JPS6388350A - Gear shifter - Google Patents

Abstract

PURPOSE:To increase the number of speeds without increasing the number of parts by providing a solid gear having two toothed parts different in the number of teeth on a main an a counter shaft respectively. CONSTITUTION:Solid gears 5, 7 having two toothed parts 5A, 5B and 7A, 7B different in the number of teeth are rotatably provided on a main shaft 23 and a counter shaft 25 separately. Clutch operating levers 9, 11 are operated to cause engagement between the toothed part 13A of a gear 13 and a toothed part 7A, a toothed part 5A and 7B, and a toothed part 5B and the toothed part 15A of a gear 15 respectively for producing severally different change gear ratios. In addition to that, the engagements between the toothed part 13A and 7A, 7B and 5A, and 5B and 15A can produce another change gear ratio. Thus the only six toothes parts make four speed changes practicable, and a reduction in the number of gear parts and the weight of a gear shifter therefore becomes possible with a increase in the number of speeds.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a transmission device that changes speed by changing gears.

(Prior art) A transmission device that changes gears in multiple stages by changing 9J gears is
It is known from Japanese Patent Laid-Open No. 58-74953, etc., and for example, as shown in FIG. 4, a plurality of gears (105
), . The main shaft (101) shifts the speed and transmits power from the main shaft (101) to the counter shaft (103).

(Problem to be solved by the invention) Therefore, in the conventional transmission, the main shaft (10
1) Simply connect the upper gear (+05) to the countershaft (10
3) To shift gears by meshing with the upper gear (107),
As shown in Fig. 4, in the case of a 6-speed gear shifter, the main shaft (101) and the counter shaft (103) each have six gear teeth, that is, a total of 12 gear teeth, which is twice the number of gear shifts.
The number of parts required is 100,000 teeth.

As a result, there was a desire to reduce the number of gear parts in transmissions and make them lighter.

(Means for Solving the Problems) The present invention has been devised in view of the above circumstances, and an object of the present invention is to reduce the number of gear parts and reduce weight while increasing the number of gear shifts. Two tooth parts (5A) with different numbers of teeth for providing a transmission.

Integral gears (5) and (7) having (5B), (7A), and (7B) are rotatably disposed on the main shaft (1) and the counter shaft (3), respectively, and the integrated gear (5) , (7) are configured to be freely engageable and detachable from the clutch operating elements (9) and (11), which rotate together with the shirt (1) and (3), respectively, and are disposed on the main shaft (1). One tooth (5A) of the integral gear (5) and one tooth (7) of the integral gear (7) disposed on the counter shaft (3).
A gear (13) is disposed on the main shaft (1) to mesh with the other tooth portion (7A) of the integral gear (7) disposed on the countershaft (3); The main shaft (
A gear (15) that meshes with the other teeth (5B) of the integral gear (5) disposed on the main shirt) (1) is disposed.
) from the gear (13) or gear (5) to the gear (
7) and/or the countershaft (3) via the gear (15).
).

(Function) Operate the clutch operators (9) and (11) to activate the gear (13).
) meshing between the teeth (13A) and the tooth (7A) creates one speed ratio, meshing the teeth (5A) and (7B) creates a speed ratio of -, and the tooth (5B) and the gear (15 ) One speed ratio is obtained by meshing the teeth (15A) of the teeth (13A).
, (7A), (7B).

Another speed ratio is obtained by meshing (5A), (5B), and (15A), so that with only 6 teeth, 4
It is possible to change gears, and while increasing the number of gears, it is possible to reduce the number of gear parts and reduce weight.

(Example) Hereinafter, a first example of the present invention will be described with reference to the accompanying drawings. FIG. 1 shows a schematic diagram of the transmission.

(1) is the main shaft into which the power is input, (3) is the countershaft which changes the speed and outputs the power, and (1) has two tooth sections (5A) with different numbers of teeth.
, (5B), and the countershaft (3) has two teeth (7A) with different numbers of teeth.
, (7B) is disposed, and the teeth (5A) of the minus body gear (5) and the teeth (7B) of the gear (7) are meshed.

