WO2014170926A1

WO2014170926A1 - Transmission, vehicle provided with same, and saddle-type vehicle

Info

Publication number: WO2014170926A1
Application number: PCT/JP2013/002577
Authority: WO
Inventors: 哲史斎藤
Original assignee: ヤマハ発動機株式会社
Priority date: 2013-04-16
Filing date: 2013-04-16
Publication date: 2014-10-23

Abstract

A transmission provided with a plurality of clutches for reducing power loss related to clutch operation even during driving, and for achieving a transmission having high controllability using a simple structure. This apparatus has a plurality of clutches (140, 160) disposed overlaid on one side of a vehicle in the lateral direction. Among the plurality of clutches (140, 160), a first clutch (140) positioned on the one side of the vehicle is on the outer side of the clutch (160), and is controlled using a release mechanism from the one side of the vehicle. Also, a second clutch (160) on the other side is controlled from the other side (right side) of the vehicle, using a main pushrod (182) inserted into a first main shaft (110), a swivel part (183), and a sub-pushrod (184).

Description

Transmission, vehicle equipped with the same and saddle riding type vehicle

The present invention relates to a transmission, a vehicle including the same, and a saddle riding type vehicle, and more particularly, to a twin clutch type transmission including a plurality of clutches, a vehicle including the transmission, and a saddle riding type vehicle.

2. Description of the Related Art A transmission having a plurality of clutches is known as a transmission used for enabling a rapid shift operation of an automobile. In this transmission, by selectively connecting a plurality of clutches, the torque from the crankshaft is transmitted to the output shaft at different speed ratios through the main shaft portion without interrupting the power during shifting, so that smooth transmission is achieved. It is possible to change the speed.

It is considered that such a transmission equipped with a plurality of clutches is mounted on a motorcycle with limited mounting space. As a transmission including a plurality of clutches, for example, as shown in Patent Document 1 and Patent Document 2, a configuration in which a plurality of clutches are disposed adjacent to one end side of a main shaft portion is known.

Each clutch in the transmission shown in Patent Document 1 and Patent Document 2 is a hydraulic normal release clutch. That is, in each of the clutches of these transmissions, in a normal state, the drive plate on the drive shaft side and the driven plate on the driven shaft side are released using the return spring, that is, separated. Each of these clutches is provided with a pressurizing chamber to which a hydraulic fluid (ATF: Automatic Transmission “fluid”) dedicated to the clutch is supplied. The piston moves. By the movement of the piston, in each clutch, the drive plate on the drive shaft side and the driven plate on the driven shaft side are connected or released, that is, the clutch is connected or disconnected.

For example, in Patent Document 1, in a normal state, the clutch outer side drive friction plate (corresponding to a drive plate) and the clutch inner side drive friction plate (corresponding to a driven plate) are blocked in a pressurizing chamber in the clutch. ATF is supplied. Thereby, the pressure plate in the clutch outer moves to the clutch inner side against the urging force of the return spring (coil spring). Due to this movement, the driving friction plate on the clutch outer side (corresponding to the drive plate) is pressed against the driving friction plate on the clutch outer side (corresponding to the driven plate), and the clutch outer and clutch clutch are connected, that is, the clutch is connected. . Thereby, driving force is transmitted.

JP 2010-255840 A JP 2011-169394 A

By the way, the clutch of the transmission described above is a normal release type clutch that is disengaged in a normal state, and a hydraulic clutch that connects and disconnects the clutch by supplying ATF to the pressurizing chamber of the clutch. It is.

Therefore, in the above-described transmission, it is necessary to always connect the clutch by sending an AFT to the clutch during operation while the vehicle is running. That is, it is necessary to always drive an oil pump for supplying ATF to the pressurizing chamber. Therefore, there has been a desire to reduce power loss due to the pump driving while the vehicle is running.

An object of the present invention is to provide a transmission having a high controllability with a simple configuration in a transmission including a plurality of clutches, which reduces power loss related to clutch operation even during traveling.

One aspect of the transmission of the present invention is rotated by the rotational power transmitted from the crankshaft, and the rotation is transmitted to the output shaft through one of the odd-numbered gear stage and the even-numbered gear stage. A cylindrical first main shaft and a cylinder that is rotated by rotational power transmitted from the crankshaft, and that rotation is transmitted to the output shaft via the other transmission gear stage among the odd-numbered transmission gear stage and the even-numbered transmission gear stage. By a displacement of a first pressing portion that moves in the clutch shaft direction, a first clutch that connects and disconnects the crankshaft and the first main shaft by displacement of the first pressing portion that moves in the clutch shaft direction, A transmission having a second clutch that connects and disconnects the crankshaft and the second main shaft, wherein the first main shaft is arranged to extend in parallel with the crankshaft and is one side in the left-right direction. Is one end side In a projecting state, the second main shaft is inserted through the second main shaft and is coaxially rotatable. The first clutch is coaxially connected to one end portion of the first main shaft projecting from one end portion of the second main shaft. The second clutch is disposed coaxially adjacent to the first clutch on the other end portion side of the first clutch, is coaxially connected to one end portion of the second main shaft, and the second pressing portion. Is arranged on the outer peripheral side of the first main shaft protruding from the one end portion of the second main shaft on the other end portion side of the first clutch, and the transmission is coaxial with the first main shaft. A movable collar portion that is movably disposed in the axial direction, a support cylinder portion that rotatably supports the second pressing portion on the outer periphery of the first main shaft, and one end portion of the first main shaft. Extending in the axial direction on the other end side of the connecting portion with the first clutch And a connecting member that is inserted through a through-hole formed so as to penetrate in a direction perpendicular to the axis, and that joins the support tube portion and the moving rod portion, and the moving rod on the other end side of the first main shaft. A connection / disconnection drive unit that moves the second pressing portion in the axial direction by moving the portion is adopted.

Further, one aspect of the vehicle of the present invention employs a configuration including the transmission device having the above configuration. Furthermore, one aspect of the saddle-ride type vehicle according to the present invention employs a configuration including the transmission device configured as described above.

According to the present invention, in a transmission including a plurality of clutches, it is possible to reduce power loss related to clutch operation even during traveling, and to realize a transmission with high controllability with a simple configuration.

Left side view of a motorcycle provided with a transmission according to an embodiment of the present invention. Schematic schematic diagram for explaining the configuration of the transmission included in the engine unit shown in FIG. 1 is a cross-sectional view of an engine unit corresponding to a portion indicated by line AA passing through B and C in FIG. 1 is a cross-sectional view of an engine unit corresponding to a portion indicated by a DD line passing through B in FIG. Fig. 3 is an enlarged cross-sectional view of a main part of a speed change mechanism in the engine unit of Fig. 3. The figure which shows the state which cut | disconnected the 1st clutch in the transmission mechanism of FIG. 5 is an enlarged cross-sectional view of a mounting portion of the collar portion of the second pressing portion in the speed change mechanism of FIG. EE sectional view of FIG. FF sectional view of FIG. The expanded sectional view which shows the state after the movement of the collar part of the 2nd press part in FIG. The figure which shows the state which cut | disconnected the 2nd clutch in the transmission mechanism of FIG. The figure which shows the state which cut | disconnected the 1st clutch and the 2nd clutch in the transmission mechanism of FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a left side view of a motorcycle as a vehicle provided with a transmission according to an embodiment of the present invention. In the motorcycle shown in FIG. 1, the mounting position of the engine unit to be mounted is shown in outline along with the positions of the main shaft, cam chain, and drive chain. Further, in the present embodiment, front, rear, left, and right mean front, rear, left, and right when viewed in the state of being seated on the seat of the motorcycle.

The transmission according to the present embodiment has a plurality of clutches, and each of these clutches alternately transmits power to odd-numbered and even-numbered shift gears, thereby realizing a seamless shift in driving force. is doing. The clutch provided in the transmission is a friction transmission type clutch. The clutch in the transmission is a normal engagement type clutch, and is a clutch that is in a connected state in a normal state.

The transmission according to the present embodiment forms an engine unit with one engine and is mounted on a motorcycle that is a vehicle. In the present embodiment, a motorcycle is described as a vehicle on which an engine unit having a transmission is mounted, but the present invention is not limited to this. As a vehicle on which the engine unit having the transmission according to the present embodiment is mounted, for example, a driver straddles, such as a three-wheel or four-wheel saddle type vehicle, or the driver It is good also as a saddle-ride type vehicle which drives in the state which got on.

(1) Configuration of Motorcycle As shown in FIG. 1, the motorcycle 10 is provided with a head pipe 2 on the front end side of the main frame 1. The main frame 1 extends rearward and is inclined downward, and an engine unit 40 including an engine 20, a transmission 30 and the like is disposed therein. The head pipe 2 is rotatably provided with a front fork 3 having a handle 5 attached to the top thereof. The front fork 3 supports a front wheel 4 that is rotatably attached to the lower end of the front fork 3. .

The handle 5 is provided with a shift switch 5a (see FIG. 2) that causes the transmission 30 of the engine unit 40 to perform a shift operation by a driver's operation. The shift switch 5a includes a shift up button and a shift down button, which are not shown. When the driver presses these shift-up buttons, the transmission 30 performs a shift-up operation, and when the shift-down buttons are pressed by the driver, the transmission 30 performs a shift-down operation.

In the main frame 1, a seat 7a and a fuel tank 7b are disposed above the engine unit 40. An ECU 50 (Electronic Control Unit; see FIG. 2) for controlling the operation of each part of the motorcycle 10 is disposed between the seat 7a and the fuel tank 7b and the engine unit 40. Has been. The operation of the two friction transmission clutches in the transmission 30 is controlled by the ECU 50 (see FIG. 2), and the odd-numbered and even-numbered transmission gear stages (transmission gear mechanism) are respectively provided to the single engine 20. Power transmission is performed.

