WO2015104995A1

WO2015104995A1 - Transmission synchronizing device

Info

Publication number: WO2015104995A1
Application number: PCT/JP2014/084046
Authority: WO
Inventors: 隆雄上野; 拓矢野村
Original assignee: 本田技研工業株式会社
Priority date: 2014-01-09
Filing date: 2014-12-24
Publication date: 2015-07-16
Also published as: JP6351631B2; CN105849442B; CN105849442A; JPWO2015104995A1

Abstract

A cross section (A3) of an intermediate section (151-1c, 151-2c) of a fork shaft (151-1, 151-2) is formed into an ellipse, and the major axis of the ellipse is a first direction (S1) of high rigidity and the minor axis of the elliptical shape is a second direction (S2) of low rigidity. In addition, the first direction (S1) is arranged so as to be along a straight line (L3) connecting a first load acting point (P1) on which a load (F1) generated by a drive member (121) engaging with an engaging section (131a) acts, and a second load acting point (P2) on which a load (F2) by way of a fork section (141) driving a sleeve (191) acts.

Description

Transmission synchronizer

The present invention relates to a synchronizer for a transmission including a sleeve for synchronizing rotation of a rotating shaft and a gear, and a shift fork for sliding the sleeve.

Conventionally, for example, as shown in Patent Document 1, in addition to manual transmission (MT), various transmissions such as AMT (Automatic Manual Transmission) and dual clutch transmission have a plurality of transmission gear trains, and the driver The gear shift is changed by the operation of the shift lever or the drive of the actuator mechanism, and the gears of each gear are engaged. Thus, the wheels are driven by converting and outputting the power of the engine according to the traveling conditions. In such a transmission, a synchronization device (synchromesh) is provided as a mechanism for performing a shift operation quickly and easily by reducing a synchro load (shift operation load) at the time of a shift that involves switching of the meshing state of gears. Mechanism).

The synchronous device as described above is slidable in the axial direction of the rotation shaft, and is engaged with the hub and the gear, which are fixed relative to the rotation shaft, and a hub fixed to the rotation shaft. A sleeve (synchro sleeve) that synchronizes the rotation of the rotating shaft and the gear by mating, a shift fork for axially sliding the sleeve, and a shift fork shaft to which the shift fork is attached. Then, according to the movement of the shift fork shaft in the axial direction, the sleeve is slid in the axial direction by the shift fork to form a predetermined gear.

By the way, in the shift fork of the synchronous device as described above, when the rigidity of the fork shaft (bending rigidity with respect to load) is low, the deformation of the fork shaft due to the load becomes large. There is a risk of deterioration of sex. In particular, high-performance sports cars are required to have high driving performance such as acceleration performance, so that quick gear shifting is required. Therefore, the fork shaft needs to have high rigidity because of functional requirements on the vehicle side.

However, thickening the fork shaft as a measure to increase the rigidity of the fork shaft leads to an increase in the weight of the fork shaft and the shift fork. As the weight of the fork shaft and the shift fork increases, the smooth operation of the fork shaft and the shift fork is impeded and the responsiveness of gear shift is deteriorated. For these reasons, it is an object of the fork shaft and the shift fork to simultaneously achieve high rigidity and light weight.

In the prior art described in Patent Document 2, the cross section of the fork shaft has anisotropy in order to reduce the offset force due to the left and right unbalance of the shift fork and the wear resulting therefrom. That is, when the length of the arm of the shift fork differs from side to side, the rigidity of the cross section of the fork shaft is anisotropic, and the distance between the center line extending in the direction of the strongest rigidity and the claw of the long arm is The balance of stiffness is improved by making the distance between the short arm portion and the claws shorter.

However, the technique described in Patent Document 2 aims to adjust the balance of the shift fork, and does not consider improvement in the rigidity and weight reduction of the fork shaft itself. Even if uneven wear or the like does not occur in the shift fork according to the technique of Patent Document 2, if the rigidity of the fork shaft itself is low, the deformation of the fork shaft due to the load is large, which causes a delay in switching gear stages and responds There is still the risk of causing a decline.

JP, 2013-181612, A International Publication WO 2012/153541

The present invention has been made in view of the above-described point, and an object thereof is to provide a synchronizer of a transmission capable of achieving both weight reduction and high rigidity of a fork shaft and a shift fork with a simple and inexpensive configuration. It is to do.

The present invention for solving the above-mentioned problems comprises a rotation shaft (SS), a hub (92) fixed to the rotation shaft (SS), and a gear relatively rotatably arranged on the rotation shaft (SS) (42) and slidable in the axial direction of the rotating shaft (SS), and by engaging the hub (92) and the gear (42), the rotation of the rotating shaft (SS) and the gear (42) is synchronized And a shift fork (131) for sliding the sleeve (191), wherein the shift fork (131) is a drive for driving the shift fork (131). An engaging portion (131a) with which the member (121) engages, a fork portion (141) engaged with the outer periphery of the sleeve (191), and a fitting portion (161-1) for fitting the fork shaft (151) 161-2) A base (161), and at least a part of the cross section (A3) of the fork shaft (151) has high rigidity of the fork shaft (151) in a plane (H) orthogonal to the axis of the fork shaft (151) The driving member (121) has a first direction (S1) and a second direction (S2) in the plane (H) which is lower in rigidity than the first direction (S1), and the first direction (S1) The first load action point (P1) on which the load (F1) generated by engaging the engaging portion (131a) acts, and the load (F2) on which the fork portion (141) drives the sleeve (191) The fork shaft (151) is disposed in a direction along a straight line (L3) connecting the second load application point (P2).

According to the synchronizer of the transmission according to the present invention, the cross section of at least a part of the fork shaft is a first direction in which the fork shaft has high rigidity in a plane perpendicular to the axis of the fork shaft; It is configured to have a second direction lower in rigidity than one direction. In addition, the shift fork is disposed so that the first direction in which the rigidity is high coincides with the direction along the straight line connecting the first load application point and the second load application point. Can be made to coincide with the direction in which the fork shaft stiffness is high. Thereby, it is possible to reduce the deformation of the fork shaft due to the load while securing the weight reduction of the shift fork. Therefore, it is possible to promptly complete the switching of the shift position accompanied by the in-gear operation by the shift fork, and to improve the response of the shift position switching.

