• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The object of the invention is to provide a transmission equipped with a synchronizer mechanism capable of moving peaks of sleeve teeth and crown teeth to prevent them from abutting each other by moving a synchronizer sleeve with a biasing means even if the tops of the sleeve teeth and crown teeth are in contact when the actuator drive stops. To do this, when the sleeve teeth (52t) of a synchronizer sleeve (52) which moves during a gear change are located at a first synchronization position (X1) where the sleeve teeth (52t) start to come into contact with crown teeth (61t), a support member (85) of an expansion mechanism (80) is in contact with a pre-shifting detent recess portion (82v) of a star cam (81).
    公开号:FR3034479A1
    申请号:FR1652633
    申请日:2016-03-25
    公开日:2016-10-07
    发明作者:Yoshiaki Tsukada；Yoshihisa Kanno；Kazuhiko Nakamura；Hiroyuki Kojima；Takashi Ozeki；Hiroshi Takamoto
    申请人:Honda Motor Co Ltd；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The present invention relates to a transmission and, more particularly, to a transmission equipped with a synchronizing mechanism. PRIOR ART A synchronizing mechanism of a transmission disclosed, for example, in patent document 1 is known. In the synchronizer mechanism disclosed in patent document 1, toothed crown teeth (crown teeth) formed on an outer ring (synchronizer ring) of a locking ring come between gear teeth (dog teeth). gear) and flute teeth (sleeve teeth). The gear teeth are formed on a first transmission gear which is pivotally supported relatively rotatably on each of a main shaft and a countershaft, each being a rotating shaft. The sleeve teeth are formed on a sleeve (synchronizer sleeve) which is pivotally supported on the rotary shaft to be limited in relative rotation and axially movable. During a gear change, the synchronizer sleeve moves, causing the sleeve teeth to come into contact and to mesh with the crown teeth first and then to come into contact and to mesh with the teeth of gear dog. This causes the synchronizer sleeve (and the rotary shaft) and the first transmission gear to synchronize and couple together. A mechanism that includes a shift drum and shift fork is generally known as a transmission drive mechanism for moving the synchronizer sleeve with an actuator so as to change gears upon reaching a desired speed. synchronization and coupling using a synchronizer mechanism. The shift drum is rotated by an actuator. The shift fork is guided by a driving groove of the shift drum to move axially due to a rotation of the shift drum. The shift fork engages with the synchronizer sleeve, thereby moving the synchronizer sleeve (see for example, patent document 2). Then, the transmission drive mechanism has a detent mechanism for positioning the shift drum at a predetermined rotational position for each gear position.
    [0002] An expansion mechanism normally has a star cam. An irregular cam surface is formed on an outer circumferential end surface of the star cam. Relaxed recess portions associated with gear positions and tapered, sharp protruding portions are formed circumferentially and sequentially on the irregular cam surface so as to alternate continuously. The star cam is designed to rotate in one piece with the shift drum. A biasing means causes a roller to contact and press the irregular cam surface of the star cam, causing the roller to slide into the required trigger recess portion. Therefore, the shift drum is rotated and biased together with the star cam, thereby positioning the shift drum at a predetermined rotational position (see, for example, Patent Document 2). PRIOR ART DOCUMENTS 25 Patent Document 1 Japanese Patent Laid-open No. 2004-125112. Patent Document 2 Japanese Patent Laid-open No. 2008-215555.
    [0003] When the shift drum is rotated by the actuator during a shift, the star cam of the detent mechanism rotates in one piece with the shift drum. At the same time, the synchronizer sleeve is moved by the shift fork which has been guided in the driving groove of the rotary gear drum, causing the gear teeth of the synchronizer mechanism to come into contact with each other. mesh with the crown teeth then come into contact and mesh with the gear dog teeth. Therefore, the synchronizer sleeve and the transmission gear are synchronized and coupled together. The frictional resistance to which the synchronizer sleeve is subjected varies from one stage to another during the period from the moment the sleeve teeth come into contact and mesh with the crown teeth until the moment when the teeth Sleeve contacts and meshes with the gear dog teeth during movement of the actuator driven synchronizer sleeve. On the other hand, as the synchronizer sleeve moves, the star cam which is integrally provided with the shift drum rotates with the roller pressed against the irregular cam surface by the biasing means. . As a result, the roller that presses a recessed portion of the pre-change trigger recovers on the protruding portion of the star cam by rotation of the star cam, causing the roller to press a recessed portion of the star cam. post-shift relaxation. Therefore, the biasing force exerted by the biasing means to urge the roller onto the irregular cam surface of the star cam is of opposite direction between the foregoing moment and the succeeding moment when the roller ascends on the portion. protruding from the star cam.
    [0004] SUMMARY OF THE INVENTION Problem to be Resolved by the Invention If an actuator drive stops for any reason while the star cam is driven to rotate and move the synchronizer sleeve, and if, therefore, the force exerted by the actuator to rotate the shift drum, i.e. the star cam, is lost, the friction force to which the synchronizer sleeve is subjected is greater than the biasing force exerted by the biasing means for moving the synchronizer sleeve by rotation and biasing of the star cam and the shift drum, according to the position of the synchronizer sleeve of the synchronizer mechanism. As a result, the shift drum may stop at a rotational position in the middle of the gear shift.
    [0005] When the shift drum stops at a rotational position in the middle of the shift because the actuator drive stops, and if at that moment the synchronizer sleeve of the synchronizer mechanism is located there where the sleeve teeth come into contact with the crown teeth, the tops of the teeth abut continuously against each other, which is undesirable. The present invention has been conceived in the light of the foregoing, and an object of the present invention is to provide a transmission equipped with a synchronizing mechanism capable of displacing peaks of sleeve teeth and crown teeth to prevent them from abutting each other by moving a synchronizer sleeve with a biasing means even if the peaks of the sleeve teeth and crown teeth are in contact when the actuator drive stops.