The engine unit 40 is disposed in the main frame 1. In the engine unit 40, the crankshaft 210 (see FIGS. 1 to 4) of the engine 20 is substantially horizontal in a direction (left-right direction) orthogonal to the vehicle front-rear direction below the cylinder head 20a (see FIGS. 1 and 4). It is arranged to extend. The crankshaft 210 is disposed such that the center in the axial dimension is located at the approximate center in the left-right direction of the vehicle. The engine 20 includes a cylinder 23 that projects obliquely upward from the front side of a crankcase 42 (see FIGS. 1 and 4) that houses the crankshaft 210.

A transmission 30 connected to the crankshaft 210 and to which rotational power transmitted from the crankshaft 210 is input is provided on the rear side of the engine 20 arranged in this manner. A motor 63 (see FIG. 2) that causes the transmission 30 to perform a gear shift is disposed between the engine 20 and the transmission 30. The motor 63 (see FIG. 2) performs a gear shift by rotationally driving a shift cam 61 (see FIG. 2) of a shift mechanism 60 (see FIG. 2) of the transmission 30.

Further, a rear arm 8 is joined to the main frame 1 so as to extend rearward from a rear end portion inclined downward. The rear arm 8 rotatably holds the rear wheel 6 and a driven sprocket 11 around which the drive chain 9 is wound. The driven sprocket 11 is fixed to the rear wheel 6 (see FIG. 1), and rotates when the drive chain 9 is wound around.

The engine unit 40 is attached to the vehicle so that the approximate center in the full width in the left-right direction of the speed change mechanism 100 and the vehicle center plane in the left-right direction of the motorcycle 10 match or are close to each other. The vehicle center plane means a vertical plane that passes through the vehicle center line CL (see FIG. 3) in a state in which the vehicle stands vertically with respect to the horizontal plane.

(2) Overall Configuration of Transmission 30 FIG. 2 is a schematic diagram for explaining the configuration of the transmission 30 included in the engine unit 40 shown in FIG.

2 includes a transmission mechanism 100 that varies torque transmitted from the crankshaft 210 and transmits the torque to the rear wheels 6 (see FIG. 1), and a shift mechanism 60 that performs variable operation in the transmission mechanism 100. Have The engine 20 includes a crankshaft 210, a camshaft drive unit 220, a generator 230, and a balance shaft 240 (see FIGS. 1 and 3). The camshaft drive unit 220, the generator 230, and the balance shaft 240 are driven by the rotation of the crankshaft 210.

(2-1) Schematic Configuration of Transmission Mechanism 100 FIG. 3 is a diagram for explaining a configuration of a main part of a transmission device of an engine unit including a transmission device mounted on a motorcycle. In FIG. FIG. 6 is a cross-sectional view of an engine unit corresponding to a portion indicated by line A. FIG. 4 is a diagram for explaining a configuration of a main part of an engine unit including a transmission device mounted on a motorcycle. FIG. 4 shows an engine unit corresponding to a portion indicated by a DD line passing through B in FIG. It is sectional drawing.

As shown in FIG. 2, the speed change mechanism 100 includes a first main shaft (first main shaft) 110, a second main shaft (second main shaft) 120, and a drive shaft (output shaft) 130 that are arranged adjacent to each other. The first clutch 140 and the second clutch 160 are provided. The speed change mechanism 100 further includes a first connecting / disconnecting drive unit (another connecting / disconnecting drive unit) 170 for connecting / disconnecting the first clutch 140 and a second connecting / disconnecting drive unit (for connecting / disconnecting the second clutch 160). Connecting / disconnecting drive unit) 180, gears 112, 114, 116, 122, 124, 126, 131 to 136 for transmitting power between

shafts

110, 120, and 130, a drive sprocket (hereinafter referred to as "sprocket") 138, etc. And have. In addition, the connection / disconnection of a clutch means the interruption | blocking of a power transmission path, connection, ie, interruption | blocking of the rotational force transmission from an engine, and rotational force transmission.

The first main shaft 110 and the second main shaft 120 each have a cylindrical shape as shown in FIG. The first main shaft 110 is rotatably inserted into the second main shaft 120, and the first main shaft 110 and the second main shaft 120 form a so-called coaxial double structure. The first main shaft 110 is inserted through the second main shaft 120 in a state in which one end portion 110a on one end side (right side) which is one side in the left-right direction (extending direction of the first main shaft 110) is protruded. Are arranged.

Also, the first main shaft 110 and the second main shaft 120 are independently pivoted on the same axis. The first main shaft 110 and the second main shaft 120 are disposed in parallel with the drive shaft 130 and in parallel with the crankshaft 210 that is disposed substantially horizontally in a direction perpendicular to the vehicle. That is, the first main shaft 110 and the second main shaft 120 are disposed so as to extend in the left-right direction of the vehicle together with the drive shaft 130.

The first main shaft 110 is rotated by the rotational power transmitted from the crankshaft 210, and the rotation thereof is one of the odd-numbered transmission gear stage and the even-numbered transmission gear stage (odd transmission gear stage in the present embodiment). To the drive shaft 130. The second main shaft 120 is rotated by the rotational power transmitted from the crankshaft 210, and the rotation of the second main shaft 120 is the other of the odd transmission gear stage and the even transmission gear stage (even transmission gear in the present embodiment). To the drive shaft 130 via the stage.

As shown in FIG. 5, the first main shaft 110 and the second main shaft 120 of this embodiment are rotatably supported by shafts via bearings (needle bearings) 47a and 48a. The second main shaft 120 is pivotally supported by the sleeve portion 194 of the primary driven gear 192 via a bearing (needle bearing) 196. Further, the primary driven gear 192 is axially supported by the transmission case 43 via a bearing (ball bearing) 47 in the sleeve portion 194. As a result, the first main shaft 110 and the second main shaft 120 are rotatably mounted in the mission case 43 via bearings (ball bearings) 47 and 48 as shown in FIG.

The first clutch 140 and the second clutch 160 are connected to one end side of the first main shaft 110 and the second main shaft 120, here, the right side of the vehicle.

Specifically, the first main shaft 110 is connected to the first clutch 140 at one end (right side) end (right end) 110a, and the second main shaft 120 is connected to one end (right side). The end (right end) 120a is connected to the second clutch 160.

The first clutch 140 and the second clutch 160 are disposed on the first and second

main shafts

110 and 120 on the left and right sides of the transmission 30 at the ends opposite to the side where the drive chain 9 is disposed. . As described above, since the first clutch 140 and the second clutch 160 are arranged in the transmission 30, the arrangement of the drive chain 9 that transmits the driving force to the rear wheel 6 is not hindered.

The first main shaft 110 receives rotational power from the crankshaft 210 via the first clutch 140, and the second main shaft 120 receives rotational power from the crankshaft 210 via the second clutch 160. .

The camshaft drive unit 220 and the generator 230 are disposed at both ends of the crankshaft 210, respectively. The camshaft drive unit 220 and the generator 230 are driven by the rotation of the crankshaft 210 driven by the engine 20.

Instead of the generator 230, as an engine accessory (Accessory Drive), an engine starter for driving the engine, a cooling fan (Cooling fan) driven by the engine, a pump such as a water pump, and the like are provided at one end of the crankshaft 210. You may provide in a part.

The cam shaft drive unit 220 drives a valve system cam shaft (cam valve shaft) 226 of the engine 20 as shown in FIGS. As shown in FIGS. 1 to 4, the cam shaft drive unit 220 includes a cam chain 222 and a cam gear 224 around which the cam chain 222 is wound.

The cam gear 224 is fixed to the crankshaft 210 and rotates as the crankshaft 210 rotates. The cam chain 222 is wound around a gear of a cam valve shaft 226 that drives an intake / exhaust valve. As a result, the cam gear 224 is rotated by the rotation of the crankshaft 210, and the cam valve shaft 226 is rotated via the cam chain 222 along with the rotation.

As described above, in the cam shaft driving unit 220, the cam chain 222 rotates as the cam gear 224 rotates. As the cam chain 222 rotates, the cam valve shaft 226 wound around the cam chain 222 via a gear rotates. Thus, in the engine 20, the intake and exhaust valves (the intake cylinder (IN) and the exhaust valve (EX) are shown by the two cylinders on the left side in the figure in FIG. 4) by the rotation of the cam of the cam valve shaft 226. The plug 26 is driven by two cylinders).

As shown in FIGS. 3 and 4, the generator 230 is spaced apart from the left and right in plan view across the cam drive unit 220 and the vehicle center plane passing through the vehicle center line CL.

The first clutch 140 is coupled to a pull rod (release rod: connecting rod) 172 that is moved by a first actuator 176 in the first connection / disconnection drive unit 170. The operation of the first clutch 140 is controlled by the ECU 50 via the first connecting / disconnecting drive unit 170 (including the first actuator 176), and odd-numbered gears (first speed gears 112, 131, third speed gears 114, 133, and fifth speeds) are controlled. The power transmission of the odd-numbered gear stage having the gears 116 and 135) group is performed. The first clutch 140 connects and disconnects the crankshaft 210 and the first main shaft 110 by displacement of a first pressing portion 148 (refer to FIGS. 3 and 5 for details) that moves and moves in the axial direction. The axial direction (clutch axial direction) in the clutch 140 means the axial direction of the clutch (extending direction of the axis). Similarly, the axial direction described for each component is an axial direction (direction in which the axis extends) associated with each component. In particular, the first clutch 140, the second clutch 160, the first main shaft 110, and the second main shaft 120 have the same axial direction (axial direction) (the coaxial direction, here the coaxial line J (FIGS. 3 and 5). Means the direction of extension).

The second clutch 160 includes a moving rod 181 (main push rod (main pressing rod) 182, swivel 183, sub push rod (sub pressing rod) that is moved by the second actuator 188 in the second connection / disconnection drive unit 180. Part) 184). The operation of the second clutch 160 is controlled by the ECU 50 via the second connection / disconnection drive unit 180 (including the second actuator 188), and an even number of gears (second speed gear 132, fourth speed gear 134 and sixth speed gear 126) group The power transmission of even-numbered gear stages having The second clutch 160 disconnects the crankshaft 210 and the second main shaft 120 by displacement of a second pressing portion 168 (refer to FIGS. 3 and 5 for details) that moves and moves in the axial direction (clutch axial direction). Touch. The details of the second clutch 160 will be described later together with the first clutch 140.