Further, in the above-described transmission synchronization device, the first direction (S1) may be the direction in which the rigidity of the fork shaft (151) is the highest in the above-described plane (H). According to this configuration, since the direction in which the rigidity of the fork shaft is the highest can be made to correspond to the direction of the load applied to the fork shaft, the deformation of the fork shaft due to the load can be more effectively suppressed.

Further, in the above-described transmission synchronization device, the cross section (A3) of the fork shaft (151) may have an elliptical shape in which the axial direction of the long axis coincides with the first direction (S1). According to this, it is possible to secure the rigidity of the fork shaft with a simple and inexpensive configuration. Further, rigidity anisotropy can be obtained only by compressively deforming a part of the fork shaft having a circular cross section in the radial direction to make it elliptical. Therefore, it can contribute to simplification and cost reduction of the manufacturing process of a fork shaft.

Further, in the above-described transmission synchronization device, the fork shaft (151-1, 151-2) has another circular cross section (A1), and the other cross section (A1) is the fork shaft (151). It may be a cross section of a portion (151-1a, 151-2a) to be fitted to the fitting portion (161-1, 161-2) in

Further, in the above-described transmission synchronization device, the fork shafts (151-1 and 151-2) are one end (151-1a, 1) fitted into the fitting portion (161-1 and 161-2). 151-2a), the other end (151-1b, 151-2b) slidably supported in the axial direction, one end (151-1a, 151-2a), and the other end ( 151-1 b and 151-2 b) and an intermediate portion (151-1 c, 151-2 c) between them, and the cross section (A3) of the intermediate portion (151-1 c, 151-2 c) is an elliptical cross section The cross section (A1) of one end (151-1a, 151-2a) may be a circular cross section.

According to this configuration, the cross section of the portion fitted to the fitting portion in the fork shaft can maintain its shape (original shape) as it is without deforming the fork shaft having a circular cross section. By deforming only part of the fork shaft, rigidity anisotropy can be obtained. In addition, since the fork shaft of the present invention can be configured by deforming a part of the conventional configuration of the fork shaft having a circular cross section as a whole, the conventional fork shaft can be diverted. Therefore, the manufacturing cost of the fork shaft and the shift fork can be kept low.

Further, in the above-mentioned synchronization device, the fork shafts (151-1, 151-2) may be formed in a hollow cylindrical shape. According to this configuration, by forming the fork shaft in a hollow cylindrical shape, weight reduction can be achieved while securing rigidity against a load.

Further, in the above-mentioned synchronous device, the fitting portions (161-1 and 161-2) are provided at respective end portions on both sides in the axial direction in the base portion (161), and the fork shaft (151) It may be divided into two fork shafts (151-1, 151-2) fitted in the fitting portions (161-1, 161-2).

According to this configuration, the fork shaft is divided into two fork shafts which are respectively fitted to the fitting portions on both sides of the base, so that a part of the fork shaft passing through the base is omitted. Since it becomes a structure, weight reduction of a shift fork can be achieved by that much.

In addition, since the diameter of the oval cross section of the fork shaft is increased in diameter in the long axis direction, it is impossible to assemble a shift fork by penetrating one fork shaft to the base as in the conventional structure. Therefore, as in the configuration described above, by providing fitting portions for fitting the fork shaft to each of both ends of the base and making the cross section of the portion fitted to the fitting portion in the divided fork shaft circular, The disadvantages as described above can be eliminated.

Further, in the above-mentioned synchronization device, a regulating member (181-1) for regulating relative rotation of fork shafts (151-1, 151-2) fitted in the fitting portions (161-1, 161-2). , 181-2).

According to this configuration, since the relative rotation of the fork shaft fitted in the fitting portion is restricted by the regulating member, the step of press-fitting the fork shaft into the fitting portion becomes unnecessary. In addition, since the relative rotation of the fork shaft is restricted by the restriction member, positioning of the elliptical cross section (positioning in the circumferential direction) is performed, so that high rigidity of the fork shaft with respect to the load can always be ensured.
The reference numerals in the parentheses above indicate the reference numerals of the constituent elements in the embodiments described later as an example of the present invention.

ADVANTAGE OF THE INVENTION According to the synchronizer of the transmission concerning this invention, coexistence of weight reduction and high-rigidity-ization of a fork shaft and a shift fork is attained by easy and cheap structure.

FIG. 1 is a skeleton view of a transmission provided with a synchronization device according to an embodiment of the present invention. It is a sectional side view which shows a synchronizer. It is a partial expansion perspective view which shows a part of gear operation mechanism. It is a partial expansion perspective view which shows a part of gear operation mechanism. It is a figure for demonstrating the operation | movement of the shift shaft (engagement piece for in-gear, engagement piece for off gear) of a gear operation mechanism, and a shift fork (protrusion). It is a perspective view of a shift fork. It is sectional drawing of a shift fork. FIG. 7A is a view seen from the X direction of FIG. 6, FIG. 6B is a view seen from the Y direction, and FIG. 6C is a view seen from the Z direction. It is a figure for demonstrating the load concerning a shift fork, (a) is the side view which looked at the shift fork from the axial direction of a fork shaft, (b) is a top view showing the projection piece of a shift fork.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a skeleton diagram of a transmission provided with a synchronization device according to an embodiment of the present invention. The transmission according to the present embodiment is a transmission mounted on a hybrid vehicle equipped with an engine (internal combustion engine) 2 and a motor (electric motor) 3 as drive sources.

The engine 2 is an internal combustion engine that generates driving power for causing a vehicle to travel by mixing fuel with air and burning it. Motor 3 generates a driving force for causing the vehicle to travel using electric energy of a battery (not shown) during cooperative traveling of engine 2 and motor 3 or traveling alone of motor 3 alone. While functioning as a motor, when decelerating the vehicle, it functions as a generator that generates electric power by regeneration of the motor 3. At the time of regeneration of the motor 3, the battery is charged by the electric power (regenerated energy) generated by the motor 3.