(9) and (11) are clutch operators constituting a dog clutch, respectively, and the integral gears (5) and (7) are selectively engaged with the clutch operators (9) and (+1), respectively, and the main It rotates together with the shaft (1) and countershaft (3), and can freely rotate on the shirt (1) and (3) when the clutch operation elements (9) and (11) are released, respectively. becomes.

The main shaft (1) has teeth (1) on the teeth (7A).
A gear (13) is disposed by meshing the gears (15A) with the teeth (5B) of the counter shirt (11).
) are engaged with each other and the gear (15) is disposed.

The gears (13), (15) are the integral gears (5), (
Similarly to 7), the clutch operating elements (9) selectively engage with the clutch operating elements (9) and (11), respectively, and rotate together with the main shaft (1) and the counter shaft (3).

When the engagement with (11) is released, said shaft (1), (
3) It can be rotated freely on the top.

Since this embodiment is configured as described above, the integral gear (5),
(7) By engaging and disengaging the gears (13) and (15), one speed ratio can be achieved by meshing the teeth (13A) and (7A) with the teeth (5A) and (7B) as in the conventional case. One speed ratio is obtained by the meshing of the teeth (5B) and (15A), and one speed ratio is obtained by the meshing of the teeth (5B) and (15A), resulting in a total of three speed ratios.

Furthermore, the gears (5) and (7) are made rotatable on the main shaft (1) and the countershaft (3), and the clutch operators (9) and (11) are held in the gears (13) and (15), respectively. and engine power to the teeth (13A) and (7A).
, (7B), (5A), (5B), and (15A), another speed ratio is obtained by the transmission path that transmits the transmission from the main shaft (1) to the counter shaft (3).

Therefore, only six teeth are required to perform a four-speed shift, and the number of parts and weight of the transmission can be reduced while increasing the number of gears.

Next, a case where a second embodiment of the present invention is applied to a transmission of a motorcycle will be described with reference to the accompanying drawings.

FIG. 2 is an exploded view of the transmission, and FIGS. 3 (I) to (■) are transmission route diagrams.

(21) is a mission case, and mission case (2
1) has a main shaft (23) and a counter shaft (
25) are arranged rotatably.

A clutch (27) is provided at the end of the main shaft (23), and the engine power is transferred to the primary drive gear (23).
8) via the clutch (27) to the main shaft (2
3).

The transmission (31) is the first, second and third gears (33), (35), which are arranged on the main shirt (23).
(37), and fourth and fifth . 6th and 7th gears (39), (41), (43
), (45), and the first. Second. Third
The shifters (47), (49), and (51) are configured to perform seven gear shifts, and in the second embodiment, the first, second, and fifth gears (33), (35), and (41) are - body gear;
A drive sprocket (53) for transmitting engine power to the rear wheels is attached to the end of the counter shirt (25).

Said 1st. 2nd and 3rd gears (33), (35), (3
7) are arranged on the main shirt (23) in order from the right side so that they cannot move axially, and the first gear (33) and the second gear (
35), a first shifter (47) is disposed between them.

Said 1st. The second gears (33) and (35) are rotatably disposed on the main shaft (23) via bushes (55) and (57), respectively, and the third gear (37) is provided with a spline (
58) Arranged so as to rotate together with the main shirt (23) upon engagement.

The first gear (33) has two teeth (3) with different numbers of teeth.
3A) and (33B) are formed spaced apart from each other, and the second gear (35) has two tooth portions (35A) with different numbers of teeth.
(35B) are formed adjacent to each other, and one tooth portion (37A) is formed on the third gear (37). In the example, each tooth (
33A).

(33B), (35A), (35B), (
37A) with the number of teeth of 20°22.26.17.25, respectively.

The first shifter (47) is movable in the axial direction by engagement with a spline (59), and is arranged to rotate relative to the main shaft (23). and the first shifter (47
) is provided with a hole (47A) in the side of the first shifter (47A).
) is moved in the axial direction, and the first shifter (47
) constitutes a two-gage clutch that engages and disengages the hole (47A) of the shifter (47) and rotates the first gear (33) or the second gear (35) integrally with the first shifter (47).

the fourth, fifth, sixth, and seventh gears (39), (41);

(43) and (45) are respectively the countershafts (25)
The 4th gear (3
9) and the fifth gear (41), and a third shifter (51) between the sixth gear (43) and the seventh gear (45).

