Clutch-shift interlocking mechanism

Abstract

Provided is a clutch-shift interlocking mechanism that makes it possible to obtain higher controllability of an actuator while simplifying a complicated ball-type structure and reducing the number of components. The clutch-shift interlocking mechanism is provided between clutch and shift mechanisms and a single actuator, and mechanically interlocks the clutch mechanism and the shift mechanism by the operation of the single actuator. The clutch-shift interlocking mechanism is provided with a push member that, by axially operating the clutch mechanism being in a connection state, shifts the clutch mechanism to a half-clutch state or a disengaged state, and a clutch lever that has a rotation axis intersecting with a virtual plane which includes the axis of the push member. The clutch lever is configured to have a neutral region that is neither a shift-up operation region nor a shift-down operation region, and have a first cam that presses the push member in the case of a clockwise turn from the neutral region, and a second cam that presses the push member in the case of a counterclockwise turn from the neutral region.

Description

Clutch and shift interlocking mechanism

[0001] The present invention relates to a clutch / shift interlocking mechanism.

[0002] In automatic transmission mechanisms, technology for linking clutch operation and shift operation is widely known. For example, automatic transmission systems for motorcycles use a mechanism that links clutch and shift operation with a single actuator. A characteristic of this system is that the clutch must be disengaged in both the upshift and downshift, when the shift spindle rotates in opposite directions. To meet these conflicting operational requirements, a ball cam mechanism has traditionally been used.

[0003] For example, the ball cam mechanism disclosed in Patent Document 1 has a structure in which multiple balls 86 are arranged between a lifter cam plate 85 and a base member 84. This mechanism allows the lifter cam plate 85 to move in the direction that disengages the clutch regardless of whether the shift spindle 76 rotates in the upshift direction or the downshift direction. This realizes the function of automatically disengaging the clutch when a shift operation is performed using a single actuator.

[0004] Patent No. 4849542

[0005] There is a need for a clutch / shift interlocking mechanism that can simplify these complex ball-interposed structures, reduce the number of parts, and obtain higher controllability of the actuator.

[0006] SUMMARY OF THE INVENTION An object of the present invention is to provide a clutch / shift interlocking mechanism that simplifies the complicated ball-interposed structure, reduces the number of parts, and provides higher controllability of the actuator.

[0007] [Variations in Control Parameters Due to Temperature Changes] For example, the ball cam mechanism shown in Patent Document 1 is composed of numerous components, including a lifter cam plate 85, a base member 84, balls 86, ball bearings 88, and pins 87. These components are made of different materials (primarily metals), and their dimensions change with temperature due to differences in the thermal expansion coefficients of each component. Of particular importance is the temperature-dependent change in the contact state between the cam portions 85d and 84a and the ball 86. Because the cam portions 85d and 84a are located in a position susceptible to engine heat, increases in temperature during driving can alter the force transmission characteristics assumed at the time of design. In actuator control, the control device performs clutch and shift operations based on certain parameters. Therefore, temperature-dependent changes in characteristics significantly affect controllability, particularly in the mechanism that converts forward and reverse rotation into clutch disengagement. In actuator control, maintaining controllability that takes temperature-dependent changes in characteristics into account can be important in order to achieve precise control to suppress shift shock, which was previously unattainable with conventional actuator control.

[0008] [Desired Space Efficiency] The ball cam mechanism is structurally constrained by the need to maintain a constant radial distance from the rotation axis. The lifter cam plate 85 must be positioned at a sufficient radial distance from the rotation axis and must form a cam groove with a radius of curvature greater than the diameter of the ball 86. This radial distance is required to minimize deviation of the ball from the designed trajectory, limiting design flexibility. Furthermore, to maintain balance, the three balls 86 must be evenly spaced circumferentially, requiring a corresponding cam groove and space for each ball. While this three-point circumferential support structure minimizes deviation, it also contributes to a uniform expansion of the radial dimensions of the entire mechanism. The radial space occupied by multiple components, including the operating space required between the cam portion 84a of the base member 84 and the cam portion 85d of the lifter cam plate 85, the sliding portion between the guide hole 85e and the guide shaft 84b, and the connection area between the pin 87 of the clutch lever 82 and the cam hole portion 85c, is not negligible. In particular, from the perspective of the compactness and lightness required in modern automatic transmissions, the circumferential arrangement and radial space requirements of these components present design challenges, and there are cases where greater mountability is desired by reducing the radial dimensions.

[0009] In order to solve the above problems, according to an aspect of the present disclosure, a clutch / shift interlocking mechanism has the following configuration.

[0010] [One Aspect (1) of the Present Disclosure] A clutch / shift interlocking mechanism according to one aspect of the present disclosure is provided between a clutch mechanism, a shift mechanism, and a single actuator, and mechanically interlocks the clutch mechanism and the shift mechanism through operation of the single actuator. The clutch / shift interlocking mechanism includes a push member that, when the clutch mechanism is in an engaged state, moves axially to transition the clutch mechanism to a half-clutch state or a disengaged state, and a clutch lever having a rotation axis that intersects with an imaginary plane including the axis of the push member. The clutch lever has a neutral region that is neither an up-shift operation region nor a down-shift operation region, and includes a first cam that pushes the push member when rotated clockwise from the neutral region, and a second cam that pushes the push member when rotated counterclockwise from the neutral region.

[0011] [Operation] In the clutch / shift interlocking mechanism of this aspect, the rotational operation of the single actuator rotates the clutch lever. When the clutch lever is in the neutral region, no force is applied to the push member, and the clutch mechanism remains engaged. During a downshift operation, the operation of the single actuator rotates the clutch lever clockwise from the neutral region, causing the first cam to push the push member and transitioning the clutch mechanism to a half-clutch state or a disengaged state. On the other hand, during an upshift operation, the operation of the single actuator rotates the clutch lever counterclockwise from the neutral region, causing the second cam to push the push member and transitioning the clutch mechanism to a half-clutch state or a disengaged state. With this mechanism, during both an upshift operation and a downshift operation, the clutch mechanism transitions to a half-clutch state or a disengaged state in mechanical interlock with the operation of the single actuator.

[0012] [Effects] The clutch-shift interlocking mechanism of this embodiment solves the problems associated with conventional ball cam mechanisms. First, by adopting a direct cam contact method without intermediate components such as balls, the number of parts is reduced and simplified, thereby mitigating the effects of dimensional changes due to temperature changes. In particular, by eliminating the complex contact state between the ball and cam surface, it is easier to predict changes in the relative positional relationship between parts as the temperature rises, and fluctuations in the control parameters of the force transmission characteristics are reduced. This results in high controllability of the actuator. Second, in addition to the reduction in the number of parts, by adopting a lever-type cam and sharing its rotation axis as the pivot point, the clockwise and counterclockwise rotational motion of the clutch lever's rotation axis can be utilized as is, thereby enabling the conversion of force from the input direction to the output direction in an extremely small space. This results in high space efficiency in an automatic transmission system using an actuator with high controllability.

[0013] [Another aspect (2) of the present disclosure] A clutch / shift interlocking mechanism according to another aspect of the present disclosure is the clutch / shift interlocking mechanism of aspect (1) of the present disclosure, wherein the clutch lever is configured such that, when a plane that includes the rotation axis of the clutch lever and is parallel to the axis of the push member or includes the axis of the push member is defined as a second imaginary plane, the second imaginary plane is located between the first cam and the second cam.

[0014] [Operation] With this configuration, the first cam and the second cam are formed separately so as to face each other across the second imaginary plane, so that only one of the first cam or the second cam comes into contact with the push member depending on the rotation direction of the clutch lever. Since the contact portions switch depending on the rotation direction, it is unlikely that only one of the cams will wear out.

[0015] [Effects] By forming the first cam and the second cam separately, the contact areas change depending on the direction of rotation, resulting in higher overall wear resistance and maintaining mechanical operating characteristics with reduced misalignment over a long period of time. As a result, higher controllability can be achieved using the single actuator. This configuration also achieves greater space efficiency compared to conventional structures. Specifically, the clutch lever is configured such that the first cam and the second cam are separated across the second imaginary plane, thereby enabling efficient space utilization around the rotation axis of the clutch lever. The rotation shaft of the clutch lever has a thickness sufficient to maintain rigidity, and this thickness can be used to position the first cam and the second cam at any radial position. For example, the radial dimension can be further reduced in some cases. For example, the first cam and the second cam can be formed at a position slightly radially larger than the circumference of the rotation shaft of the clutch lever.