The transmission 4 is a parallel-shaft transmission with nine forward gears and one reverse gear, and is a twin clutch transmission. In the transmission 4, an inner main shaft (first input shaft) IMS connected to the engine output shaft 2a of the engine 2 and the motor 3, and an outer main shaft (second input shaft) forming an outer cylinder of the inner main shaft IMS ) OMS, secondary shaft (second input shaft) SS parallel to inner main shaft IMS, reverse shaft RVS, counter shaft (output shaft) CS parallel to these shafts, and output shaft OPS connected to differential mechanism 5 And are provided.

Of these shafts, the outer main shaft OMS is always engaged with the reverse shaft RVS and the secondary shaft SS, and the countershaft CS is further arranged to be always engaged with the differential mechanism 5 via the output shaft OPS.

The transmission 4 further includes a first clutch C1 for the odd gear and a second clutch C2 for the even gear. The first clutch C1 is coupled to the inner main shaft IMS. The second clutch C2 is coupled to the outer main shaft OMS (a part of the second input shaft), and through the gear 42 fixed on the outer main shaft OMS, the reverse shaft RVS and the secondary shaft SS (of the second input shaft Partially linked to

On the outer periphery of the inner main shaft IMS, the third gear drive gear 43, the fifth gear drive gear 45, the seventh gear drive gear 47, and the ninth gear drive gear 49 are sequentially from the right side (first clutch C1 side) in FIG. The first speed drive gear 41 is disposed. The third speed drive gear 43, the fifth speed drive gear 45, the seventh speed drive gear 47, and the ninth speed drive gear 49 are rotatable relative to the inner main shaft IMS, and the first speed drive gear 41 is the inner main shaft It is fixed to IMS. Furthermore, on the inner main shaft IMS, a 3-5-speed synchromesh mechanism (synchronization engagement device) 83 is provided axially slidably between the 3-speed drive gear 43 and the 5-speed drive gear 45, and Between the seventh speed drive gear 47 and the ninth speed drive gear 49, a 9-7 speed synchromesh mechanism (synchronization engagement device) 87 is provided slidably in the axial direction. The gear stages are coupled to the inner main shaft IMS by sliding a synchromesh mechanism (synchronous engagement device) corresponding to the desired gear stage to synchronize the gear stages. The gears and the synchromesh mechanism provided in association with the inner main shaft IMS constitute a first transmission mechanism GR1 for performing odd-numbered shifting. Each drive gear of the first transmission mechanism GR1 meshes with a corresponding driven gear provided on the counter shaft CS to rotationally drive the counter shaft CS.

On the outer periphery of the secondary shaft SS (second input shaft), the second speed drive gear 42, the fourth speed drive gear 44, the sixth speed drive gear 46, and the eighth speed drive gear 48 are relative to each other in order from the right in FIG. Are arranged rotatably. Furthermore, on secondary shaft SS, a 2-4 speed synchromesh mechanism (synchronous engagement device) 82 is provided slidably in the axial direction between second speed drive gear 42 and fourth speed drive gear 44, and Between the sixth speed drive gear 46 and the eighth speed drive gear 48, an 8-6 half synchromesh mechanism (synchronization engagement device) 86 is provided slidably in the axial direction. In this case as well, the gear stage is connected to the secondary shaft SS (second input shaft) by sliding the synchromesh mechanism (synchronous engagement device) corresponding to the desired gear stage to synchronize the gear stage. Ru. The gear and the synchromesh mechanism provided in association with the secondary shaft SS (second input shaft) constitute a second transmission mechanism GR2 for performing an even-numbered shift. Each drive gear of the second transmission mechanism GR2 also meshes with a corresponding driven gear provided on the counter shaft CS to rotationally drive the counter shaft CS. The gear 57 fixed to the secondary shaft SS is coupled to the gear 42 on the outer main shaft OMS, and is coupled to the second clutch C2 via the outer main shaft OMS.

A reverse drive gear 60 is relatively rotatably disposed on the outer periphery of the reverse shaft RVS. Further, on the reverse shaft RVS, a reverse synchromesh mechanism (synchronization engagement device) 85 is provided slidably in the axial direction corresponding to the reverse drive gear 60, and engaged with the gear 42 on the outer main shaft OMS. The mating idle gear 50 is fixed. When the vehicle travels in reverse, the synchromesh mechanism 85 is synchronized and the second clutch C2 is engaged, whereby the rotation of the second clutch C2 is transmitted to the reverse shaft RVS via the outer main shaft OMS and the idle gear 50. And the reverse drive gear 60 is rotated. The reverse drive gear 60 meshes with the gear 53 on the counter shaft CS, and when the reverse drive gear 60 rotates, the counter shaft CS rotates in the opposite direction to that at the time of forward movement. The reverse rotation of the countershaft CS is transmitted to the differential mechanism 5 via the gear 59 on the output shaft OPS.

On the counter shaft CS, in order from the right side in FIG. 1, the 2-speed driven gear 52 meshing with the 2-speed driving gear 42, the 3-speed driven gear 53 meshing with the 3-speed driving gear 43, the 4-speed driving gear 44 and the 5-speed A 4-5 speed driven gear 54 engaged with the drive gear 45, a 6-7 speed driven gear 56 engaged with the 6 speed drive gear 46 and the 7

speed drive gear

47, 8 engaged with the 8 speed drive gear 48 and the 9 speed drive gear 49 The -9th driven gear 58 is fixedly arranged. Further, on the counter shaft CS, a first speed driven gear 51 meshing with the first speed driving gear 41 is provided so as to be relatively rotatable via a first speed one-way clutch mechanism 81. The engagement / non-engagement of the first speed one-way clutch mechanism 81 is switched according to the relative rotational speed of the first speed driven gear 51 (inner main shaft IMS) and the counter shaft CS. Further, the third speed driven gear 53 meshes with the gear 59 on the output shaft OPS, whereby the rotation of the countershaft CS is transmitted to the differential mechanism 5 via the output shaft OPS.

