JP2007024079A - Transmission with clutch - Google Patents

Abstract

A mechanism for connecting / disconnecting a clutch eliminates the need for a complicated hydraulic system including a hydraulic pump and the like, and is configured to be small, light, and simple.
A transmission with a clutch 10 is operated by a hydraulic pressure of a first transmission mechanism 24a and a second transmission mechanism 24b and a first pipeline 22a to disconnect between a primary gear 34 and the first transmission mechanism 24a. Operated by the hydraulic pressure of the first clutch 12a and the second pipeline 22b, the second clutch 12b connecting and disconnecting the primary gear 34 and the second transmission mechanism 24b, and the hydraulic fluid of the first pipeline 22a are pushed out. The first piston 102a for operating the first clutch 12a, the second piston 102b for operating the second clutch 12b by pushing out the hydraulic oil in the second pipe 22b, and tilted by the control motor 110 and tilted to one side And a cam body 104 that presses and drives the first piston 102a and presses and drives the second piston 102b when tilted to the other.
[Selection] Figure 1

Description

  The present invention relates to a clutch-equipped transmission in which a clutch for connecting and disconnecting power is provided between an input shaft and a transmission mechanism.

  A transmission mounted on a vehicle or the like has a configuration capable of changing a gear ratio stepwise or steplessly according to a traveling state. The stepped transmission mechanism is divided into a first transmission mechanism and a second transmission mechanism according to the transmission ratio, and power supplied from the input shaft is supplied to the first transmission mechanism via the first clutch. Alternatively, a twin-clutch transmission that is supplied to the second transmission mechanism via the second clutch and selectively driven has been proposed (see, for example, Patent Document 1). The first transmission mechanism and the second transmission mechanism are configured to correspond to, for example, odd-numbered stages and even-numbered stages in the order of the gear ratio.

JP-A-8-4788

  In the conventional twin clutch transmission, each clutch is hydraulically driven, and requires a hydraulic pump for generating hydraulic pressure, and hydraulic equipment such as a hydraulic control valve and a switching valve for controlling the generated hydraulic pressure. This increases the weight. In addition, a system that drives equipment using a hydraulic pump is basically a system that circulates hydraulic pressure, and is a complex system that includes a circulation line, a drain line, a tank, a filter, and the like. On the other hand, in a motorcycle, since the driving force of the engine is small and the mounting space is limited, it is difficult to mount a transmission including many hydraulic devices.

  Further, in order to keep the clutch in an on or off state, an oil pressure must be constantly generated, and energy consumption due to so-called pumping loss is large.

  The present invention has been made in consideration of such problems, and an object of the present invention is to provide a clutch-equipped transmission having a small size, a light weight, and a simple configuration.

  A transmission with a clutch according to the present invention is operated by hydraulic pressures of a first transmission mechanism and a second transmission mechanism having different transmission ratios and a connected first pipe line, and an input shaft and the first transmission mechanism are connected to each other. A first clutch that connects and disconnects, a second clutch that is operated by the hydraulic pressure of the connected second conduit, and connects and disconnects between the input shaft and the second transmission mechanism, and a hydraulic fluid for the first conduit When the first piston for operating the first clutch and the second piston for operating the second clutch by extruding the hydraulic fluid in the second pipe are tilted and driven to one side And a cam body for pressing and driving the second piston when the first piston is tilted to the other.

  Thus, the first clutch or the second clutch can be selectively operated by pressing either the first piston or the second piston with the cam body. In such a configuration, a complicated hydraulic system including a hydraulic pump or the like is unnecessary, and the configuration can be made small, light, and simple.

  In this case, if a gear mechanism is provided between the motor and the cam body, the torque of the motor is increased, and the first piston and the second piston can be reliably pressed. Moreover, even if it is small force, a 1st piston and a 2nd piston can be driven and hold | maintained and energy consumption reduces.

  Further, if the gear mechanism is a mechanism including a worm gear and a wheel gear that mesh with each other, the power is transmitted only in one direction, so that the first piston and the second piston are more easily held. As a result, the motor needs to be driven only when the operation of the first clutch and the second clutch is switched, and the energy consumption is greatly reduced.

  In addition, a reservoir tank for storing hydraulic fluid is provided, and the first pipe and the second pipe communicate with the reservoir tank when the first piston and the second piston are retracted, and the first piston and the second pipe When the two pistons are advanced, the reservoir tank may be disconnected. Thereby, the liquid quantity of a 1st pipe line and a 2nd pipe line can be managed appropriately. A general-purpose product can be used as the reservoir tank.

  In this case, when the cam body is set at a predetermined reference position, both the first pipe line and the second pipe line may communicate with the reservoir tank. When the cam body is set at the reference position, no pressure is generated in the first pipe line and the second pipe line, both the first clutch and the second clutch are in a disconnected state, and no neutral is provided without any additional clutch. The state can be realized.

  Furthermore, a transmission with a clutch according to the present invention is operated by a hydraulic pressure of a connected pipeline, and a clutch that connects and disconnects between an input shaft and a transmission mechanism, and pushes out the hydraulic fluid of the pipeline to disengage the clutch. It is characterized by having a piston to be operated and a cam body that is tilted and driven by a motor to drive the piston. Thus, a complicated hydraulic system including a hydraulic pump or the like is not required for the transmission with the clutch, and the transmission can be made compact, light and simple.

  According to the transmission with a clutch according to the present invention, the first clutch or the second clutch can be selectively operated by pressing either the first piston or the second piston with the cam body. This eliminates the need for a complicated hydraulic system including a hydraulic pump and the like, and allows a compact, lightweight and simple configuration.