    [0006] As a means of solving the problem In order to solve the above problem, a transmission equipped with a synchronizer mechanism according to the present invention comprises a gear transmission mechanism, a synchronizer mechanism, a transmission drive mechanism and a transmission mechanism. relaxation mechanism. The gear transmission mechanism has a plurality of drive transmission gears pivotally supported on a main shaft and a plurality of driven transmission gears pivotally supported on a return shaft. The drive transmission gears and the driven transmission gears are constantly meshing with each other for each gear ratio. In the synchronizer mechanism, crown teeth formed on a synchronizer ring come between the gear dog teeth and the sleeve teeth. The gear dog teeth are formed on a first transmission gear that is pivotally supported relatively rotatably on at least one of the main shaft and the countershaft, each being a rotating shaft. The sleeve teeth are formed on a second transmission gear or synchronizer sleeve as a movable sleeve which is pivotally supported on the rotary shaft so as to be limited in relative rotation and axially movable. During gearshifting, the synchronizer sleeve moves and causes the sleeve teeth to come into contact and to mesh with the crown teeth first and then to come into contact and to mesh with the teeth of the gear dog so that the synchronizer sleeve and the first transmission gear are synchronized and coupled together. The transmission drive mechanism includes a shift drum and a shift fork. The shift drum is rotated by an actuator. The shift fork is guided by a driving groove of the shift drum to move axially due to a rotation of the shift drum. The shift fork engages with the synchronizer sleeve to move the synchronizer sleeve. The trigger mechanism has a star cam. An irregular cam surface is formed on an outer circumferential end surface of the star cam. Relaxed recess portions associated with gear positions and protruding portions are formed on the irregular cam surface so as to alternate continuously. The star cam is designed to rotate in one piece with the shift drum. A biasing means causes a bearing member to contact and press the irregular cam surface of the star cam and causes the bearing member to slide into a required trigger recess portion. Therefore, the shift drum is rotated and biased together with the star cam so as to be positioned. When the sleeve teeth of the synchronizer sleeve that moves during a gear change are located at a first synchronization position where the sleeve teeth begin to come into contact with the crown teeth, the support member of the mechanism detent is in contact with a recessed portion of the pre-change of speed of relaxation of the star cam. In the present configuration, even if an actuator drive 20 stops when the sleeve teeth of the synchronizer sleeve that moves during a gear change are located at the first synchronization position where the sleeve teeth begin to come into motion. In contact with the crown teeth, the detent mechanism bearing member is in contact with the pre-shift detent recess portion of the star cam. As a result, there is virtually no frictional resistance to the movement of the sleeve teeth to return to where the sleeve teeth were before the sleeve teeth came into contact with the crown teeth. As a result, the biasing means causes the bearing member to engage and press on an inclined surface of the pre-shifting detent portion of the star cam, rotating the cam in a star with almost no resistance and causing the return shifting drum to the predetermined pre-shift rotational position and moving the synchronizer sleeve of the return synchronizer mechanism to its initial correct position. This moves the tops of the sleeve teeth and crown teeth to prevent them from abutting each other, thus avoiding a continuous stop between them. In the above configuration, when the sleeve teeth of the synchronizer sleeve which moves during a gear change are located at a second synchronization position where the sleeve teeth begin to come into contact with the gear teeth of gear, the support member of the detent mechanism may be in contact with a recessed portion of the post-shift relaxation of the star cam. In the present configuration, if an actuator drive stops when the sleeve teeth of the synchronizer sleeve that moves during a gear change are located at the second synchronization position where the sleeve teeth begin to come into contact. With the gear dog teeth, the trigger member of the detent mechanism is in contact with the post-shift recess portion of the star cam. Therefore, a biasing force acts on the synchronizer sleeve in the acceleration velocity change direction. Accordingly, even if the sleeve teeth of the synchronizer sleeve are in contact with the gear dog teeth, but when their vertices are about to abut against each other, the biasing means can urge the sleeve synchronizer in the direction of movement of the tops of the sleeve teeth and gear dog teeth to prevent them abut against each other. In the above configuration, a roller pivotally supported at an apex of a trigger arm which is biased by the biasing means may contact and press the cam cam's irregular surface. star-shaped as the support member of the trigger mechanism. In the present configuration, a simple structure expansion mechanism is used. In the detent mechanism, a roller which is pivotally supported on the top of the trigger arm biased by the biasing means engages and presses against the irregular cam surface of the star cam. This allows the detent mechanism to be compactly incorporated into the transmission to reduce the size and weight of the transmission. Effect of the Invention In the present invention, when the sleeve teeth of the synchronizer sleeve which moves during a gear change are located at the first synchronization position where the sleeve teeth begin to come into contact with the crown teeth, the support member of the detent mechanism is in contact with the recessed portion of relaxation pre-change speed of the star cam. Therefore, even if an actuator drive stops at the first synchronization position, there is virtually no friction resistance to the movement of the sleeve teeth to return to where the sleeve teeth were before the sleeve teeth do not come into contact with the crown teeth. Therefore, the biasing means causes the bearing member to engage and press the inclined surface of the pre-change trigger recess portion of the star cam, rotating the cam the star almost without resistance and causing the return drum to return to the predetermined pre-shift rotational position and moving the synchronizer sleeve of the return synchronizer mechanism to its original correct position. This moves the tops of the cuff teeth and crown teeth to prevent them from abutting each other. BRIEF DESCRIPTION OF THE DRAWINGS Other features and advantages of the invention will emerge more clearly on reading the following description, made with reference to the accompanying drawings, in which: FIG. 1 is a partially omitted front view of a power supply unit used in one embodiment of the present invention.
