Transmission for vehicle

Abstract

To enhance the transmission efficiency of an operation force at a gear change operation.SOLUTION: A transmission for a vehicle has a hub attached to a rotating shaft, a sleeve having an inner spool which is engaged with the hub, and a gear change gear rotatably attached to the rotating shaft. The transmission for the vehicle has a slide rotating body movably attached to the gear change gear in an axial direction, and moving to a fastening position which is engaged with the spline, and a release position which is released from the spline. The transmission for the vehicle has a shift fork attached to the slide rotating body, and moving the slide rotating body to the fastening position and the release position.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present disclosure relates to a vehicle transmission. [Background technology]

[0002] Vehicles such as automobiles have parallel shaft manual transmissions or automatic transmissions to transmit engine power to drive wheels. Parallel shaft manual transmissions or automatic transmissions have an input shaft on which multiple drive gears are provided, and an output shaft on which multiple driven gears are provided. The drive gears and driven gears mesh with each other to form multiple speed change gear trains, and the speed change gear trains are switched to a power transmission state by a clutch mechanism such as a synchromesh mechanism (see Patent Documents 1 to 3). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 46-21522 [Patent Document 2] Patent No. 3284495 [Patent Document 3] JP 2017-32044 A Summary of the Invention [Problem to be solved by the invention]

[0004] A clutch mechanism such as a synchromesh mechanism switches a selected gear train to a power transmission state by moving a sleeve in one direction or the other in the axial direction. An arc-shaped shift fork is attached to the sleeve, and a shifter is connected to the shift fork via a fork rod. Generally, the shifter and the sleeve operate in the same direction, but depending on the arrangement of the gear train, the shifter and the sleeve may operate in opposite directions. In this case, in order to match the operating directions of the shifter and the sleeve, it is necessary to incorporate a reversing mechanism consisting of a lever or the like into the fork rod. In this way, incorporating a reversing mechanism into the fork rod is a factor that reduces the efficiency of transmission of the operating force during a gear shift operation, so there is a demand for improving the efficiency of transmission of the operating force. [Means for solving the problem]

[0005] According to the present disclosure, a vehicle transmission includes a hub attached to a rotating shaft, a sleeve having an internal spline that meshes with the hub, and a transmission gear rotatably attached to the rotating shaft. The vehicle transmission includes a sliding rotor that is axially movably attached to the transmission gear and moves between a fastening position where it meshes with the internal spline and a disengagement position where it disengages from the internal spline. The vehicle transmission includes a shift fork that is attached to the sliding rotor and moves the sliding rotor between the fastening position and the disengagement position. Effect of the Invention

[0006] According to the present disclosure, it is possible to improve the efficiency of transmission of operating forces during gear shifting operations. [Brief description of the drawings]

[0007] [Figure 1] 1 is a diagram showing an example of a vehicle equipped with a vehicle transmission according to an embodiment of the present disclosure; [Diagram 2] FIG. 2 is a diagram showing the internal structure of a transmission. [Diagram 3]FIG. 2 is a diagram showing an operating system of a transmission. [Figure 4] 3 is a diagram showing a part of the operating system as seen from the direction of arrow A in FIG. 2. [Diagram 5] FIG. 4 is a diagram showing a shift mechanism for fifth speed and reverse. [Figure 6] FIG. 4 is a diagram showing a shift mechanism for fifth speed and reverse. [Figure 7] FIG. 4 is a diagram showing a shift mechanism for fifth speed and reverse. [Figure 8] FIG. 4 is a diagram showing a shift mechanism for fifth speed and reverse. [Figure 9] 4A and 4B are diagrams showing a lever provided in the switching mechanism and its vicinity; [Figure 10] 4A and 4B are diagrams showing a lever provided in the switching mechanism and its vicinity; [Figure 11] 4A and 4B are diagrams showing a lever provided in the switching mechanism and its vicinity; [Figure 12] 4A and 4B are diagrams showing a lever provided in the switching mechanism and its vicinity; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the following description, the same or substantially the same configurations and elements will be denoted by the same reference numerals and repeated description will be omitted.