Said fourth, fifth, sixth, and seventh gears (39), (41)
.

(43) and (45) are Bush (131) and (
63), (135), and (87) on the counter shaft (25).

The fourth gear (39) is formed with a tooth portion (39A) that constantly meshes with the tooth portion (33A).

The wS5 gear (41) has two teeth (
41A) and (41B) are formed spaced apart, and the teeth (
41A).

(41B) is always meshed with the teeth (33B) and (35A).

The sixth gear (43) is formed with a tooth portion (43A) that constantly meshes with the tooth portion (35B), and the seventh gear (45) is formed with a tooth portion (45A) that constantly meshes with the tooth portion (37A). ) to form. In the example, each tooth part (39A), (41A), (
41B), (43A).

The number of teeth of (45A) is 35, 33, 29, 39°30 respectively.
It was formed with

trj'I Book 2, m3 shifter (49), (51)
The HX lines (89) and (71) are arranged so that they can be freely moved in the axial direction by being engaged and rotated together with the counter shaft (25). Then, protrusions (49A) and (49A) are formed on both sides of the second shifter (49), respectively.
Move the shifter (49) in the axial direction and move the protrusion (4SA)
into the hole (39B) formed on the side of the fourth gear (39),
Alternatively, the protrusion (49A) is engaged with and disengaged from the hole (41C:) formed on the side of the fifth gear (41), and the fourth gear (39) or 55 gear (41) is integrated with the second shifter (49). This constitutes a dog clutch that rotates in a controlled manner.

Further, like the second shifter (49), the third shifter (51) is also formed with protrusions (51A) and (51A) on both sides, and when the third shifter (51) is moved in the axial direction, the protrusions (51A) into the hole (43B) of the sixth gear (43) or the protrusion (51A) into the hole (45B) of the seventh gear (45), and then connect the sixth gear (43) or the seventh gear (45). A dog clutch is configured to rotate together with the third shifter (51).

In FIG. 2, the first, second, . 3rd shifter (47),
(49) and (51) are located at neutral positions, respectively.

Next, the gear shifting operation will be explained with reference to FIGS. 3(I) to (■).

FIGS. 3(I) to (■) respectively show speed change path diagrams of the respective speed ratios from the first speed to the seventh speed.

First, the first speed will be explained with reference to FIG. 3(I). The first shifter (47) is engaged with the first gear (33), and the third shifter (51) is engaged with the sixth gear (43). Engine power is transmitted from the main shaft (23) to the IL shifter (47), 1st gear (33), and 5th gear (41).
, the second gear (35), the sixth gear (43), and the third shifter (51) to the counter shirt (25), which obtains the first gear speed ratio. ) is configured.

Next, the second speed will be explained with reference to FIG. 3 (TI). Shift the first shifter (47) from the first speed state to the first gear (33
) and engaged with the second gear (35).

Engine power is transmitted from the main shaft (23) to the first shifter (47), second gear (35), sixth gear (43), and third shifter (51).
is transmitted to the second speed transmission path (73
-2) is constructed.

Next, the third speed will be explained with reference to FIG. 3(m). Second
Return the third shifter (51) from the high speed state to the neutral position, and shift the wS1 shifter (47) to the second gear (3
5) and attach it to the first gear (33), and the second shifter (
49) are respectively engaged with the fourth gear (39). Engine power is transferred from the main shaft (23) to the first shifter (47).
), the first gear (33), the fourth gear (39), and the second shifter (49) to the countershaft (25), and the third gear transmission path (73-3) obtains the third gear speed ratio. ) is configured.

Next, the fourth speed will be explained with reference to the hot bath diagram (IV). Shift the second shifter (49) from the third gear to the fourth gear (39).
) and engaged with the fifth gear (41).