    [0007] Fig. 2 is a sectional view of a gear transmission mechanism taken along line II-II shown in Fig. 1. Fig. 3 is a partially enlarged sectional view of Fig. 2. Fig. 4 is an explanatory diagram showing an enlarged sectional view of essential parts shown in FIG. 2 together with a partial sectional view obtained by the circumferential cut and the development of the essential parts. Fig. 5 shows explanatory diagrams sequentially showing first half synchronization actions of a synchronizer mechanism during a gear change.
    [0008] Fig. 6 shows explanatory diagrams sequentially showing second halves of synchronizing actions of the synchronizer mechanism during a gearshift. Fig. 7 is a sectional view of a transmission drive mechanism taken along line VII-VII shown in Fig. 1.
    [0009] Fig. 8 is an enlarged sectional view showing essential parts of the transmission drive mechanism in a partially simplified manner. Fig. 9 is a diagram illustrating an expansion mechanism when a synchronizer sleeve is at a first synchronization position.
    [0010] FIG. 10 is a diagram illustrating the detent mechanism when the synchronizer sleeve is at a second synchronization position. Embodiment of the Invention A description of an embodiment according to the present invention with reference to Figs. 1-10 will be given below. Fig. 1 is a partially omitted front view of a power supply unit P used for a transmission equipped with a synchronizing mechanism 20 according to a first embodiment of the present invention.
    [0011] The power supply unit P is mounted on a motorcycle and comprises an internal combustion engine 1 and the transmission equipped with a synchronizing mechanism 20. The internal combustion engine 1 is a so-called four-stroke water-cooled engine. opposed cylinders horizontally mounted vertically with a crankshaft 7 running longitudinally along the vehicle. The transmission 20 is coupled to the internal combustion engine 1 and changes the power of the internal combustion engine 1 to a predetermined gear position. It should be noted that in this specification the longitudinal and horizontal orientations are normal criteria which consider the direction in which the motorcycle travels in a straight line forward. In addition, the forward, backward, leftward, rightward, upward, and downward directions in the drawings are indicated by the reference symbols AV, AR, G, D, HT , and B, respectively.
    [0012] As illustrated in FIG. 1, the internal combustion engine 1 comprises an engine block 2, cylinder heads 5, and cylinder head lids 6. The engine block 2 consists of a left-hand half of the engine block 2L arranged on the side left and right half of 2R engine block placed on the right side when looking forward in the direction of circulation of the motorcycle. The yokes 5 are coupled to left and right ends of the left and right halves of the engine block 2L and 2R, respectively. Each of the cylinder head covers 6 is attached to one of the cylinder heads 5. As illustrated in FIG. 1, a front cover 8 is mounted on a front high surface of the engine block 2 to cover the upper front surface of the engine block 2, and mainly the crankshaft 7. In addition, a transmission chamber 14 (shown by a line with short lines and long lines in Figure 1) which houses a gear transmission mechanism 21 of the transmission equipped with a synchronizing mechanism 20 which 10 will be described later is defined by left and right housing halves 4L and 4R on a lower portion of the engine block 2. As illustrated in Figure 1, a transmission carrier 11 is mounted on a low front surface of the housing 4 of in order to cover the front side of the transmission chamber 14. A transmission drive system carrier 12 is mounted on an area of a front surface of the transmission carrier 11 extending from the center to the center of the vehicle. u bottom thereof to maintain a transmission drive mechanism 70. The transmission drive mechanism 70 actuates the gear position of the gear transmission mechanism 21.
    [0013] A speed reducer cover 13 is mounted on a front left end surface of the transmission drive system carrier 12. A speed reducer mechanism 72 is arranged within a speed reduction chamber. 15 which is surrounded by the transmission drive system carrier 12 and the speed reducer cover 13. The speed reducer mechanism 72 will be described later. Further, a shift motor 71, an actuator serving as a power source for the transmission drive mechanism 70, is provided on a rear left end surface of the transmission drive system carrier 12.
    [0014] As shown in FIG. 1, a main shaft 22, a countershaft 23, a shifting drum 90, shifter fork shafts 91, and the like of the gear transmission mechanism 21 are assembled from each other. one piece in a small cassette unit assembly and provided on a rear surface of the transmission carrier 11. The main shaft 22, the countershaft 23, the shift drum 90, and the shift fork shafts 91 inserted in the transmission chamber 14 are arranged to be oriented longitudinally 10 so as to be parallel with the crankshaft 7. In addition, as illustrated in FIG. 1, the main shaft 22 is arranged under the crankshaft 7, and the countershaft 23 is arranged to the right of the main shaft 22. The shift drum 90 is arranged on the low center of the transmission chamber 14. Two fork shafts of the gearbox 91 are arranged, one on the right and the other on the left of the gear change drum 90, under the main shaft 22 and the deflection shaft 23. FIG. 2 is a sectional view of the mechanism transmission gear 21 taken along the line 11-11 shown in FIG.
    [0015] As illustrated in FIG. 2, the gear transmission mechanism 21 consisting of the main shaft 22, the countershaft 23, and a transmission gear group has a double clutch 40. The shaft main gear 22 which is oriented in the longitudinal direction of the gear transmission mechanism 21 has odd and even gear main gear shafts 22A and 22B. The odd gear position main shaft 22A is long and pivotally supports odd gear position drive transmission gears m1, m3, m5, and m7. The main gear position shaft 22B is relatively rotatably adjusted to the odd gear position main shaft 22A via a needle bearing (not shown). The 22B even gear main shaft is short and pivotally supports even gear position drive transmission gears m2, m4, and m6. The odd gear position main shaft 22A has its forward end supported on the transmission carrier 11 via a ball bearing 25 and its trailing end supported on a clutch cover 10 in a freely rotatable manner. The main gear position shaft 22B has its middle zone supported on a rear cover 9 via a ball bearing 26.