[0009] <Power unit> Fig. 1 is a diagram showing an example of a vehicle 11 equipped with a transmission (vehicle transmission) 10 according to an embodiment of the present disclosure. As shown in Fig. 1, the vehicle 11 has a power unit 13 consisting of an engine 12 and a transmission 10. The transmission 10 has a front differential mechanism 14, which is connected to front wheels 15 that are driving wheels. The illustrated power unit 13 is a front-wheel drive power unit 13, but is not limited thereto and may be a rear-wheel drive or all-wheel drive power unit.

[0010] <Transmission gear train> Fig. 2 is a diagram showing the internal structure of the transmission 10. As shown in Fig. 2, the transmission 10 has an input shaft 16 and an output shaft 17 that is parallel to the input shaft 16. The input shaft 16 is connected to the engine 12 via an input clutch 18, and the output shaft 17 is connected to the front wheels 15 via a front differential mechanism 14. Drive gears 21a, 22a, 25a, and 27a are rotatably attached to the input shaft 16, and drive gears 23a, 24a, and 26a are fixed thereto. Furthermore, driven gears 21b, 22b, 25b, and 27b are fixed to the output shaft 17, and driven gears 23b, 24b, and 26b are rotatably attached thereto.

[0011] The driving gears 21a to 27a of the input shaft 16 and the driven gears 21b to 27b of the output shaft 17 mesh with each other to form a plurality of speed change gear trains 21 to 27. That is, the driving gear 21a and the driven gear 21b form a first speed change gear train 21, and the driving gear 22a and the driven gear 22b form a second speed change gear train 22. The driving gear 23a and the driven gear 23b form a third speed change gear train 23, and the driving gear 24a and the driven gear 24b form a fourth speed change gear train 24. The driving gear 25a and the driven gear 25b form a fifth speed change gear train 25, and the driving gear 26a and the driven gear 26b form a sixth speed change gear train 26. Further, the drive gear 27a and the driven gear 27b mesh with each other via an intermediate gear 28 to form a reverse transmission gear train 27.

[0012] <Transmission switching mechanism> The transmission 10 has two switching mechanisms 31, 34 provided on the input shaft 16 and two switching mechanisms 32, 33 provided on the output shaft 17. The switching mechanism 31 is a clutch mechanism that switches the first or second speed gear trains 21, 22 to a power transmission state. The switching mechanism 32 is a clutch mechanism that switches the third or fourth speed gear trains 23, 24 to a power transmission state. The switching mechanism 33 is a clutch mechanism that switches the sixth speed gear train 26 to a power transmission state. The switching mechanism 34 is a clutch mechanism that switches the fifth speed or reverse speed gear trains 25, 27 to a power transmission state. The switching mechanisms 31 to 34 are called synchromesh mechanisms.

[0013] The switching mechanism 31 has a synchro hub 31a fixed to the input shaft 16 and a synchro sleeve 31b meshing therewith. The drive gear 21a has an external spline 21c, and the drive gear 22a has an external spline 22c. When the synchro sleeve 31b is moved to a fastening position on the drive gear 21a side, the synchro sleeve 31b and the external spline 21c mesh with each other, and the first-speed gear train 21 is switched to a power transmission state in which power is transmitted. On the other hand, when the synchro sleeve 31b is moved to a fastening position on the drive gear 22a side, the synchro sleeve 31b and the external spline 22c mesh with each other, and the second-speed gear train 22 is switched to a power transmission state in which power is transmitted. When the synchro sleeve 31b is moved to a neutral position where it is disengaged from both the external splines 21c, 22c, the first and second speed change gear trains 21, 22 are switched to a power cut-off state in which no power is transmitted.