The odd gear stage and the even gear stage are arranged so as to connect the other end side of the first main shaft 110 and the second main shaft 120 to the drive shaft 130. Specifically, on the other end side of the first main shaft 110 and the second main shaft 120, the

gears

112, 114, 116, 122, 124, which constitute the transmission gear stage together with the gears 131 to 136 of the

drive shaft

130, 126 is arranged.

The

gears

112, 114, 116, 122, 124, 126, 131 to 136 are appropriately selected by a shift operation by the shift mechanism 60, so that rotational power is output to the drive shaft 130 via a desired transmission gear stage. The

The drive shaft 130 is disposed rearward, and a sprocket 138 is fixed to one end portion (left end portion) thereof. A drive chain 9 is wound around the sprocket 138. When the sprocket 138 rotates with the rotation of the drive shaft 130, the driving force is transmitted to the rear wheel 6 (see FIG. 1) that is a driving wheel via the drive chain 9.

Here, each of the

gears

112, 114, 116, 122, 124, 126, 131 to 136 constituting the transmission gear stage will be described with reference to FIG. 2 and FIG.

The fixed gear (first speed compatible gear) 112 is formed integrally with the first main shaft 110 and rotates together with the first main shaft 110. The fixed gear 112 meshes with the first speed gear 131 of the drive shaft 130.

The fifth gear 116 is in a state in which movement in the axial direction is restricted between the fixed gear 112 corresponding to the first speed and the spline gear 114 corresponding to the third speed, and the movement of the first main shaft 110 is restricted. It is mounted so that it can rotate around its axis. The fifth speed gear 116 meshes with the spline gear 135 (fifth speed compatible gear) of the drive shaft 130.

The spline gear (3-speed gear) 114 rotates on the first main shaft 110 at a position closest to the first clutch 140 and rotates with the rotation of the first main shaft 110 and is slidable in the axial direction. ing. The third speed gear 114 meshes with the third speed gear 133 of the drive shaft 130. The spline gear 114 is connected to the shift fork 612, and moves on the first main shaft 110 in the axial direction by the movement of the shift fork 612.

The third speed gear 114 moves on the first main shaft 110 toward the fifth speed gear 116 and engages with the fifth speed gear 116, and rotates around the axis of the fifth speed gear 116 on the first main shaft 110. The movement (idling) is regulated. When the third gear 114 is engaged with the fifth gear 116, the third gear 114 fixes the fifth gear 116 to the first main shaft 110 and rotates integrally with the rotation of the first main shaft 110. Make it possible.

The fixed gear (second speed compatible gear) 122 is formed integrally with the second main shaft 120 and rotates together with the second main shaft 120. The second gear 122 is meshed with the second gear 132 of the drive shaft 130.

The sixth speed gear 126 is disposed on the second main shaft 120 at a position spaced apart from the second speed corresponding gear 122 and the fourth speed corresponding gear 124. The sixth speed gear 126 is rotatably attached around the axis of the second main shaft 120 in a state where movement in the axial direction is restricted. The 6-speed gear 126 meshes with the 6-speed gear 136 of the drive shaft 130.

The spline gear (4-speed gear) 124 is arranged on the second main shaft 120 at the other end portion side of the first main shaft 110, that is, at the end portion on the left side of the vehicle (side away from the second clutch 160). Has been. The 4-speed gear 124 is mounted on the second main shaft 120 so as to rotate along with the rotation of the second main shaft 120 and to be slidable in the axial direction. The 4-speed gear 124 meshes with the 4-speed gear 134 of the drive shaft 130. The 4-speed gear 124 is connected to the shift fork 613, and moves on the second main shaft 120 in the axial direction by the movement of the shift fork 613.

The 4-speed gear 124 moves on the second main shaft 120 to the 6-speed gear 126 side and engages with the 6-speed gear 126, and rotates around the axis of the 6-speed gear 126 on the second main shaft 120. The movement (idling) is regulated. By engaging the 4-speed gear 124 with the 6-speed gear 126, the 4-speed gear 124 fixes the 6-speed gear 126 to the second main shaft 120 and rotates integrally with the rotation of the second main shaft 120. Make it possible.

In the drive shaft 130, the 1st to 4th speed gears 131 to 134 are rotatably provided around the drive shaft 130 in a state where the movement of the drive shaft 130 in the axial direction is prohibited.

The spline gear (5-speed gear) 135 is attached to the drive shaft 130 so as to be slidable in the axial direction while being restricted from rotating by spline engagement. The fifth gear 135 is connected to the shift fork 611 of the shift mechanism 60, and moves on the drive shaft 130 in the axial direction by the movement of the shift fork 611.

The spline gear (6-speed gear) 136 is attached to the drive shaft 130 so as to be slidable in the axial direction while being restricted from rotating by spline engagement. The 6-speed gear 136 is connected to the shift fork 614 of the shift mechanism 60, and moves on the drive shaft 130 in the axial direction by the movement of the shift fork 614.

These spline gears 114, 124, 135, 136 function as transmission gears and function as dog selectors. The spline gears 114, 124, 135, 136 move in the axial direction, so that the transmission gears adjacent to each other in the axial direction (the fifth gear 116, the sixth gear 126, the first gear 131, the third gear 133, the second gear) The gear 132 and the fourth speed gear 134) are connected to each other by a dog mechanism. In other words, the spline gears 114, 124, 135, 136 and the transmission gears adjacent to each other in the axial direction are formed with concavity and convexity portions that are fitted to each other. Rotate integrally.

In the first gear position, the spline gear (third gear) 114 on the first main shaft 110 is separated from the fifth gear 116 and meshes with the third gear 133 on the drive shaft 130. The spline gear (fifth gear) 135 on the drive shaft 130 moves to the first gear 131 side, moves away from the third gear 133, and engages with the first gear 131 to move to the first gear. The gear 131 is connected. As a result, the first speed gear 131 is integrally fixed to the drive shaft 130 via the spline gear 135. At this time, the third speed gear 133 that meshes with the spline gear 114 of the first main shaft 110 and the fifth speed gear 116 that meshes with the spline gear 135 of the drive shaft 130 are idled about their respective axes.

In the second gear position, the spline gear (fourth gear) 124 on the second main shaft 120 is separated from the sixth gear 126 and meshes with the fourth gear 134 on the drive shaft 130. The spline gear (6-speed gear) 136 on the drive shaft 130 moves to the 2nd-speed gear 132 side, moves away from the 4th-speed gear 134, and engages with the 2nd-speed gear 132. The gear 132 is connected. As a result, the second gear 132 is integrally fixed to the drive shaft 130 via the spline gear 136. At this time, the fourth speed gear 134 that meshes with the spline gear 124 of the second main shaft 120 and the sixth speed gear 126 that meshes with the spline gear 136 of the drive shaft 130 are idled around their respective axes.

In the third gear position, the spline gear (third gear gear) 114 on the first main shaft 110 is separated from the fifth gear 116 and meshes with the third gear 133 on the drive shaft 130. Further, the spline gear (5-speed gear) 135 on the drive shaft 130 moves to the 3rd-speed gear 133 side, moves away from the 1st-speed gear 131, and engages with the 3rd-speed gear 133 so that the 3rd-speed gear 133 is engaged. Connected to the gear 133. As a result, the third speed gear 133 is integrally fixed to the drive shaft 130 via the spline gear 135. At this time, the first speed gear 131 that meshes with the fixed gear 112 of the first main shaft 110 and the fifth speed gear 116 that meshes with the spline gear 135 of the drive shaft 130 are idled around their respective axes.

In the fourth gear position, the spline gear (fourth gear) 124 on the second main shaft 120 is separated from the sixth gear 126 and meshes with the fourth gear 134 on the drive shaft 130. Further, the spline gear (6-speed gear) 136 on the drive shaft 130 moves toward the 4-speed gear 134, moves away from the 2-speed gear 132, and engages with the 4-speed gear 134. 134. As a result, the fourth speed gear 134 is integrally fixed to the drive shaft 130 via the spline gear 136. At this time, the second speed gear 132 that meshes with the fixed gear 122 of the second main shaft 120 and the sixth speed gear 126 that meshes with the spline gear 136 of the drive shaft 130 are idled around their respective axes.

In the fifth gear position, the spline gear (third gear gear) 114 on the first main shaft 110 moves to the fifth gear 116 side and engages with the fifth gear 116 to become the fifth gear 116. Link. As a result, the fifth speed gear 116 is integrally fixed to the first main shaft via the spline gear 114. Further, the spline gear (5-speed compatible gear) 135 on the drive shaft 130 is separated from both the first-speed gear 131 and the third-speed gear 133 and meshes with the fifth-speed gear 116 at a position not connected to both. At this time, the first speed gear 131 and the third speed gear 133 on the drive shaft 130 meshing with the fixed gear 112 and the spline gear 114 of the first main shaft 110 are in a state of being idle around the axis of the drive shaft 130, respectively.

In the sixth speed gear position, the spline gear (fourth speed compatible gear) 124 on the second main shaft 120 moves to the sixth speed gear 126 side and engages with the sixth speed gear 126, thereby causing the sixth speed gear 126. Connect to As a result, the sixth speed gear 126 is integrally fixed to the second main shaft 120 via the spline gear 124. Further, the spline gear 136 on the drive shaft 130 is separated from both the second speed gear 132 and the fourth speed gear 134 and meshes with the sixth speed gear 126 at a position not connected to both. At this time, the 2nd speed gear 132 and the 4th speed gear 134 on the drive shaft 130 meshing with the fixed gear 122 and the spline gear 124 of the second main shaft 120 are in a state of idling around the axis of the drive shaft 130, respectively.