In the transmission 4 of the above configuration, when the sleeve (synchro sleeve) of the 2-4 speed synchromesh mechanism 82 is slid rightward, the 2-speed drive gear 42 is coupled to the secondary shaft SS (2-speed in gear), and leftward When sliding, the fourth speed drive gear 44 is coupled to the secondary shaft SS (fourth speed in gear). When the sleeve of the 8-6 speed synchromesh mechanism 86 is slid rightward, the 6th speed drive gear 46 is coupled to the secondary shaft SS (sixth speed in gear), and when slid leftward, the 8th speed drive gear 48 is secondary It is coupled to the shaft SS (eight-speed in-gear). By thus engaging the second clutch C2 while selecting an even number of drive gears, the transmission 4 is set to an even number of gears (2-, 4-, 6-, or 8-speed). Ru.

Further, when the first speed one-way clutch mechanism 81 is in the engaged state, the first speed driven gear 51 is coupled to the counter shaft CS (first speed in gear), and the first speed is selected. On the other hand, when the sleeve of the 3-5th synchromesh mechanism 83 is slid to the right while the 1-speed one-way clutch mechanism 81 is not engaged, the 3-speed drive gear 43 is coupled to the inner main shaft IMS to shift the 3-speed When the gear is selected (third gear in gear) and slid leftward, the fifth gear gear 45 is coupled to the inner main shaft IMS to select the fifth gear (five gear in gear). In addition, when the sleeve of the 9-7th synchromesh mechanism 87 is slid rightward, the 7th drive gear 47 is coupled to the inner main shaft IMS, and the 7th gear is selected (7th in gear), and leftward When sliding, the ninth speed drive gear 49 is coupled to the inner main shaft IMS, and the ninth speed is selected (9th in gear). By engaging the first clutch C1 with the odd drive gear selected in this way, the transmission 4 is an odd gear (1st gear, 3rd gear, 5th gear, 7th gear or 9th gear) Set to

The first clutch C1 described above, the 1, 3, 5, 7, 9-speed drive gears 41, 43, 45, 47, 49 provided on the inner main shaft IMS, the 1-speed one-way clutch mechanism 81, 3-5 speeds The synchromesh mechanism 83 and the 9-7th synchro mesh mechanism 87 constitute a first transmission mechanism GR1 for setting an odd gear. Further, the second clutch C2 described above, the 2, 4, 6, 8 speed drive gears 42, 44, 46, 48 provided on the secondary shaft SS, the 2-4 speed synchromesh mechanism 82 and the 8-6 speed synchro The mesh mechanism 86 and the second transmission mechanism GR2 for setting the even gear stage are configured.

In the transmission 4, when the first clutch C1 is engaged, the driving forces of the engine 2 and the motor 3 are transmitted from the first clutch C1 to the first transmission mechanism GR1 via the inner main shaft IMS. On the other hand, when the second clutch C2 is engaged, the driving forces of the engine 2 and the motor 3 are transmitted from the second clutch C2 to the second transmission mechanism GR2 on the secondary shaft SS via the outer main shaft OMS.

Therefore, when the first clutch C1 is engaged with the first speed one-way clutch mechanism 81 engaged, the first speed is established, the 2-4 speed synchromesh mechanism 82 is moved to the right to set the second speed drive gear 42 to the secondary When the second clutch C2 is engaged in the state of being coupled to the shaft SS, the second gear is established, and the 3-5 gear synchromesh mechanism 83 is moved to the right to couple the third gear 43 to the inner main shaft IMS The third clutch is established when the first clutch C1 is engaged, and the second clutch C2 is engaged with the 3-5th synchromesh mechanism 83 moved left to couple the fifth drive gear 45 to the inner main shaft IMS. When engaged, the fifth gear is established. Similarly, by switching the engagement of the

synchromesh mechanisms

82, 83, 86, 87 and the first and second clutches C1, C2, each shift speed up to the ninth gear can be set.

When shifting up from the 1st gear side to the 9th gear side, the 2nd gear is preshifted while the 1st clutch C1 is engaged and the 1st gear is established, and the 1st clutch C1 is By releasing the engagement and engaging the second clutch C2, the second gear is established, and while the second clutch C2 is engaged and the second gear is established, the third gear is preshifted, The third clutch is established by disengaging the second clutch C2 and engaging the first clutch C1. Repeat this to repeat the shift up.

On the other hand, when downshifting from the 9th gear side to the 1st gear side, while the 9th gear is established by engaging the first clutch C1, the 8th gear is preshifted, and the 1st clutch C1 is By releasing the engagement and engaging the second clutch C2, the eighth gear is established, and while the second clutch C2 is engaged and the eighth gear is established, the seventh gear is preshifted, By releasing the second clutch C2 and engaging the first clutch C1, an eighth gear is established, and this is repeated to shift down. As a result, uninterrupted ups and downs of the driving force become possible.

Note that the determination of the gear position to be realized by the transmission 4 and the control for realizing the gear position (selection of the gear position in the first transmission mechanism GR1 and the second transmission mechanism GR2 (control to switch synchro), and The electronic control unit (control means) 10 controls the engagement of the clutch C1 and the second clutch C2, etc. This is performed based on the target shift speed determined in accordance with the map). That is, the shift to the target gear is performed according to the driving situation including the current vehicle speed and the driver's intention.

Next, the configuration of the synchromesh mechanism provided in the transmission 4 will be described. In the following description, the 2-4 speed synchromesh mechanism (synchronization device) 82 will be described, but the other synchromesh mechanisms have the same configuration. FIG. 2 is a cross-sectional view showing the synchromesh mechanism 82. As shown in FIG. The synchromesh mechanism 82 shown in the same figure is a synchronization device for the 2nd gear and the 4th gear included in the transmission 4 and is a synchronization coupling mechanism for the 2nd speed drive gear 42 disposed on both sides in the axial direction. A synchronous coupling mechanism for the fourth speed drive gear 44 is provided. Here, since the synchronous coupling mechanism for the 2-speed drive gear 42 and the synchronous coupling mechanism for the 4-speed drive gear 44 described above have substantially the same configuration in the axial direction, they will be described below for the 2-speed drive gear 42. The configuration and operation of the synchronous coupling mechanism will be mainly described. Moreover, in the following description, the term “axial direction” or “radial direction” refers to the axial direction and radial direction of the secondary shaft SS, and when “right” or “left” is referred to, along the axial direction of the secondary shaft SS in the state shown in FIG. Point to the right and to the left.

