JPS6331021B2 - - Google Patents
Info
- Publication number
- JPS6331021B2 JPS6331021B2 JP56036231A JP3623181A JPS6331021B2 JP S6331021 B2 JPS6331021 B2 JP S6331021B2 JP 56036231 A JP56036231 A JP 56036231A JP 3623181 A JP3623181 A JP 3623181A JP S6331021 B2 JPS6331021 B2 JP S6331021B2
- Authority
- JP
- Japan
- Prior art keywords
- gear
- speed
- cam groove
- fixed
- change drum
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 6
- 230000007935 neutral effect Effects 0.000 description 5
- 241000270272 Coluber Species 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
- F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
- F16H63/18—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
Description
【発明の詳細な説明】
本発明はチエンジドラムを使用する形式の、主
として自動２輪車、特にレーサー等に適した６段
ミツシヨン機構に関するもので、チエンジドラム
溝を３本から２本に減じて軽量化を図り、荷重の
かかる第１速、第２速ギヤを軸端の軸受寄りの位
置に配置して強度を高めることを目的としてい
る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a six-stage transmission mechanism that uses a change drum and is suitable mainly for two-wheeled motor vehicles, especially racers. The purpose is to reduce weight and increase strength by locating the loaded first and second gears at the end of the shaft near the bearings.
自動２輪車に６段ミツシヨン機構を採用する場
合、チエンジドラムには普通３本のカム溝が必要
となる。ところがその場合はチエンジドラムが長
くなり、カム溝の加工工数が増し、コストアツプ
が避けられない。従来６段ミツシヨンの分野にお
いては、２個のシフト用フオークのガイドピンを
チエンジドラム上の共通の溝に120゜の間隔をへだ
てて嵌合したものは知られている。ところがその
場合は、チエンジドラムの溝の偏起位置を設定す
る際の制約のために重荷重のかかる第２速ギヤを
軸受寄りの軸端に配置できない問題があつた。す
なわち
第１速ギヤは他のギヤをシフトするスペース
を確保するために、軸端の一方に固定しなけれ
ばならない。 When a six-stage transmission mechanism is adopted for a two-wheeled motor vehicle, three cam grooves are normally required in the change drum. However, in that case, the change drum becomes longer, the number of man-hours required to machine the cam grooves increases, and an increase in costs is unavoidable. Conventionally, in the field of six-speed transmissions, it is known that the guide pins of two shift forks are fitted into a common groove on a change drum with a distance of 120 degrees between them. However, in this case, there was a problem in that the second speed gear, which carries a heavy load, could not be placed at the end of the shaft near the bearing due to restrictions in setting the eccentric position of the groove of the change drum. That is, the first gear must be fixed to one of the shaft ends to ensure space for shifting the other gears.
しかも第１速を与える位置の次に第２速を与
える位置を設定しなければならない。 Moreover, the position where the second speed is applied must be set next to the position where the first speed is applied.
１つの偏倚位置にピンがあるときは他のピン
は中立状態になつていなければならない。 When a pin is in one biased position, the other pins must be in a neutral state.
チエンジドラムを同じ変位量だけ回転させて
ギヤシフトを行うためには、60゜毎に偏倚位置
を設定しなければならない等の制約があり、こ
れらの制約のためにピンの変位差が120゜のもの
では、第２速ギヤを軸の端部に配置することが
できないからである。 In order to perform a gear shift by rotating the change drum by the same amount of displacement, there are restrictions such as the need to set deviation positions every 60 degrees, and due to these restrictions, it is necessary to set a bias position every 60 degrees. This is because, in this case, the second speed gear cannot be disposed at the end of the shaft.
本発明は入力軸と出力軸上におけるギヤの配列
に工夫を加えると共に、入力軸上の摺動ギヤに係
合する１つのシフト用フオークのガイドピンと、
出力軸上の摺動ギヤに係合する１つのシフト用フ
オークのガイドピンを180゜離れた位置においてチ
エンジドラム上の共通のカム溝に嵌めることによ
りカム溝の数を減すことに成功したもので、次に
図面により説明する。 The present invention adds innovation to the arrangement of gears on the input shaft and the output shaft, and also includes a guide pin of one shift fork that engages with a sliding gear on the input shaft;
The number of cam grooves was successfully reduced by fitting the guide pin of one shift fork that engages the sliding gear on the output shaft into a common cam groove on the change drum at a position 180 degrees apart. Next, it will be explained with reference to the drawings.