As described above, the spline gears 114, 124, 135, 136 of the transmission mechanism 100 are appropriately moved in the axial direction by the shift forks 611 to 614, whereby the gear shift is performed in the transmission 30.

Thus, the gear shift performed on the

gears

112, 114, 116, 122, 124, 126, 131 to 136 in the transmission mechanism 100 is performed by the shift forks 611 to 614 that are movable by the rotation of the shift cam 61 in the shift mechanism 60. Is called.

In this speed change mechanism 100, the driving force of the engine 20 from the crankshaft 210 is independent of the system including the first clutch 140 and the first main shaft 110 and the system including the second clutch 160 and the second main shaft 120. Are output to the drive shaft 130 from the two systems. Then, the driving force is transmitted from the drive shaft 130 to the driven sprocket 11 via the sprocket 138 and the drive chain 9, and the rear wheel 6 rotates.

(2-2) Shift mechanism 60
The shift mechanism 60 performs gear shift in the transmission 30 by moving the spline gears 135, 114, 124, 136 of the transmission mechanism 100 in the axial direction via the shift forks 611 to 614.

Specifically, the shift mechanism 60 includes a shift fork 611 to 614, a shift cam 61 that rotates to move the shift fork 611 to 614, a shift cam drive device 62 that rotationally drives the shift cam 61, a motor 63, Part 64.

The shift forks 611 to 614 are connected to the spline gears 135, 114, 124, and 136 at the tip portions, and are respectively long.

The shift forks 611 to 614 are installed between the spline gears 135, 114, 124, and 136 and the shift cam 61. The shift forks 611 to 614 are arranged apart from each other in the axial direction of the shift cam 61. The shift cam 61 is arranged in parallel with the first main shaft 110, the second main shaft 120, and the drive shaft 130. The shift forks 611 to 614 are arranged so as to be parallel to each other, and are arranged so as to be movable in the axial direction of the rotation shaft of the cylindrical shift cam 61.

In the shift forks 611 to 614, the base end side pin portion is movably disposed in each of the four cam grooves 61a to 61d formed on the outer periphery of the shift cam 61. That is, the shift forks 611 to 614 are followers with the shift cam 61 as the original joint, and the shapes of the cam grooves 61a to 61d of the shift cam 61 make it possible to connect the first main shaft 110, the second main shaft 120, and the drive shaft 130. Slide in the axial direction.

The shift cam 61 is driven and controlled by the ECU 50 via the shift cam driving device 62. The shift cam 61 rotates around a rotation axis arranged in parallel with the first and second

main shafts

110 and 120 and the drive shaft 130. The shift cam 61 is rotationally driven by the driving force of the motor 63 transmitted to the shift cam driving device 62 via the transmission unit 64. By this rotation, at least one of the shift forks 611 to 614 moves in the axial direction of the rotation shaft in accordance with the shape of the cam grooves 61a to 61d.

The shift forks 611 to 614 slide and follow the rotation of the shift cam 61 having the cam grooves 61a to 61d. As a result, the spline gears 135, 114, 124, and 136 connected to the tip ends of the shifted shift forks 611 to 614 move in the axial direction on the respective shafts inserted through the respective inner diameters. The shift cam 61 is provided with a shift cam rotation angle sensor (not shown). This shift cam rotation angle sensor detects the gear position and outputs it to the ECU 50. Thereby, the gear shift of the transmission 30 (transmission mechanism 100) is performed via ECU50.

In the present embodiment, when the driver depresses the upshift button or the downshift button of the shift switch 5a, a signal indicating this (hereinafter referred to as a shift signal) is output from the shift switch 5a to the ECU 50. .

ECU50 controls the 1st and 2nd connection /

disconnection drive parts

170 and 180, the motor 63, and the engine 20 (the engine output adjustment device which is not shown in detail) based on the input shift signal. By this control, one of the first and

second clutches

140 and 160, or both of these

clutches

140 and 160 are disconnected, and the shift cam 61 rotates, and the transmission 30 (transmission mechanism 100) is gear-shifted. .

The shift mechanism 60 is efficiently arranged in the transmission 30 in the space above the transmission mechanism 100, in other words, above the engine unit 40 and below the fuel tank 7b. For example, the shift cam 61 in the shift mechanism 60 is disposed behind the first main shaft 110 and the second main shaft 120 and above the drive shaft 130. In addition, the motor 63 in the shift mechanism 60 is disposed obliquely in front of the first main shaft 110 and the second main shaft 120.

The shift switch 5a may be replaced with a shift pedal. In this case, the shift pedal is provided with a shift sensor such as a potentiometer, and the rotation amount of the shift pedal is measured and output to the ECU 50. Further, the ECU 50 incorporates a storage device such as a memory, for example, and stores control information of the first and second connection /

disconnection drive units

170 and 180, the motor 63, and the engine 20 corresponding to the rotation direction and gear position of the shift pedal. Keep it. With this configuration, when the shift pedal is rotated more than a preset angle, the ECU 50 controls the first and second connection /

disconnection drive units

170 and 180 and the motor 63 based on the rotation direction of the shift pedal and the gear position. The engine 20 is controlled.

Here, a more specific configuration of the transmission mechanism 100 of the transmission 30 will be described.

(2-3) Configuration of Transmission Mechanism 100 of Transmission FIG. 5 is an enlarged cross-sectional view of a main part of the transmission mechanism in the engine unit of FIG.

As shown in FIGS. 3 and 5, the speed change mechanism 100 is disposed in a unit case 41 of an engine unit 40 that integrally includes the engine 20.

In the unit case 41, the crankshaft 210 and the balance shaft 240 are disposed in parallel to each other in the left-right direction inside the crankcase 42. A hollow mission case 43 is formed in part in communication with the rear side of the crankcase 42 so as to communicate therewith. The speed change mechanism 100 is disposed in an area including the mission case 43. Specifically, in the transmission case 43, a central portion and a left side portion of the double shaft portion by the first main shaft 110 and the second main shaft 120, a drive shaft 130, and gears constituting the shift stage are arranged. It is installed.

In this unit case 41, a cam shaft driving unit cover 44 that covers the cam shaft driving unit 220 from the right side is detachably attached to the right end portion of the crank case 42. The camshaft drive unit cover 44 is independently fixed to the crankcase 42 with bolts.

Further, a generator cover 45 that covers the generator 230 from the left side is detachably attached to the left end portion of the crankcase 42. A clutch cover 46 that houses the first clutch 140 and the second clutch 160 is detachably attached to the right end of the mission case 43. The first clutch 140 or the first clutch 140 and the second clutch 160 can be attached and detached by removing the clutch cover 46 to expose the first clutch 140 to the outside.

The balance shaft 240 in the crankcase 42 is parallel to the crankshaft 210 and is rotatably disposed.

The balance shaft 240 functions as a counterweight together with the crankshaft 210. The balance shaft 240 is arranged corresponding to a couple generated in the crankshaft 210, and prevents this couple from being transmitted to the vehicle as vibration. Here, the balance shaft 240 is disposed in front of the crankshaft 210 and the transmission case 43 and below the cylinder 23 of the engine 20.

The balance shaft 240 meshes with a balancer drive gear 212 fixed to the crankshaft 210 via a balancer driven gear 242 attached to one end. The balance shaft 240 rotates with the rotation of the crankshaft 210 via the balancer driving gear 212 and the balancer driven gear 242.

The crankshaft 210 has a balancer driving gear 212, a plurality of crank webs 214, and an external toothed web 216. As shown in FIG. 4, the crankshaft 210 is connected to the piston 24 in the cylinder 23 via the connecting rod 22.

The cylinder 23 is arranged side by side along the extending direction of the

shafts

110, 120, and 130 so as to be positioned at a substantially central portion in the left-right direction of the vehicle or the engine unit 40. Here, the engine 20 has four cylinders (four cylinders) and is arranged such that two cylinders are arranged with the vehicle center plane or the approximate center in the left-right direction of the engine unit 40 interposed therebetween. It is also possible to use an engine with two or more cylinders.

The crankshaft 210 is rotatably attached to the crankcase 42 with both end portions protruding from both end sides of the crankcase 42.

The cam gear 224 of the cam shaft drive unit 220 is fixed to one end (right side) of the left and right ends of the crankshaft 210, and the rotor 232 of the generator 230 is fixed to the other end (left side). Is attached. The camshaft drive unit 220 and the generator 230 are driven by the rotation of the crankshaft 210, respectively.

In the generator 230, a stator 234 is disposed on the inner periphery of the rotor 232, and power is generated by the rotation of the rotor 232.

In the crankshaft 210, the externally toothed web 216 is a web provided on one end side (right side) of the crankshaft 210 among the plurality of crank webs 214. The external gear web 216 is an external gear (primary drive gear) having gear teeth formed on the outer periphery, and meshes with the primary driven gear 192 of the speed change mechanism 100. By this meshing, the rotation of the crankshaft 210, that is, the power of the engine 20 is transmitted from the external toothed web 216 to the primary driven gear 192.

The primary driven gear 192 is rotatably provided on the same axis as the first main shaft 110 and the second main shaft 120.

The primary driven gear 192 transmits rotational power to the first main shaft 110 and the second main shaft 120 via the first clutch 140 and the second clutch 160.

Here, the primary driven gear 192 is formed to project radially on the outer periphery of the cylindrical sleeve portion 194 disposed on the outer periphery of the second main shaft 120.

The primary driven gear 192 includes an input unit 190 that inputs the driving force (corresponding to rotational power) of the engine 20 to the speed change mechanism 100 together with the sleeve unit 194.

As shown in FIG. 5, the sleeve portion 194 is attached via a needle bearing 196 (see FIGS. 3 and 5) so as to surround the outer periphery of the second main shaft 120 in the mission case 43. Accordingly, the sleeve portion 194 and the primary driven gear 192 are rotatable in the circumferential direction along the outer periphery of the cylindrical second main shaft 120.

Further, the sleeve portion 194 is rotatably mounted in the mission case 43 via a bearing (ball bearing) 47 fitted on the outer periphery. The bearing 47, along with the sleeve portion 194, supports the second main shaft 120 and the first main shaft 11 in the second main shaft 120 so that they can rotate independently of each other with the same axis.