[0016] [Another Aspect (3) of the Present Disclosure] A clutch / shift interlocking mechanism according to another aspect of the present disclosure is the clutch / shift interlocking mechanism of aspect (1) of the present disclosure, wherein the clutch lever is configured such that, in the shift-up operating region and the shift-down operating region by the single actuator, the clockwise angular range over which the first cam presses the push member is less than 90°, and the counterclockwise angular range over which the second cam presses the push member is less than 90°.

[0017] [Operation] With this configuration, the operation of pushing the push member is completed within a relatively small angular range of less than 90 degrees of rotation of the clutch lever, thereby minimizing the operating range of the single actuator. When the clutch lever pushes the push member using the first cam and the second cam, it is possible to efficiently transmit force within a small angular range of less than 90 degrees. Furthermore, in an angular range of less than 90 degrees, the ratio of the pushing amount to the rotation angle is large, so the bidirectional rotation amount of the single actuator is more likely to be reflected in the amount of movement of the push member. Furthermore, it is easy to suppress discrepancies in the forces pushing the push member in both directions.

[0018] [Effects] This allows for greater control of the actuator. Furthermore, because the operating range of the clutch lever can be reduced, the space occupied by the entire clutch-shift interlocking mechanism can be further reduced. Specifically, by reducing the operating range of the single actuator, the space required around the single actuator can be reduced, and the space required for the rotational movement of the clutch lever can also be reduced, resulting in greater space efficiency.

[0019] [Another Aspect (4) of the Present Disclosure] A clutch / shift interlocking mechanism according to another aspect of the present disclosure is the clutch / shift interlocking mechanism of aspect (1) of the present disclosure, wherein the clutch lever is formed such that, when a plane that includes the rotation axis of the clutch lever and is parallel to the axis of the push member or includes the axis of the push member is defined as a second imaginary plane, the second imaginary plane is located between the first cam and the second cam, and is configured such that, in the shift-up operation region and the shift-down operation region by the single actuator, the clockwise angular range within which the first cam pushes the push member is less than 90°, and the counterclockwise angular range within which the second cam pushes the push member is less than 90°.

[0020] [Operation] With this configuration, the clutch lever is configured to separate the first cam and the second cam across the second imaginary plane, and the first cam and the second cam achieve the function of pushing the push member within a small angular range of less than 90°. Depending on the rotation direction of the clutch lever, only one of the first cam or the second cam comes into contact with the push member, and this contact is efficiently achieved by a small angular displacement of less than 90°.

[0021] [Effects] This configuration achieves higher controllability of the actuator in multiple regions. Because the clutch lever is configured such that the first cam and the second cam are separated by the second imaginary plane, efficient space utilization is possible around the rotation axis of the clutch lever. Furthermore, the rotation axis of the clutch lever has a certain thickness to maintain rigidity, and this thickness allows the first cam and the second cam to be positioned at any radial position, thereby reducing the radial dimension. Furthermore, because operation is completed within a small angular range of less than 90°, the operating range of the clutch lever is limited, and the operating range of the single actuator is also reduced, further reducing the space occupied by the entire mechanism. In addition, because the first cam and the second cam are separated, the contact areas switch depending on the rotation direction, resulting in higher overall wear resistance and maintaining mechanical operating characteristics with reduced misalignment over a long period of time. As a result, higher controllability of the single actuator is achieved and greater space efficiency is achieved.

[0022] [Another Aspect (5) of the Present Disclosure] In a clutch-shift interlocking mechanism according to one aspect of the present disclosure, a first cam follower that contacts the first cam and a second cam follower that contacts the second cam are formed on an end face of the push member that is close to the clutch lever. The first cam follower and the second cam follower may be formed in separate positions, or a part of the first cam follower and a second cam follower may be shared, or the whole of the first cam follower and the second cam follower may be shared.

[0023] [Operation] A push member having a first cam follower in contact with a first cam and a second cam follower in contact with the second cam may be configured in a contact state in which a force is applied to a component that does not rotate around the axis of the push member, such as a clutch lever. In such a configuration, the push member is not easily affected by the rotation of the clutch mechanism or the main shaft and does not rotate. When the push member is configured not to rotate around its axis, the first cam follower and the second cam follower are fixed at separate positions on the clutch lever-side end face of the push member. In this case, the positions of the cam followers can be identified, enabling a design that takes their fixed positions into account. For example, by considering the fixed positions, the volume occupied by the cam mechanism can be reduced. Furthermore, for example, the effect of deformation can be accurately predicted for a known contact position, and a design (material selection, gap setting, shape optimization) that compensates for the deformation can be realized. The actuator control algorithm also allows for high controllability of the actuator, taking into account deformation, etc., based on the relationship between the fixed contact positions. A push member having a first cam follower in contact with a first cam and a second cam follower in contact with the second cam may be configured in a contact state in which a force is applied to a member, such as a clutch lever, that rotates about the axis of the push member. In such a configuration, the push member is dragged and rotated by the rotation of the clutch mechanism or the main shaft. When the push member rotates about its axis, the push member rotates in response to the rotation of the main shaft, thereby reducing loss of driving force in the clutch-engaged state. Furthermore, when the push member is configured to rotate about its axis, the positions of the first cam follower and the second cam follower change depending on the timing of the shift operation and the rotational phase of the push member. In this case, the contact positions of the cam followers are dispersed with each shift operation, so the effects of deformation and the like are averaged across the entire end face. The dispersion of the contact positions prevents the effects of local deformation from concentrating in a specific location, resulting in high durability for the entire system. Experiencing different contact positions under various conditions averages out the effects of deformation and the like, improving the robustness of the entire system.

[0024] [Effects] By forming the first cam follower and the second cam follower on the push member in this way, high controllability of the actuator system can be obtained in both configurations in which the push member does not rotate and configurations in which the push member rotates. Furthermore, by optimizing the cam structure, the absolute amount of dimensional change due to deformation, etc. is suppressed, and errors in the transmission of displacement from the actuator to the push member are reduced. As a result, high controllability can be obtained in a wider range of environments.

[0025] [Another aspect (6) of the present disclosure] In a clutch / shift interlocking mechanism according to one aspect of the present disclosure, the clutch lever includes a lever portion and a rotating shaft portion, the first cam and the second cam are provided on the rotating shaft portion, and the distance between the first cam and the second cam is configured to be smaller than the maximum width of the rotating shaft portion when viewed in the direction of the rotation axis of the clutch lever.

[0026] [Operation] In this configuration, the clutch lever receives a rotational force via the lever portion, causing the rotating shaft portion to rotate. The first cam and the second cam provided on the rotating shaft portion rotate integrally with the rotating shaft portion, and the distance between the first cam and the second cam as viewed in the direction of the rotation axis is configured to be smaller than the maximum width of the rotating shaft portion, so that the first cam and the second cam fit within the space in the width direction of the rotating shaft portion. Furthermore, the first cam and the second cam are formed near the rotation axis.

[0027] [Effects] With this configuration, the first cam and the second cam are disposed within the range of the maximum width of the rotary shaft, thereby achieving high axial space efficiency for the clutch / shift interlocking mechanism. In addition, the first cam and the second cam are formed near the rotary axis, thereby achieving higher responsiveness of the clutch mechanism to the operation of the single actuator. As a result, higher controllability of the single actuator and higher space efficiency can be achieved.

[0028] [Another Aspect (7) of the Present Disclosure] A clutch / shift interlocking mechanism according to one aspect of the present disclosure has a lubrication structure that lubricates at least the contact area between the first cam and the push member and the contact area between the second cam and the push member with a lubricant.

[0029] [Operation] This lubrication structure lubricates the contact areas between the first cam and the second cam of the clutch lever and the push member (or the first cam follower and the second cam follower) with a lubricant. When the clutch lever rotates clockwise or counterclockwise from the neutral region and the first cam or the second cam pushes the push member, the lubricated contact surfaces reduce friction. The lubricant suppresses direct wear between the metal contact surfaces and promotes smooth relative movement, resulting in higher force transmission efficiency. This lubrication structure is designed to maintain a high level of lubrication even during repeated operations.

[0030] [Effects] One of the effects of this lubrication structure is improved durability and operability of the entire mechanism due to reduced friction and wear at the contact points. The presence of the lubricant reduces the friction coefficient between the cam and the push member, enabling smooth operation and force transmission. This reduces the force required to rotate the clutch lever and reduces the load on the single actuator. Furthermore, by significantly reducing wear at the contact points, it is possible to maintain the initial controllability of the actuator even after long-term use, extending the life of the entire mechanism. As a result, the single actuator achieves greater controllability and greater space efficiency.