[0014] The switching mechanism 32 has a synchro hub 32a fixed to the output shaft 17 and a synchro sleeve 32b meshing therewith. The driven gear 23b has an external spline 23c, and the driven gear 24b has an external spline 24c. When the synchro sleeve 32b is moved to a fastening position on the driven gear 23b side, the synchro sleeve 32b and the external spline 23c mesh, and the third-speed gear train 23 is switched to a power transmission state in which power is transmitted. On the other hand, when the synchro sleeve 32b is moved to a fastening position on the driven gear 24b side, the synchro sleeve 32b and the external spline 24c mesh, and the fourth-speed gear train 24 is switched to a power transmission state in which power is transmitted. When the synchro sleeve 32b is moved to a neutral position where it is disengaged from both the external splines 23c, 24c, the third and fourth speed change gear trains 23, 24 are switched to a power cut-off state in which no power is transmitted.

[0015] The switching mechanism 33 has a synchro hub 33a fixed to the output shaft 17 and a synchro sleeve 33b meshing therewith. The driven gear 26b has an external spline 26c. When the synchro sleeve 33b is moved to a fastening position on the driven gear 26b side, the synchro sleeve 33b meshes with the external spline 26c, and the sixth-speed gear train 26 is switched to a power transmission state in which power is transmitted. On the other hand, when the synchro sleeve 33b is moved to a neutral position disengaged from the external spline 26c, the sixth-speed gear train 26 is switched to a power disconnection state in which power is not transmitted.

[0016] The switching mechanism 34 has a synchro hub 34a fixed to the input shaft 16 and a synchro sleeve 34b meshing therewith. A slide rotor 35 having an external spline 25c is attached to the drive gear 25a. When the slide rotor 35 is moved to a fastening position on the synchro sleeve 34b side, the external spline 25c of the slide rotor 35 meshes with the synchro sleeve 34b, and the fifth-speed speed-change gear train 25 is switched to a power transmission state in which power is transmitted. On the other hand, when the slide rotor 35 is moved to a release position on the drive gear 25a side, the external spline 25c of the slide rotor 35 disengages from the synchro sleeve 34b, and the fifth-speed speed-change gear train 25 is switched to a power disconnection state in which power is not transmitted.

[0017] The switching mechanism 34 also has a function of switching the reverse transmission gear train 27 to a power transmission state. The drive gear 27a constituting the transmission gear train 27 has an external spline 27c. When the synchro sleeve 34b is moved to a fastening position on the drive gear 27a side, the synchro sleeve 34b and the external spline 27c mesh, and the reverse transmission gear train 27 is switched to a power transmission state in which power is transmitted. On the other hand, when the synchro sleeve 34b is moved to a neutral position disengaged from the external spline 27c, the reverse transmission gear train 27 is switched to a power disconnection state in which power is not transmitted.

[0018] <Transmission operation system> In order to operate the switching mechanisms 31-34, shift forks 41, 42, 43, 44 are attached to the respective synchro sleeves 31b, 32b, 33b, 34b. Also, in order to operate the switching mechanism 34, a shift fork 45 is attached to the slide rotor 35. These shift forks 41-45 are connected to a shift lever 54 via a shift select shaft 52 and a link mechanism 55, which will be described later. By operating the shift lever 54, the driver can select and operate the switching mechanisms 31-34, and can switch the desired speed change gear train 21-27 to a power transmission state.

[0019] Hereinafter, an explanation will be given of the operation system 50 that connects the shift lever 54 and each of the switching mechanisms 31 to 34. Fig. 3 is a diagram showing the operation system 50 of the transmission 10. Fig. 4 is a diagram showing a part of the operation system 50 as seen from the direction of arrow A in Fig. 2. Note that a cross section along line BB in Fig. 3 is shown for a part of the operation system 50 shown in Fig. 4.

[0020] 3, the transmission 10 has a shift select shaft 52 slidably supported in a transmission case 51, and an arm member 53 attached to the shift select shaft 52. The transmission 10 also has a shift lever 54 operated by the driver, a selector 56 connected to the shift lever 54 via a link mechanism 55, and a shifter 57 connected to the shift lever 54 via the link mechanism 55.