The sleeve portion 194 is rotatably disposed on the outer periphery on the one end side (right side) of the second main shaft 120 in a state where movement in the axial direction is restricted.

Specifically, when the rib 194a formed on the outer periphery of the sleeve portion 194 contacts the right side of the inner ring of the bearing 47, the movement of the sleeve portion 194 to the left side is restricted. Further, the circlip 194b assembled to the outer periphery of the other end side (left side) of the sleeve portion 194 contacts the left side of the inner ring of the bearing 47, whereby the movement of the sleeve portion 194 to the right side is restricted. . As described above, the input portion 190 (the sleeve portion 194 and the primary driven gear 192) is restricted from moving in the axial direction in the mission case 43 and is rotatable in the circumferential direction.

A first clutch 140 and a second clutch 160 connected to one end side (right side) of the first main shaft 110 and the second main shaft 120 are respectively connected to one end side (right side) of the primary driven gear 192 of the input unit 190. It is arranged.

The first clutch 140 and the second clutch 160 are provided adjacent to one end side (right side) of the first main shaft 110 and the second main shaft 120. In other words, the first clutch 140 is coaxially connected to the one end portion 110a of the first main shaft 110 protruding from the one end portion 120a side of the second main shaft 120, and the first pressing portion 148 is connected to the first main shaft 110. It is arranged at a position separated from 110 to the right. The second clutch 160 is coaxially adjacent to the first clutch 140 on the other end side (left side) of the first clutch 140 and is coaxially connected to the one end 120 a of the second main shaft 120. Further, the second pressing portion 168 of the second clutch 160 is disposed on the outer peripheral side of the first main shaft 110 so as to be separated from the second main shaft 120 to one end portion side (right side). This will be described in detail below.

The first pressing portion 148 and the second pressing portion 168 are located on the other end side (left side) by urging and are connected to the first clutch 140 and the second clutch 160 in a normal state. The first connecting / disconnecting drive unit 170 and the second connecting / disconnecting drive unit 180 are connected to the first pressing unit 148 and the second pressing unit 168 at one end side (right side) via a pull rod (connecting rod unit) 172 and a moving rod unit 181. The first clutch 140 and the second clutch 160 are disconnected respectively.

As shown in FIGS. 3 and 5, a first clutch housing (hereinafter referred to as “first housing”) 142 of the first clutch 140 and a clutch housing (hereinafter referred to as “second housing”) 162 of the second clutch 160, Are integrally fixed to the input unit 190. That is, the first housing 142 and the second housing 162 rotate integrally around the axis of the first main shaft 110 and the second main shaft 120 (synonymous with the axis J) as the primary driven gear 192 rotates. .

The first clutch 140 includes a first housing 142 and a first clutch boss 144, a friction plate 146, a clutch plate 147, and a first pressing portion 148 in the first housing 142.

The first housing 142 is formed in a cylindrical shape having a bottom portion opened at the center. A first clutch boss 144 is disposed inside the first housing 142. The first clutch boss 144 is fixed to one end of the first main shaft 110 and is rotatable within the first housing 142.

In the first clutch boss 144, as shown in FIG. 5, a flange portion 144 b is provided projecting in a radial direction from a boss hub 144 a attached to the outer periphery of the one end portion 110 a of the first main shaft 110 via a spline. A cylindrical hub 144c is provided on the outer peripheral portion protruding from the flange portion 144b so as to surround the flange portion 144b. The outer peripheral surface of the hub 144c faces the inner peripheral surface of the first housing. External splines are formed in the axial direction on the outer peripheral surface of the hub 144c. An internal spline is formed on the inner periphery of the plurality of clutch plates 147, and is arranged in mesh with the external spline on the outer peripheral surface of the hub 144c. The clutch plate 147 is restricted from moving in the circumferential direction by the spline with respect to the hub 144c, and is movable in the spline direction (axial direction). In the first clutch 140, the plurality of clutch plates 147 that rotate together with the hub 144 c and the plurality of friction plates 146 that rotate together with the first housing 142 are alternately stacked.

A plurality of friction plates 146 are attached to the inner peripheral surface of the first housing 142 so as to be movable in the axial direction and restricted in movement in the circumferential direction.

The friction plate 146 and the clutch plate 147 are in contact with each other by being pressed by the first pressing portion 148 disposed in the first housing 142 so as to face the first clutch boss 144.

In the first clutch 140, the clutch plate 147 and the friction plate 146 are pressed or separated by pressing or releasing the first pressing portion 148. As a result, the first housing 142 and the first clutch boss 144 can be freely connected (released or engaged). That is, in the first clutch 140, the transmission of torque between the first housing 142 and the first clutch boss 144 is released by the pressing or release of the first pressing portion 148.

The first pressing portion 148 is disposed on one end side (right side) of the first clutch boss 144 so as to cover the first clutch boss 144 from one end side (right side) of the first clutch boss 144 in the first housing 142. ing.

The first pressing portion 148 is provided so as to be movable along the axial direction by the first connecting / disconnecting drive portion 170. As a result, the first pressing portion 148 moves in the direction away from the first clutch boss 144 along the axial direction (the direction of the arrow H). The first pressing portion 148 receives the urging force (other urging force) of the disc spring 148b generated toward the other end side (left side) and connects the first clutch 140. In addition, the first connection / disconnection drive unit 170 moves the first pressing portion 148 to one end side (right side) against the urging force (other urging force) by the disc spring 148b via the pull rod (connection rod portion) 172. The first clutch 140 is disconnected by moving.

More specifically, the first pressing portion 148 includes a pressure plate 148a and a disc spring (diaphragm spring) 148b disposed on the outer side (right side) of the plurality of friction plates 146, and one end of the disc spring 148b on the outer periphery. A retained retainer 148c.

The pressure plate 148a has an annular shape here. The pressure plate 148a is disposed on the outermost side (right side) of the friction plate 146 on the outermost side (right side) of the plurality of friction plates 146 so as to be movable in the axial direction within the first housing 142. The pressure plate 148a biases the opposing friction plate 146 to the left by a disc spring 148b.

In the disc spring 148b, one end portion locked to the retainer 148c is the tip portions of a plurality of tongue-like fingers formed from the annular outer peripheral portion toward the center. The other end of the disc spring 148b is formed by an annular outer peripheral portion. The other end portion (the outer peripheral side as viewed from the shaft center) is assembled and fixed from the opening edge portion of the first housing 142, and is engaged with a rib 1422 protruding toward the shaft center side. Thereby, the disc spring 148b is interposed between the outer periphery of the retainer 148c and the rib 1422 fixed to the first housing 142. The disc spring 148b has an outer diameter that increases from one end side to the other end side, and biases the pressure plate 148a toward the friction plate 146 side (the other end side and the left side of the vehicle). . On the other end side (left side) of the first housing 142, a base portion that protrudes toward the axial center side is provided to face the rib 1422.

Therefore, by the biasing of the disc spring 148b, in FIG. 5, the plurality of friction plates 146 and the clutch plate 147 stacked alternately are biased to the left side. The plurality of friction plates 146 and the clutch plate 147 are restricted from moving to the left by the base portion of the first housing 142, and are in contact with each other in a state where they are pressed against each other by a biasing force of the disc spring 148b. is doing.

In the state of the first clutch 140 shown in FIG. 5, the first housing 142 having the friction plate 146 and the first clutch boss 144 having the clutch plate 147 are connected. That is, in a state where the plurality of friction plates 146 and the clutch plate 147 are pressed against each other and rubbed, the first clutch boss 144 rotates when the first housing 142 rotates.

The retainer 148c is attached to the holding portion 173 at the tip of the pull rod 172 in the first connection / disconnection drive unit 170 via a needle bearing 149 so as to be rotatable about the axis of the pull rod 172. The pull rod 172 is disposed on a coaxial line (axis line J) with the first main shaft 110, and moves on the coaxial line with the first main shaft 110 together with the holding portion 173 by the operation of the first connection / disconnection drive unit 170. That is, the retainer 148c is moved in the axial direction while being rotatable with respect to the pull rod 172 by being pulled to one end side, that is, the right side by the pull rod 172.

As described above, the first connecting / disconnecting drive unit 170 moves the retainer 148c, so that the retainer 148c supports the biasing force (pressing force toward the friction plate 146) of the disc spring 148b and biases the pressure plate 148a. Unload.

The first connecting / disconnecting drive unit 170 connects / disconnects the first clutch 140, that is, connects the first housing 142 and the first clutch boss by the first pressing unit 148 (so-called engaged state), and releases the connected state (so-called “so-called” state). (Release state). Here, the first connecting / disconnecting drive unit 170 includes a pull rod 172 having a retainer 148c attached to the holding unit 173 at the tip, a pinion shaft 174, an arm unit 175, and a first actuator 176 (see FIG. 2). Have. The first connection / disconnection drive unit 170 is of a so-called outer pull type.

Here, a rack and pinion type release mechanism is applied to the pull rod 172 and the pinion shaft 174. A base end portion of the pull rod 172 is inserted into the clutch cover 46. A rack is formed at the base end of the pull rod 172. A pinion gear formed at one end of the pinion shaft 174 meshes with the rack. The pinion shaft 174 is rotatably attached to the clutch cover 46 in a direction orthogonal to the pull rod 172. The other end portion of the pinion shaft 174 is exposed to the outside of the clutch cover 46, and an arm portion 175 is attached to the other end portion so as to be orthogonal to the pinion shaft 174. The arm portion 175 is rotated by driving the first actuator 176.

As described above, the first connection / disconnection drive unit 170 has the pull rod (connection flange portion) 172 disposed on the outer side of the one end portion 110 a (right side) of the first clutch 140 and connected to the first pressing portion 148. . The 1st connection / disconnection drive part 170 moves the 1st press part 148 to an axial direction by advancing / retreating this pull rod 172 to one end part side (right side).