    [0016] Furthermore, the countershaft 23 arranged to the right of the main shaft 22 to be parallel to the main shaft 22 has its front end supported on the transmission support 11 via a ball bearing 27, and its lateral portion. rear penetrating the rear cover 9 and supported on the rear cover 9 via a ball bearing 28.
    [0017] A secondary drive gear 32 is splined into the rear end portion of the countershaft 23 which enters the rear cover 9. Between the ball bearing 25 at the forward end and the bearing With ball bearings 26 in the middle, both of which support the main shaft 22, the odd gear position drive transmission gears m1, m3, m5, and m7 are provided on a front side portion of the main shaft. odd gear position 22A which is further exposed to the front than the even gear position main shaft 22B, and the even gear position gear transmission gears m2, m4, and m6 are provided on a front side portion of the main gear position shaft 22B. On the other hand, the driven transmission gears c1 through c7 which are constantly meshing with the drive transmission gears m1 to m7, respectively, are provided on the deflection shaft 23.
    [0018] In addition, mS and cS reversing gears are provided at opposite positions of the odd gear position main shaft 22A and the countershaft 23, with a chain 24a passing over the mS and cS gears. The gear transmission mechanism 21 consists of the drive transmission gears m1 to m7, the driven transmission gears C1 to c7, and the mS and cS inverter gears. The third speed drive transmission gear m3 and the sixth gear drive transmission gear m6 are shift gears that are axially slidable on the main shaft 22. The transmission gears third and third speed drives m3 and m6 are selectively connected to the adjacent drive transmission gears m2, m4, m5, and m7 or to the mS inverter gear via a synchronizer mechanism S. In addition, the driven transmission gear Fourth gear c4 and the third gear c3 driven transmission gear are shift gears that are axially slidable on the countershaft 23. The fourth speed and third speed driven gear gears c4 and c3 are selectively connected to the adjacent driven transmission gears cl, c2, c5, and c6 via the synchronizer mechanism S. A fork engaging groove 52b is provided on each of the gearshift gears above, and a shift fork 92 which engages with the fork engagement groove 52b drives the gearshift gears. to move axially. As illustrated in FIG. 2, the double clutch 40 is provided on a rear half-portion of the main shaft 22 which is arranged to project further rearward than the rear cover 9.
    [0019] The double clutch 40 is configured as a so-called dual clutch system having odd and even geared hydraulic position clutches 40A and 40B and a clutch outer 42. The odd gear position hydraulic clutch 40A is connected to the odd gear position main shaft 22A. The even gear position hydraulic clutch 40B is connected to the main gear position shaft 22B. An odd gear position clutch inside 41a of the odd gear position hydraulic clutch 40A is splined together to be limited in axial movement near a rear end portion 22Ab of the an odd gear position main shaft 22A which is arranged to protrude rearwardly from a rear end portion 22Bb of the even gear position main shaft 22B. An odd gear position clutch 40b odd gear position clutch inside is assembled by 15 splines so as to be limited in axial movement near the rear end portion 22Bb of the shaft. main gear position 22B. The clutch outer 42 is supported on a primary driven gear 31 via a damping member 31d. The primary driven gear 31 is supported on the even gear position main shaft 22B in a freely rotatable manner between the even gear position hydraulic clutch 40B and the rear cover 9. The primary driven gear 31s meshes with a primary drive gear 30 which is fitted to the crankshaft 7 so that the rotational driving force supplied from the crankshaft 7 is reduced to a predetermined speed reduction ratio and transferred to the dual clutch 40. Between the clutch outside 42 and the odd gear position clutch inside 41a, an odd gear position clutch disc 44A is provided to allow pressurization by a plate. odd gear position pressurization pressure 45a. The odd gear position clutch disk group 44A includes drive clutch disks 44a1 and driven clutch disks 44a2 which are arranged alternately. The drive clutch disks 44a1 rotate with the clutch outer 42. The driven clutch disks 44a2 rotate with the odd gear position clutch 41a interior. Further, between the clutch outer 42 and the even gear position clutch interior 41b, a pair of even gear clutch disks 44B are provided to allow pressurization by an even gear position pressurizing plate 45b. The even gear position clutch disk group 44B includes drive clutch disks 44b1 and driven clutch disks 44b2 which are arranged alternately. The drive clutch disks 44b1 rotate with the clutch exterior 42. The driven clutch disks 44b2 rotate with the even gear position clutch interior 41b. A hydraulic circuit 46 is provided on the odd gear position main shaft 22A and the clutch cover 10. The hydraulic circuit 46 can selectively drive the odd and even gear position pressurizing plates 45a and 45b. The hydraulic circuit 46 selectively provides hydraulic pressure to the odd and even geared hydraulic position clutches 40A and 40B. When one of the odd and even gear hydraulic gear clutches 40A and 40B is connected, the other is disconnected. When the odd gear position hydraulic clutch 40A is connected by the hydraulic circuit 46, the rotation of the clutch outer 42 of the dual clutch 40 to which the rotation of the crankshaft 7 has been transferred via the meshing of the driven gears and primary drives 30 and 31 is transferred to the odd gear position main shaft 22A, thereby rotating the odd gear position main shaft 22A. When the even gear position hydraulic clutch 40B is connected, the rotation of the clutch outer 42 is transferred to the even gear position main shaft 22B, thereby rotating the main position shaft. gear pair 22B. The power transferred from the crankshaft 7 to the odd or even gear main shaft 22A or 22B via the dual clutch 40 is transferred to the countershaft 23 by a gear position selectively established by means of the gear mechanism. Gearing 21. The synchronizer mechanism S is provided between each gear shift gear and the transmission gear connected thereto in the present gear transmission mechanism 21 to establish respective gear positions while synchronizing in accordance with the present invention. same time these positions.