The synchromesh mechanism 82 is a mechanism for synchronously coupling the second speed drive gear 42 on the secondary shaft SS to the secondary shaft SS. The second speed drive gear 42 is relatively rotatably supported on the outer periphery of the secondary shaft SS via a needle bearing 91. An annular synchro hub 92 splined to the secondary shaft SS is disposed on one side of the second speed drive gear 42 in the axial direction, and is slid along the axial direction on the outer peripheral side of the synchro hub 92. A freely splined sleeve (synchro sleeve) 191 is installed. Spline teeth 92 a are formed on the outer peripheral surface of the synchro hub 92, and spline teeth 191 a that mesh with the spline teeth 92 a of the synchro hub 92 are formed on the inner peripheral surface of the synchro sleeve 191. The sleeve 191 is configured to move leftward and rightward from the neutral position shown in FIG. 2 by means of a shift fork 131 engaged with the recess 191b on the outer periphery.

A blocking ring 93 is installed in an annular recess 92 b formed in one side surface (a side surface on the second gear drive gear 42 side) of the synchro hub 92. The blocking ring 93 includes an outer ring 93a disposed radially outward, an inner ring 93b disposed radially inward, and a synchro cone sandwiched between the outer ring 93a and the inner ring 93b in the radial direction. And 93c.

A gear dog 94 integrally formed with the 2-speed drive gear 42 is provided at an end of the 2-speed drive gear 42 on the blocking ring 93 side, and a dog tooth 94 b is formed on the outer periphery of the gear dog 94 . Dog teeth 93 d are formed on the outer periphery of the outer ring 93 a. The dog teeth 94 b and the dog teeth 93 d are arranged at positions adjacent to each other in the axial direction.

Further, an annular synchro spring 95 is installed on the outer periphery of the blocking ring 93. The synchro spring 95 is a component in which a wire made of an elastic metal is formed in a circular ring shape, and is installed adjacent to the dog tooth 93 d on the side of the synchro hub 92 on the outer periphery of the outer ring 93 a. When the sleeve 191 is in the neutral position, the synchro spring 95 has the dog teeth 93d of the outer ring 93a, the end face in the axial direction of the synchro hub 92, and the tip of the spline teeth 191a of the sleeve 191 And the tip of the). Then, when the sleeve 191 slides toward the second speed drive gear 42, the sleeve 191 is pressed by the lower end of the tip end of the spline tooth 191a and is pushed diagonally downward toward the dog tooth 93d, whereby the outer ring 93a is Apply pressure.

Next, the synchronous coupling operation at the time of shift operation in the synchromesh mechanism 82 configured as described above will be described. As shown in FIG. 2, when the sleeve 191 is in the neutral position, no load acts on the blocking ring 93. Therefore, no frictional force is generated between the outer ring 93a and the inner ring 93b and the synchro cone 93c, and the synchro cone 93c is in a state of being relatively rotatable with respect to the outer ring 93a and the inner ring 93b. Therefore, the outer ring 93 a and the inner ring 93 b rotate integrally with the synchro hub 92, and the synchro cone 93 c rotates integrally with the second speed drive gear 42. Therefore, no synchronous action occurs between the sleeve 191 and the second speed drive gear 42.

In this state, when the sleeve 191 is moved to the right with respect to the synchro hub 92, the sleeve 191 and the outer ring 93a slide via the synchro spring 95. Thereafter, a chamfer (not shown) provided at the tip of the spline tooth 191a of the sleeve 191 contacts a chamfer (not shown) provided at the dog tooth 93d of the outer ring 93a. As a result, when the outer ring 93a is pushed in the axial direction, a frictional force for synchronization is generated between the synchro cone 93c and the outer ring 93a and the inner ring 93b. As a result, the synchro cone 93 c is integrated with the sleeve 191 by the frictional force, and the rotation of the second speed drive gear 42 engaged with the synchro cone 93 c is synchronized with the rotation of the sleeve 191.

When the sleeve 191 further moves in the left direction, the chamfers of the spline teeth 191a and the chamfers of the dog teeth 93d of the outer ring 93a are disengaged, and the spline teeth 191a and the dog teeth 93d completely mesh. As a result, the load in the axial direction due to the engagement between the chamfers disappears, so the frictional force acting on the synchro cone 93c decreases.

When the sleeve 191 moves further to the left, the chamfers of the spline teeth 191a and the chamfers of the dog teeth 94b on the second speed drive gear 42 engage with each other, so that the sleeve 191 and the second speed drive gear 42 are slightly relative to each other. By rotation, the spline teeth 191a of the sleeve 191 mesh with the dog teeth 94b side of the second speed drive gear 42, and a second speed (second speed in gear state) is established.

Next, a gear operating mechanism for operating the

synchromesh mechanisms

82, 83, 86 and 87 will be described. FIG. 3 is a partially enlarged perspective view showing a part of the gear operating mechanism 100, and FIG. 4 is a side view showing a part of the gear operating mechanism 100. As shown in FIG. In FIG. 3, the shift shaft 120 and the actuator unit 110, which will be described later, are not shown. Further, FIG. 4 is a cross-sectional view in a state in which only a part (only the protrusions 131a to 135a) of shift forks 131 to 135 described later are partially cut.

As shown in FIGS. 3 and 4, the gear operating mechanism 100 includes a shift shaft 120 movably supported in the rotational direction and the axial direction, and an actuator unit 110 for moving the shift shaft 120 in the rotational and axial directions. An in-gear engagement piece (drive member) 121 and four off-gear engagement pieces (drive members) 122 to 125 provided on the shift shaft 120, and the in-gear engagement piece 121 and the off gear engagement piece Shift forks 131 to 135 engaged in the coupling pieces 122 to 125 and moved in the shift direction, fork portions 141 to 145 provided on the shift forks 131 to 135, and shift forks 131 to 135 axially movable And a fork shaft (shift fork shaft) 151-155 for guiding. Although not shown, when the shift forks 131 to 135 move in the shift direction (axial direction of the fork shafts 151 to 155), a detent load is generated to hold the shift forks 131 to 135 in the in-gear position. Detent mechanism is provided.