[0031] [Another Aspect (8) of the Present Disclosure] In a clutch / shift interlocking mechanism according to one aspect of the present disclosure, when the clutch / shift interlocking mechanism is in the neutral region in a cold state or in the neutral region in a warm state, gaps are formed between the first cam and the first cam follower and between the second cam and the second cam follower. These gaps are designed so that the cam and the cam follower are not in contact with each other when the clutch lever is in the neutral region.

[0032] [Operation] This gap structure maintains a constant gap between the first cam and the first cam follower and between the second cam and the second cam follower when the clutch lever is in the neutral region. This gap is maintained in both a cold state (at low temperatures, such as immediately after starting the engine) and a warm state (at normal operating temperatures). When the clutch lever starts to rotate from the neutral region and the rotation angle exceeds a certain value, the first cam or the second cam begins to contact the corresponding cam follower and push the push member. Due to this gap, no force is applied to the push member in the neutral region, and the clutch mechanism maintains an engaged state while suppressing state fluctuations.

[0033] [Effects] One of the effects of this gap structure is that it reduces fluctuations in mechanism operation due to temperature changes and achieves higher reliability. Because the gap is maintained in at least one of the cold and warm states, unintended contact between the cam and the cam follower in the neutral region can be prevented even if dimensional changes occur due to thermal expansion of the clutch mechanism components. This prevents the clutch from unintendedly transitioning to a half-clutch state due to temperature changes. Furthermore, the non-contact state in the neutral region eliminates wear during normal driving, ensuring high durability of the cam and the cam follower. As a result, higher controllability with the single actuator can be achieved over a long period of time. Furthermore, when the clutch lever rotates clockwise or counterclockwise from the neutral region, the gap between the cam and the cam follower initially allows for a smooth start of operation. As a result, higher controllability with the single actuator can be achieved.

[0034] [Another aspect (9) of the present disclosure] When viewed in the axial direction of the push member, the contact portions of the first cam and the second cam are both positioned inward from the inner diameter of a bearing that supports a rotating shaft on which the clutch mechanism is provided.

[0035] [Operation] When viewed in the axial direction of the push member, the contact portions of the first cam and the second cam are located inward from the inner diameter of the bearing that supports the rotating shaft on which the clutch mechanism is provided, so that the contact portions are projected into the space inside the inner diameter of the bearing. Because the contact portions are configured to be located inward from the inner diameter of the bearing in the radial direction, radial interference between the contact portions and the bearing or components around the bearing is suppressed.

[0036] [Effect] When viewed in the axial direction of the push member, the contact portions of the first cam and the second cam are located inward from the inner diameter of the bearing, thereby reducing interference between the contact portions and surrounding components. This allows the contact portions to be positioned without overlapping with the bearing in the radial direction, thereby reducing the radial size of the clutch-shift interlocking mechanism. Furthermore, by positioning the contact portions away from the axial direction, axial interference with the bearing is also avoided, allowing for a smaller and more compact overall design of the clutch-shift interlocking mechanism, resulting in greater space efficiency in a system with greater actuator controllability.

[0037] [Another aspect (10) of the present disclosure] When viewed in the axial direction of the push member, the contact portions of the first cam follower and the second cam follower are both positioned inward from the inner diameter of a bearing that supports a rotating shaft on which the clutch mechanism is provided.

[0038] [Operation] When viewed in the axial direction of the push member, the contact portions of the first cam follower and the second cam follower are both located inward from the inner diameter of the bearing that supports the rotating shaft on which the clutch mechanism is provided, so that the contact portions are projected into the space inside the inner diameter of the bearing. Because the contact portions are configured to be located inward from the inner diameter of the bearing in the radial direction, radial interference between the contact portions and the bearing or components around the bearing is suppressed.

[0039] [Effect] When viewed in the axial direction of the push member, the contact portions of the first cam follower and the second cam follower are located inward from the inner diameter of the bearing, thereby reducing interference between the contact portions and surrounding components. This allows the contact portions to be positioned without overlapping with the bearing in the radial direction, thereby reducing the radial size of the clutch-shift interlocking mechanism. Furthermore, by locating the contact portions at positions offset from the axial direction, axial interference with the bearing is also avoided, allowing for a smaller and more compact overall design of the clutch-shift interlocking mechanism with higher actuator controllability, resulting in greater space efficiency.

[0040] [Another aspect (11) of the present disclosure] When viewed in the axial direction of the push member, the contact portions between the first cam and the first cam follower and between the second cam and the second cam follower are all located inward from the inner diameter of a bearing that supports a rotating shaft on which the clutch mechanism is provided.

[0041] [Operation] When viewed in the axial direction of the push member, the contact portions between the first cam and the first cam follower and the second cam and the second cam follower are all located inward of the inner diameter of the bearing that supports the rotating shaft on which the clutch mechanism is provided, so that all of these contact portions are projected into the space inside the inner diameter of the bearing. Because the four contact portions are configured to be located inward of the inner diameter of the bearing in the radial direction, radial interference between the contact portions and the bearing or components around the bearing is suppressed.

[0042] [Effect] When viewed in the axial direction of the push member, all of the contact portions between the first cam and the first cam follower and the second cam and the second cam follower are located inside the inner diameter of the bearing, thereby suppressing interference between all of these contact portions and surrounding components. This allows the four contact portions to be positioned without overlapping with the bearing in the radial direction, thereby suppressing the radial size of the clutch-shift interlocking mechanism. Furthermore, because all of the contact portions are configured using the same layout principle, the bearing and its surrounding components can be rationally designed, resulting in greater space efficiency for the entire mechanism with greater controllability by the actuator.

[0043] [Definition of Terms] The terminology used herein is for the purpose of defining particular embodiments only and is not intended to limit the invention. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed components. As used herein, the use of the terms "including," "comprising," or "having," and variations thereof, identifies the presence of stated features, steps, operations, elements, components, and / or equivalents thereof, but may include one or more of the steps, operations, elements, components, and / or groups thereof. As used herein, the terms "attached," "connected," "coupled," and / or equivalents thereof are used broadly and encompass both direct and indirect attachments, connections, and couplings. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, but can include direct or indirect electrical connections or couplings. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms, such as those defined in commonly used dictionaries, should be interpreted to have a meaning consistent with the meaning in the context of the relevant technology and this disclosure, and should not be interpreted in an idealized or overly formal sense unless explicitly defined herein. It is understood that numerous techniques and processes are disclosed in the description of the present invention. Each of these has distinct advantages, and each can be used with one or more, or in some cases all, of the other disclosed techniques. Thus, for the sake of clarity, this description will refrain from unnecessarily repeating every possible combination of individual steps. Nevertheless, the specification and claims should be read with the understanding that all such combinations are within the scope of the present invention and claims. A novel clutch and shift interlock mechanism is described herein. In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present invention.However, it will be apparent to one skilled in the art that the present invention may be practiced without these specific details. The present disclosure is to be considered as an example of the present invention and is not intended to limit the invention to the specific embodiments illustrated by the following drawings or description.

[0044] The clutch mechanism transitions between an engaged state, a half-clutch state, and a disengaged state. The clutch mechanism is engaged, for example, when multiple built-in clutch plates are pressed against each other, usually by the biasing force of a clutch spring. The clutch mechanism transitions from the engaged state to the half-clutch state or the disengaged state when a push member is pushed by a clutch-shift interlocking mechanism. The clutch mechanism transitions from the half-clutch state or the disengaged state to the engaged state when the push member is released from the pressure.

[0045] The single actuator is the only actuator that causes the clutch mechanism to transition between states and the shift mechanism to change gear positions. The single actuator may include, for example, an electric motor. However, the single actuator is not particularly limited and may be, for example, an electric solenoid or a hydraulic actuator.

[0046] The push member is, for example, a component that pushes a pressure plate that biases the clutch in the engagement direction in the disengagement direction. The push member is, for example, a push rod. However, the shape of the push member is not particularly limited and may be, for example, a cubic or frustum shape. The push member may be, for example, composed of a single component or multiple components.

[0047] In the cam and cam follower concept, the cam is the part that moves, and the cam follower is the part that follows that movement.

[0048] The clutch lever in this specification is not, for example, an operating lever that is gripped by a human hand, but a component provided between the single actuator and the clutch mechanism. The clutch lever is a component that contacts the push member and pushes the push member by rotating. The clutch lever is configured, for example, by combining a shaft member and a lever member. However, the specific structure of the clutch lever is not particularly limited, and for example, the shaft portion and lever portion may be formed integrally.