[0021] The shift select shaft 52 is formed with a shift groove 52a into which a pin 57a ​​of a shifter 57 engages. An engagement member 58 having a select groove 58a into which a pin 56a of a selector 56 engages is fixed to the shift select shaft 52. In this manner, the shift lever 54 and the shift select shaft 52 are connected to each other via the link mechanism 55, the selector 56, and the shifter 57. The link mechanism 55 is composed of a rod, a cable, a plate, etc. (not shown).

[0022] The transmission 10 has four fork rods 61, 62, 63, and 64 that are movable in the axial direction. The fork rod 61 is fitted with the first and second speed shift forks 41 and a rod gate 71 having a storage groove 71a. The fork rod 62 is fitted with the third and fourth speed shift forks 42 and a rod gate 72 having a storage groove 72a. The fork rod 63 is fitted with the fifth and sixth speed shift forks 45 and 43 and a rod gate 73 having a storage groove 73a. The fork rod 64 is fitted with the reverse shift fork 44 and a rod gate 74 having a storage groove 74a.

[0023] 3 and 4, the accommodating grooves 71a-74a of the rod gates 71-74 are disposed adjacent to one another. That is, the accommodating grooves 71a-74a are disposed side by side in a selection direction of the arm member 53, which will be described later. Moreover, the four adjacent accommodating grooves 71a-74a are sandwiched between the wall portions 75 of the transmission case 51. Furthermore, the tip portions of the arm members 53 are accommodated in the accommodating grooves 71a-74a.

[0024] Next, the operation of the operation system 50 will be described. As shown in the shift pattern of Fig. 3, when the shift lever 54 is operated to select in the direction of the arrow X1, the selector 56 rotates in the direction of the arrow X1, whereas when the shift lever 54 is operated to select in the direction of the arrow X2, the selector 56 rotates in the direction of the arrow X2. Also, as shown in Fig. 4, when the selector 56 rotates in the direction of the arrow X1, the arm member 53 of the shift select shaft 52 tilts in the direction of the arrow X1, which is the selection direction, whereas when the selector 56 rotates in the direction of the arrow X2, the arm member 53 of the shift select shaft 52 tilts in the direction of the arrow X2, which is the selection direction. In this way, the selection operation of the shift lever 54 is an operation of selecting the accommodation grooves 71a-74a with which the arm member 53 engages, i.e., the fork rods 61-64.

[0025] 3 and 4, a return spring 77 supported by a support shaft 76 is attached to the selector 56. As a result, when the shift lever 54 is not operated, the spring force of the return spring 77 causes the tip of the arm member 53 to be accommodated in the accommodation groove 71a, as shown in FIG.

[0026] 3, when the shift lever 54 is shifted in the direction of the arrow Y1, the shifter 57 rotates in the direction of the arrow Y1, whereas when the shift lever 54 is shifted in the direction of the arrow Y2, the shifter 57 rotates in the direction of the arrow Y2. Furthermore, when the shifter 57 rotates in the direction of the arrow Y1, the arm member 53 of the shift select shaft 52 moves in the direction of the arrow Y1, which is the shift direction, whereas when the shifter 57 rotates in the direction of the arrow Y2, the arm member 53 of the shift select shaft 52 moves in the direction of the arrow Y2, which is the shift direction.

[0027] That is, when the shift lever 54 is shifted in the direction of the arrow Y1, one of the fork rods 61-64 is moved in the direction of the arrow Y1 by the arm member 53. On the other hand, when the shift lever 54 is shifted in the direction of the arrow Y2, one of the fork rods 61-64 is moved in the direction of the arrow Y2 by the arm member 53. In this way, the shift operation of the shift lever 54 is an operation to move one of the fork rods 61-64, i.e., the shift forks 41-45. This shift operation can move one of the shift forks 41-45, and switch one of the transmission gear trains 21-27 to a power transmission state.