自動２輪車の進行方向に沿う垂直断面を示す第
１図において、O1は入力軸１５の中心、O2は出
力軸１６の中心、O3はチエンジドラム１０の中
心である。入力軸１５は軸端のクラツチ（図示せ
ず）を介してエンジンのクランク軸を接続し、出
力軸１６は軸端の出力スプロケツト（図示せず）
からチエーンを介して後輪に接続し、両軸１５，
１６上には後述するように互いに噛み合う６段の
変速ギヤ列が配置される。７は第５速・トツプシ
フト用フオークで、シフトロツド１２上に摺動自
在に支持され、一端にシフトフオークガイドピン
１４を備え、このガイドピン１４はチエンジドラ
ム１０のカム溝１７に嵌合している。８は第２・
第３速シフト用フオークで、シフトロツド１１上
に摺動自在に支持され、一端にガイドピン１３を
備え、このガイドピン１３は前記ガイドピン１４
から180゜離れた位置において共通のカム溝１７に
嵌合している。 In FIG. 1, which shows a vertical cross section along the traveling direction of the motorcycle, O 1 is the center of the input shaft 15 , O 2 is the center of the output shaft 16 , and O 3 is the center of the change drum 10 . The input shaft 15 is connected to the engine crankshaft via a clutch (not shown) at the end of the shaft, and the output shaft 16 is connected to an output sprocket (not shown) at the end of the shaft.
is connected to the rear wheel via a chain, and both axles 15,
16, a six-speed transmission gear train that meshes with each other is arranged as will be described later. Reference numeral 7 denotes a fifth speed/top shift fork, which is slidably supported on the shift rod 12 and has a shift fork guide pin 14 at one end, which is fitted into a cam groove 17 of the change drum 10. . 8 is the second
A third speed shift fork, which is slidably supported on the shift rod 11 and has a guide pin 13 at one end, which is connected to the guide pin 14.
It fits into the common cam groove 17 at a position 180° away from the cam groove 17.
第１図の−線に沿う展開図である第２図に
おいて、入力軸１５は両端の軸受１９，２０を介
してミツシヨンケース２１に回転在に支持されて
おり、入力軸１５上の軸受１９寄りの端部に固定
第２速ギヤ２がスプライン嵌合し、軸受２０寄り
の端部に第１速ギヤＬが一体に設けてある。そし
て入力軸１５上には固定第２速ギヤ２側から順
次、遊転第５速ギヤ５、摺動一体型第３・第４速
ギヤ３，４、遊転トツプギヤＴが配置され、ギヤ
３，４の中間のフオーク溝２２に第５速・トツプ
シフト用フオーク７が係合している。２３，２４
はは隣接ギヤ間に形成したドグ型式のクラツチ
で、フオーク７によりギヤ３を矢印S5方向にシフ
トした時クラツチ２３が入り、ギヤ３を介して入
力軸１５と第５速ギヤ５が一体化して第５速にな
り、フオーク７によりギヤ４を矢印ST方向にシ
フトしてクラツチ２４を入れると、ギヤ４を介し
て入力軸１５とトツプギヤＴが一体化してトツプ
になる。２５はギヤの位置決め用スナツプリング
である。 In FIG. 2, which is a developed view taken along the - line in FIG. A fixed second speed gear 2 is spline-fitted to the end closer to the bearing 20, and a first speed gear L is integrally provided to the end closer to the bearing 20. Arranged on the input shaft 15 in this order from the fixed second gear 2 side are an idling fifth gear 5, integrated sliding third and fourth gears 3 and 4, and an idling top gear T. , 4 is engaged with a fork 7 for fifth speed/top shift. 23, 24
This is a dog-type clutch formed between adjacent gears, and when gear 3 is shifted in the direction of arrow S5 by fork 7, clutch 23 engages, and input shaft 15 and fifth gear 5 are integrated via gear 3. When the gear 4 is shifted in the direction of the arrow ST using the fork 7 and the clutch 24 is engaged, the input shaft 15 and the top gear T are integrated via the gear 4 to become the top gear. 25 is a snap spring for gear positioning.