    [0020] A description of the synchronizing mechanism S will be given below with reference to FIGS. 3 and 4. The synchronizing mechanism S is interposed between the second speed driven transmission gear c2, among all the gear positions, which establishes the position. second gear and the fourth gear driven transmission gear c4, a gear shift gear. Other synchronizer mechanisms are identical to above. FIG. 3 is a sectional view illustrating a partially enlarged sectional view of the gear transmission mechanism shown in FIG. 2. FIG. 4 illustrates an enlarged sectional view obtained by further enlarging essential portions of FIG. a partial sectional view obtained by the circumferential cut and the development of the essential parts. As illustrated in FIG. 3, a transmission gear 51 characterized by the second gear driven transmission gear c2 is pivotally supported on the rotary shaft (countershaft) 23 via a needle bearing 50. transmission gear 51 has a gear tooth 51a (second gear driven transmission gear tooth) on its outer circumference. In addition, gear dog teeth 51t are formed on an outer circumference of a cylindrical portion 51s of decreasing diameter and protruding on the side of the fourth gear driven transmission gear c4. Still further, a projecting cylindrical portion 51ss is formed so as to have its inner circumferential portion projecting further from the cylindrical portion 51s having the gear dog teeth and its outer circumference. On the other hand, the fourth speed driven transmission gear c4, a gear shift gear, corresponds to a synchronizer sleeve 52 and is splined on an outer circumferential surface of a hub 53 which is splined on the deflection shaft 23 to be limited in axial movement, thereby causing the fourth-speed driven transmission gear c4 to adjust to the deflection shaft 23 in a freely axially sliding manner.
    [0021] The flute teeth 53s formed on the outer circumferential surface of the hub 53 engage with the sleeve teeth 52t formed on an inner circumferential surface of the synchronizer sleeve 52. It should be noted that the numerous flute teeth 53s formed on the External circumferential surface of the hub 53 has circumferentially chipped areas at 120 degree intervals thereby forming three cut grooves 53b. Two ends of the sleeve tooth 52 annularly arranged on the inner circumferential surface of the synchronizer sleeve 52 are tapered.
    [0022] The synchronizer sleeve 52 has a gearshift gear tooth 52a (fourth gear driven transmission gear tooth) on its outer circumference. Further, the fork engaging groove 52b is formed on the synchronizer sleeve 52 for engagement with the shift fork 92. The hub 53 which supports the synchronizer sleeve 52 has annular recessed portions 53v formed between its base portion which is fitted on the deflection shaft 23 and its outer circumferential portion on which the flute teeth 53s are formed. The annular recessed portions 53v are formed one on the front side and the other on the rear side of the hub 53. The cylindrical protruding portion 51ss of the transmission gear 51 is in contact with the base portion of the hub 53. An end surface of the cylindrical portion 51s having the gear dog teeth 51t of the transmission gear Si on its outer circumference faces an opening of one of the annular recesses 53v of the hub 53. A locking ring 60 is interposed in an annular space formed due to the end surface of the cylindrical portion 51s facing the opening of the annular recessed portion 53v of the hub 53. The locking ring 60 includes rings outer and inner rings 61 and 62, and a tapered cone 63. The outer and inner rings 61 and 62, respectively on the outside and on the inside, are arranged to coaxially overlap each other. The tapered cone 63 is interposed between the outer and inner rings 61 and 62. Both outer and inner circumferential surfaces of the tapered cone 63 are formed into tapered surfaces and in surface contact with an inner circumferential tapered surface of the outer ring 61. and an outer circumferential tapered surface of the inner ring 62, respectively. The outer ring 61 corresponds to a synchronizer ring. A plurality of dog-toothed crown teeth 61b are circumferentially formed on an outer circumferential surface of the outer ring 61. In addition, projecting portions 61b are formed on the outer circumferential surface of the outer ring 61 at the outer circumferential surface of the outer ring 61. intervals of 120 degrees.
    [0023] The three projecting portions 61b engage with the three respective cut grooves 53b of the hub 53. The circumferential width of each of the projecting portions 61b of the outer ring 61 is smaller than that of the cut grooves 53b of the hub 53, thus limiting rotation. the outer ring 61 with respect to the hub 53 at a predetermined range of rotation (see FIG. 4). A synchronizer spring 65 is provided between the outer ring 61 and the spline teeth 53s of the hub 53. The synchronizer spring 65 is supported from the inside by the projecting portion 61b of the outer ring 61 (see FIG. 3).
    [0024] Referring to FIG. 3, a projecting portion 63b is formed on a rear end portion of the tapered cone 63. The protruding portion 63b protrudes from the side of the transmission gear 51 (rear side). The projecting portion 63b is fitted to a recessed portion 51b formed in the cylindrical portion 51s having the gear dog teeth 51t of the transmission gear Si on its outer circumference, rotating the tapered cone 63 of a single holding with the transmission gear Si. As illustrated in FIG. 4, the sleeve teeth 52t of the synchronizer sleeve 52, the crown teeth 61t of the outer ring 61, and the gear dog teeth 51t of the transmission gear Si are located on the same spoke from the central axis of the rotary shaft (countershaft) 23. Sleeve tooth 52t, crown tooth 61t, and gear dog tooth 51t are arranged longitudinally in this order, the synchronizer spring 65 being located between the sleeve tooth 52t and the crown tooth 61t.
    [0025] Then, each of the sleeve teeth 52t is formed tapered at both ends in the longitudinal direction by a pair of chamfered surfaces 52c, the chamfered surfaces 52c intersecting each other at an obtuse angle.