The engine power is the main shirt) (23) to the first shifter (47), the first gear (33), the fifth gear (41),
The signal is transmitted to the counter shut (25) via the second shifter (49), and the fourth speed transmission path (73-) obtains the speed ratio of the fourth speed.
4) is constructed.

Next, the fifth speed will be explained with reference to Figure (V). Fourth
From the high speed state, shift the first shifter (47) to the first gear (33).
The second shifter (49) is separated from the fifth gear (41) and engaged with the second gear (35), and the second shifter (49) is separated from the fifth gear (41) and engaged with the fourth gear (
33). The engine power is from the main shaft (
23) to the first shifter (47), second gear (35),
5th gear (41), 1st gear (33), 4th gear (38)
), the countershaft (2) via the second shifter (49)
5) and obtains the speed ratio of the 5th speed.
73-5) is configured.

Next, the sixth speed will be explained with reference to FIG. 3 (VI). Fifth
The first and second shifters (47) from the high speed state.

(49) are returned to their neutral positions, and the third shifter (51) is engaged with the seventh gear (45). Engine power is transferred from the main shaft (23) to the third gear (37).
), the seventh gear (45), and the third shifter (51), the power is transmitted to the lower shaft (25), thereby forming a sixth speed transmission path (73-6) that obtains the speed ratio of the sixth speed.

Next, the seventh speed will be explained with reference to FIG. 3 (■). 6th
Return the third shifter (51) from the high speed state to the neutral position, and shift the first shifter (47) to the second gear (35).
), and the second shifter (49) is engaged with the fifth gear (41
). The engine power is the main shirt) (2
3) is transmitted to the counter shirt (25) via the first shifter (47), second gear (35), fifth gear (41), and second shifter (48) to obtain the speed ratio of 7th gear. A seventh speed transmission path (73-7) is configured.

Therefore, according to the Kinomi flow side, the first speed transmission path (73-1)
And the fifth speed transmission path (73-5) is connected to the first, third, and fifth gears (33), (35), (4), which are integral gears.
Using 1), the engine power is transferred from the gear on the main shaft (23) side to the gear on the counter shirt (25) side, and from the gear on the counter shirt (25) side again to the main shaft (23) side. Since the path is configured to lead from the gear on the main shaft (23) side to the gear on the countershaft side, there are
A total of 10 gear teeth provided on each gear allow for 7-speed gear shifting, making it possible to reduce the number of gear parts and reduce weight while increasing the number of gear shifts.

(Effects of the Invention) As is clear from the above explanation, according to the present invention, a transmission can be constructed by disposing integral gears having two teeth on the main shaft and the countershaft, respectively, so that the number of transmissions can be increased. It is possible to reduce the number of gear parts and reduce weight while increasing the number of gear parts.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a transmission according to a first embodiment of the present invention;
FIG. 2 is a developed view of a transmission according to a second embodiment of the present invention;
3(I) to (■) are shift path diagrams, and FIG. 4 is an exploded view of a conventional transmission. In addition, (1) and (23) in one drawing are the main shaft, (3)
. (25) is the countershaft, (5), (7), (1
3), (15). (33), (35), (37), (39), (41),
(43), (45) are gears, (47), (49), (
51) is a shifter.

Claims (1)

[Claims] In a transmission device in which a plurality of gears are disposed on a main shaft and a countershaft, respectively, and a plurality of gears are changed by switching these gears, an integral gear having two tooth portions with different numbers of teeth ( 5), (7
) are rotatably disposed on the main shaft and the countershaft, respectively, and the integral gears (5) and (7) are configured to be freely engageable and disengageable with a clutch operator that rotates integrally with the shaft, respectively. One tooth of an integral gear (5) disposed on the main shaft meshes with one tooth of an integral gear (7) disposed on the countershaft, and one tooth of an integral gear (7) disposed on the main shaft is disposed on the countershaft. A gear (13) meshing with the other teeth of the integral gear (7)
At the same time, a gear (15) is disposed on the countershaft that meshes with the other teeth of the integral gear (5) disposed on the main shaft, and the rotation of the main shaft is controlled by the gear (13) or A transmission device characterized in that transmission is transmitted from a gear (5) to a countershaft via a gear (7) and/or a gear (15).