[0028] <5th gear and reverse gear change mechanism> 5, 6, 7 and 8 are diagrams showing the fifth-speed and reverse-shifting mechanism 34. In Fig. 5, 6, 7 and 8, the process of shifting the fifth-speed transmission gear train 25 to the power transmission state is shown.

[0029] 5, the switching mechanism 34 has a synchro hub (hub) 34a attached to the input shaft (rotating shaft) 16, and a synchro sleeve (sleeve) 34b having an internal spline 81 that meshes with an external spline 80 of the synchro hub 34a. A fifth-speed drive gear (speed change gear) 25a is rotatably attached to the input shaft 16, and a reverse drive gear (second speed change gear) 27a is rotatably attached to the input shaft 16. The drive gear 25a is disposed on one side of the synchro sleeve 34b in the axial direction, and the drive gear 27a is disposed on the other side of the synchro sleeve 34b in the axial direction.

[0030] In addition, a slide rotor 35 is disposed between the drive gear 25a and the synchronous sleeve 34b, and is attached so as to be movable in the axial direction relative to the drive gear 25a. An engagement hole 82 is formed in the drive gear 25a, and an engagement pin 83 is provided in the slide rotor 35 to be inserted into the engagement hole 82. In this manner, by inserting the engagement pin 83 of the slide rotor 35 into the engagement hole 82 of the drive gear 25a, the slide rotor 35 rotates integrally with the drive gear 25a, and the slide rotor 35 is movable in the axial direction relative to the drive gear 25a. Note that a plurality of engagement holes 82 are formed in the drive gear 25a and are arranged at predetermined intervals in the circumferential direction, and a plurality of engagement pins 83 are arranged at predetermined intervals in the circumferential direction in the slide rotor 35.

[0031] The slide rotor 35 is formed with a fork groove 84 in which the shift fork 45 is accommodated, an outer spline 25c that can mesh with the inner spline 81 of the synchronizer sleeve 34b, and a tapered outer cone surface 85. A synchronizer ring 87 having an inner cone surface 86 opposed to the outer cone surface 85 is disposed between the slide rotor 35 and the synchronizer sleeve 34b. The synchronizer ring 87 is formed with dog teeth 88 that can mesh with the inner spline 81 of the synchronizer sleeve 34b, and a key groove 90 into which a synchronizer key 89 attached to the synchronizer hub 34a is inserted. The synchronizer ring 87 is also called a balk ring.

[0032] The synchronizer sleeve 34b is formed with a fork groove 91 in which the shift fork (second shift fork) 44 is accommodated. The reverse drive gear 27a is formed with an outer spline 27c that can mesh with the inner spline 81 of the synchronizer sleeve 34b, and a tapered outer cone surface 92. A synchronizer ring 94 having an inner cone surface 93 that faces the outer cone surface 92 is disposed between the drive gear 27a and the synchronizer sleeve 34b. The synchronizer ring 94 is formed with dog teeth 95 that can mesh with the inner spline 81 of the synchronizer sleeve 34b, and a key groove 96 in which the synchronizer key 89 attached to the synchronizer hub 34a is inserted. The synchronizer ring 94 is also called a balk ring.

[0033] <Gear change operation (5th gear shift gear train)> When the fifth-speed gear train 25 is switched to a power transmission state, the shift lever 54 is operated as shown by arrows a1 and a2 in the shift pattern in Fig. 3. That is, when an upshift is performed from fourth to fifth speed as shown by arrow a1 in Fig. 3, the shift fork 42 moves to the neutral position as shown by arrow b1 to switch the fourth-speed gear train 24 to a power disconnected state, and the shift fork 45 moves to the engaged position as shown by arrow b2 to switch the fifth-speed gear train 25 to a power transmission state. When a downshift is performed from sixth to fifth speed as shown by arrow a2 in Fig. 3, the shift fork 43 moves to the neutral position as shown by arrow c1 to switch the sixth-speed gear train 26 to a power disconnected state, and the shift fork 45 moves to the engaged position as shown by arrow c2 to switch the fifth-speed gear train 25 to a power transmission state.