    [0026] An end portion of each of the crown teeth 61t on the side of the sleeve teeth 52t is formed tapered by similar chamfered surfaces 61c. Likewise, an end portion of each of the gear dog teeth 51t on the side of the sleeve teeth 52t is formed tapered by similar chamfered surfaces 51c. The synchronizer mechanism S is configured as described above. The synchronizing actions of the synchronizer mechanism S will be described with reference to FIGS. 4 to 6. The state shown in FIG. 4 is a dead-center state before initiating a gear shift in which the synchronizer sleeve 52 is in position of dead point, the sleeve teeth 52t not being in contact with the previous and next synchronizer springs 65. The outer and inner rings 61 and 62 rotate in one piece with the hub 53. Furthermore, the tapered cone 63 rotates integrally with the transmission gear 51. The tapered cone 63 is rotatable relative to the outer and inner rings 61 and 62 and does not act in synchronization with the outer and inner rings 61 and 62. When the synchronizer sleeve 52 moves backward after the gearshift begins, the sleeve teeth 52t of the Synchronizer sleeve 52 contacts the synchronizer spring 65, thereby causing the locking ring 60 to press against the transmission gear 51 via the synchronizer spring 65 as illustrated in FIG. 5 (1).
    [0027] When the synchronizer sleeve 52 moves further back, the lock ring 60 is pressed toward the transmission gear 51, producing a frictional force between the respective tapered surfaces of the outer ring 61 and the tapered cone. 63 and between those of the tapered cone 63 and the inner ring 62 as illustrated in Fig. 5 (2) and rotating the outer ring 61. At the same time, the frictional force is also produced between the inner ring 62 and the inner ring 62. projecting cylindrical portion 51ss of the transmission gear 51. In addition, peaks of the sleeve teeth 52t come into contact with those of the crown teeth 61t. In addition, chamfered surfaces 52c and 61c thereof come into contact with each other, thereby initiating synchronization (friction step). As the synchronizer sleeve 52 moves further back, the sleeve teeth 52t become wedged between the crown teeth 61t to mesh, thereby rotating the synchronizer sleeve 52 integrally with the ring. external 61 as illustrated in Figure 5 (3) (crown teeth wedging step). As the synchronizer sleeve 52 moves further back, the peaks of the sleeve teeth 52t come into contact with those of the gear dog teeth 51t of the transmission gear 51, and further the surfaces 52c and 51c of the respective teeth come into contact with each other as illustrated in Figure 6 (4) (step of contacting the gear dog teeth). As synchronizer sleeve 52 moves further back, sleeve teeth 52t become wedged between gear teeth 51t to engage as shown in FIG. 6 (5), thereby terminating synchronization. (step of jamming the gear dog teeth). The synchronizer sleeve 52 moves further back, thereby causing the sleeve teeth 52t to fully mesh with the gear dog teeth as shown in Fig. 6 (6). As a result, the synchronizer sleeve 52 (and the rotary shaft 23) rotates integrally with the transmission gear 51 (in-engagement step). The synchronizer mechanism S couples the synchronizer sleeve 52 and the transmission gear 51 while synchronizing them at the same time as described above. A description of the transmission drive mechanism 70 that moves the synchronizer sleeve 52 will then be given with reference to FIGS. 7 and 8. FIG. 7 is a sectional view of the transmission drive mechanism 70 taken along the line Vil-Vil shown in FIG. 1. As illustrated in FIG. 7, the rotational power of the gearshift motor 71 of the transmission drive mechanism 70 is decelerated via the speed reduction mechanism 72 and is transferred for rotate a shift rod 73.
    [0028] A base end portion of a master arm 74 is fitted to the shift rod 73. The master arm 74 oscillates due to a rotation of the shift rod 73. A stud 79p which penetrates in a limiting hole 74b formed in the master arm 74 protrudes on the transmission carrier 11. A twist coil spring 79 is supported by winding its helical section around the shift rod 73. The torsion coil spring 79 is mounted so that these two end portions which extend in the same direction enclose a locking piece 74a formed on the master arm 74 and the stud 79p from the two outer sides.
    [0029] Accordingly, when the master arm 74 oscillates, a biasing force acts to return the master arm 74 to its neutral position due to the torsional spring force of the torsion coil spring 79. The oscillation of master arm 74 rotates the shift drum 90 via a ratchet mechanism 75.
    [0030] As illustrated in FIG. 8, the ratchet mechanism 75 includes a ratchet entry member 76, a ratchet member 78, and a pair of ratchets 77. A protrusion 76a is formed on The protrusion 76a is freely slidably fitted into a long hole 74h formed in an oscillation crown portion of the master arm 74. The latch output member 78 rotates in one piece with the shift drum 90. The ratchets 77 are embedded between the outer circumference of the latching input member 76 and the inner circumference of the latching member 78. When the detent input member 76 rotates in one direction while being guided by the protuberance 76a which slides inside the long hole 74h due to a rotation of the master arm 74, the top of one of the ratchets 77 stands up and is locked to a protub the intermittent rotation of the ratchet output member 78 in phase with the rotation of the ratchet input member 76, intermittently rotating the shift drum 90 and achieving a change of speed. An expansion mechanism 80 is provided to guide the shifting drum 90 to a predetermined rotational position to be positioned to intermittently rotate the shifting drum 90. A star cam 81 is formed on a rotational drum 90. an outer circumference portion of the latching output member 78 which rotates integrally with the shift drum 90. As illustrated in FIG. 8, an irregular cam surface 82 is formed on a surface of the cam. outer circumferential end of the star cam 81. Recessed curved recess portions 82v, associated with gear positions, and tapered, pointed protrusion portions 82p are circumferentially and sequentially formed on the cam surface. irregular 82 so as to alternate continuously. Referring to FIG. 8, a roller 85 is rotatably supported in a freely rotatable manner at the top of a detent arm 84 which is pivotally supported on a support shaft 83 in a freely oscillating manner. The detent arm 84 is biased by a helical torsion spring 86 to oscillate, pressing the roller 85 onto the irregular cam surface 82 of the star cam 81. The detent mechanism 80 is configured as described above. The roller 85 pressed against the irregular cam surface 82 of the star cam 81 slides into a required expansion recess portion 82v, thereby positioning the star cam 81 and the shift drum 90 to a required rotational position. . The detent mechanism 80 is of simple construction so that the roller 85, pivotally supported at the top of the detent arm 84 which is biased by the helical torsion spring 86, comes into contact with and presses against the irregular cam surface. 82 of the star cam 81. This allows to incorporate compactly the trigger mechanism 80 in the transmission 20 to reduce the size and weight of the transmission 20.