[0049] Clockwise and counterclockwise rotations are opposites to each other when viewed from one direction. However, clockwise rotation, for example, can be reversed depending on the direction from which it is viewed. However, once the direction from which it is viewed is fixed, clockwise and counterclockwise rotations are opposites to each other when viewed from that direction.

[0050] The first cam and the second cam are disposed, for example, at the same position in the axial direction of the shaft portion. That is, the first cam and the second cam exist, for example, on an imaginary plane perpendicular to the axial direction. However, the positions of the first cam and the second cam in the axial direction are not particularly limited, and for example, they may be offset from each other.

[0051] When a plane that includes the rotation axis of the clutch lever and is parallel to the axis of the push member or that includes the axis of the push member is defined as the second imaginary plane, the second imaginary plane is defined as, for example, a plane that is parallel to the axis of the push member. The second imaginary plane 12c may be defined as, for example, a plane that includes the axis of the push member.

[0052] According to the present invention, it is possible to realize a clutch / shift interlocking mechanism that simplifies the complicated ball-interposed structure, reduces the number of parts, and provides higher controllability by the actuator.

[0053] 1 is a schematic configuration diagram showing a clutch / shift interlocking mechanism according to an embodiment of the present disclosure and a conventional example. FIG. 1 is a schematic configuration diagram showing an enlarged portion of the clutch / shift interlocking mechanism 10 shown in FIG. 1 in a neutral region. FIG. 1 is a schematic configuration diagram showing an enlarged portion of the clutch / shift interlocking mechanism 10 shown in FIG. 1 in a shift-up operation region and a shift-down operation region. FIG. 1 is a schematic perspective view of the push member shown in FIG. 1 in the axial direction, seen through the clutch lever. FIG. 1 is a schematic perspective view of the push member in a rotatable state, seen through the axial direction. FIG. 1 is a schematic configuration diagram showing the clutch lever and push member shown in FIG. 1, with the clutch lever and push member removed. FIG. 1 is a diagram for explaining a support structure of the clutch / shift interlocking mechanism shown in FIG. 1. FIG. 1 is a schematic perspective view of the push member shown in FIG. 1 in the axial direction, seen through the clutch lever. FIG. 1 is a configuration diagram showing an example of an embodiment of the present disclosure.

[0054] Hereinafter, each aspect of the present disclosure will be described with reference to the drawings.

[0055] [First Aspect] Fig. 1 is a schematic diagram showing a clutch / shift interlocking mechanism according to a first aspect of the present disclosure and a conventional example. Parts (a) to (d) of Fig. 1 show the clutch / shift interlocking mechanism according to the first aspect. Parts (a) to (d) of Fig. 1 show various states of the clutch / shift interlocking mechanism. Parts (e) and (f) of Fig. 1 also show various states of the conventional example side by side for easy comparison.

[0056] The main components of the clutch / shift interlocking mechanism 10 according to the first embodiment will be described with reference to part (b) of FIG. 1. Part (b) of FIG. 1 shows the clutch / shift interlocking mechanism 10, a clutch mechanism 20, a shift mechanism 30, and a single actuator 40. The clutch mechanism 20 switches between connecting and disconnecting the transmission path of the rotational driving force. The shift mechanism 30 switches between gear stages associated with the torque ratio of the rotational driving force and the gear ratio. The single actuator 40 drives the switching operations of both the clutch mechanism 20 and the shift mechanism 30. The single actuator 40 is the only actuator that drives the switching operations of the clutch mechanism 20 and the shift mechanism 30. The single actuator 40 includes, for example, an electric motor and a reduction mechanism.

[0057] The clutch / shift interlocking mechanism 10 is disposed between the clutch mechanism 20, the shift mechanism 30, and the single actuator 40. The clutch / shift interlocking mechanism 10 mechanically interlocks the clutch mechanism 20 and the shift mechanism 30 through operation of the single actuator 40. According to the clutch / shift interlocking mechanism 10, the clutch mechanism 20 operates in conjunction with operation of the shift mechanism 30 by the single actuator 40. The clutch / shift interlocking mechanism 10 includes a push member 11 and a clutch lever 12. The push member 11 is, for example, a push rod that is disposed so as to be movable in the axial direction. The push member 11 also includes an intermediary that is disposed between the push rod and the clutch mechanism 20 and is disposed so as to be movable in the axial direction together with the push rod. The push member 11 moves in the axial direction to transition the clutch mechanism 20 from an engaged state to a half-clutch state or a disengaged state. The clutch lever 12 moves the push member 11 in the axial direction by rotating. The clutch lever 12 has a rotation axis 12a. The clutch lever 12 is provided to be rotatable about a rotation axis 12a. The rotation axis 12a is provided so as to intersect with a first imaginary plane 11b. The first imaginary plane 11b is defined as a plane including the axis 11a of the push member 11. The axis 11a is defined as a line parallel to the axial direction in which the push member 11 moves. In other words, when the plane including the axis 11a of the push member 11 is defined as the first imaginary plane 11b, the clutch lever 12 has a rotation axis 12a that intersects with this first imaginary plane 11b.

[0058] The clutch / shift interlocking mechanism 10 also includes, for example, a shift rod 13 and a clutch transmission mechanism 14. The shift rod 13 rotates to rotate a shift drum (not shown) in the shift mechanism 30, causing the shift mechanism 30 to change gears. The clutch transmission mechanism 14 includes, for example, a link mechanism or a gear. The clutch transmission mechanism 14 mechanically couples the rotation of the shift rod 13 with the rotation of the clutch lever 12. Some or all of the following may be coupled via some kind of transmission mechanism between the single actuator 40 and the shift rod 13, between the shift rod 13 and the clutch transmission mechanism 14, and between the clutch transmission mechanism 14 and the clutch lever 12. Alternatively, these may transmit power by direct contact.

[0059] In addition, in parts (a) and (d) of FIG. 1, the shift mechanism 30, the shift rod 13, and the clutch transmission mechanism 14 are omitted.

[0060] The clutch lever 12 has an upshift operation area, a downshift operation area, and a neutral area. Each area corresponds to a rotation angle of the clutch lever 12. Part (a) of FIG. 1 shows the upshift operation area of ​​the clutch lever 12. Part (d) of FIG. 1 shows the downshift operation area of ​​the clutch lever 12. Parts (b) and (c) of FIG. 1 show the neutral area of ​​the clutch lever 12. The neutral area is an area that is neither the upshift operation area nor the downshift operation area. The clutch lever 12 is rotated in conjunction with the rotation of the shift rod 13 by being driven by the single actuator 40. As a result, the state of the clutch lever 12 transitions between the upshift operation area, the downshift operation area, and the neutral area.

[0061] The clutch lever 12 has a first cam 12f and a second cam 12s. The first cam 12f is a part that pushes the push member 11 when the clutch lever 12 is rotated clockwise from the neutral region shown in part (c) of Fig. 1 as shown in part (d) of Fig. 1. The second cam 12s is a part that pushes the push member 11 when the clutch lever 12 is rotated counterclockwise from the neutral region shown in part (b) of Fig. 1 as shown in part (a) of Fig. 1.

[0062] An upshift operation is performed as follows. For example, in the neutral region of the clutch lever 12 shown in part (b) of FIG. 1 , the single actuator 40 rotates the shift rod 13. This causes the shift mechanism 30 to change gears. At the same time, the rotational drive force of the single actuator 40 is transmitted by the clutch transmission mechanism 14, causing the clutch lever 12 to rotate counterclockwise. The clutch lever 12 rotates counterclockwise from the neutral region shown in part (b) of FIG. 1 as shown in part (a) of FIG. 1, and the second cam 12s of the clutch lever 12 pushes the push member 11. This causes the clutch mechanism 20 to transition from an engaged state to a half-clutch state or a disengaged state. After the shift mechanism 30 changes gears in the state shown in part (a) of FIG. 1 , the single actuator 40 then drives the shift rod 13 in the reverse direction. This causes the rotational position of the shift rod 13 to return to its original position. At the same time, the reverse rotational driving force of the single actuator 40 is transmitted by the clutch transmission mechanism 14, causing the clutch lever 12 to rotate clockwise and return to the rotational position before the up-shifting operation. The clutch lever 12 rotates clockwise from the region shown in part (a) of FIG. 1 to the neutral region shown in part (b) of FIG. 1, and the push member 11 is released from the pressure of the second cam 12s. This causes the clutch mechanism 20 to transition from the half-clutch state or the disengaged state to the engaged state. In this way, the up-shifting operation is completed. Parts (b) and (c) of FIG. 1 show substantially the same state.