[0034] Here, since the shift fork 45 holds the sliding rotor 35, when the fifth-speed speed-change gear train 25 is switched to the power transmission state, the sliding rotor 35 moves toward the synchronizer sleeve 34b. That is, as shown by the arrow α in Fig. 6, when the sliding rotor 35 moves toward the synchronizer sleeve 34b, the dog teeth 88 of the synchronizer ring 87 come into contact with the internal spline 81 of the synchronizer sleeve 34b, and the outer cone surface 85 of the sliding rotor 35 comes into contact with the inner cone surface 86 of the synchronizer ring 87. As a result, friction torque is transmitted between the outer cone surface 85 and the inner cone surface 86, and the rotational speed of the sliding rotor 35 converges toward the rotational speed of the synchronizer sleeve 34b.

[0035] Then, when the rotational speeds of the sliding rotor 35 and the synchronizer sleeve 34b match each other, the sliding rotor 35 moves toward the synchronizer sleeve 34b as shown by the arrow α in Fig. 7, and the dog teeth 88 of the synchronizer ring 87 mesh with the internal spline 81 of the synchronizer sleeve 34b. Furthermore, as shown by the arrow α in Fig. 8, the sliding rotor 35 moves toward the synchronizer sleeve 34b, and the external spline 25c of the sliding rotor 35 meshes with the internal spline 81 of the synchronizer sleeve 34b. This allows the sliding rotor 35 to mesh with the synchronizer sleeve 34b, and the fifth-speed speed-change gear train 25 can be switched to a power transmission state.

[0036] As described above, when the fifth-speed gear train 25 is switched to the power transmission state, the slide rotor 35 is moved toward the synchro sleeve 34b, rather than moving the synchro sleeve 34b toward the drive gear 25a. This allows the movement direction of the shift forks 42, 43 when the fourth-speed and sixth-speed gear trains 24, 26 are switched to the power transmission state and the movement direction of the shift fork 45 when the fifth-speed gear train 25 is switched to the power transmission state to be set in the opposite directions. This eliminates the need to reverse the movement direction of the shift fork 45, so that a reversing mechanism such as a lever can be eliminated from the fork rod 63, and the transmission efficiency of the operating force during the gear shift operation can be improved. In addition, since a reversing mechanism such as a lever can be eliminated from the fork rod 63, the operation stroke of the shift lever 54 can be reduced, and the operating feel of the shift lever 54 can also be improved.

[0037] <Gear change operation (reverse gear train)> When switching the reverse transmission gear train 27 to a power transmitting state, the shift lever 54 is operated as shown by the arrow a3 in the shift pattern of Fig. 3. That is, when switching the reverse transmission gear train 27 to a power transmitting state, the shift fork 44 moves from a state in which the shift forks 41-45 are disposed in the neutral position to the engaged position as shown by the arrow d1, thereby switching the reverse transmission gear train 27 to a power transmitting state.

[0038] Here, since the shift fork 44 holds the synchro sleeve 34b, when the reverse transmission gear train 27 is switched to the power transmitting state, the synchro sleeve 34b moves toward the drive gear 27a. That is, as shown by arrow β1 in Fig. 5, when the synchro sleeve 34b moves toward the drive gear 27a, the internal spline 81 of the synchro sleeve 34b meshes with the dog teeth 95 of the synchronizer ring 94 and then meshes with the external spline (convex portion) 27c of the drive gear 27a. This allows the synchro sleeve 34b to mesh with the drive gear 27a, as shown by symbol β2 in Fig. 5, and the reverse transmission gear train 27 can be switched to the power transmitting state.

[0039] <Reducing the movement resistance of the sliding rotor> As shown in Fig. 5, a lever 100 for reducing the movement resistance of the sliding rotor 35 is provided between the synchro hub 34a and the sliding rotor 35. Figs. 9, 10, 11 and 12 are views showing the lever 100 and its vicinity provided in the switching mechanism 34. Figs. 9, 10, 11 and 12 show the process of switching the fifth-speed gear train 25 to the power transmission state.