出力軸１６は両端の軸受２７，２８を介してミ
ツシヨンケース２１に回転自在に支持され、軸受
２７寄りの端部に第２速ギヤ２′が又軸受２８寄
りの端部に第１速ギヤL′がそれぞれ回転自在に支
持されており、その間に第２速ギヤ２′側から順
次摺動第５速ギヤ５′、遊転第３・第４速ギヤ
３′，４′、摺動トツプギヤT′が配置され、第５
速ギヤ５′のフオーク溝２９には第２・第３速シ
フト用フオーク８が、又トツプギヤT′のフオー
ク溝３０には第４・第１速シフト用フオーク９が
それぞれ係合している。３１〜３４は各摺動ギヤ
５′，T′の両側に設けたドグ型式のクラツチで、
フオーク８によりギヤ５′を矢印S2方向へシフト
してクラツチ３１を入れると、ギヤ５′を介して
第２速ギヤ２′が出力軸１６と一体化し、第２速
になる。同様にフオーク８を矢印S3方向にシフト
してクラツチ３２を入れると第３速になり、フオ
ーク９を矢印S4方向にシフトしてクラツチ３３を
入れると第４速になり、フオーク９を矢印SL方
向にシフトしてクラツチ３４を入れると第１速に
なる。フオーク９のガイドピン３５はチエンジド
ラム１０上のカム溝１８に嵌合している。 The output shaft 16 is rotatably supported by the transmission case 21 via bearings 27 and 28 at both ends, with a second gear 2' at the end closer to the bearing 27 and a first gear at the end closer to the bearing 28. L' are rotatably supported, and between them, in order from the second gear 2' side, a sliding fifth gear 5', idle third and fourth gears 3' and 4', and a sliding top gear. T′ is placed and the fifth
Second and third speed shift forks 8 are engaged with the fork grooves 29 of the top gear 5', and fourth and first speed shift forks 9 are engaged with the fork grooves 30 of the top gear T'. 31 to 34 are dog type clutches provided on both sides of each sliding gear 5', T'.
When the gear 5' is shifted in the direction of arrow S2 by the fork 8 and the clutch 31 is engaged, the second speed gear 2' is integrated with the output shaft 16 via the gear 5', and becomes the second speed. Similarly, if you shift the fork 8 in the direction of arrow S 3 and engage the clutch 32, you will be in 3rd gear, and if you shift the fork 9 in the direction of arrow S 4 and engage the clutch 33, you will be in 4th gear. Shifting to the SL direction and engaging the clutch 34 will result in 1st gear. The guide pin 35 of the fork 9 fits into the cam groove 18 on the change drum 10.
カム溝１７，１８の展開図である第３図から明
らかなように、カム溝１７はチエンジドラム１０
の外周360゜の範囲でで連続しており、第２速を与
える位置（S2）で左方へ一定量偏倚し、第３速を
与える位置（S3）で右方へ一定量偏倚している。
一方、カム溝１８は第１速を与える位置（SL）
で右方へ一定量偏倚し、第４速を与える位置S4で
左方へ一定量偏倚し、概ね300゜の範囲で跡切れて
いる。Ｎは中立位置である。この第３図におい
て、ガイドピン１３がカム溝１７内の第２速位置
S2（張出部１７ａ）にある時にはガイドピン１３
に対し180゜の位相差を有するガイドピン１４はカ
ム溝１７内の中立線上にあり、ガイドピン３５も
カム溝１８内の中立線上にある。従つてガイドピ
ン１３のみが左方へ偏倚していることにより第２
速が得られる。 As is clear from FIG. 3, which is a developed view of the cam grooves 17 and 18, the cam groove 17 is connected to the change drum 10.
It is continuous within a range of 360° around the outer circumference, and it deviates a certain amount to the left at the position where 2nd speed is applied (S 2 ), and it deviates a certain amount to the right at the position where 3rd speed is applied (S 3 ). ing.