  In addition, by driving the cam body via a gear mechanism including a worm wheel mechanism and the like, the first piston and the second piston can be driven or held with a small force, and energy consumption is reduced.

  Hereinafter, the transmission with a clutch according to the present invention will be described with reference to FIGS. 1 to 12 with reference to the first and second embodiments.

  As shown in FIG. 1, the clutch-equipped transmission 10 according to the first embodiment is a so-called twin clutch transmission, and includes a transmission main body 14 including a first clutch 12 a and a second clutch 12 b, A pilot operating device 16 that operates the clutch 12a and the second clutch 12b, a control unit 18 that electrically controls the pilot operating device 16, and a reservoir tank that supplies hydraulic oil (hydraulic fluid) to the pilot operating device 16 20. The reservoir tank 20 is a general-purpose product used for a brake mechanism of a motorcycle. The transmission main body 14 and the pilot operating device 16 are connected by a first pipeline 22a and a second pipeline 22b filled with hydraulic oil. The 1st pipe line 22a and the 2nd pipe line 22b are flexible high-pressure hoses, and arbitrary path | route settings are possible. Therefore, the degree of freedom in layout when mounted on a vehicle is high.

  Further, as apparent from FIG. 1, the clutched transmission 10 (and the clutched transmission 200 described later) does not have a hydraulic circulation system, and the hydraulic pump, circulation line, drain line, tank for the circulation system And a filter etc. are unnecessary. The clutch-equipped transmission 10 is preferably applied to, for example, a motorcycle.

  As shown in FIGS. 1 and 2, the transmission main body 14 includes a first transmission mechanism 24a, a second transmission mechanism 24b, a shift fork drive mechanism unit 25, a clutch mechanism unit 26, and a passive piston mechanism unit 28. Have. The first speed change mechanism 24a and the second speed change mechanism 24b are mechanisms corresponding to a plurality of different speed stages. Specifically, the first speed change mechanism 24a corresponds to odd-numbered first, third, and fifth speeds. The two speed change mechanism 24b corresponds to the second, fourth and sixth speeds of even numbers. The first transmission mechanism 24a and the second transmission mechanism 24b are connected to the clutch mechanism portion 26 by the first shaft 30a and the second shaft 30b. The first shaft 30 a and the second shaft 30 b have a coaxial pipe shape, the first shaft 30 a is set on the outer peripheral side, and is supported by a bearing 32. The rotation of the first shaft 30a or the second shaft 30b is transmitted to the third shaft 30c, which is the output shaft, by the speed change action of the first speed change mechanism 24a or the second speed change mechanism 24b. One end of the third shaft 30c is provided with a sprocket 33 that transmits power to the drive wheels.

  The shift fork drive mechanism 25 includes shift forks f1, f2, f3, and f4, and a shift drum 31 that moves these shift forks f1 to f4 in the axial direction. One end portions of the shift forks f1 to f4 are fitted in guide holes provided on the surface of the shift drum 31, and the shift drum 31 is moved in the axial direction by being rotated by a predetermined motor. The other ends of the shift forks f1, f2, f3 and f4 are fitted in grooves 5c, 3c, 4c and 6c in the first transmission mechanism 24a and the second transmission mechanism 24b. In FIG. 1, the configuration of the shift fork drive mechanism 25 is shown in an expanded manner so that it can be easily understood, and portions where the shift forks f1 to f4 are fitted with the grooves 5c to 6c are not shown. .

  The first shaft 30a is provided with a gear 1a corresponding to the first speed, a gear 3a corresponding to the third speed, and a gear 5a corresponding to the fifth speed. The gear 1a is provided integrally with the first shaft 30a. The gear 3a is splined to the first shaft 30a. The gear 5a is provided on the first shaft 30a via a collar.

  The second shaft 30b is provided with a gear 2a corresponding to the second speed, a gear 4a corresponding to the fourth speed, and a gear 6a corresponding to the sixth speed. The gear 2a and the gear 4a are splined to the second shaft 30b. The gear 6a is rotatably supported around the collar splined to the second shaft 30b.

  The third shaft 30c is provided with gears 1b to 6b corresponding to the gears 1a to 6a. The gear 1b is provided on the third shaft 30c via a collar. The gear 3b is provided on the third shaft 30c via a spline collar. The gear 5b is splined to the third shaft 30c. The gear 4b is coupled to the third shaft 30c via a spline collar. The gear 2b is coupled to the third shaft 30c via a collar. The gear 6b is splined to the third shaft 30c.

  In such a transmission main body 14, shifting from the neutral to the first speed can be performed by connecting the gear 5b and the gear 1b by shifting the shift fork f1 to the gear 1b side. Further, the shift fork f1 is returned to the neutral state, and the shift fork f4 is shifted to the gear 2b side so that the gear 2b and the gear 6b are connected, thereby shifting from the first speed to the second speed.

  The shift fork f4 is returned to the neutral state, and the shift fork f1 is shifted to the gear 3b side to connect the gear 3b and the gear 5b, thereby shifting from the second speed to the third speed. Thereafter, the shift to the sixth speed is similarly performed.

  As shown in FIG. 2, the clutch mechanism portion 26 includes the first clutch 12a and the second clutch 12b, and a primary gear 34 as an input shaft to which power is transmitted from the crankshaft of the engine. The primary gear 34 is provided with a sprocket 35 for driving the water pump.