[0063] A downshift operation is performed as follows. For example, in the neutral region of the clutch lever 12 shown in part (c) of FIG. 1 , the single actuator 40 rotates the shift rod 13. The shift rod 13 rotates in the opposite direction to the rotation during upshifting. This causes the shift mechanism 30 to change gears. At the same time, the rotational drive force of the single actuator 40 is transmitted by the clutch transmission mechanism 14, causing the clutch lever 12 to rotate clockwise. The clutch lever 12 rotates clockwise from the neutral region shown in part (c) of FIG. 1 as shown in part (d) of FIG. 1, and the first cam 12f of the clutch lever 12 pushes the push member 11. This causes the clutch mechanism 20 to transition from an engaged state to a half-clutch state or a disengaged state. After the shift mechanism 30 changes gears in the state shown in part (d) of FIG. 1 , the single actuator 40 then drives the shift rod 13 in the reverse direction. This causes the rotational position of the shift rod 13 to return to its original position. At the same time, the rotational driving force of the single actuator 40 is transmitted by the clutch transmission mechanism 14, causing the clutch lever 12 to rotate counterclockwise and return to the rotational position before the downshifting operation. The clutch lever 12 rotates counterclockwise from the region shown in part (d) of Figure 1 to the neutral region shown in part (c) of Figure 1, and the push member 11 is released from the pressure of the first cam 12f. This causes the clutch mechanism 20 to transition from the half-clutch state or the disengaged state to the engaged state. In this way, the downshifting operation is completed.

[0064] [Operation] In the clutch-shift interlocking mechanism 10 of this embodiment, the rotational movement of the single actuator 40 rotates the clutch lever 12. When the clutch lever 12 is in the neutral region shown in parts (b) and (c) of FIG. 1, no force is applied to the push member 11, and the clutch mechanism 20 remains engaged. During a downshift operation, the operation of the single actuator 40 rotates the clutch lever 12 clockwise as shown in part (d) of FIG. 1 from the neutral region shown in part (c) of FIG. 1, causing the first cam 12f to push the push member 11, transitioning the clutch mechanism 20 to a half-clutch state or a disengaged state. On the other hand, during an upshift operation, the operation of the single actuator 40 rotates the clutch lever 12 counterclockwise as shown in part (a) of FIG. 1 from the neutral region shown in part (c) of FIG. 1, causing the second cam 12s to push the push member 11, transitioning the clutch mechanism 20 to a half-clutch state or a disengaged state. With this mechanism, the clutch mechanism 20 transitions to a half-clutch state or a disengaged state in mechanical conjunction with the operation of the single actuator 40 during both an upshift operation and a downshift operation.

[0065] [Effects] The clutch / shift interlocking mechanism 10 of this embodiment can solve the problems associated with conventional ball cam mechanisms.

[0066] For example, a conventional ball cam mechanism 80 shown in part (e) of FIG. 1 includes a lifter cam plate 85, a base member 84, balls 86, ball bearings 88, and a pin 87. The conventional ball cam mechanism 80 has a structure in which multiple balls 86 are arranged between the lifter cam plate 85 and the base member 84. This mechanism allows the lifter cam plate 85 to move in the direction of disengaging the clutch regardless of whether the shift spindle 76 rotates in the upshift direction shown in part (e) of FIG. 1 or the downshift direction shown in part (f) of FIG. 1. However, the conventional ball cam mechanism 80 is structurally limited by the need to maintain a constant radial distance from the rotation axis. The lifter cam plate 85 must be positioned at a sufficient radial distance from the rotation axis and must have a cam groove with a radius of curvature larger than the diameter of the balls 86. Furthermore, to maintain balance, three balls 86 must be equally spaced circumferentially, requiring a cam groove and space corresponding to each ball. In addition, the space occupied radially by multiple components cannot be ignored, including the operating space required between the cam portion of the base member 84 and the cam portion of the lifter cam plate 85, the sliding portion between the guide hole of the lifter cam plate 85 and the guide shaft of the base member 84, and the connection area between the pin 87 of the clutch lever 82 and the cam hole portion of the lifter cam plate 85.

[0067] In contrast, the clutch / shift interlocking mechanism 10 of this embodiment employs a direct cam contact method without intermediate components such as the ball 86. This reduces and simplifies the number of components, thereby mitigating the effects of dimensional changes due to temperature changes. Furthermore, eliminating the complex contact state between the ball 86 and the cam surface makes it easier to predict changes in the relative positional relationship between components as the temperature rises, reducing fluctuations in the control parameters of the force transmission characteristics. This results in high actuator controllability. Second, in addition to the reduced number of components, the use of a lever-type cam and the shared rotation axis 12a as the pivot point allows the clockwise and counterclockwise rotational motion of the rotation axis of the clutch lever 12 to be utilized as is, thereby enabling the conversion of force from the input direction to the output direction in a very small space. This results in high space efficiency in an automatic transmission system using an actuator with high controllability.

[0068] [Second Mode] FIG. 2 is a schematic diagram showing an enlarged view of a part of the clutch / shift interlocking mechanism 10 shown in FIG. 1 in the neutral region.

[0069] A second imaginary plane 12c is defined for the clutch lever 12 of the clutch / shift interlocking mechanism 10. The second imaginary plane 12c is defined as a plane that includes the rotation axis 12a of the clutch lever 12 and is parallel to the axis 11a of the push member 11. Figure 2 depicts a straight line (cutting line) that represents the second imaginary plane 12c when viewed from above. The clutch / shift interlocking mechanism 10 is formed so that the second imaginary plane 12c is located between the first cam 12f and the second cam 12s in the neutral region.

[0070] [Operation] With this configuration, the first cam 12f and the second cam 12s are formed separately so as to face each other across the second imaginary plane 12c, so that only one of the first cam 12f or the second cam 12s comes into contact with the push member 11 depending on the rotation direction of the clutch lever 12. In this way, the contact portion switches depending on the rotation direction, which prevents wear on only one of the cams.

[0071] [Effects] By forming the first cam 12f and the second cam 12s separately, the contact areas change depending on the direction of rotation, resulting in higher overall wear resistance and maintaining mechanical operating characteristics with reduced misalignment over a long period of time. As a result, higher controllability can be achieved using a single actuator 40 (Figure 1). Furthermore, the above-described configuration achieves greater space efficiency compared to conventional structures. Specifically, the clutch lever 12 is configured such that the first cam 12f and the second cam 12s are separated and positioned across the second imaginary plane 12c, thereby enabling efficient space utilization around the rotation axis 12a of the clutch lever 12. The rotating shaft of the clutch lever 12 has a thickness sufficient to maintain rigidity, and this thickness can be used to position the first cam and the second cam at any radial position. For example, the radial dimension may be further reduced. For example, the first cam 12f and the second cam 12s may be formed slightly radially larger than the circumference of the rotating shaft of the clutch lever 12.

[0072] [Third Mode] FIG. 3 is a schematic diagram showing an enlarged view of a part of the clutch / shift interlocking mechanism 10 shown in FIG. 1 in the upshift operation region and the downshift operation region.

[0073] The clutch lever 12 of the clutch-shift interlocking mechanism 10 is configured so that the counterclockwise angular range α, within which the second cam 12s presses the push member 11, is less than 90° in the upshift operation region shown in part (b) of Fig. 3. Furthermore, the clutch lever 12 is configured so that the clockwise angular range α, within which the first cam 12f presses the push member 11, is less than 90° in the downshift operation region shown in part (a) of Fig. 3.

[0074] [Operation] With this configuration, the action of pushing the push member 11 is completed within a relatively small angular range of the clutch lever 12 that is less than 90 degrees, thereby minimizing the operating range of the single actuator 40 ( FIG. 1 ). When the clutch lever 12 pushes the push member 11 using the first cam 12f and the second cam 12s, the clutch lever 12 can efficiently transmit force within a small angular range of less than 90 degrees. Furthermore, in an angular range of less than 90 degrees, the ratio of the pushing amount to the rotation angle is large, so the bidirectional rotation amount of the single actuator 40 is more likely to be reflected in the amount of movement of the push member 11. Furthermore, it is easy to suppress discrepancies in the forces pushing the push member 11 in both directions.

[0075] [Effect] This results in higher controllability of the single actuator 40. In addition, the operating range of the clutch lever 12 can be reduced, further reducing the space occupied by the entire clutch-shift interlocking mechanism 10. Specifically, by reducing the operating range of the single actuator 40, the space required around the single actuator 40 can be reduced, and the space required for the rotational movement of the clutch lever 12 is also reduced, resulting in higher space efficiency.