On the other hand, the cam groove 18 is located at the position (SL) that provides the first speed.
It deviates a certain amount to the right at S 4 , and deviates a certain amount to the left at the position S 4 where 4th speed is applied, leaving a trail within a range of approximately 300°. N is the neutral position. In FIG. 3, the guide pin 13 is at the second speed position within the cam groove 17.
S 2 (overhanging part 17a) when the guide pin 13
The guide pin 14, which has a phase difference of 180 degrees with respect to the guide pin 14, is located on the neutral line within the cam groove 17, and the guide pin 35 is also located on the neutral line within the cam groove 18. Therefore, since only the guide pin 13 is biased to the left, the second
You can get speed.
チエンジドラム１０を矢印Ｕで示す増速側へ
60゜回すと、ガイドピン１３が第３速位置S3（張出
部１７ｂ）に来て中立線から右方へ一定量偏倚
し、第３速が得られる。チエンジドラム１０を更
に60゜回すとガイドピン３５が第４速位置にS4（張
出部１８ａ）において左方へ一定量偏倚し、第４
速が得られる。 Move the change drum 10 to the speed increasing side indicated by arrow U.
When the guide pin 13 is turned by 60 degrees, the guide pin 13 comes to the third speed position S 3 (projection portion 17b) and is deviated a certain amount to the right from the neutral line, and the third speed is obtained. When the change drum 10 is further rotated by 60 degrees, the guide pin 35 is shifted to the left by a certain amount at S 4 (overhanging portion 18a) to the 4th gear position.
You can get speed.
チエンジドラム１０を更に60゜回すとガイドピ
ン１４がカム溝１７の張出部１７ａに達し、第５
速が得られる。 When the change drum 10 is further rotated by 60 degrees, the guide pin 14 reaches the protrusion 17a of the cam groove 17, and the fifth
You can get speed.
チエンジドラム１０を更に60゜回すとガイドピ
ン１４が張出部１７ｂに入り、トツプ変速段が得
られる。その時ガイドピン３５はカム溝１８の端
部に達する。 When the change drum 10 is further rotated by 60 degrees, the guide pin 14 enters the projecting portion 17b, and the top gear position is obtained. At this time, the guide pin 35 reaches the end of the cam groove 18.
以上説明したように本発明は、入力軸１５の両
端軸受１９，２０寄りに固定第２速ギヤ２と固定
第１速ギヤＬを設け、その間に固定第２速ギヤ２
側から遊転第５速ギヤ５、摺動一体型第３・第４
速ギヤ３，４、遊転トツプギヤＴを置き、出力軸
１６の両端軸受２７，２８寄りに遊転第２速ギヤ
２′と遊転第１速ギヤL′を設け、その間に第２速
ギヤ２′側から摺動第５速ギヤ５′、遊転第３・第
４速ギヤ３′，４′、摺動トツプギヤT′を置き、
各摺動ギヤ３，４，５′，T′の両側にクラツチ２
３，２４，３１〜３４を設けた６段ミツシヨンの
シフト機構において、上記入力軸１５及び出力軸
１６の間にチエンジドラム１０を平行に設け、上
記チエンジドラム１０の外周に360゜の範囲で連続
するカム溝１７を設け、上記チエンジドラム１０
の外周面を60゜毎に分割して第１速を与える位置
SL、第２速を与える位置S2、第３速を与える位
置S3、第４速を与える位置S4、第５速を与える
位置S5、最高速を与える位置STをそれぞれ定
め、第１速を与える位置SLから最高速を与える
位置STに延びる別のカム溝１８を上記カム溝１
７の固定第１速ギヤＬ側に設け、上記別のカム溝
１８の第１速を与える位置SL側端部が固定第１
速ギヤＬ側に偏倚すると共に第４速を与える位置
で固定第２速ギヤ２側へ偏倚し、カム溝１７が第
２速を与える位置S2で固定第２速ギヤ２側へ偏
倚すると共に第３速を与える位置S3で固定第１
速ギヤＬ側へ偏倚し、第５速・トツプシフト用フ
オーク７のガイドピン１４と、第２・第３速シフ
ト用フオーク８のガイドピン１３，３５をチエン
ジドラム１０上の共通カム溝１７の180゜離れた位
置に嵌め、第４・第１速シフト用フオーク９のガ
イドピン３５を別のカム溝１８の上記第２・第３
速シフト用フオーク８のガイドピン１３を同一位
相に嵌めたことを特徴としているので：
重荷重のかかる第２速ギヤ２，２′を軸端に
配置する構造を採用しているにも拘らず、チエ
ンジドラム１０のカム溝を２本を構成すること
ができる。このため第２速ギヤ２，２′を軸受
端に寄せることにより強度上有利になり、耐久
性が増すばかりでなく、チエンジドラム１０が
コンパクト、軽量にまとめる。従つてカム溝の
加工工数が減り、コストが低減する。 As explained above, in the present invention, the fixed second speed gear 2 and the fixed first speed gear L are provided near the bearings 19 and 20 at both ends of the input shaft 15, and the fixed second speed gear 2 is provided between them.