As shown in FIG. 3, the plurality of shift forks 131 to 135 include a 2-4 shift fork 131 for operating the sleeve of the 2-4 speed synchromesh mechanism 82 on the secondary shaft SS, and an inner main shaft IMS. 3-5 shift fork 132 for operating the sleeve of the 3-5 synchromesh mechanism 83, and 8-6 shift fork 133 for operating the sleeve of the 8-6 synchromesh mechanism 86 on the secondary shaft SS, 9-7 shift fork 134 for operating the sleeve of 9-7 synchromesh mechanism 87 on inner main shaft IMS and RP shift fork for operating the sleeve of reverse synchromesh mechanism 85 on reverse shaft RVS 135 and included.

The shift forks 131 to 135 are provided with protrusions (engaging portions) 131a to 135a formed by inserting the shift shaft 120. The projecting pieces 131a to 135a are formed in a substantially rectangular flat plate shape, and provided with cutout holes 131b to 135b through which the shift shaft 120 is inserted.

The projecting pieces 131a to 135a and the notch holes 131b to 135b of the shift forks 131 to 135 are arranged at positions where they overlap with each other along the axial direction of the shift shaft 120. The plurality of off-gear engagement pieces 122 to 125 provided on the shift shaft 120 are axially offset from the in-gear engagement piece 121. The in-gear engagement pieces 121 and the off-gear engagement pieces 122-125 are provided at positions corresponding to every other shift fork 131-135 in the axial direction of the shift shaft 120. Thus, when the in-gear engagement piece 121 is at the select position corresponding to one of the

shift forks

131 and 133 of the synchromesh mechanisms 83 and 87 (synchromesh mechanisms for odd gears) of the first transmission mechanism GR1, One of the off gear engaging pieces 122 to 125 is arranged at the select position corresponding to the

shift forks

132 and 134 of the

other synchromesh mechanisms

83 and 87 of the first transmission mechanism GR1. Similarly, when the in-gear engagement piece 121 is in the select position corresponding to one of the

shift forks

131 and 133 of the synchromesh mechanisms 82 and 86 (synchromesh mechanisms for even gear) of the second transmission mechanism GR2, One of the off gear engaging pieces 122 to 125 is arranged at the select position corresponding to the

shift forks

131 and 133 of the

other synchromesh mechanisms

82 and 86 of the second transmission mechanism GR2.

Further, the off-gear engagement pieces 122 to 125 are formed to have smaller projecting dimensions than the in-gear engagement piece 121. The plurality of off gear engaging pieces 122 to 125 are formed in the same shape. Then, when the shift shaft 120 is rotated with the in-gear engagement piece 121 positioned in the notch holes 131b to 135b of any of the shift forks 131 to 135 in the off gear position, the in-gear engagement piece 121 is notched. The shift forks 131 to 135 are moved to the in-gear position by abutting on the inner peripheral edge of the holes 131 b to 135 b. When the shift shaft 120 is rotated with the off gear engagement pieces 122 to 125 positioned in the notch holes 131 b to 135 b of any of the shift forks 131 to 135 in the in gear position, the off gear engagement is engaged. The shift forks 131 to 135 are moved to the off gear position by bringing the pieces 122 to 125 into contact with and pressing the inner peripheral edge of the notch holes 131b to 135b.

FIG. 5 is a view for explaining the operation of the shift shaft 120 (the in-gear engagement piece 121 and the off-gear engagement pieces 122 to 125) and the shift forks 131 to 135 in the gear operation mechanism 100. In the drawing, the positions of the protrusion 131 a of the 2-4 shift fork 131 and the protrusion 133 a of the 8-6 shift fork 133 are illustrated. In the gear operation mechanism 100 configured as described above, the actuator unit 110 is configured to rotate (shift) the shift shaft 120 in the rotational direction and to move (select) the shift shaft 120 in the axial direction. Thereby, the in-gear engagement piece 121 abuts on and presses the inner peripheral edge of any one of the notch holes 131b to 135b, whereby the sleeve of the corresponding synchromesh mechanism in the shift direction via the shift forks 131 to 135 is shifted. And the corresponding gear and shaft are connected.

That is, in the state shown in FIG. 5A, the 2-4 shift fork 131 is in the off gear position (neutral position), and the 8-6 shift fork 133 is in the sixth speed in-gear position. From this state, when the in-gear engagement piece 121 rotates from its neutral position and abuts on the inner peripheral edge of the notch hole 131b of the 2-4 shift fork 131 to move it in the shift direction, the off-gear engagement piece It is configured to contact the inner peripheral edge of the notch hole 133b of the 8-6 shift fork 133 at the corresponding in-gear position 124 to return the coupled shift fork 133 to the neutral position (FIG. 5 (b And FIG. 5 (c)). As a result, as shown in FIG. 5D, the 2-4 shift fork 131 is in the fourth gear in-gear position, and the 8-6 shift fork 133 is in the off gear position. With this configuration, one shift fork in the off gear position (neutral position) is pressed by the in-gear engagement piece 121 and moved to the in-gear position, and another shift fork in the in-gear position is for off gear The gear can be returned to the off gear position (neutral position) by any of the engagement pieces 122 to 125.

That is, the gear operation mechanism 100 drives one synchromesh mechanism belonging to one of the first transmission mechanism GR1 and the second transmission mechanism GR2 to the engagement position (in gear position) in the shift operation. Thereby, the engagement of the synchromesh mechanism is maintained by the detent means. At the same time, all synchromesh mechanisms other than the synchromesh mechanism belonging to the transmission mechanism are driven to the neutral position (off gear position).

Next, the configuration of the shift forks 131 to 135 will be described. In the following description, the 2-4 shift fork 131 among the shift forks 131 to 135 included in the transmission 4 will be described, but the other shift forks have the same configuration. 6 to 8 show the shift fork 131. FIG. 6 is a perspective view of the shift fork 131, FIG. 7 is a cross-sectional view of the shift fork 131, and FIGS. 8 (a), 8 (b) and 8 (c). These are the side views which looked at the shift fork 131 from the X direction, the Y direction, and the Z direction which each show in FIG. The shift fork 131 has a bifurcated fork portion (fork portion) 141 engaged with a recess 191 b (see FIG. 2) formed on the outer periphery of the sleeve 191, and the fork shaft 151 (151-1, And a tubular base portion (fitting portion) 161 to which the portion 151-2) is attached. The fork shaft 151 (151-1, 151-2) extends in a direction perpendicular to the surface of the fork portion 141 in the axial direction, and supports the shift fork 131 so as to be movable forward and backward along the axial direction. There is. Further, the base portion 161 of the shift fork 131 is provided with an arm portion 171 which protrudes in the direction different from that of the fork portion 141 from the side surface thereof. At the tip of the arm portion 171, a projection (engagement portion) 131a that can engage with the in-gear engagement piece (drive member) 121 and the off-gear engagement piece (drive member) 122 to 125 (see FIG. 4) It is provided.