Here, the first actuator 176 for driving the arm portion 175 is a master-slave actuator as shown in FIG. 2, and the rotation of the arm portion 175 is controlled by the clutch master cylinder 1761. The clutch master cylinder 1761 is driven by an electric actuator body 1762.

The clutch master cylinder 1761 includes a cylinder 1763, a piston 1764 and an air release pipe 1765 provided in the cylinder 1762.

A push rod 1766 is connected to the actuator body 1762. The push rod 1766 moves the piston 1764 in the cylinder 1763 by pushing the piston 1764 of the clutch master cylinder 1761. When the tip of the piston 1764 moves in the cylinder 1762 so as to block the inlet of the air release pipe 1765, the force from the actuator body 1762 is transmitted to the slave cylinder 1768 via the hydraulic pressure in the pipe 1767. When the tip of the piston 1764 does not block the inlet of the atmosphere opening pipe 1765, the force from the actuator body 1762 is not transmitted to the slave cylinder 1768.

Slave cylinder 1768 rotates pinion shaft 174 by rotating arm portion 175. The rotation of the pinion shaft 174 causes the pull rod 172 to move in the axial direction of the first main shaft 110 and the second main shaft 120.

FIG. 6 is a view showing a state (release state) in which the first clutch 140 is disengaged in the speed change mechanism 100 of FIG.

As shown in FIG. 6, the pressing to the friction plate 147 by the first pressing portion 148 is released. That is, the disc spring 148b releases the pressure on the friction plate 146 by the retainer 148c moving to the right (H direction).

Thereby, the friction state between the friction plate 146 and the clutch plate 147 is released, and the joining state between the first housing 142 and the first clutch boss 144 via the friction plate 146 and the clutch plate 147 is released. That is, the first clutch 140 is released (see FIG. 6).

As described above, in the first pressing portion 148, the retainer 148c is moved by the first connecting / disconnecting driving portion 170, so that the pressure on the friction plate 147 by the disc spring 148b can be released. By releasing the pressing, the friction state of the friction plate 147 and the clutch plate 146 pressing each other is released.

Returning to FIG. 5, the second clutch 160 includes a second housing 162, and a second clutch boss 164, a clutch plate 167, a friction plate 166, and a second pressing portion 168 in the second housing 162.

The second housing 162 is formed in a bottomed cylindrical shape, and the bottom is fixed to the right side surface of the primary driven gear 192 in the input unit 190. The first housing 142 is overlapped so as to cover the opening side of the second housing 162, and is fixed to the opening side end portion of the second housing 162 via a bolt. The first main shaft 110 and the second main shaft 120 are inserted through the inner centers of the first housing 142 and the second housing 162. Inside the second housing 162, a second clutch boss 164 fixed to one end of the second main shaft 120 is rotatably disposed.

In the second clutch boss 164, a flange portion 164b is provided so as to protrude in the radial direction from a boss hub 164a attached to the outer periphery of the one end portion 120a of the second main shaft 120 via a spline. A cylindrical hub 164c is provided on the outer peripheral portion protruding from the flange portion 164b so as to surround the flange portion 164b. The outer peripheral surface of the hub 164c faces the inner peripheral surface of the second housing. External splines are formed in the axial direction on the outer peripheral surface of the hub 164c. Internal tooth splines are formed on the inner diameters of the plurality of clutch plates 167, and are arranged in mesh with the external tooth splines on the outer peripheral surface of the hub 164c. The clutch plates 167 are restricted from moving in the circumferential direction by the splines with respect to the hub 164c, and are movable in the spline direction (axial direction). In the second clutch 160, the plurality of clutch plates 167 that rotate together with the hub 164c and the plurality of friction plates 166 that rotate together with the second housing 162 are alternately stacked.

A plurality of friction plates 166 are attached to the inner peripheral surface of the second housing 162 so as to be movable in the axial direction and restricted in movement in the circumferential direction.

The friction plate 166 and the clutch plate 167 are in contact with each other in a pressed state by being pressed by the second pressing portion 168 disposed opposite to the second clutch boss 164 in the second housing 162.

In the second clutch 160, the clutch plate 167 and the friction plate 166 are pressed or separated by pressing or releasing the second pressing portion 168. As a result, the second housing 162 and the second clutch boss 164 can be freely connected (released or engaged). That is, in the second clutch 160, torque transmission between the second housing 162 and the second clutch boss 164 is released by pressing or releasing the second pressing portion 168.

The second pressing portion 168 is arranged on the outer peripheral side of the first main shaft 110 protruding from one end portion (right end portion) 120a of the second main shaft 120 on the other end side (left side) of the first clutch 140. . Specifically, the second pressing portion 168 is disposed at one end side of the second clutch boss 164 in the second housing 162 so as to cover the second clutch boss 164 from one end side (right side) of the second clutch boss 164. On the right).

The second pressing portion 168 is provided so as to be movable along the axis (here, synonymous with the axis J) by the second connection / disconnection drive unit 180. As a result, the second pressing portion 168 moves in the direction away from the second clutch boss 164 along the axial direction (direction of arrow H). The second pressing portion 168 receives the urging force of the disc spring 168b generated toward the other end side (left side) and connects the second clutch 160. Further, the second connection / disconnection drive unit 180 moves the second pressing portion 168 to one end side (right side) against the urging force of the disc spring 168b via the moving hook portion 181 to move the second clutch 160. Disconnect.

The second pressing portion 168 is disposed in a region surrounded by the second housing 162 and the bottom surface of the first housing 142, and the first main shaft 110 is inserted through the center thereof.

The second pressing portion 168 includes a pressure plate 168a opposed to the plurality of friction plates 166 on the outside (right side), a disc spring (diaphragm spring) 168b, and a retainer in which one end of the disc spring 168b is engaged with the outer periphery. 168c.

The pressure plate 168a has an annular shape here. The pressure plate 168a is disposed on the outermost side (right side) of the outermost (right side) friction plate 166 of the plurality of friction plates 166 so as to be movable in the axial direction within the second housing 162. The pressure plate 168a urges the opposing friction plate 166 to the left by a disc spring 168b.

In the disc spring 168b, one end portion locked to the retainer 168c is the tip end portions of a plurality of tongue-like fingers formed from the annular outer peripheral portion toward the center. Further, the other end portion of the disc spring 168b is constituted by an annular outer peripheral portion. The other end portion (the outer peripheral side when viewed from the axial center) is engaged with the bottom surface portion 1424 of the first housing 142. Thereby, the disc spring 168b is interposed between the outer periphery of the retainer 168c and the bottom surface portion 1424 of the first housing 162. The disc spring 168b has an outer diameter that increases from the retainer 168c side toward the first housing 142 side, and biases the pressure plate 168a toward the friction plate 166 side (the other end side and the left side of the vehicle). Yes.

By this urging, in FIG. 5, the plurality of alternately stacked friction plates 166 and clutch plates 167 are urged to the left side, and the movement to the left side is restricted by the bottom of the second housing 162 and pressed against each other. In contact with frictional force.

In the state of the second clutch 160 shown in FIG. 5, the second housing 162 having the friction plate 166 and the second clutch boss 164 having the clutch plate 167 are connected. That is, in a state where the plurality of friction plates 166 and the clutch plate 167 are pressed against each other and rubbed, the second clutch boss 164 rotates when the second housing 162 rotates.

The disc spring 168b is released from the pressed state by moving the retainer 168c toward one end (right side).

The retainer 168c is attached to a collar part (supporting cylinder part) 186 via a needle bearing 187 so as to be rotatable in the circumferential direction.

The collar portion 186 is disposed in the second housing 162 and the first housing 142 so as to surround the outer periphery of the first main shaft 110 protruding from the second main shaft 120.

FIG. 7 is an enlarged view of the mounting portion of the collar portion of the second pressing portion in the speed change mechanism of FIG. In FIG. 7, for convenience, some components are hatched so that they can be easily distinguished from other components.

As shown in FIG. 7, the collar portion 186 is provided at the cylindrical collar body 186 a disposed on the outer periphery of the first main shaft 110 and the other end portion side of the collar body 186 a, that is, the left end portion. A collar flange 186b.

A retainer 168c is fixed to the collar flange 186b via a needle bearing 187. Thereby, the needle bearing 187 of the collar portion 186 has the retainer 168c attached to the outer periphery of the collar body 186a so as to be rotatable in the circumferential direction.

The collar body 186a is attached to the outer periphery of the first main shaft 110 protruding from the end portion 120a of the second main shaft 120 via a pin 185 so as to be reciprocally movable in the axial direction.

8 and 9 are views showing a connection structure between the second pressing portion and the first main shaft portion in the speed change mechanism, and are cross-sectional views taken along line EE in FIGS. 8 and 7, and FIG. It is FF sectional drawing.

As shown in FIGS. 5, 7, and 8, the pin 185 passes through the long hole (through hole) 118 of the first main shaft 110 and passes through the central axis of the first main shaft 110. It is constructed over the diameter of the color main body 186a.

The elongated hole 118 is located at the other end side (left side) of the first main shaft 110 at one end portion than the connection portion with the first clutch 140 (connection portion between the first main shaft 110 and the first clutch boss 144). ) Extending in the axial direction and penetrating in a direction perpendicular to the axis (a direction orthogonal to the first main shaft 110). The elongated hole 118 is formed in a portion of the first main shaft 110 that protrudes from the one end portion 120a of the second main shaft 120 to the one end portion side, including the one end portion 110a. In this portion, the long hole 118 is formed at one end side from the end face of the one end portion 120 a of the second main shaft 120 and at the other end side from the connection portion with the clutch boss 114.

The long hole 118 penetrates the diameter of the first main shaft 110 and is formed along the axial direction. The long hole 118 is formed to be slightly longer by enclosing the length of movement of the pin 185, that is, the distance of movement of the second pressing portion 168 including the retainer 168c through the collar portion 186 to which the pin 185 is fixed. ing.