[0076] [Fourth Aspect] A clutch-shift interlocking mechanism 10 according to this aspect combines the structures shown in FIGS. 2 and 3 . As shown in FIG. 2 , a second imaginary plane 12c is defined in the clutch lever 12 of the clutch-shift interlocking mechanism 10. The second imaginary plane 12c is defined as a plane that includes the rotation axis 12a of the clutch lever 12 and is parallel to the axis 11a of the push member 11. FIG. 2 depicts a straight line (cutting line) of the second imaginary plane 12c as viewed from above. The clutch-shift interlocking mechanism 10 is configured such that the second imaginary plane 12c is located between the first cam 12f and the second cam 12s in the neutral region. Furthermore, the clutch lever 12 is configured such that the counterclockwise angular range α, within which the second cam 12s pushes the push member 11, is less than 90° in the upshifting operation region shown in part (b) of FIG. 3 . Furthermore, the clutch lever 12 is configured so that in the downshift operation region shown in part (a) of Figure 3, the clockwise angular range α, within which the first cam 12f presses the push member 11, is less than 90°.

[0077] [Operation] With this configuration, the clutch lever 12 is configured such that the first cam 12f and the second cam 12s are separated from each other by the second imaginary plane 12c, and further, the first cam 12f and the second cam 12s realize the function of pushing the push member 11 within a small angular range α of less than 90°. Depending on the rotation direction of the clutch lever 12, only one of the first cam 12f or the second cam 12s comes into contact with the push member 11, and the contact is efficiently achieved by a small angular displacement of less than 90°.

[0078] [Effects] This configuration achieves higher controllability of the single actuator 40 in multiple regions. Because the clutch lever is configured with the first cam 12f and the second cam 12s separated by the second imaginary plane 12c, space can be efficiently utilized around the rotation axis 12a of the clutch lever 12. The rotation axis of the clutch lever 12 has a certain thickness to maintain rigidity, and this thickness can be used to position the first cam 12f and the second cam 12s at any radial position, thereby reducing the radial dimension. Furthermore, because operation is completed within a small angular range α of less than 90°, the operating range of the clutch lever 12 is limited, thereby also reducing the operating range of the single actuator 40, further reducing the space occupied by the entire mechanism. In addition, because the first cam 12f and the second cam 12s are separated, the contact areas switch depending on the direction of rotation, resulting in higher overall wear resistance and maintaining mechanical operating characteristics with reduced misalignment over a long period of time. As a result, higher controllability of the single actuator 40 and greater space efficiency are achieved.

[0079] [Fifth Aspect] Fig. 4 is a schematic perspective view of the push member shown in Fig. 1 as seen in the axial direction through the clutch lever. Fig. 4 shows an end face of the push member that is close to the clutch lever.

[0080] The push member 11 has an end surface 11c that is close to the clutch lever 12. For example, the end surface 11c in FIG. 4 is formed in a circular shape. However, the end surface 11c may have a shape other than a circle. A first cam follower 11f and a second cam follower 11s are formed on the end surface 11c of the push member 11. The first cam follower 11f is a portion that comes into contact with the first cam 12f. The second cam follower 11s is a portion that comes into contact with the second cam 12s.

[0081] [Operation] The push member 11, which includes the first cam follower 11f in contact with the first cam 12f and the second cam follower 11s in contact with the second cam 12s, is configured in a contact state in which a force is applied to a member that does not rotate around the axis 11a of the push member 11, such as the clutch lever 12. In this configuration, the push member 11 is not easily affected by the rotation of the clutch mechanism 20 or the main shaft and does not generally rotate. When the push member 11 is configured not to rotate around its axis 11a, the first cam follower 11f and the second cam follower 11s are located at separate fixed positions on the clutch-lever-side end surface 11c of the push member 11. In this case, the positions of the cam followers 11f and 11s can be identified, allowing for design (material selection, gap setting, shape optimization) based on their fixed positions. Furthermore, the control algorithm for the single actuator 40 also allows for high controllability of the single actuator 40 due to the relationship between the fixed contact positions.

[0082] FIG. 5 is a schematic perspective view of a rotatable push member viewed in the axial direction. The push member 11 shown in FIG. 5 is configured in a contact state in which a force is applied to a member, such as the clutch mechanism 20, that rotates around the axis 11a of the push member 11. In this configuration, the push member 11 rotates by being dragged by the rotation of the clutch mechanism 20 and the main shaft. When the push member 11 is configured to rotate around its axis 11a, both the contact position of the first cam 12f and the contact position of the second cam 12s change depending on the timing of the shift operation and the rotation phase of the push member 11. On the end surface 11c of the push member 11, the portion that becomes the first cam follower 11f and the portion that becomes the second cam follower 11s are partially or entirely shared. In the example shown in FIG. 5, the portion that becomes the first cam follower 11f and the portion that becomes the second cam follower 11s are entirely shared. In this case, the contact positions of the first cam 12f and the contact positions of the second cam 12s on the cam followers 11f and 11s are dispersed for each shift operation, so the effects of contact and pressing are averaged across the entire end face 11c. The dispersion of contact positions prevents the effects of local deformation from concentrating in specific locations, resulting in high durability for the entire system. The averaged effects of deformation increase the robustness of the entire system.

[0083] [Effects] In this way, by forming the first cam follower 11f and the second cam follower 11s on the push member 11, high controllability of the actuator system can be obtained in both configurations in which the push member 11 does not rotate and configurations in which the push member 11 rotates. Furthermore, by optimizing the cam structure, the absolute amount of dimensional change itself is suppressed, and errors in the transmission of displacement from the single actuator 40 to the push member 11 are reduced. Therefore, high controllability can be obtained.

[0084] [Sixth Aspect] FIG. 6 is a schematic diagram showing the clutch lever and the push member shown in FIG.

[0085] The clutch lever 12 shown in FIG. 6 includes a lever portion 12L and a rotating shaft portion 12R. The lever portion 12L is the portion that directly receives force from the clutch transmission mechanism 14 (FIG. 1). The lever portion 12L and the rotating shaft portion 12R rotate integrally about the rotation axis 12a. A first cam 12f and a second cam 12s are provided on the rotating shaft portion 12R. In FIG. 6, the first cam 12f and the second cam 12s are indicated by thick lines. The distance Lcam between the first cam 12f and the second cam 12s is smaller than the maximum width Lmax of the rotating shaft portion 12R when viewed from the direction of the rotation axis 12a of the clutch lever 12. Specifically, the distance Lcam between the first cam 12f and the second cam 12s is the distance between the outermost positions of the first cam 12f and the second cam 12s.

[0086] [Operation] In this configuration, the clutch lever 12 receives a rotational force via the lever portion 12L, causing the rotating shaft portion 12R to rotate. The first cam 12f and the second cam 12s provided on the rotating shaft portion 12R rotate integrally with the rotating shaft portion 12R, and the distance Lcam between the first cam 12f and the second cam 12s when viewed from the direction of the rotation axis 12a is configured to be smaller than the maximum width Lmax of the rotating shaft portion 12R, so that the first cam 12f and the second cam 12s fit within the space in the width direction of the rotating shaft portion 12R. Furthermore, the first cam 12f and the second cam 12s are formed near the rotation axis 12a.

[0087] [Effects] With this configuration, the first cam 12f and the second cam 12s are disposed within the range of the maximum width Lmax of the rotating shaft portion 12R, thereby achieving high axial space efficiency for the clutch / shift interlocking mechanism 10. In addition, the first cam 12f and the second cam 12s are formed close to the rotation axis 12a, thereby achieving higher responsiveness of the clutch mechanism 20 to the operation of the single actuator 40. As a result, higher controllability of the single actuator 40 and higher space efficiency are achieved.

[0088] [Seventh Aspect] FIG. 7 is a diagram illustrating the support structure of the clutch-shift interlocking mechanism shown in FIG. 1. Part (a) of FIG. 7 is a schematic diagram of the push member and clutch lever in the neutral position, viewed in the direction of the rotation axis 12a. Part (b) of FIG. 7 is a schematic diagram showing a cross section taken along line b-b in Part (a). Part (c) of FIG. 7 is a schematic perspective view of the clutch lever and push member shown in FIG. 1, viewed through the clutch lever in the axial direction. In Part (c) of FIG. 7, the outer periphery of the push member 11 and the inner periphery of the bearing 52 are indicated by dashed lines. The rotation shaft portion 12R of the clutch lever 12 shown in FIG. 7 is generally cylindrical, as shown in Part (a) of FIG. 7, and a lever portion 12L is provided on the upper part of the rotation shaft portion 12R, as shown in Part (b) of FIG. 7. A first cam 12f and a second cam 12s are provided in the middle of the rotation shaft portion 12R.