As shown in FIG. 7, the fork shafts 151-1 and 151-2 have hollow cylindrical shapes extending in the axial direction, and fitting holes (fitting parts) 161-1 and 161 provided at both ends of the base portion 161. -2 and the other end supported slidably in the axial direction with respect to one end 151-1a, 151-2a fitted in -2 and a case (fixed side member) (not shown) of the transmission 4 151-1b, 151-2b, and intermediate portions 151-1c, 151-2c between one end 151-1a, 151-2a and the other end 151-1b, 151-2b. The diameter dimensions of one end 151-1a, 151-2a and the other end 151-1b, 151-2b are the diameter dimensions of the middle portions 151-1c, 151-2c (in the minor axis direction of the elliptical shape described later) The diameter is larger than the diameter). And as shown in FIG.7 (b), (d), cross-sectional A1 of one edge part 151-1a, 151-2a and cross-sectional A2 of the other edge part 151-1b, 151-2b are both circular shape As shown in FIG. 7C, the cross section A3 of the middle portions 151-1c and 151-2c has an elliptical shape. That is, the fork shafts 151-1 and 151-2 are formed in a hollow thin cylindrical shape, and are slidably attached to one end 151-1a, 151-2a fitted to the base portion 161 with respect to the case The cross section A3 of the middle portions 151-1c and 151-2c, which is a portion other than the other end portions 151-1b and 151-2b, has an elliptical shape.

The mounting holes 161-1 and 161-2 for inserting the fork shafts 151-1 and 151-2 at the respective end portions on both sides in the axial direction of the base portion 161 are provided. The end portions 151-1a and 151-2a of the fork shafts 151-1 and 151-2 are fitted in the fitting holes 161-1 and 161-2 respectively. Also, a pin (regulating member) 181- for regulating the relative rotation of the end portions 151-1a and 151-2a of the fork shafts 151-1 and 151-2 fitted in the fitting holes 161-1 and 161-2. 1,181-2 are provided. The pins 181-1 and 181-2 are inserted from the outer periphery of the base portion 161 in a direction (radial direction) orthogonal to the axial direction, and the end portions 151-1a and 151 of the fork shafts 151-1 and 151-2. -2a penetrates in the same direction.

9A and 9B are diagrams for explaining the load applied to the shift fork 131. FIG. 9A is a side view of the shift fork 131 as viewed from the axial direction of the fork shaft 151, and FIG. It is a top view which shows 131a. As described above, the cross section A3 of the middle portions 151-1c and 151-2c of the fork shafts 151-1 and 151-2 is a plane H orthogonal to the axis of the fork shafts 151-1 and 151-2 (see FIG. 7). And the second direction S2 in which the rigidity is lower in the plane H than in the first direction. The first direction S1 coincides with the major axis direction of the elliptical shape in the cross section A3 of the middle portions 151-1c and 151-2c, and the second direction S2 coincides with the minor axis direction of the elliptical shape. Therefore, the first direction S1 is the direction in which the rigidity of the fork shafts 151-1 and 151-2 (the bending rigidity of the intermediate portions 151-1c and 151-2c) in the plane H is the highest.

Further, as shown in FIG. 9, in the shift fork 131, a first load action point P1 relating to a load F1 generated by engagement of the in-gear engagement piece 121 with the notch groove 131b of the protrusion 131a, and a sleeve The fork portion 141 engaged with the recess 191 b of the arm 191 has a second load action point P2 related to a load (reaction force) F2 received from the sleeve 191. Here, the second load action point P2 is a point on which the combined force F2 of the load F21 and the load F22 applied to two contact points P21 and P22 at which the fork portion 141 and the concave portion 191b of the sleeve 191 contact each other. The second load action point P2 coincides with the radial center point of the fork portion 141 and the sleeve 191 (the axial center of the secondary shaft SS).

The first direction S1 is set in a direction (a direction parallel to the straight line L3) along a straight line L3 connecting the first load action point P1 and the second load action point P2. That is, the major axis direction (first direction S1) of the elliptical shape in the cross section A3 of the middle portions 151-1c and 151-2c of the fork shaft 151 is a direction parallel to the straight line L3 and the minor axis of the elliptical shape The direction (second direction S2) is a direction intersecting with the straight line L3.

As described above, according to the synchronizer of the transmission of this embodiment, at least a part of the cross section A3 of the fork shaft 151 has rigidity of the fork shaft 151 in the plane H orthogonal to the axis of the fork shaft 151 It is configured to have a high first direction S1 and a second direction S2 which is lower in rigidity than the first direction S1 in the plane H. In addition, the shift fork 131 is disposed such that the first direction with high rigidity and the direction along the straight line L3 connecting the first load action point P1 and the second load action point P2 coincide with each other. The direction of the load at the time of in-gear driving the sleeve 191 by the shift fork 131 can be made to coincide with the direction in which the rigidity of the fork shaft 151 is high. Therefore, it is possible to reduce the deformation due to the load of the fork shaft 151 while securing the weight reduction of the shift fork 131, and it is possible to promptly complete the switching of the shift position accompanied by the in-gear operation by the shift fork 131. Therefore, it is possible to improve the response of switching of the shift position.

Further, in the synchronous device of the present embodiment, the first direction S1 is a direction in which the rigidity of the fork shaft 151 is the highest in the plane H. According to this configuration, since the direction in which the rigidity of the fork shaft 151 is strongest can be made to coincide with the load direction applied to the fork shaft 151, the deformation of the fork shaft 151 due to the load can be suppressed to the maximum.