  The first clutch 12a includes an outer housing 36 protruding in a cylindrical shape from the primary gear 34 via a damper mechanism 37, a boss 38a provided on the inner side of the outer housing 36, and between the outer housing 36 and the boss 38a. A plurality of friction disks 40a and clutch disks 42a provided alternately in layers, a pressure plate 44a, and a return spring 46a that elastically biases the pressure plate 44a in a direction to separate the pressure plate 44a from the boss 38a. The damper mechanism 37 absorbs torque fluctuations accompanying the rotation of the crankshaft and transmits the rotation to the outer housing 36.

  One of the plurality of friction disks 40a and clutch disks 42a provided in a stacked manner faces the pressure plate 44a, and the other faces the support surface 48a which is a part of the boss 38a. Therefore, when the friction disk 40a is pressed by the sub rod 50 via the thrust bearing 51, the return spring 46a moves while being compressed, and the friction disk 40a and the clutch disk 42a are sandwiched between the pressure plate 44a and the support surface 48a. The rotation of the outer housing 36 is transmitted to the boss 38a by frictional force. Thereby, the rotation of the boss 38a is transmitted to the first shaft 30a by the spline configuration, and the first clutch 12a is in a connected state (a state in which power is transmitted).

  When the pressure by the sub rod 50 is released, the pressure plate 44a is separated from the friction disk 40a and the clutch disk 42a by the elastic force of the return spring 46a, so that the friction force does not work, the outer housing 36 and the boss 38a are cut off, and the first The clutch 12a is in a disconnected state (a disconnected state where no power is transmitted). The connection and disconnection of the first clutch 12a and the second clutch 12b is also referred to as “disconnection”.

  The second clutch 12b includes an inner housing 52 integrally connected to the outer housing 36 and provided on the inner peripheral side, a boss 38b provided on the inner side of the inner housing 52, and an inner housing 52 and a boss 38b. A plurality of friction disks 40b and clutch disks 42b, which are alternately provided in the middle, a pressure plate 44b, and a return spring 46b that elastically biases the pressure plate 44b away from the boss 38b.

  One of the plurality of friction disks 40b and the clutch disks 42b provided in a stacked manner faces the pressure plate 44b, and the other faces the support surface 48b which is a part of the boss 38b. Accordingly, when the friction disk 40b is pressed by the second push rod 60b, the return spring 46b moves while being compressed, and the friction disk 40b and the clutch disk 42b are sandwiched between the pressure plate 44b and the support surface 48b, and the inner housing 52 Is transmitted to the boss 38b by a frictional force. Thereby, the rotation of the boss 38b is transmitted to the second shaft 30b by the spline configuration, and the second clutch 12b is in a connected state.

  When the pressing by the second push rod 60b is released, the pressure plate 44b is separated from the friction disk 40b and the clutch disk 42b by the elastic force of the return spring 46b, so that the frictional force does not work, and the inner housing 52 and the boss 38b are cut off. The second clutch 12b is in a disconnected state. A plurality of sub rods 50, return springs 46a, and return springs 46b are provided at equal annular intervals.

  The clutch mechanism portion 26 and the passive piston mechanism portion 28 are connected by three first push rods 60a that are annularly arranged at equal intervals and a second push rod 60b that is disposed at the axial center position. The pressure plate 44a is pressed from the three first push rods 60a through the rod support 62a, the deep groove ball bearing 64a, the intermediate ring 66, the sub rod 50, and the thrust bearing 51. The rod support 62a has an annular shape and is arranged coaxially with the second push rod 60b. One surface of the rod support 62a is provided with a recess with which the tip of the first push rod 60a is engaged, and the other surface is in contact with the inner peripheral surface and the axially outer end surface of the inner ring of the bearing 64a.

  The inner peripheral portion of the intermediate ring 66 is in contact with the outer peripheral surface and the axially inner end surface of the outer ring of the bearing 64 a, and the outer peripheral portion is in contact with one end of the sub rod 50. The other end of the sub rod 50 is in contact with the side surface of the pressure plate 44a through a thrust bearing 51. The sub rod 50 is inserted into a hole 52a provided on the side surface of the inner housing 52 and is slidable in the axial direction, and presses the pressure plate 44a under the action of the first push rod 60a. Although the intermediate ring 66 rotates integrally with the outer housing 36 and the inner housing 52, the rotation is directly transmitted to the pressure plate 44a and the rod support 62a due to the thrust bearing 51 and the bearing 64a. Never happen.

  The pressure plate 44b is pressed from the second push rod 60b through a rod support 62b and a deep groove ball bearing 64b. The rod support 62b has a disc shape and is provided with a recess that engages with the tip of the second push rod 60b at the center of one surface, and the outer periphery of the other surface is the inner peripheral surface of the inner ring of the bearing 64b. It is in contact with the axially outer end face. The inner peripheral portion of the pressure plate 44b is in contact with the outer peripheral surface and the axially inner end surface of the outer ring of the bearing 64b. Thereby, the pressure plate 44b is pressed under the action of the second push rod 60b.

  Next, the passive piston mechanism 28 has three first sleeve cylinders 70a that individually drive the three first push rods 60a, and a second push rod 60b. The first sleeve cylinder 70a and the second sleeve cylinder 70b are integrally configured with a cylinder housing 71 as a base member.

  The first sleeve cylinder 70a includes an input port 72a that communicates with the first pipe line 22a, a first passive piston 76a that can be advanced and retracted by a hydraulic pressure supplied from the input port 72a to the pressure receiving chamber 74a, and a pressure receiving chamber 74a. And a conical spring 78a that elastically biases the first passive piston 76a in the advance direction. An oil seal 77a is provided on the first passive piston 76a.