[0040] As shown in FIG. 9, the lever 100 has a first end 101 connected to the synchronizer hub 34a via a first spring 111, and a second end 102 connected to the synchronizer ring 87 via a second spring 112. The lever 100 also has a force point 103 provided between the first end 101 and the second end 102 and in contact with the slide rotor 35, and a fulcrum 104 provided between the first end 101 and the force point 103 and tiltably attached to the synchronizer hub 34a. In this way, a plurality of levers 100 tiltably attached to the synchronizer hub 34a are provided at predetermined intervals in the circumferential direction of the synchronizer hub 34a. Since a rotational speed difference occurs between the slide rotor 35 and the force point 103, a thrust bearing (not shown) or the like is provided at the contact point between the slide rotor 35 and the force point 103.

[0041] As shown by the arrow α in Fig. 10, when the slide rotor 35 moves toward the synchronizer sleeve 34b, the dog teeth 88 of the synchronizer ring 87 come into contact with the internal spline 81 of the synchronizer sleeve 34b, and the outer cone surface 85 of the slide rotor 35 comes into contact with the inner cone surface 86 of the synchronizer ring 87. As a result, friction torque is transmitted between the outer cone surface 85 and the inner cone surface 86, and the rotation speed of the slide rotor 35 converges toward the rotation speed of the synchronizer sleeve 34b. Then, when the rotation speeds of the slide rotor 35 and the synchronizer sleeve 34b match each other, as shown by the arrow α in Fig. 11, the slide rotor 35 moves toward the synchronizer sleeve 34b, and the dog teeth 88 of the synchronizer ring 87 mesh with the internal spline 81 of the synchronizer sleeve 34b.

[0042] 11, the force point 103 of the lever 100 is pushed in by the sliding rotor 35, so that the lever 100 tilts toward the synchronizer hub 34a while stretching the first spring 111 and the second spring 112. That is, as shown by the arrow L2, the synchronizer ring 87 is pulled by the lever 100 and the second spring 112 and moves in a direction away from the sliding rotor 35. This allows the synchronizer ring 87 to be separated from the sliding rotor 35, so that the inner cone surface 86 can be separated from the outer cone surface 85, and the sliding rotor 35 can be easily engaged with the synchronizer sleeve 34b.

[0043] That is, in order to mesh the slide rotor 35 with the internal spline 81 of the synchronizer sleeve 34b, it is necessary to finely adjust the positions of the external spline 25c and the internal spline 81 by rotating the slide rotor 35 and the synchronizer sleeve 34b relative to each other. At this time, if the outer cone surface 85 and the inner cone surface 86 are in contact with each other, the relative rotation between the slide rotor 35 and the synchronizer sleeve 34b becomes difficult, but by using the lever 100 to pull the inner cone surface 86 away from the outer cone surface 85, the relative rotation between the slide rotor 35 and the synchronizer sleeve 34b becomes easy. This allows the positions of the external spline 25c and the internal spline 81 to be easily finely adjusted, and the slide rotor 35 can be easily meshed with the synchronizer sleeve 34b. That is, the movement resistance when the slide rotor 35 meshes with the synchronizer sleeve 34b can be reduced, and the operability of the shift lever 54 can be improved.

[0044] When the sliding rotation body 35 moves to the release position, the force point 103 is pressed against the sliding rotation body 35 by the spring forces of the springs 111 and 112, so that the lever 100 moves to the initial position shown in FIG.

[0045] <Other embodiments> The present disclosure is not limited to the above-described embodiment, and may be modified in various ways without departing from the spirit of the present disclosure. In the illustrated example, the shift lever 54 and the shift select shaft 52 are mechanically connected, but the present disclosure is not limited to this, and the shift select shaft 52 may be driven by an electric actuator or the like. In other words, the present disclosure may be applied not only to a parallel shaft type manual transmission, but also to a parallel shaft type automatic transmission. In the above description, the present disclosure is applied to the switching mechanism 34 that switches the fifth speed gear train 25, but the present disclosure is not limited to this, and the present disclosure may be applied to the other switching mechanisms 31 to 33.