[0089] The clutch / shift interlocking mechanism 10 has a lubrication structure that lubricates the contact areas between the first cam 12f and the push member 11 and the contact areas between the second cam 12s and the push member 11 with a lubricant. More specifically, a portion of the clutch lever 12 is provided inside a case 51. More specifically, the portion of the clutch lever 12 where the first cam 12f and the second cam 12s are provided is provided inside the case 51. The push member 11 is also provided inside the case 51. The interior of the case 51 is configured to be lubricated with a lubricant. Therefore, the contact areas between the first cam 12f and the push member 11 and the contact areas between the second cam 12s and the push member 11 are lubricated with the lubricant. The case 51 is, for example, a clutch case or an engine case. The lubricant is, for example, lubricating oil.

[0090] [Operation] This lubrication structure lubricates the contact areas between the first cam 12f and the second cam 12s of the clutch lever 12 and the push member 11, more specifically, the contact areas between the first cam 12f and the first cam follower 11f and the second cam 12s and the second cam follower 11s. When the clutch lever 12 rotates clockwise or counterclockwise from the neutral position and the first cam 12f or the second cam 12s pushes the push member 11, the lubricated contact surfaces reduce friction. The lubricant suppresses direct wear between the metal contact surfaces and promotes smooth relative motion, resulting in higher force transmission efficiency. This lubrication structure maintains a high level of lubrication even during repeated operations.

[0091] [Effects] This lubrication structure reduces friction and wear at contact points, resulting in greater durability and operability of the entire clutch-shift interlocking mechanism 10. The presence of lubricant reduces the coefficient of friction between the cams 12f, 12s and the push member 11, achieving smoother operation and force transmission. This reduces the force required to rotate the clutch lever 12 and reduces the load on the single actuator 40. Furthermore, by significantly reducing wear at contact points, it is possible to maintain the initial controllability of the single actuator 40 even after long-term use, extending the life of the entire mechanism. As a result, greater controllability and greater space efficiency are achieved with the single actuator 40.

[0092] 7A, in the clutch-shift interlocking mechanism 10 according to one aspect of the present disclosure, a gap G is formed between the first cam 12f and the first cam follower 11f and between the second cam 12s and the second cam follower 11s when the clutch lever 12 is in the neutral region in a cold state or in the neutral region in a warm state. This gap G is provided so that the cams 12f, 12s and the cam followers 11f, 11s are not in contact with each other when the clutch lever 12 is in the neutral region.

[0093] [Operation] This gap structure maintains a constant gap G between the first cam 12f and the first cam follower 11f, and between the second cam 12s and the second cam follower 11s, when the clutch lever 12 is in the neutral region. This gap G is maintained both in a cold state, such as immediately after the engine is started, where the temperature is low, and in a warm state, where the engine is at normal operating temperature. When the clutch lever 12 starts to rotate from the neutral region and the rotation angle exceeds a certain value, the first cam 12f or the second cam 12s starts to contact the corresponding cam follower 11f, 11s, and begins to push the push member 11. Due to this gap G, no force is applied to the push member 11 in the neutral region, and the clutch mechanism 20 maintains the engaged state while suppressing state fluctuations.

[0094] [Effects] This gap structure reduces fluctuations in mechanism operation due to deformation and provides higher reliability. Because the gap is maintained in at least one of the cold and warm states, unintended contact between the cams 12f, 12s and the cam followers 11f, 11s in the neutral region is suppressed even if dimensional changes occur in the components of the clutch mechanism. This suppresses unintended transition of the clutch mechanism 20 to a half-clutch state due to deformation. Furthermore, the non-contact state in the neutral region eliminates wear during normal driving, ensuring high durability of the cams 12f, 12s and the cam followers 11f, 11s. As a result, higher controllability with the single actuator 40 is achieved over a long period of time. Furthermore, when rotating the clutch lever 12 clockwise or counterclockwise from the neutral region, the gap G between the cams 12f, 12s and the cam followers 11f, 11s initially allows for a smooth start of operation. As a result, higher controllability with the single actuator 40 is achieved.

[0095] [Ninth Aspect] In part (c) of FIG. 7 , contact portions 12t of the first cam 12f and the second cam 12s are indicated by hatched areas. The contact portions 12t are portions that contact the end surface 11c of the push member 11. In the clutch-shift interlocking mechanism 10 according to one aspect of the present disclosure, the contact portions 12t of the first cam 12f and the second cam 12s are positioned inward of the inner diameter of the bearing 52 when viewed in the axial direction of the push member 11, i.e., when viewed in the direction shown in part (c) of FIG. 7 . As shown in part (b) of FIG. 7 , the bearing 52 supports the rotating shaft 21 provided with the clutch mechanism 20. More specifically, the rotating shaft 21 is coupled to the clutch mechanism 20. The rotating shaft 21 rotates to transmit the driving force output from the clutch mechanism 20. The rotating shaft 21 is referred to as, for example, a main shaft. The rotating shaft 21 is supported by the case 51 via the bearing 52. The rotary shaft 21 is cylindrical, and a portion of the push member 11 is housed within the rotary shaft 21. More specifically, the contact portions 12t of the first cam 12f and the second cam 12s are portions that contact the end face 11c. The outer diameter D11 of the disk-shaped end face 11c is smaller than the inner diameter D52 of the bearing 52. Therefore, the contact portions 12t of the first cam 12f and the second cam 12s are both located inward of the inner diameter of the bearing 52 when viewed in the axial direction of the push member 11.

[0096] [Operation] When viewed in the axial direction of the push member, the contact portions 12t of the first cam 12f and the second cam 12s are arranged so as to be located inward from the inner diameter of the bearing 52 that supports the rotating shaft 21 on which the clutch mechanism 20 is provided, and thus the contact portions 12t are projected into the space inside the inner diameter of the bearing 52. Because the contact portions 12t are configured so as to be located inward from the inner diameter of the bearing 52 in the radial direction, radial interference between the contact portions 12t and the bearing 52 or the components around the bearing 52 is suppressed.

[0097] [Effect] When viewed in the axial direction of the push member 11, the contact portions 12t of the first cam 12f and the second cam 12s are located inward from the inner diameter of the bearing 52, thereby reducing interference between the contact portions 12t and surrounding components. This allows the contact portions 12t to be positioned without overlapping with the bearing 52 in the radial direction, thereby reducing the radial size of the clutch / shift interlocking mechanism 10. Furthermore, by locating the contact portions 12t axially away from the bearing 52 as shown in part (b) of FIG. 7 , axial interference with the bearing 52 is also avoided, allowing the overall design of the clutch / shift interlocking mechanism 10 to be made smaller and more compact, resulting in greater space efficiency in a system with higher controllability using a single actuator 40.

[0098] [Tenth aspect] Figure 8 is a schematic perspective view of the push member shown in Figure 1 as seen in the axial direction, with the clutch lever seen through. When viewed in the direction of the axis 11a of the push member 11 shown in Figure 8, the contact portions 11t of the first cam follower 11f and the second cam follower 11s are provided so as to be located inside the inner diameter of the bearing 52. As shown in part (b) of Figure 7, the bearing 52 supports the rotating shaft 21 on which the clutch mechanism 20 is provided.

[0099] [Operation] When viewed from the direction of the axis 11a of the push member 11, the contact portions 11t of the first cam follower 11f and the second cam follower 11s are provided so as to be located inward from the inner diameter of the bearing 52, and the contact portions 11t are projected into the space inside the inner diameter of the bearing 52. Because the contact portions 11t are configured so as to be located inward from the inner diameter of the bearing 52 in the radial direction, interference between the contact portions 11t and the bearing 52 or the components around the bearing 52 in the radial direction is suppressed.

[0100] [Effect] When viewed in the axial direction of the push member 11 shown in FIG. 8 , the contact portions 11t of the first cam follower 11f and the second cam follower 11s are positioned inward from the inner diameter of the bearing 52, thereby suppressing interference between the contact portions 11t and surrounding components. This allows the contact portions 11t to be positioned without overlapping with the bearing 52 in the radial direction, thereby reducing the radial size of the clutch-shift interlocking mechanism 10. Furthermore, by positioning the contact portions 11t at positions offset in the axial direction, axial interference with the bearing 52 is also avoided, as shown in part (b) of FIG. 7 . This allows for a smaller and more compact overall design of the clutch-shift interlocking mechanism 10, which has higher controllability using a single actuator 40, and thus achieves greater space efficiency.