  The first pipe line 22a is connected to the input port 72a by a joint 80 whose attachment direction can be freely set. One end of the first push rod 60a is inserted into a bottomed hole provided in the first passive piston 76a, and retreats under the action of the first passive piston 76a. The first push rod 60a is pivotally supported by bushes 82a and 84a provided on the cylinder housing 71 and the first passive piston 76a. The spring load of the spring 78a is set to be sufficiently smaller than the spring load of the return spring 46a. When the pressure in the pressure receiving chamber 74a is low, the first passive piston 76a is disposed at the most retracted position, and the spring 78a is compressed. ing.

  The second sleeve cylinder 70b includes an input port 72b that communicates with the second pipe line 22b, a second passive piston 76b that can be advanced and retracted by the hydraulic pressure supplied from the input port 72b to the pressure receiving chamber 74b, and the pressure receiving chamber 74b. And a conical spring 78b that elastically biases the second passive piston 76b in the advance direction. An oil seal 77b is provided on the second passive piston 76b.

  The second pipeline 22b is connected by a joint 80. One end of the second push rod 60b is inserted into a bottomed hole provided in the second passive piston 76b, and retreats under the action of the second passive piston 76b. The second push rod 60b is pivotally supported by bushes 82b and 84b provided on the cylinder housing 71 and the second passive piston 76b. The spring constant of the spring 78b is set to be sufficiently smaller than the spring constant of the return spring 46b. When the pressure in the pressure receiving chamber 74b is low, the second passive piston 76b is disposed at the most retracted position, and the spring 78b is compressed. ing.

  Further, since the springs 78a and 78b elastically bias the first and second passive pistons 76a and 76b in the advance direction with an appropriate force, between the members from the first passive piston 76a to the pressure plate 44a, In addition, there is no gap between the members from the second passive piston 76b to the pressure plate 44b.

  As shown in FIGS. 3 and 4, the passive piston mechanism 28 includes a first master cylinder 100a connected to the first pipeline 22a, a second master cylinder 100b connected to the second pipeline 22b, A cam body 104 that presses and drives the lower ends of the first piston 102a and the second piston 102b of one master cylinder 100a, a gear mechanism 106 that tilts the cam body 104, and a potentiometer 108 that detects the tilt angle of the cam body 104. And a control motor 110 that rotationally drives the gear mechanism 106.

  The gear mechanism 106 is housed in the case 112, and the first master cylinder 100a and the second master cylinder 100b protrude from the upper side of the case 112 and are arranged in parallel. The control motor 110 is provided so as to protrude laterally from the lower portion of the case 112. The potentiometer 108 and the control motor 110 are connected to the control unit 18. Among these, the structure of the gear mechanism 106 and the cam body 104 will be described first.

  The gear mechanism 106 includes a worm gear 114 formed integrally with the rotation shaft of the control motor 110, a fan-shaped wheel gear 116 that meshes with the worm gear 114, and a gear shaft 118 that is the rotation shaft of the wheel gear 116. Have. The gear shaft 118 is supported by bearings 119a and 119b, is rotatable with respect to the case 112, and tilts under the rotating action of the control motor 110. The potentiometer 108 is provided on the outer surface of the case 112 and is connected to one end of the gear shaft 118 through a hole so that the tilt angle of the gear shaft 118 can be detected.

  The gear shaft 118 and the worm gear 114 are each horizontal, the gear shaft 118 is set upward, the worm gear 114 is set downward, and they are set at angles that intersect at right angles in plan view. With such an arrangement, the wheel gear 116 tilts and rotates on the vertical surface while meshing with the teeth on the upper surface side of the worm gear 114. The wheel gear 116 includes small protrusions 120a and 120b as stoppers at both ends of the sector shape, and can be tilted until the small protrusions 120a and 120b come into contact with the ceiling surface of the case 112 (see FIG. 8).

  The cam body 104 is a symmetrical cam fixed to the gear shaft 118. The cam body 104 has a first cam 122 a provided at the tip of the arm extending to one side of the gear shaft 118 and a tip of the arm extending to the other. And a second cam 122b provided. The first cam 122a and the second cam 122b are substantially semicircular when viewed from the side, and the end surfaces are each formed smoothly.

  The cam body 104 tilts and rotates integrally with the wheel gear 116 under the action of the control motor 110. When the cam body 104 tilts to one side, the first cam 122a presses the lower end surface of the first piston 102a and raises it. At this time, the second cam 122b is lowered and separated from the second piston 102b, and the second piston 102b is pushed down by a spring 127b described later.

  When the cam body 104 tilts to the other side, the second cam 122b presses and raises the lower end surface of the second piston 102b. At this time, the first cam 122a is lowered and separated from the first piston 102a, and the first piston 102a is pushed down by a spring 127a described later. When the cam body 104 is in the neutral position of the tilting range, the first cam 122a and the second cam 122b are in light contact with the lower surfaces of the first piston 102a and the second piston 102b.

  Next, the first master cylinder 100a will be described. The first master cylinder 100a includes the first piston 102a, a cylinder tube 124a in which the first piston 102a advances and retreats, a port 126a bent in an elbow shape at the upper tip, and a spring provided in the cylinder tube 124a. 127 a and a hydraulic oil supply port 128 a connected to the reservoir tank 20. The cylinder tube 124a is fixed to the case 112 via an O-ring 129a. The port 126a communicates with the cylinder tube 124a and is connected to the first pipeline 22a by a joint 80. Since the other end of the first pipeline 22a is connected to the three first sleeve cylinders 70a as described above, the first pipeline 22a is branched and connected by the branch joint 121 on the way.

