thickness of the clutch 42. Therefore, the width of the engine 20 does not increase, and the engine 20 can be made smaller.

In the following embodiments, the conversion mechanism includes a pawl 112 and cams 108a, 110a, but the present invention is of course not limited to this.

(Effects of the Invention) As described in 12 below, the present invention has a conversion mechanism that converts the rotation of the speed change shaft into linear motion, which is disposed in the crankcase outside the outer diameter of the speed change clutch. conversion a
Compared to the case where the mechanism is provided on the clutch cover side, the amount of protrusion of the clutch cover is reduced, making it possible to downsize the engine. In addition, the gear shift shaft and conversion mechanism are both located on the crankcase side, and they can be adjusted accurately before installing the clutch cover, so it is possible to reduce play and improve accuracy.
The first score is seven. Further, since the rotation of the speed change shaft is transmitted to the input member of the conversion mechanism by the gear mechanism, the clutch switching distance can be changed simply by changing the speed ratio as shown by @.lLa, which is more preferable than J in terms of design freedom.

[Brief explanation of drawings]

Fig. 1 is a developed plan view of an embodiment of the present invention, Fig. 2 is a right side view showing the interlocking mechanism between the speed change shaft and the 17 rise mechanism, and Fig. 3 is a right side view showing the same speed change mechanism. , FIG. 4 is a developed plan view of the entire engine, FIG. 5 is a left side view of the same engine as a whole, and FIG. 6 is a left side view of a four-wheel vehicle for traveling on rough terrain equipped with this engine. Figure 7 shows the side layout of a conventional neck brace. It is the difference amount. 20...Engine, 24...Crank 11! Ib, 26... Speed change main shaft, 42... Speed change clutch, 42a... Pressure plate, 44... Transmission, 46... Speed change lever, 80... Speed change shaft, 108... Input member , 110... Output member, 116... South/Ija structure, 118... Lever, 120-... Franch cover. Patent issuer Yamaha Motor Co., Ltd. Acting Patent Attorney Nanayama [I] Fumio Figure 9 ``Itrozo 5 Neyama 11E=-ri (force type): 4% type% [1 2 Name of the invention Medium transmission for vehicles Relationship between device 3, person wearing sleeves 11, and 11 cases Patent Applicant address Arata, Iwa [I] City, Shizuoka Prefecture (12500 number)
(AO7) Yabuha Motor Co., Ltd. Representative Jiang [
-1 Hideto 4, agent address 1r116-2 Nishi-Shinbashi, Minato-ku, Tokyo +! −
Mr. Yamato Yamato Bank Ma Hill (phone number 591-7556)
Name (8222) Patent Attorney Yama [■1 Sentence Male 5 Suppl.

Claims (1)

[Scope of Claims] A vehicle transmission equipped with a release mechanism that disengages a clutch interposed between a crankshaft and a transmission in conjunction with operation of a gear shift lever, wherein the release mechanism outputs rotational motion of an input member. a conversion mechanism that converts the member into linear motion; a gear mechanism that transmits the rotation of the speed change shaft to which the speed change lever is fixed to the input member;
A lever is supported by a clutch cover and has both ends engaged with the output member and a pressure plate of the clutch, respectively, and the conversion mechanism is attached to the crankcase so as to be located on the outside of the clutch in the radial direction. Transmission device for vehicles.