[0101] [Eleventh Aspect] In an aspect of the present disclosure, when viewed in the direction of the axis 11a of the push member 11, i.e., when viewed in the direction shown in part (c) of FIG. 7 and FIG. 8, the contact portions 12t, 11t between the first cam 12f and the first cam follower 11f and the contact portions 12t, 11t between the second cam 12s and the second cam follower 11s are located inward from the inner diameter of the bearing 52 that supports the rotating shaft 21 on which the clutch mechanism 20 is provided.

[0102] [Operation] When viewed from the direction of the axis 11a of the push member 11, the contact portions 12t and 11t between the first cam 12f and the first cam follower 11f and between the second cam 12s and the second cam follower 11s are all arranged to be located inward from the inner diameter of the bearing 52 that supports the rotating shaft 21 on which the clutch mechanism 20 is provided, and all of these contact portions 12t and 11t are projected into the space inside the inner diameter of the bearing 52. Since the four contact portions 12t and 11t are configured to be located inward from the inner diameter of the bearing 52 in the radial direction, radial interference between the contact portions 12t and 11t and the bearing 52 or the components around the bearing 52 is suppressed.

[0103] [Effect] When viewed from the direction of the axis 11a of the push member 11, the contact portions 12t, 11t between the first cam 12f and the first cam follower 11f and between the second cam 12s and the second cam follower 11s are all located inside the inner diameter of the bearing 52, thereby suppressing interference between all of these contact portions 12t, 11t and surrounding components. As a result, the four contact portions 12t, 11t are arranged without overlapping with the bearing 52 in the radial direction, which makes it possible to suppress the radial size of the clutch-shift interlocking mechanism 10. Furthermore, because all of the contact portions 12t, 11t are configured using the same arrangement principle, the bearing 52 and the components surrounding the bearing 52 can be rationally designed, thereby achieving greater space efficiency for the entire mechanism with higher controllability using a single actuator 40.

[0104] [Twelfth Aspect] Fig. 9 is a configuration diagram showing an example of an aspect of the present disclosure. Part (a) of Fig. 9 is a schematic side view showing the configuration of this example. Part (b) of Fig. 9 is a schematic cross-sectional view showing a part of the clutch / shift interlocking mechanism and the clutch mechanism. For ease of understanding, in this example, functional elements common to the above aspects are assigned the same reference numerals.

[0105] The clutch-shift interlocking mechanism 10 is provided in the engine unit 60. The clutch-shift interlocking mechanism 10 is provided between the clutch mechanism 20 and the shift mechanism 30 and the single actuator 40. The clutch-shift interlocking mechanism 10 mechanically interlocks the clutch mechanism 20 and the shift mechanism 30 with the operation of the single actuator 40. According to the clutch-shift interlocking mechanism 10, the clutch mechanism 20 operates in conjunction with the operation of the shift mechanism 30 by the single actuator 40. The clutch-shift interlocking mechanism 10 includes a push member 11 and a clutch lever 12. A portion of the push member 11 is housed in a rotating shaft 21 provided in the clutch mechanism 20. The push member 11 moves in the axial direction to transition the clutch mechanism 20 from an engaged state to a half-clutch state or a disengaged state. The clutch lever 12 rotates to move the push member 11 in the axial direction. The clutch-shift interlocking mechanism 10 also includes, for example, a shift rod 13 and a clutch transmission mechanism 14. The clutch transmission mechanism 14 shown in the example of Fig. 9 is a link mechanism. The clutch lever 12 has a first cam 12f and a second cam 12s.

[0106] First, the clutch / shift interlocking mechanism 10 of this embodiment employs a direct cam contact method without intermediate parts such as balls, thereby enabling bidirectional shifting while reducing and simplifying the number of parts, thereby mitigating the impact of dimensional changes due to temperature changes. Furthermore, by eliminating the complex contact state between the ball and cam surface, it becomes easier to predict changes in the relative positional relationship between parts due to temperature increases, reducing fluctuations in the control parameters for the force transmission characteristics. This results in high controllability of the actuator.

[0107] 10: Clutch / shift interlocking mechanism 11: Push member 11a: Axis 11b: First imaginary plane 11c: Clutch lever side end surface 11f: First cam follower 11s: Second cam follower 12: Clutch lever 12L: Lever portion 12R: Rotation shaft portion 12a: Rotation axis 12c: Second imaginary plane 12f: First cam 12s: Second cam 20: Clutch mechanism 21: Rotation shaft 30: Shift mechanism 40: Single actuator 52: Bearing

Claims

1. A clutch / shift interlocking mechanism that is provided between a clutch mechanism, a shift mechanism, and a single actuator, and that mechanically interlocks the clutch mechanism and the shift mechanism with the operation of the single actuator, the clutch / shift interlocking mechanism comprising: a push member that moves in the axial direction to transition the clutch mechanism from an engaged state to a half-clutch state or a disengaged state; and a clutch lever that has a rotation axis that intersects with a first imaginary plane, where a plane including the axis of the push member is defined as a first imaginary plane, the clutch lever having a neutral region that is neither an upshifting operation region nor a downshifting operation region of the single actuator, and having a first cam that pushes the push member when rotated clockwise from the neutral region, and a second cam that pushes the push member when rotated counterclockwise from the neutral region.

2. A clutch / shift interlocking mechanism as claimed in claim 1, characterized in that, when a plane that includes the rotation axis of the clutch lever and is parallel to the axis of the push member or that includes the axis of the push member is defined as a second imaginary plane, the clutch lever is formed so that the second imaginary plane is located between the first cam and the second cam in the neutral region.

3. A clutch / shift interlocking mechanism as claimed in claim 1, characterized in that the clutch lever is configured such that, in the shift-up operating range and the shift-down operating range by the single actuator, the clockwise angular range in which the first cam presses the push member is less than 90°, and the counterclockwise angular range in which the second cam presses the push member is less than 90°.

4. A clutch / shift interlocking mechanism as claimed in claim 1, wherein the clutch lever is formed so that, when a plane that includes the rotation axis of the clutch lever and is parallel to the axis of the push member or that includes the axis of the push member is defined as a second imaginary plane, the second imaginary plane is located between the first cam and the second cam, and in the shift-up operation region and the shift-down operation region by the single actuator, the clockwise angular range in which the first cam pushes the push member is less than 90°, and the counterclockwise angular range in which the second cam pushes the push member is less than 90°.

5. A clutch / shift interlocking mechanism as claimed in any one of claims 1 to 4, characterized in that the push member has a first cam follower that contacts the first cam and a second cam follower that contacts the second cam formed on an end face thereof that is close to the clutch lever.

6. A clutch / shift interlocking mechanism as claimed in claim 5, wherein the clutch lever includes a lever portion and a rotary shaft portion, the first cam and the second cam are provided on the rotary shaft portion, and the distance between the first cam and the second cam is configured to be smaller than the maximum width of the rotary shaft portion when viewed in the direction of the rotation axis of the clutch lever.

7. A clutch / shift interlocking mechanism according to any one of claims 1 to 6, characterized in that the clutch / shift interlocking mechanism has a lubrication structure that lubricates with a lubricant at least the contact area between the first cam and the push member and the contact area between the second cam and the push member.

8. A clutch / shift interlocking mechanism as claimed in any one of claims 5 to 7, characterized in that when the clutch / shift interlocking mechanism is in the neutral region in a cold state or in the neutral region in a warm state, gaps are formed between the first cam and the first cam follower and between the second cam and the second cam follower.

9. A clutch / shift interlocking mechanism as claimed in any one of claims 1 to 8, characterized in that, when viewed in the axial direction of the push member, the contact portions of the first cam and the second cam are both positioned inward from the inner diameter of a bearing that supports a rotating shaft on which the clutch mechanism is mounted.

10. A clutch / shift interlocking mechanism as set forth in any one of claims 5 to 8, characterized in that, when viewed in the axial direction of the push member, the contact portions of the first cam follower and the second cam follower are both positioned inward from the inner diameter of a bearing that supports a rotating shaft on which the clutch mechanism is mounted.

11. A clutch / shift interlocking mechanism as set forth in any one of claims 5 to 8, characterized in that, when viewed in the axial direction of the push member, the contact points between the first cam and the first cam follower and between the second cam and the second cam follower are all located inward from the inner diameter of a bearing that supports a rotating shaft on which the clutch mechanism is mounted.

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