Idle 5th speed gear 5 from the side, sliding integrated 3rd and 4th gear
The speed gears 3 and 4 and the idling top gear T are provided, and the idling second speed gear 2' and the idling first speed gear L' are provided near the bearings 27 and 28 at both ends of the output shaft 16, and the idling first speed gear L' is provided between them. From the 2' side, place the sliding 5th gear 5', free rotating 3rd and 4th gears 3' and 4', and sliding top gear T'.
Clutches 2 are installed on both sides of each sliding gear 3, 4, 5', T'.
3, 24, 31 to 34, a change drum 10 is provided in parallel between the input shaft 15 and the output shaft 16, and a change drum 10 is provided continuously in a range of 360° around the outer periphery of the change drum 10. The change drum 10 is provided with a cam groove 17 that
The position where the first speed is applied by dividing the outer circumferential surface of the
SL, a position S2 that provides 2nd speed, a position S3 that provides 3rd speed, a position S4 that provides 4th speed, a position S5 that provides 5th speed, a position ST that provides maximum speed, and a position that provides 1st speed. Another cam groove 18 extending from SL to the position ST that provides the maximum speed is connected to the above cam groove 1.
7 is provided on the fixed first speed gear L side, and the position SL side end of the another cam groove 18 that provides the first speed is the fixed first speed gear L side.
The cam groove 17 is biased toward the fixed second speed gear 2 side at the position S2 where the cam groove 17 provides the second speed, and the cam groove 17 is biased toward the fixed second speed gear 2 side at the position S2 where the cam groove 17 provides the second speed. 1st fixed at position S3 giving 3rd speed
The guide pin 14 of the fifth gear/top shift fork 7 and the guide pins 13 and 35 of the second/third gear shift fork 8 are shifted toward the gear L side, and the guide pin 14 of the fork 7 for the 5th gear/top shift is connected to the 180° of the common cam groove 17 on the change drum 10. Fit the guide pins 35 of the 4th and 1st speed shift forks 9 into the 2nd and 3rd positions of the different cam grooves 18.
This is characterized by the fact that the guide pins 13 of the high-speed shift fork 8 are fitted in the same phase: Despite the structure in which the second gears 2, 2', which carry heavy loads, are arranged at the end of the shaft, , the change drum 10 can have two cam grooves. Therefore, by placing the second speed gears 2, 2' closer to the bearing ends, it is advantageous in terms of strength and durability, and the change drum 10 can be made compact and lightweight. Therefore, the number of man-hours required for machining the cam grooves is reduced, and costs are reduced.
またトツプ変速時においても、チエンジドラ
ム１０を第５速を与える位置S5から増速側Ｕ
へ60゜回転させるだけで簡単に行うことができ、
特別なシフト機構を必要としない。従つて第１
速からトツプ変速に至るまでチエンジドラム１
０を回転させるだけでギヤシフトを行うことが
できるので、操作が簡単になり、故障が生じる
ことも少なくなる。 Also, during top shifting, the change drum 10 is moved from the position S5, which provides the fifth speed, to the speed increasing side U.
This can be easily done by simply rotating it 60 degrees to
No special shift mechanism required. Therefore, the first
Change drum 1 from speed to top shifting
Since gear shifts can be performed simply by rotating the 0, operation is simple and failures are less likely to occur.