Also, the pin 185 passes through the collar main body 186a, the first main shaft 110, and the sub push rod 184 of the second connection / disconnection drive unit 180 disposed in the first main shaft 110. Both ends of the pin 185 are blocked by the inner peripheral surface of the cylindrical retainer 168c, and the axial movement of the pin 185 is restricted. That is, the pin 185 is loosely fitted in the elongated hole 118 of the first main shaft 110 exposed in the first housing 142 and the second housing 162.

2, 3, 5, and 7, the second connecting / disconnecting drive unit 180 connects / disconnects the second clutch 160, that is, connects the second housing 162 and the second clutch boss by the second pressing unit 168. Release the state (so-called engage state).

Here, as shown in FIGS. 3, 5, 7, and 8, the second connection / disconnection drive unit 180 includes a sub push rod 184 having a collar portion 186 fixed via a pin 185, a swivel portion 183, and the like. The main push rod 182 and the second actuator 188 that moves the main push rod 182 are included. In other words, the second connecting / disconnecting drive unit 180 is configured to move in the first main shaft 110 so as to be movable in the axial direction (here, the axis J direction) (main push rod 182, swivel unit 183, sub push rod). 184).

The second connection / disconnection drive unit 180 includes a collar portion (supporting cylinder portion) 186 that coaxially and rotatably supports the second pressing portion 168 on the outer periphery of the first main shaft 110. Further, the second connection / disconnection drive unit 180 is inserted into a long hole (through hole) 118 formed in the one end portion 110a of the first main shaft 110 so as to extend in the direction of the axis (here, the axis line J). It has a pin (joining member) 185 that joins the portion 186 and the moving collar (specifically, the sub push rod 184). The second connection / disconnection drive unit 180 moves the second pressing portion 168 in the axial direction by moving the moving collar 181 on the other end side (left side) of the first main shaft 110.

As shown in FIGS. 5 and 9, the sub push rod 184, the swivel portion 183, and the main push rod 182 are arranged in the first main shaft 110 with the central axis of the main push rod 182 (here, the axis J shown in FIG. 5). Are arranged in a row so as to pass on the same axis.

The first main shaft 110 communicates with a main hollow portion 119a that opens to the other end side, and a main hollow portion 119a, and has an inner diameter smaller than that of the main hollow portion 119a, and a sub hollow portion 119b formed on one end side. And having.

The main push rod 182 is rotatably disposed in the main hollow portion 119a in the first main shaft 110. The main push rod 182 has a base end portion (left end portion in the transmission 30) protruding outward from the other end portion of the first main shaft 110 and a distal end portion (right end portion) 1821 that is a sub-hollow. It is inserted into the end of the part 119b.

The main push rod 182 is driven from the other end side (left side) to the one end side side (right side) by driving the second actuator 188 (specifically, the slave cylinder 1888 shown in FIG. 3) of the second connection / disconnection drive unit 180. It is arranged to be movable.

In the second actuator 188, as shown in FIG. 2, the movement of the main push rod 182 is controlled by a clutch master cylinder 1881. The clutch master cylinder 1881 is driven by an electric actuator body 1882.

The clutch master cylinder 1881 includes a cylinder 1883, a piston 1884 provided in the cylinder 1883, and an air release pipe 1885.

A push rod 1886 is connected to the actuator body 1882. The push rod 1886 moves the piston 1884 in the cylinder 1883 by pushing the piston 1884 of the clutch master cylinder 1881.

When the tip of the piston 1884 moves in the cylinder 1883 so as to block the inlet of the air release pipe 1885, the force from the actuator body 1882 is transmitted to the slave cylinder 1888 via the hydraulic pressure in the pipe 1887. When the tip of the piston 1884 does not block the inlet of the air release pipe 1885, the force from the actuator body 1882 is not transmitted to the slave cylinder 1888.

Slave cylinder 1888 is connected to second pressing portion 168 of second clutch 160 via main push rod 182, swivel portion 183 and sub push rod 184 inserted into first main shaft 110. Slave cylinder 1888 moves main push rod 182 by the force from actuator body 1882.

By the movement of the main push rod 182, the tip end 1821 of the main push rod 182 moves in the sub hollow portion 119b so that the adjacent swivel portion 183 can be pressed to one end side (right side). .

As shown in FIG. 7, the secondary hollow portion 119b communicates with a long hole 118 formed at a predetermined location on the outer peripheral wall surrounding the secondary hollow portion 119b.

In the sub hollow portion 119b, a sub push rod 184 is disposed so as to be movable in the axial direction of the first main shaft 110 with the pin 185 protruding outward from the elongated hole 118. The sub push rod 184 is disposed adjacent to the swivel portion 183 in the sub hollow portion 119b.

5 and 7 transmits the movement of the main push rod 182 to the sub push rod 184 and divides the rotation of both the main push rod 182 and the sub push rod 184. Here, the swivel part 183 is a sphere disposed between the front end part 1821 of the main push rod 182 and the sub push rod 184 in the sub hollow part 119b. The swivel portion 183 is in point contact with both the main push rod 182 and the sub push rod 184, and blocks the rotation of the sub push rod 184 from being transmitted to the main push rod 182.

The sub push rod 184 is pressed via the swivel part 183 when the main push rod 182 moves to one end side (in the direction of arrow H) by the second actuator 188, and moves to the one end side.

In the first main shaft 110, a lubricating oil passage OL is formed between the main hollow portion 119a and the outer peripheral surface of the main push rod 182 in the main hollow portion 119a.

This lubricating oil passage OL communicates with the lubricating oil passage of the engine unit 40 at the other end portion (left end portion) of the first main shaft 110. Further, the lubricating oil passage OL is connected to the swivel portion on the one end portion (right end portion) side of the first main shaft 110 via an axial groove 1821a (see FIG. 7) formed on the outer surface of the tip end portion 1821. The outer surface of 183 and the sub push rod 184 communicates with the inner peripheral surface of the first main shaft 110.

Thereby, in the speed change mechanism 100, the supply of the lubricating oil to the swivel portion 183 and the sub push rod 184 is lubricated from the end portion on the other end portion (left end portion) side of the first main shaft 110 to the lubricating oil passage OL. It is only necessary to supply oil. Thereby, the supply of the lubricating oil to the swivel part 183 and the sub pushrod 184 can be performed together with the supply to the main push rod 182.

Furthermore, as shown in FIGS. 8 and 9, a recess 184 c is formed on the outer periphery of the sub push rod 184 so as to extend along the axial direction of the sub push rod 184. The concave portion 184c is an oil passage and forms a lubricating oil passage OL2 surrounded by the inner peripheral wall of the sub hollow portion 119b. Lubricating oil is supplied to the recess 184c through the lubricating oil passage OL.

That is, the lubricating oil that has reached the sub push rod 184 through the lubricating oil passage OL passes through the recess (184c) on the outer periphery of the sub push rod 184 and the sub hollow portion 119b (lubricating oil passage OL2). It is supplied to the end of one end 110a.

The operation when the clutch is disengaged in the second clutch 160 configured as described above, that is, when the clutch is released will be described.

In the state shown in FIG. 5, that is, when the second clutch 160 is released in the engaged state, the second actuator 188 is driven to move the main push rod 182 to the right.

7, when the main push rod 182 moves to the right side in the first main shaft 110, the main push rod 182 presses the swivel portion 183. The swivel portion 183 that is pressed moves the sub push rod 184 to the right by pressing it.

When the sub push rod 184 moves to one end side (right side), the pin 185 inserted through the sub push rod 184 is also guided by the elongated hole 118 and moves along with this movement.

As the pin 185 moves, the collar portion 186 integrally joined to the sub push rod 184 via the pin 185 moves to one end side (right side) on the outer periphery of the first main shaft 110.

FIG. 10 is an enlarged cross-sectional view showing a state after movement of the collar portion of the second pressing portion in FIG. FIG. 11 is a view showing a state where the second clutch is disengaged in the speed change mechanism of FIG.

As shown in FIG. 10, when the collar portion 186 moves, the retainer 168c moves in the pressing portion 168 in the same direction against the urging force of the disc spring 168b. As a result, as shown in FIG. 11, the pressure plate 168a that has pressed the friction plate 166 is unloaded via the disc spring 186c, and the second clutch 160 is released.

Thus, the main push rod 182 is freely inserted in the first main shaft 110 and is movable in the axial direction by being pressed from the other end side (left side) of the first main shaft 110. Further, the sub push rod 184 is disposed in the first main shaft 110 so as to be movable in the axial direction with respect to the first main shaft 110, and a pin (joining member) 185 inserted through the long hole (through hole) 118. It is joined to the collar part (supporting cylinder part) 186 via

The swivel portion 183 is disposed between the main push rod 182 and the sub push rod 184, transmits the pressure of the main push rod 182 to the sub push rod 184, and divides the rotation of the main push rod 182 and the sub push rod 184. To do.

The second connection / disconnection drive unit 180 includes a second actuator 188 that presses the main push rod 182 in the first main shaft 110 on the other end side (left side) of the first main shaft 110. The second connecting / disconnecting drive unit 180 presses the main push rod 182 with the second actuator 188 and moves the sub push rod 184 to one end side (right side), thereby moving the second pressing unit 168 to one end side (right side). ) To disengage the second clutch 160.

Next, the case where both the first clutch 140 and the second clutch 160 are released in the transmission mechanism 100 will be described.

FIG. 12 is a view showing a state in which the first clutch 140 and the second clutch 160 are disengaged in the speed change mechanism of FIG.

First, an instruction to release both the first clutch 140 and the second clutch 160 is sent via the ECU 50 (see FIG. 2) to the first connecting / disconnecting drive unit 170 (see FIG. 2) and the second connecting / disconnecting drive unit 180 (see FIG. 2). 2).