[0046] In the illustrated example, the technology of the present disclosure is applied to a single-cone type switching mechanism 34 having one synchronizer ring 87, but the present disclosure may be applied to a double-cone type switching mechanism having two synchronizer rings. In the above description, the synchronizer ring 87 is provided for the switching mechanism 34, but the present disclosure may be applied to a double-cone type switching mechanism having two synchronizer rings. In addition, in the above description, the synchronizer ring 87 is provided for the switching mechanism 34, but the present disclosure may be applied to a double-cone type switching mechanism having two synchronizer rings. In this case, the slide rotor 35 can be moved by the shift fork 45 to mesh with the synchronizer sleeve 34b, and the fifth-speed transmission gear train 25 can be switched to a power transmission state.

[0047] In the above description, the engagement hole 82 is formed in the drive gear 25a, and the engagement pin 83 is provided in the slide rotation body 35, but the present invention is not limited to this, and the engagement hole 82 may be formed in the slide rotation body 35, and the engagement pin 83 may be provided in the drive gear 25a. Also, the drive gear 25a and the slide rotation body 35 may be spline-coupled to each other, so that the slide rotation body 35 is attached to the drive gear 25a so as to be movable in the axial direction. Also, in the illustrated example, the engagement hole 82 is formed penetrating the drive gear 25a, but the present invention is not limited to this, and an engagement hole that does not penetrating the drive gear 25a may be formed. [Explanation of symbols]

[0048] 10...transmission (vehicle transmission), 16...input shaft (rotating shaft), 25a...driving gear (speed change gear), 27a...driving gear (second speed change gear), 27c...outer spline (convex portion), 34a...synchronizing hub (hub), 34b...synchronizing sleeve (sleeve), 35...sliding rotor, 44...shift fork (second shift fork), 45...shift fork, 81...inner spline, 82...engagement hole, 83...engagement pin, 85...outer cone surface, 86...inner cone surface, 87...synchronizer ring, 100...lever, 101...first end, 102...second end, 103...force point portion, 104...fulcrum portion, 111...first spring, 112...second spring

Claims

1. A hub attached to a rotating shaft; a sleeve having an internal spline that meshes with the hub; A speed change gear rotatably attached to the rotating shaft; a slide rotor that is attached to the speed change gear so as to be movable in an axial direction and that moves between a fastening position where it meshes with the internal spline and a release position where it disengages from the internal spline; a shift fork attached to the slide rotor and configured to move the slide rotor between the fastened position and the released position; having Vehicle transmission.

2. 2. The vehicle transmission according to claim 1, a synchronizer ring disposed between the slide rotor and the sleeve, the synchronizer ring having an inner cone surface facing an outer cone surface of the slide rotor; Vehicle transmission.

3. 3. The vehicle transmission according to claim 2, A lever is attached to the hub so as to be tiltable, The lever is a first end connected to the hub via a first spring; a second end connected to the synchronizer ring via a second spring; a force point portion provided between the first end portion and the second end portion and in contact with the slide rotor; a fulcrum portion provided between the first end portion and the force point portion and tiltably attached to the hub; Equipped with Vehicle transmission.

4. 2. The vehicle transmission according to claim 1, An engagement hole is formed in one of the speed change gear and the slide rotor, The other of the speed change gear and the slide rotor is provided with an engagement pin to be inserted into the engagement hole. Vehicle transmission.

5. 2. The vehicle transmission according to claim 1, a second speed change gear rotatably attached to the rotary shaft; A second shift fork attached to the sleeve; having The second shift fork moves between an engagement position where the sleeve meshes with a convex portion of the second speed change gear and a release position where the sleeve is disengaged from the convex portion of the second speed change gear. Vehicle transmission.

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