  The first piston 102a protrudes into the case 112 and comes into contact with and separates from the first cam 122a, a rod portion 130a, an upper primary flange 132a that slides against the inner peripheral surface of the cylinder tube 124a, and a lower secondary flange. 134a, a primary cup 136a provided on the upper surface of the primary flange 132a, and a secondary cup 138a provided on the upper surface of the secondary flange 134a. The first piston 102a is pressed and raised by the first cam 122a, thereby pushing out the hydraulic oil in the first pipe line 22a and operating the first clutch 12a via the first passive piston 76a. That is, the first piston 102a exhibits an active action with respect to the passive action of the first passive piston 76a.

  The upper part of the primary cup 136a is positioned in contact with the annular small protrusion 140a, and similarly, the upper part of the secondary cup 138a is positioned in contact with the annular small protrusion 142a. The lower end of the spring 127a is in contact with the annular small protrusion 140a, and elastically biases the first piston 102a downward. The spring constant of the spring 127a is set small, and when the first cam 122a rises under the action of the control motor 110, the spring 127a is compressed and the first piston 102a is pushed up.

  A washer 146a fixed by a clip 144a is provided at the lower portion of the cylinder tube 124a. The first piston 102a has a downward retaining action by the lower surface of the secondary flange 134a contacting the upper surface of the washer 146a. .

  The hydraulic oil supply port 128a is provided on the side surface of the cylinder tube 124a, and is connected to the reservoir tank 20 via a swivel joint 150a and a hose 152a. The hydraulic oil supply port 128a has a main supply hole 154a with a small diameter at the tip communicating with the cylinder tube 124a and a sub supply hole 156a with a relatively large diameter. The main supply hole 154a is provided at a position slightly above the primary cup 136a when the first piston 102a is lowered to the bottom dead center. In this case, the friction disk 40a of the first clutch 12a is worn. In addition, in accordance with a change in the volume of the hydraulic oil due to a temperature change, the insufficient hydraulic oil can be supplied from the reservoir tank 20 or the excess hydraulic oil can be recovered. Since the main supply hole 154a has a small diameter at the tip and has a throttle action, it is possible to prevent the influence of vibration of the hose 152a from being transmitted to the first pipe line 22a.

  Further, when the first piston 102a is slightly raised, the main supply hole 154a is blocked by the primary cup 136a, and the first conduit 22a and the reservoir tank 20 are not communicated, and thereafter, the first conduit 22a is The first piston 102a is pressurized by the rising of the first piston 102a, and can drive the first passive piston 76a.

  The sub supply hole 156a is provided below the main supply hole 154a, and always communicates with the intermediate chamber 158a formed between the primary flange 132a and the secondary cup 138a regardless of the advance / retreat position of the first piston 102a. ing.

  The first master cylinder 100a is configured and operates as described above as a single unit. Since the second master cylinder 100b has the same configuration arranged symmetrically with respect to the first master cylinder 100a, the subscript “a” is used instead of the subscript “a” of each symbol in the first master cylinder 100a. "b" is attached and detailed description thereof is omitted. The first master cylinder 100a and the second master cylinder 100b have the same configuration as a general master cylinder used in vehicles, motorcycles, and the like, and general-purpose products can be used.

  The hydraulic oil supply port 128b in the second master cylinder 100b is connected to the reservoir tank 20 similarly to the hydraulic oil supply port 128a, and the hose 152b (see FIG. 1) connected to the hydraulic oil supply port 128b is a hose 152a. At the same time, it is connected to the hose 152 by the collective joint 153, and the other end of the hose 152 is connected to the reservoir tank 20.

  The pilot operating device 16 has been described by defining the vertical, horizontal, and vertical directions with reference to the orientations illustrated in FIGS. 1, 3, and 4. However, the pilot operating device 16 is not limited to this orientation. It can be set to any orientation.

  Next, the operation of the clutch-equipped transmission 10 configured as described above will be described. First, the operation of the pilot operating device 16 will be described.

Based on the tilting of the cam body 104 according to the rotation angle θ of the gear shaft 118, the first piston 102a or the second piston 102b is pressed and raised, as shown in FIG. A discharge amount Q1 [cm ³ ] and a discharge amount Q2 [cm ³ ] of the second pipeline 22b are generated. The discharge amounts Q1 and Q2 rise in a substantially logarithmically symmetrical manner in relation to the rotation angle θ.

  Further, the pressures P1 and P2 generated in the first pipe line 22a and the second pipe line 22b are 0 in the section up to the dead zone angle θ1 or −θ1 in relation to the rotation angle θ, and then gradually increase. After the breakpoint angle θ2 or −θ2, it rises proportionally. Here, the dead zone angles θ1 and −θ1 are sections in which no pressure is generated until the main supply holes 154a and 154b are closed by the primary cups 136a and 136b. Further, the breakpoint angle θ2 is a section until the pressure plate 44a contacts the friction disk 40a, and the breakpoint angle −θ2 is a section until the pressure plate 44b contacts the friction disk 40b. In this section, since the load is small, the pressure rises slowly.

  When the absolute value of the rotation angle θ increases beyond the breakpoint angles θ2, −θ2, the clutch connection capacity C1 [Nm] is generated in the first clutch 12a by the pressing action of the pressure plate 44a, or the pressing action of the pressure plate 44b. As a result, a clutch connection capacity C2 [Nm] is generated in the second clutch 12b. These clutch connection capacities C1 and C2 increase proportionally, and the first clutch 12a and the second clutch 12b shift to the connected state. Further, as shown in FIG. 6, the relationship between the pressures P1 and P2 with respect to the discharge amounts Q1 and Q2 is substantially a logarithmic curve.