    [0031] It should be noted that the shift drum 90 not only has rotational positions for the respective seven-speed gear positions and a rotational position for the reverse gear position but also rotational positions. each of which is between the respective gear positions. The shift drum 90 has 15 rotational positions including a reverse rotation position Prv, a neutral position of rotation Pnn, a first speed position of rotation Pin, a reserve rotation position of first to second gear P12, a second gear rotation position Pn2, and so on in that order. The recessed indent portions 82v, each associated with one of the rotational positions, are formed on the irregular cam surface 82 of the star cam 81 (see FIG. 8). Four driving grooves 90d are formed side by side on an outer circumferential surface of the shift drum 90 in the width direction. The driving grooves 90d extend circumferentially while being offset in the width direction. As described above, the shift fork shafts 91 are arranged one to the left and one to the right of the shift drum 90, and the two shift forks 92 are pivotally supported. on each of the shift fork shafts 91 axially slidably. Each of the shift forks 92 has a pin portion 92p slidably fitted to the driving groove 90d of the shift drum 90 and a fork crown portion 92f interlocking with the fork engaging groove 90b. 52b of gear shift gear of gear mechanism 21. Fork top portion 92f is bifurcated. As a result, when the shift drum 90 is rotated by the shift motor 71 of the transmission drive mechanism 70, the associated shift fork 92 is guided to move axially by each driving grooves 90d formed on the outer circumferential surface of the shift drum 90, thereby displacing each shift gear axially and achieving a gear shift.
    [0032] It should be noted, with reference to the sectional view of the transmission drive mechanism 70 illustrated in FIG. 7, that a rod rotation position detecting sensor 73S is provided on an end portion of the shift rod 73 for detecting a rotational position (rotation angle) 0 of the shift rod 73.
    [0033] In addition, a shift drum rotation position detecting sensor 90S is provided on an end portion of an extension shaft 90a for detecting a rotational position of the shift drum 90. The extension shaft 90a extends forwardly on a central axis of rotation from a forward end of the shift drum 90. For example, as the gear changes from the first to the second gear, the The shift drum 90 is rotated in advance from the first speed rotational position Pin to the first to second speed reserve rotational position P12, displacing the fourth gear driven transmission gear c4 (FIG. synchronizer sleeve 52), a shift gear, rearward through the shift fork 92 and coupling the fourth gear driven transmission gear c4 to the transmission gear. smission trained c2.
    [0034] At this time, the synchronizer sleeve 52 is coupled to the driven transmission gear c2 by the synchronizer mechanism S while being synchronized with the driven transmission gear c2. This process is illustrated in FIGS. 5 and 6. That is to say, the example of the synchronizing actions of the synchronizer mechanism S in FIGS. 5 and 6 shows each of the steps of moving and coupling the gearing. fourth-speed driven transmission gear c4 (synchronizer sleeve 52) to the driven transmission gear c2 (transmission gear Si) while synchronizing these gears. These actions are synchronization actions performed when the shift drum 90 is rotated from the first-speed rotational position Pin to the first-to-second-speed reserve rotational position P12. During this period, the star cam 81 rotates in one piece with the shift drum 90. Due to the rotation of the star cam 81, the roller 85 pressing on the irregular cam surface 82 of the star cam 81 moves from the recessed recess portion 82v associated with the first speed pre-change gear rotation position Pin of the irregular cam surface 82 of the star cam 81, rising over the protrusion portion 82p 5 and reaching the recessed portion of trigger 82v associated with the first-to-second post-shift speed reserve rotation position P12 (see FIGS. 9 and 10). During the shifting, therefore, a rotational force, transferred by the driving power of the shifting motor 71 via the shifting mechanism 72, the shifting rod 73, the master arm 74 and the ratchet mechanism 75 acts on the shift drum 90. At the same time, the same rotational force acts on the shift drum 90. This rotational force is produced by the roller 85. which is biased by the helical torsion spring 86 of the detent mechanism 80, pressing the irregular cam surface 82 of the star cam 81 which rotates integrally with the shift drum 90. In the process of synchronization of the synchronizer sleeve 52 with the driven transmission gear c2 and its coupling therewith by the synchronizer mechanism S, a first synchronization position X1 indicates a depot position lacement of the synchronizer sleeve 52 when the friction step (see Fig. 5 (2)) begins in which the sleeve teeth 52t of the synchronizer sleeve 52 come into contact with the crown teeth 61t due to the displacement of the sleeve of synchronizer 52, i.e., when synchronization commences when the peaks of the sleeve teeth 52t and those of the crown teeth 61t come into contact with one another.