Further, in the synchronization device of the present embodiment, the cross section A3 of the middle portions 151-1c and 151-2c of the fork shaft 151 has an elliptical shape in which the axial direction of the major axis coincides with the first direction S1. According to this configuration, rigidity anisotropy can be obtained only by compressively deforming a part of the fork shaft having a circular cross section in the radial direction to make it elliptical. Therefore, it can contribute to simplification of the manufacturing process of fork shaft 151, and cost reduction.

Further, in the synchronization device of the present embodiment, the fork shaft 151 has a circular cross section A2, and this cross section A2 is a portion (end) fitted to the fitting portions 161-1 and 161-2 in the fork shaft 151. 6 is a cross section of the portions 151-1a and 151-2a).

According to this configuration, the cross section A1 of the portions (ends 151-1a and 151-2a) of the fork shafts 151-1 and 151-2 to be fitted to the fitting portions 161-1 and 161-2 has a circular shape. The fork shaft 151 having the cross-section can be maintained in the same shape (original shape) without deformation, so that by deforming only a part of the fork shaft 151, rigidity anisotropy can be obtained. Further, since the fork shaft 151 of the present invention can be configured by deforming a part (intermediate portion) of the conventional configuration of the fork shaft having a circular cross section as a whole, the conventional fork shaft 151 can be diverted. Therefore, the manufacturing costs of the fork shaft 151 and the shift fork 131 can be reduced.

Further, in the synchronous device of the present embodiment, by forming the fork shaft 151 in a hollow cylindrical shape, weight reduction can be achieved while securing rigidity against a load.

Further, the fitting portions 161-1 and 161-2 are provided at respective axial end portions of the base portion 161, and the fork shaft 151 is fitted to each of the fitting portions 161-1 and 161-2. It is divided into two mounted fork shafts 151-1 and 151-2. According to this configuration, a part of the fork shaft 151 passing through the base portion 161 is omitted, so that the weight of the shift fork 131 can be reduced.

Further, since the diameter of the oval cross section A3 of the fork shaft 151 is expanded in diameter in the major axis direction, the fork shaft 151 is made to penetrate the base portion 161 to shift the fork 131 as in the conventional structure. I can not assemble. Therefore, in the synchronization device according to the present embodiment, as in the above-described configuration, the fork shaft 151-divided into fork shafts 151-is provided with the fitting portions 161-1 and 161-2 to which the fork shaft 151 is fitted at each of both ends of the base portion 161. By making the cross section A1 of the portions (ends 151-1a and 151-2a) to be fitted to the fitting portions 161-1 and 161-2 in 1, 151-2 have a circular shape, the above problems are eliminated. doing.

Further, in the synchronization device of the present embodiment, the pins 181-1 and 181-2 for restricting relative rotation of the fork shafts 151-1 and 151-2 fitted in the fitting portions 161-1 and 161-2. Since the relative rotation of the fork shaft 151 fitted to the fitting portions 161-1 and 161-2 is restricted by the pins 181-1 and 181-2, the fork shaft 151 is fitted to the fitting portion 161. No need for the process of press-fitting to 1, 161-2. Further, the relative rotation of the fork shaft 151 is restricted by the pins 181-1 and 181-2, whereby the positioning (the positioning in the circumferential direction) of the elliptical cross section A3 is performed. High rigidity can always be secured.

As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, It is within the range of the claim, and the technical idea described in the specification and drawing. Variations are possible. For example, in the above embodiment, the in-gear engagement piece (drive member) 121 for driving the shift fork 131-135 and the off-gear engagement piece (drive member) 122-125 are driven by the actuator mechanism 110. However, the synchronization device according to the present invention is also a so-called manual transmission in which the drive member for driving the shift fork is operated by the driver's operation of the shift lever or the like. Is also applicable.

In the above embodiment, the transmission mounted on the hybrid vehicle provided with the engine and the motor as the drive source has been described as the transmission provided with the synchronization device according to the present invention. The transmission provided with the synchronization device according to the present invention may be a transmission mounted on a vehicle having only the engine as a drive source.

Claims

With the rotation axis,
A hub fixed to the rotating shaft;
A gear which is arranged to be rotatable relative to the rotation shaft;
A sleeve which is slidable in the axial direction of the rotating shaft and which synchronizes rotation of the rotating shaft and the gear by engaging the hub and the gear;
And a shift fork for sliding the sleeve.
The shift fork is
An engagement portion engaged with a drive member for driving the shift fork;
A fork portion engaged with the outer periphery of the sleeve;
A base having a fitting portion for fitting the fork shaft,
The cross section of at least a part of the fork shaft is a first direction in which the rigidity of the fork shaft is high in a plane orthogonal to the axis of the fork shaft, and a second direction in which the rigidity is lower than the first direction in the plane. Have and
The first load acting point on which the load generated by the drive member engaging with the engaging portion acts in the first direction, and the second load action on which the load by which the fork portion drives the sleeve acts A transmission synchronizer characterized in that the fork shaft is disposed in a direction along a straight line connecting points.
The transmission synchronization apparatus according to claim 1, wherein the first direction is a direction in which the rigidity of the fork shaft is the highest in the plane.
The transmission synchronizer according to claim 1 or 2, wherein the cross section of the fork shaft has an elliptical shape in which the axial direction of the long axis coincides with the first direction.
The fork shaft has another circular cross section,
The transmission synchronizer according to claim 3, wherein the other cross section is a cross section of a portion of the fork shaft fitted to the fitting portion.
The fork shaft is disposed between one end fitted to the fitting portion, the other end axially slidably supported, and the one end and the other end. And the middle part of the
The transmission synchronizer according to claim 3 or 4, wherein a cross section of the middle part is a cross section of the elliptical shape, and a cross section of the one end is a circular cross section.
The transmission synchronization device according to any one of claims 1 to 5, wherein the fork shaft is formed in a hollow cylindrical shape.
The fitting portion is provided at each of both ends of the base in the axial direction,
The transmission synchronization device according to any one of claims 1 to 6, wherein the fork shaft is divided into two fork shafts fitted in respective fitting portions.
The transmission synchronizing device according to any one of claims 1 to 7, further comprising: a restricting member for restricting relative rotation of the fork shaft fitted in the fitting portion.