  Next, the overall operation of the clutch-equipped transmission 10 will be described with reference to FIGS. The processing shown in FIG. 7 is mainly performed by the control unit 18.

  First, in step S1, the control unit 18 inputs a shift signal obtained from a shift operation device (not shown) and checks whether or not there has been a shift operation by the driver. If there is a shift operation, the process proceeds to step S2, and if there is no shift operation, the process waits.

  In step S2, the shift stage changed by the shift operation is checked, and if the shift is up, the process proceeds to step S3, and if the shift is down, the process proceeds to step S4.

  In step S3, a shift operation is performed on the gear on the upshift side. In step S4, a shift operation is performed on the downshift gear.

  In step S5, the process waits until the shift operation is completed, and proceeds to step S6 upon completion.

  In step S6, energization control for the control motor 110 is started so that the rotation angle θ of the worm gear 114 becomes a target angle set corresponding to an odd-numbered gear, an even-numbered gear, or neutral. The target angles of the odd and even stages are set as the maximum tilt angles at which the small protrusions 120a and 120b contact the ceiling surface of the case 112 by tilting the wheel gear 116 counterclockwise and clockwise. The neutral target angle is a neutral position of the tilting range of the wheel gear 116, and is set as a position of θ = 0.

  This energization control is performed by, for example, PID feedback control. With this energization control, at the time of transition from the odd-numbered stage or the neutral stage to the even-numbered stage, as shown in FIG. 8, the worm gear 114 rotates in a predetermined positive direction, and the wheel gear 116 tilts counterclockwise in FIG. The first cam 122a starts the ascending operation, and the second cam 122b starts the descending operation. That is, as shown in FIG. 5, the pressure P1 is generated and rises in the first pipe line 22a according to the discharge amount Q1, and the clutch connection capacity C1 gradually rises accordingly, so that the first clutch 12a is connected. Will transition to the state. On the other hand, the discharge amount Q2, the pressure P2, and the clutch connection capacity C2 become 0, and the state is shifted to the disconnected state.

  Conversely, at the time of transition from the even-numbered stage or the neutral stage to the odd-numbered stage, the worm gear 114 reverses, the wheel gear 116 tilts clockwise, the second cam 122b starts to move up, and the first cam 122a moves down. The operation is started (see the two-dot chain line in FIG. 8). As a result, the first clutch 12a is shifted to the disconnected state and the second clutch 12b is shifted to the connected state.

  Furthermore, at the time of shifting from the odd-numbered stage or the even-numbered stage to the neutral stage, the wheel gear 116 returns to the neutral position, and the first clutch 12a and the second clutch 12b are both disconnected.

  In step S7, the signal obtained from the potentiometer 108, that is, the tilt angle θ is confirmed. If it is determined that the target angle has been reached or has reached a value close to it, the process proceeds to step S8. Wait while energization control continues.

  Note that the tilt angle θ is not limited to be displaced to the target angle at a time, and for example, the suspension may be temporarily stopped or the displacement speed may be lowered, and a more smooth connection may be achieved through a so-called half-clutch state. Further, the change in the tilt angle θ may be proportionally linked to the operation amount of the clutch lever (or clutch pedal) operated by the driver.

  In step S8, the energization control for the control motor 110 is terminated. As a result, no power consumption occurs in the control motor 110. In addition, although torque is not generated in the control motor 110 with the end of the energization control, the gear mechanism 106 has a holding action because it is a worm wheel mechanism, and the first piston 102a or the pressure P1 or P2 Even if the second piston 102b is pressed downward, the tilt angle θ of the cam body 104 does not change, and the connected state of the first clutch 12a and the second clutch 12b is maintained.

  In step S9, the dowels are pulled out by operating the shift forks f1 to f4 of the shift stage at the time of the previous operation. After step S9, the process shown in FIG.

  As described above, according to the clutch-equipped transmission 10 according to the first embodiment, the cam body 104 presses either the first piston 102a or the second piston 102b, whereby the first clutch 12a or the first clutch The two clutches 12b can be selectively operated. Such a configuration does not require a complicated hydraulic system including a hydraulic pump or the like, and can be configured to be small, light and simple, and can be suitably applied particularly to a light vehicle such as a motorcycle. Also, since there is no hydraulic pump, so-called pumping loss does not occur.

  Further, since the gear mechanism 106 is provided between the control motor 110 and the cam body 104, the torque of the control motor 110 is increased to reliably press and hold the first piston 102a and the second piston 102b. be able to. Furthermore, since the gear mechanism 106 is a worm wheel mechanism, power is transmitted only in one direction. Therefore, the first piston 102a and the second piston 102b can be held even when the energization to the control motor 110 is stopped, and the control motor 110 is driven only when the operation of the first clutch 12a and the second clutch 12b is switched. Is enough, and energy consumption is greatly reduced.

  In the clutch-equipped transmission 10, the reservoir tank 20 communicates with the first pipe line 22a and the second pipe line 22b via the hydraulic oil supply ports 128a and 128b, and the first piston 102a and the second piston 102b are connected to each other. When descending, the hydraulic oil automatically circulates according to the shortage or excess amount, and the liquid amount can be managed appropriately.

  Further, when the cam body 104 is set to the reference position, both the first pipe line 22a and the second pipe line 22b communicate with the reservoir tank 20, so that the pressures P1 and P2 are both zero, and the first clutch 12a and Both of the second clutches 12b are in the disconnected state, and a neutral state can be realized without providing an additional clutch. In addition, when the neutral frequency is high, the hydraulic oil in the first pipeline 22a and the second pipeline 22b is reliably managed.