第１図は自動２輪車の進行方向に沿う垂直断面
略図、第２図は第１図の−線に沿う展開断面
図、第３図は第２図中のチエンジドラムの展開略
図である。Ｌ，L′……第１速ギヤ、２，２′……
第２速ギヤ、３，３′……第３速ギヤ、４，４′…
…第４速ギヤ、５，５′……第５速ギヤ、Ｔ，
T′……トツプギヤ、７……第５速・トツプシフ
ト用フオーク、８……第２・第３速シフト用フオ
ーク、１０……チエンジドラム、１３，１４……
ガイドピン、１５……入力軸、１６……出力軸、
１７，１８……カム溝、１９，２０，２７，２８
……軸受、２３，２４，３１〜３４……クラツ
チ。
FIG. 1 is a schematic vertical cross-sectional view along the traveling direction of the motorcycle, FIG. 2 is a developed cross-sectional view taken along the - line in FIG. 1, and FIG. 3 is a schematic developed view of the change drum in FIG. 2. L, L'...1st gear, 2, 2'...
2nd gear, 3, 3'... 3rd gear, 4, 4'...
...4th gear, 5, 5'...5th gear, T,
T'...Top gear, 7...Fifth speed/top shift fork, 8...Second/third speed shift fork, 10...Change drum, 13, 14...
Guide pin, 15...Input shaft, 16...Output shaft,
17, 18...Cam groove, 19, 20, 27, 28
...Bearing, 23, 24, 31-34...Clutch.
Claims (1)
第２速ギヤ２と固定第１速ギヤＬを設け、その間
に固定第２速ギヤ２側から遊転第５速ギヤ５、摺
動一体型第３・第４速ギヤ３，４、遊転トツプギ
ヤＴを置き、出力軸１６の両端軸受２７，２８寄
りに遊転第２速ギヤ２′と遊転第１速ギヤL′を設
け、その間に第２速ギヤ２′側から摺動第５速ギ
ヤ５′、遊転第３・第４速ギヤ３′，４′、摺動ト
ツプギヤT′を置き、各摺動ギヤ３，４，５′、
T′の両側にクラツチ２３，２４，３１〜３４を
設けた６段ミツシヨンのシフト機構において、上
記入力軸１５及び出力軸１６の間にチエンジドラ
ム１０を平行に設け、上記チエンジドラム１０の
外周に360゜の範囲で連続するカム溝１７を設け、
上記チエンジドラム１０の外周面を60゜毎に分割
して第１速を与える位置SL、第２速を与える位
置S2、第３速を与える位置S3、第４速を与える
位置S4、第５速を与える位置S5、最高速を与え
る位置STをそれぞれ定め、第１速を与える位置
SLから最高速を与える位置STに延びる別のカム
溝１８を上記カム溝１７の固定第１速ギヤＬ側に
設け、上記別のカム溝１８の第１速を与える位置
SL側端部が固定第１速ギヤＬ側に偏倚すると共
に第４速を与える位置で固定第２速ギヤ２側へ偏
倚し、カム溝１７が第２速を与える位置S2で固
定第２速ギヤ２側へ偏倚すると共に第３速を与え
る位置S3で固定第１速ギヤＬ側へ偏倚し、第５
速・トツプシフト用フオーク７のガイドピン１４
と、第２・第３速シフト用フオーク８のガイドピ
ン１３，３５をチエンジドラム１０上の共通カム
溝１７の180゜離れた位置に嵌め、第４・第１速シ
フト用フオーク９のガイドピン３５を別のカム溝
１８の上記第２・第３速シフト用フオーク８のガ
イドピン１３と同一位相に嵌めたことを特徴とす
る６段ミツシヨンのシフト機構。1 A fixed second speed gear 2 and a fixed first speed gear L are provided near both end bearings 19 and 20 of the input shaft 15, and between them, from the fixed second speed gear 2 side, an idling fifth speed gear 5 and a sliding integrated type The 3rd and 4th speed gears 3 and 4 and the idling top gear T are installed, and the idling 2nd speed gear 2' and the idling 1st speed gear L' are provided near the bearings 27 and 28 at both ends of the output shaft 16, and between them From the second gear 2' side, a sliding fifth gear 5', idle third and fourth gears 3', 4', and a sliding top gear T' are placed, and each sliding gear 3, 4, 5 ′,
In a six-stage transmission shift mechanism in which clutches 23, 24, 31 to 34 are provided on both sides of T', a change drum 10 is provided in parallel between the input shaft 15 and the output shaft 16, and a change drum 10 is provided on the outer circumference of the change drum 10. A cam groove 17 that is continuous within a 360° range is provided,
The outer circumferential surface of the change drum 10 is divided into 60° sections to provide a position SL for first speed, a position S2 for second speed, a position S3 for third speed, a position S4 for fourth speed, and a position S4 for fifth speed. Determine the position S5 that gives the maximum speed, the position ST that gives the maximum speed, and the position that gives the first speed.