Then, the 1st connection / disconnection drive part 170 (refer FIG. 2) drives, the pull rod 172 is moved, and the press state by the 1st press part 148 is released. That is, as shown in FIG. 12, the retainer 148c is moved in the same direction by moving the pull rod 172 to one end side (right side of the vehicle) (in the arrow H direction). As a result, the pressure plate 148a presses the friction plate 146 via the disc spring 148b. As a result, the friction state between the friction plate 146 and the clutch plate 147 is released, and the joined state between the first housing 142 and the first clutch boss 144 via the friction plate 146 and the clutch plate 147 is released. That is, the first clutch 140 is released.

In the first clutch 140, the first pressing portion 148 is attached to the holding portion 173 so as to be rotatable in the circumferential direction. Therefore, even if the first housing 142 is rotating with the rotation of the primary driven gear 192, the first pressing portion 148 rotates following the first housing 142 regardless of this rotation, and the friction plate 146 can be pressed or released.

On the other hand, in response to an instruction from the ECU 50 (see FIG. 2), in the second connection / disconnection drive unit 180 (see FIG. 2), the second actuator 188 (see FIG. 2) moves the main push rod 182 to move the swivel unit 183. Then, the sub push rod 184 is moved to one end side (the right side of the vehicle).

As the sub push rod 184 moves, the collar 186 moves in the same direction (H direction). Along with the movement of the collar portion 186, the retainer 168c moves in one end side (right side of the vehicle) direction (arrow H direction) in the second pressing portion 168. The movement of the retainer 168c releases the pressure on the friction plate 166 and the clutch plate 167 by the pressure plate 168a via the disc spring 168b.

The retainer 168c of the second pressing portion 168 is rotatably attached to the collar portion 186. For this reason, even if the retainer 168c and the collar portion 186 are relatively rotating with the rotation of the primary driven gear 192 or the first main shaft 110, the second pressing portion 168 is not affected by this rotation but the pressure plate 168a. The friction plate 166 can be pressed or released from the position.

As described above, in the transmission 30 according to the present embodiment, the plurality of

clutches

140 and 160 are arranged adjacent to one side in the left-right direction of the vehicle. Specifically, the plurality of

clutches

140 and 160 are disposed on the opposite side of the left and right sides of the vehicle from the side on which the drive chain 11 is disposed. Out of the plurality of

clutches

140, 160, an outer clutch, that is, a clutch (first clutch 140) located on the opposite side of the main shaft on the right side of the vehicle (first clutch 140) from the right side of the vehicle. Controlled using a release mechanism.

Further, among the plurality of

clutches

140 and 160, the inner clutch is a rod (main push rod 182, swivel portion 183, and sub push rod 184) inserted into the main shaft (first main shaft 110) from the left side of the vehicle. ) To control. The inner clutch referred to here is a clutch on the side where the transmission gear of the main shaft is present (here, the second clutch 160 located on the left side of the vehicle).

By the way, when a conventional transmission as shown in Patent Document 1 or Patent Document 2 is mounted on a motorcycle, engine oil is used as a pressure medium (hereinafter referred to as ATF) that is supplied into the clutch and controls connection / disconnection of the clutch. It is assumed that However, engine oil has a high viscosity, and it is considered that a clutch required for a motorcycle cannot be operated quickly and smoothly, resulting in poor controllability. Therefore, when the conventional transmission is mounted on a motorcycle and considering the operability of the clutch, the ATF needs to be prepared separately from the engine oil, and a space for storing the oil is required.

However, unlike the conventional transmission, the transmission 30 according to the present embodiment does not connect or disconnect the clutch by supplying ATF to either the first clutch 140 or the second clutch 160.

In the transmission 30, the arm plate 175, the pinion shaft 174, and the pull rod 172 are moved so that the clutch plate 147 and the friction plate 146 of the first clutch 140 are brought into contact with and separated from each other. In the transmission 30, the clutch plate 167 and the friction plate 166 of the second clutch 160 are brought into contact with and separated from each other by moving the main push rod 182, the swivel unit 183, and the sub push rod 184.

Thus, it is not necessary to prepare an ATF for controlling connection / disconnection of the clutch separately from the engine oil, a space for storing the oil is not required, and the transmission 30 can be made compact.

Further, the first actuator 176 and the second actuator 188 that connect and disconnect the first clutch 140 and the second clutch 160 are of a master slave type. Since the master slave type has a low fluid viscosity, it enables a fine response with good controllability when controlling the clutch operation.

The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

The entire disclosure of the specification, drawings and abstract contained in the Japanese application of Japanese Patent Application No. 2012-087653 filed on April 6, 2012 is incorporated herein by reference.

A transmission according to the present invention, a vehicle including the same, and a saddle-ride type vehicle are provided with a plurality of clutches, and reduce power loss related to clutch operation even during traveling, and have a simple configuration and high controllability. It has the effect of realizing a transmission and is useful as a twin clutch type transmission mounted on a motorcycle.

6 Rear Wheel 10 Motorcycle 20 Engine 20a Cylinder Head 23 Cylinder 30 Transmission 40 Engine Unit 41 Unit Case 42 Crank Case 43 Mission Case 44 Cam Shaft Drive Unit Cover 46 Clutch Cover 47 Bearing 50 ECU
60 shift mechanism 63 motor 64 transmission unit 100 speed change mechanism 110 first main shaft (first main shaft)
118 long hole (through hole)
119a Main hollow portion 119b Sub hollow portion 120 Second main shaft (second main shaft)
130 Drive shaft (output shaft)
138 Sprocket 140 First clutch 142 First housing 144 First clutch boss

144a Boss hub

144b Flange portion 144c Hub 146, 166

Friction plate

147, 167 Clutch plate 148 First

pressing portion

148a,

168a Pressure plate

148b,

168b Disc spring

148c, 168c Retainer 160 Second clutch 162 Second housing 164 Second clutch boss

164a Boss hub

164b Flange portion 164c Hub 168 Second pressing portion 170 First connection / disconnection drive portion 172 Pull rod (connection rod portion)
173 Holding part 174 Pinion shaft 175 Arm part 176 1st actuator 180 2nd connection / disconnection drive part (connection / disconnection drive part)
181 Moving collar 182 Main push rod (Main pressing collar)
183 Swivel part 184 Sub push rod (sub pressing rod part)
185 pin 186 collar (support tube)

186a Collar body

186b Collar flange

187, 196 Needle bearing 188 Second actuator 190 Input section 192 Primary driven gear 194 Sleeve section 210 Crankshaft 214 Crank web 216 Web with external teeth 220 Cam shaft drive section 226 Cam valve shaft 230 Generator 240 Balance shaft 1821 Push rod tip

Claims

A cylindrical first main shaft that rotates by rotational power transmitted from the crankshaft and transmits the rotation to the output shaft through one of the odd-numbered gear stage and the even-numbered gear stage;
A cylindrical second main shaft that rotates by rotational power transmitted from the crankshaft, and that transmits the rotation to the output shaft through the other transmission gear stage among the odd transmission gear stage and the even transmission gear stage;
A first clutch that connects and disconnects the crankshaft and the first main shaft by displacement of a first pressing portion that moves in the clutch shaft direction;
A transmission having a second clutch that connects and disconnects the crankshaft and the second main shaft by displacement of a second pressing portion that moves in a clutch shaft direction,
The first main shaft extends parallel to the crankshaft and is inserted coaxially through the second main shaft in a state where one end side that is one side in the left-right direction is projected. It ’s free to move,
The first clutch is coaxially connected to one end of the first main shaft protruding from one end of the second main shaft,
The second clutch is disposed adjacent to and coaxially with the first clutch on the other end portion side of the first clutch, and is coaxially connected to one end portion of the second main shaft,
The second pressing portion is disposed on the outer peripheral side of the first main shaft protruding from the one end portion of the second main shaft on the other end portion side of the first clutch,
The transmission is
A moving collar portion that is arranged so as to be movable in the axial direction that is coaxial within the first main shaft, and a support tube portion that rotatably supports the second pressing portion on the outer periphery of the first main shaft. The first main shaft is inserted into a through hole formed in the one end portion of the first main shaft so as to extend in the axial direction on the other end side of the connecting portion with the first clutch and penetrate in the direction perpendicular to the shaft. A joining member that joins the cylindrical portion and the moving hook portion, and moves the second pressing portion in the axial direction by moving the moving hook portion on the other end side of the first main shaft. Contact drive,
Further comprising
Transmission device.
The second pressing portion receives the urging force generated toward the other end side and connects the second clutch,
The connection / disconnection drive unit moves the second pressing portion to the one end side against the urging force via the moving hook portion to disconnect the second clutch.
The transmission according to claim 1.
The moving collar is
A main pressing collar portion that is loosely inserted into the first main shaft and is movable from the other end side of the first main shaft to be movable in the axial direction;
A sub-pressing flange portion that is disposed in the first main shaft so as to be movable in the axial direction with respect to the first main shaft, and is joined to the support cylinder portion via the joining member that is inserted into the through hole. ,
It is arranged between the main pressing collar and the sub pressing collar, transmits the pressure of the main pressing collar to the auxiliary pressing collar and divides the rotation of the main pressing collar and the auxiliary pressing collar. The swivel
Have
The connecting / disconnecting drive unit is
A second actuator that presses the main pressing rod in the first main shaft on the other end side of the first main shaft; By moving the second pressing portion to the one end side and disengaging the second clutch.
The transmission according to claim 2.
A lubricating oil path is provided between the first main shaft and the moving collar portion in the first main shaft.
The transmission according to claim 1.
The first clutch is disposed on the outer side of one end portion of the first clutch, and has a connecting rod portion connected to the first pressing portion, and the first and second connecting portions are moved forward and backward to the one end portion side. Other connecting / disconnecting drive parts for moving the pressing part in the axial direction,
Further comprising
The transmission according to claim 1.
The first pressing portion is connected to the first clutch by receiving another urging force generated toward the other end side,
The other connecting / disconnecting drive unit moves the first pressing portion to the one end side against the other urging force via the connecting rod portion to disconnect the first clutch.
The transmission according to claim 5.
A vehicle comprising the transmission according to claim 1.
A saddle-ride type vehicle comprising the transmission according to claim 1.