  Next, a clutch-equipped transmission 200 according to a second embodiment will be described with reference to FIGS. In the clutch-equipped transmission 200, the same parts as those in the clutch-equipped transmission 10 are denoted by the same reference numerals, and detailed description thereof is omitted.

  As shown in FIG. 9, the clutch-equipped transmission 200 according to the second embodiment is a so-called single clutch transmission, which includes a transmission main body 204 including a clutch 202, a pilot operating device 206 that operates the clutch 202, and The control unit 208 that electrically controls the pilot operating device 206 and the reservoir tank 20 that supplies hydraulic oil to the pilot operating device 206 are provided. The transmission main body 204 and the pilot operating device 206 are connected by a pipe line 210. The transmission main body 204 includes a transmission mechanism 212, a clutch mechanism 214, and a sleeve cylinder 216. The clutch 202, the transmission main body 204, the pilot operating device 206, the pipeline 210, the clutch mechanism 214, and the sleeve cylinder 216 are functionally configured such that the first clutch 12a, the transmission main body 14, the pilot operating device 16, the first It corresponds to the pipe line 22a, the clutch mechanism portion 26, and the first sleeve cylinder 70a.

  As shown in FIG. 10, the speed change mechanism 212 of the transmission main body 204 is a mechanism corresponding to a plurality of speed stages, and includes a pipe-shaped main shaft 218 and sub-shaft 220 arranged in parallel, and an integral with the main shaft 218. Gears 222a, 222b, 222c and 222d provided so as to rotate in the same manner, gears 224a and 224b provided so as to be rotatable with respect to the main shaft 218, and so as to rotate integrally with the sub shaft 220 by spline coupling. Gears 228 a and 228 b provided, and gears 230 a, 230 b, 230 c, and 230 d provided to be rotatable with respect to the sub shaft 220 are included.

  The gears 222a, 224a, 222b, 222c, 224b, and 222d sequentially mesh with the gears 230a, 228a, 230b, 230c, 228b, and 230d. The gears 222b, 222c, 228a, 228b can be moved left and right along the spline groove by a shift fork. When the gear 228a moves in the left direction in FIG. 10, the side dowel engages with the gear 230a and the rotation of the gear 222a is transmitted. When the gear 228a moves in the right direction, the side dowel engages with the gear 230b and the gear 222b. The rotation of is transmitted. When the gear 228b moves to the left, the side dowel engages with the gear 230c and the rotation of the gear 222c is transmitted. When the gear 228b moves to the right, the side dowel engages with the gear 230d and the rotation of the gear 222d rotates. Communicated.

  The main shaft 218 is supported by bearings 234, and the sub shaft 220 is supported by bearings 236a and 236b. A sprocket 238 for transmitting power to the drive wheels is provided at one end of the sub shaft 220.

  The clutch mechanism 214 has a clutch 202 and a primary gear 34. The clutch 202 elastically biases the outer housing 36, the boss 240 provided inside the outer housing 36, the friction disk 40 a and the clutch disk 42 a, the pressure plate 242, and the pressure plate 242 toward the boss 240. And a clutch spring 245. The inner peripheral portion of the boss 240 is splined to the main shaft 218. A plurality of clutch springs 245 are provided and are annularly arranged at equal intervals.

  The spring constant of the clutch spring 245 is large, and acts to strongly attract the boss 240 and the pressure plate 242 when no pressure is applied to the pressure plate 242. As a result, the plurality of friction disks 40a and the clutch disk 42a are firmly held, and the clutch 202 is in a connected state. That is, the first clutch 12a and the second clutch 12b in the clutch-equipped transmission 10 according to the first embodiment are in the cut-off state when no pressing force is applied to the pressure plate 44a and the pressure plate 44b. The clutch 202 of the clutch-equipped transmission 200 according to the second embodiment is reversely operated.

  The inner peripheral portion of the pressure plate 242 is in contact with the outer peripheral surface and the axially inner end surface of the outer ring of the deep groove type bearing 246, and a rod support 248 is provided on the inner ring of the bearing 246. One end of a long push rod 250 is in contact with the rod support 248. The push rod 250 has a long shape and passes through the center hole of the main shaft 218 and is connected to the sleeve cylinder 216. The sleeve cylinder 216 has the same configuration as that of the first sleeve cylinder 70a, and can push the push rod 250 through the passive piston 76a by the hydraulic pressure of the pipe line 210. When the push rod 250 is pushed out, the pressing force is transmitted to the pressure plate 242 via the rod support 248 and the bearing 246, and the pressure plate 242 moves in a direction away from the boss 240 by overcoming the elastic force of the clutch spring 245. become. As a result, the clutch 202 is disengaged.

  Next, as shown in FIG. 11, the pilot operating device 206 is provided with a master cylinder 100 corresponding to the first master cylinder 100a of the pilot operating device 16, while the second master cylinder 100b is omitted. Corresponding to this, a part of the case 112 is an inclined surface 112a correspondingly. The cam body 254 is provided with a cam 256 corresponding to the first cam 122a in the cam body 104, while the second cam 122b is omitted.

As shown in FIG. 12, the master cylinder 100 can send hydraulic oil having a discharge amount Q [cm ³ ] to the pipe line 210 as the rotation angle θ of the wheel gear 116 increases. This discharge amount Q is the same as the discharge amount Q1 (see FIG. 5). Corresponding to the discharge amount Q, the pressure P increases approximately proportionally up to the predetermined angle θ3, and then gradually increases. Further, the connection capacity C of the clutch 202 shows a tendency opposite to that of the connection capacity C1 (see FIG. 5), decreases proportionally in the range of the dead zone angle θ1 or more, and becomes 0 after the predetermined angle θ3. The predetermined angle θ3 is a position where the pressure plate 242 is separated from the friction disk 40a.