Another cam groove 18 extending from SL to a position ST that provides the highest speed is provided on the fixed first speed gear L side of the cam groove 17, and a position of the another cam groove 18 that provides the first speed.
The SL side end is biased toward the fixed first gear L side and biased toward the fixed second gear 2 side at the position where the fourth gear is provided, and the cam groove 17 is biased toward the fixed second gear 2 side at the position S2 where the second gear is provided. It is biased towards gear 2, and at position S3 where third gear is applied, it is biased towards fixed first gear L, and fifth gear is biased.
Guide pin 14 of fork 7 for speed/top shift
Then, fit the guide pins 13 and 35 of the second and third speed shift forks 8 into the common cam groove 17 on the change drum 10 at positions 180° apart, and then insert the guide pins of the fourth and first speed shift forks 9. 35 is fitted in another cam groove 18 in the same phase as the guide pin 13 of the second and third speed shift fork 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3623181A JPS57154548A (en) | 1981-03-12 | 1981-03-12 | 6-speed transmission shift mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3623181A JPS57154548A (en) | 1981-03-12 | 1981-03-12 | 6-speed transmission shift mechanism |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57154548A JPS57154548A (en) | 1982-09-24 |
| JPS6331021B2 true JPS6331021B2 (en) | 1988-06-22 |
Family
ID=12463991
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3623181A Granted JPS57154548A (en) | 1981-03-12 | 1981-03-12 | 6-speed transmission shift mechanism |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57154548A (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4635506A (en) * | 1982-10-15 | 1987-01-13 | Honda Giken Kogyo Kabushiki Kaisha | Gearbox assembly for vehicles |
| JPS59140127A (en) * | 1983-01-31 | 1984-08-11 | Yamaha Motor Co Ltd | Transmission gear for three-wheeled vehicle, etc. |
| FR2712654B1 (en) * | 1993-11-18 | 1996-01-12 | Smh Management Services Ag | Gearbox. |
| JP2007285363A (en) * | 2006-04-13 | 2007-11-01 | Aisin Ai Co Ltd | Shift device of gear type automatic transmission |
| JP5178583B2 (en) * | 2009-02-27 | 2013-04-10 | 本田技研工業株式会社 | Multi-speed transmission drive mechanism |
| KR101134203B1 (en) * | 2010-03-03 | 2012-04-09 | 대동공업주식회사 | Transmission Device of Utility Vehicle |
| KR101034890B1 (en) * | 2010-05-13 | 2011-05-17 | 주식회사 로보멕 | Shift apparatus of dual clutch transmission mechanism |
| JP6368266B2 (en) * | 2015-03-27 | 2018-08-01 | 本田技研工業株式会社 | Power unit transmission |
| JP6090870B2 (en) * | 2015-06-19 | 2017-03-08 | 本田技研工業株式会社 | Vehicle transmission |
| JP6130881B2 (en) | 2015-07-23 | 2017-05-17 | 本田技研工業株式会社 | Power unit transmission |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4212245Y1 (en) * | 1964-10-08 | 1967-07-11 |
-
1981
- 1981-03-12 JP JP3623181A patent/JPS57154548A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4212245Y1 (en) * | 1964-10-08 | 1967-07-11 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57154548A (en) | 1982-09-24 |
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