  In the clutch-equipped transmission 200 configured as described above, the hydraulic oil is sleeved by pushing the first piston 102a upward by the tilting of the cam body 254 when performing a speed change operation in the speed change mechanism 212 or when making the position neutral. The cylinder 216 is fed out, whereby the pressure plate 242 can be separated from the friction disk 40a, and the clutch 202 can be disconnected.

  Further, after the speed change operation in the speed change mechanism 212 is finished, the cam body 254 is returned to a predetermined reference position (position shown in FIG. 11), so that the piston 102a is lowered and the discharge amount Q and the pressure P of the pipe line 210 are reduced. Both become 0, and the pressure plate 242 is attracted to the boss 240 by the elastic force of the clutch spring 245. As a result, the clutch connection capacity C is recovered, and the clutch 202 can be brought into a connected state. This clutch-equipped transmission 200 has the same effect as the above-described clutch-equipped transmission 10, that is, a complicated hydraulic system such as a hydraulic pump is not required, and the control motor 110 is energized only at the time of shifting to change power. Of course, it has the effect of reducing consumption.

  In the clutched transmission 10 according to the first embodiment and the clutched transmission 200 according to the second embodiment, the clutch connecting / disconnecting operation is opposite to the operation of the pressure plate. Of course, it is not limited by the clutch-type or single-clutch-type mechanism, and any connection operation may be performed depending on the design conditions.

  Of course, the clutch-equipped transmission according to the present invention is not limited to the above-described embodiment, and various configurations can be adopted without departing from the gist of the present invention.

It is a schematic block diagram of the transmission with a clutch which concerns on 1st Embodiment. It is a section front view of the transmission main part in a 1st embodiment. It is a section front view of a pilot operation device in the state where a cam body in a 1st embodiment is in a standard position. It is a section side view of the pilot operation device in a 1st embodiment. It is a graph which shows the relationship of the discharge | emission amount with respect to the rotation angle of the gear shaft in 1st Embodiment, a pressure, and a clutch connection capacity | capacitance. It is a graph which shows the relationship between the discharge | emission amount and pressure in 1st Embodiment. It is a flowchart which shows the control procedure of the transmission with a clutch in 1st Embodiment. It is a section front view of the pilot operation device of the state where the 1st piston was pushed up by the cam body in a 1st embodiment. It is a schematic block diagram of the transmission with a clutch which concerns on 2nd Embodiment. It is a section front view of the transmission main part in a 2nd embodiment. It is a section front view of a pilot operation device in the state where a cam body in a 2nd embodiment is in a standard position. It is a graph which shows the relationship of the discharge | emission amount with respect to the rotation angle of the gear shaft in 2nd Embodiment, a pressure, and a clutch connection capacity | capacitance.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10,200 ... Transmission with clutch 12a, 12b, 202 ... Clutch 16, 206 ... Pilot operating device 18 ... Control part 20 ... Reservoir tank 22a, 22b, 210 ... Pipe lines 24a, 24b, 212 ... Transmission mechanism 26 ... Clutch mechanism Portion 28 ... Passive piston mechanism 70a, 70b, 216 ... Sleeve cylinder 72a, 72b ... Input port 76a, 76b ... Passive piston 100, 100a, 100b ... Master cylinder 102a, 102b ... Piston 104 ... Cam body 106 ... Gear mechanism 108 ... Potentiometer 110 ... Control motor 114 ... Worm gear 116 ... Wheel gear 118 ... Gear shaft 122a, 112b, 256 ... Cam 154a, 154b ... Main supply hole

Claims (6)

A first transmission mechanism and a second transmission mechanism that have different transmission ratios;
A first clutch that is operated by the hydraulic pressure of the connected first pipe line to connect and disconnect between the input shaft and the first transmission mechanism;
A second clutch that is operated by the hydraulic pressure of the connected second pipe line to connect and disconnect between the input shaft and the second transmission mechanism;
A first piston for operating the first clutch by extruding hydraulic fluid in the first conduit;
A second piston for operating the second clutch by pushing out the hydraulic fluid in the second pipe;
A cam body that is driven to tilt by a motor and that drives and presses the first piston when tilted to one side, and presses and drives the second piston when tilted to the other;
A clutch-equipped transmission comprising: The transmission with a clutch according to claim 1,
A transmission with a clutch, wherein a gear mechanism is provided between the motor and the cam body. The transmission with a clutch according to claim 2,
The transmission with a clutch, wherein the gear mechanism includes a worm gear and a wheel gear that mesh with each other. The transmission with a clutch according to claim 1,
It has a reservoir tank that stores hydraulic fluid,
The first pipe line and the second pipe line communicate with the reservoir tank when the first piston and the second piston are retracted, and the reservoir when the first piston and the second piston are advanced. A clutch-equipped transmission characterized by being out of communication with the tank. The transmission with a clutch according to claim 4,
A clutch-equipped transmission, wherein when the cam body is set at a predetermined reference position, both the first pipe line and the second pipe line communicate with the reservoir tank. A clutch that is operated by the hydraulic pressure of the connected pipe line to connect and disconnect between the input shaft and the transmission mechanism;
A piston that pushes out the hydraulic fluid in the pipeline and operates the clutch;
A cam body that is tilted by a motor and presses the piston;
A clutch-equipped transmission comprising:

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