    [0035] The star cam 81 is installed to be located at the rotational position shown in Fig. 9 when the synchronizer sleeve 52 is at the first synchronization position X1. That is, when the displacement position of the synchronizer sleeve 52 is at the first synchronization position X1 where the peaks of the sleeve teeth 52t and those of the crown teeth 61t come into contact with each other the roller 85 is installed to contact the rebound recessed portion 82v associated with the first speed pre-shift speed rotation position Pin of the star cam 81 as shown in FIG. 9. A central axis Cr of the roller 85 is in a range of angles Vin facing the recessed portion of the trigger 82v associated with the first speed rotation position Pin from a central axis Cd of the gear drum 90 and the cam In addition, the central axis Cr is located at a position of the recessed portion 82v of relaxation near the recessed portion 82v relaxation associated with the reserve rotation position of first to second speed post-shift P12. As a result, the roller 85 pivotally supported at the top of the detent arm 84 which is biased to oscillate by the helical torsion spring 86 of the detent mechanism 80 bears on an inclined surface of the detent recess portion 82v associated with the pre-shift first speed rotation position Pin on the recessed portion of the 82v trigger portion associated with the first-to-second post-shift speed reserve rotation position P12. As a result, the biasing force of the torsion spring 86 acts on the star cam 81 in the direction of rotation returning the star cam 81 to the first speed pre-change gear position Pin. If the shift motor 71 stops its drive for any reason when the synchronizer sleeve 52 is at the first timing position X1, there is virtually no frictional resistance for the synchronizer sleeve 52 to return. in the direction before the sleeve teeth 52t come into contact with the crown teeth 61t as illustrated in FIG. 5 (2). In the absence of driving power of the change motor 71, the biasing force of the torsion spring 86 acts on the star cam 81 in the direction returning the star cam 81 to the first speed rotational position. Pin pre-changeover, allowing the star cam 81 to easily return to the pre-shift speed first gear rotation position Pin with the shift drum 90. When the synchronizer sleeve 52 is at the first synchronization position X1, the tops of the sleeve teeth 52t and those of the crown teeth 61t are in contact with each other. If the synchronizer sleeve 52 stops moving in this state, the peaks of the sleeve teeth 52t and those of the crown teeth 61 stop continuously against each other, which is undesirable. However, the roller 85 is installed to be in contact with the pre-shift detent recess portion 82v of the star cam 81 as described above when the synchronizer sleeve 52 is at the first synchronization position X1. The star cam 81 is returned to the first speed pre-change gear rotation position Pin with the shift drum 90 by the biasing force of the torsion spring 86, and the synchronizer sleeve 52 of the mechanism. synchronizer S is also moved to its correct original position. This moves the tops of the sleeve teeth 52t and those of the crown teeth 61t to prevent them from abutting each other continuously, thus avoiding a continuous stop between the tops of the sleeve teeth 52t and those of the crown teeth 61t. . In the synchronization process of the synchronizer sleeve 52 with the driven transmission gear c2 and its coupling thereto by the synchronizer mechanism S, a second synchronization position X2 indicates a position of movement of the synchronizer sleeve 52 when the step of contacting the gear dog teeth (see Fig. 6 (4)) begins at which the sleeve teeth 52t of the synchronizer sleeve 52 come into contact with the gear dog teeth 51t of the transmission gear 51 after coming into contact with and engaging with the crown teeth 61t due to the movement of the synchronizer sleeve 52, i.e., when the peaks of the sleeve teeth 52t and those of the gear dog teeth 51t come into contact with each other.
    [0036] The star cam 81 is installed to be located at the rotational position shown in Fig. 10 when the synchronizer sleeve 52 is at the second synchronization position X2. That is, when the displacement position of the synchronizer sleeve 52 is at the second synchronization position X2 where the peaks 15 of the sleeve teeth 52t and those of the gear dog teeth 51t come into contact with each other. with the others, the roller 85 is installed to be in contact with the trigger recess portion 82v associated with the first-to-second post-shift speed reserve rotation position P12 of the star cam 81 as illustrated in FIG. figure 10.
    [0037] The central axis Cr of the roller 85 is in a range of angles V12 facing the recessed portion of the trigger 82v associated with the first to second speed reserve rotation position P12 from the central axis Cd of the drum. In addition, the central axis Cr is located at a position of the recessed portion 82v of relaxation near the recessed portion 82v relaxation associated with the rotational position. of first gear pre-gear change Pin. As a result, the roller 85 pivotally supported at the top of the detent arm 84 which is biased to oscillate by the helical torsion spring 86 of the detent mechanism 80 presses on the inclined surface of the recess portion 82v associated with the first-to-second post-shift speed reserve rotation position P12 on the side of the recess portion of the trigger 82v associated with the pre-shift speed first gear position Pin. As a result, the biasing force of the torsion spring 86 acts on the star cam 81 in the accelerating speed change rotation direction. If the shift motor 71 stops its drive for any reason when the synchronizer sleeve 52 is at the second synchronization position X2, the biasing force of the twist coil spring 86 acts on the synchronizer sleeve 52 in the acceleration speed change direction (to the left in Figure 6 (4)). Therefore, even if the sleeve teeth 52t of the synchronizer sleeve 52 are in contact with the gear dog teeth 51t, but when their vertices are about to abut against each other, the torsion coil spring 15 86 may urge the synchronizer sleeve 52 in the direction of movement of the tops of the sleeve teeth 52t and those of the gear dog teeth 51t to prevent them from abutting each other. In addition, the synchronizer sleeve 52 receives a biasing force in the acceleration speed change direction. Therefore, if the moment is favorable, each of the sleeve teeth 52t can jam between the adjacent gear dog teeth 51t, thus avoiding a stop between the tops of the sleeve teeth 52t and those of the dog teeth. gear 51t. Although a description has been given in a case where the gear changes from the first to the second gear, by way of example, the present invention is applicable to a change of the gear at other speeds. In addition, the present invention is applicable not only to a shift to a higher speed but also to a shift to a lower speed. It should be noted that although a transmission equipped with a synchronizer mechanism according to the embodiment of the present invention has been described, embodiments of the present invention are not limited to the above embodiment and may include modes that are realized in a variety of ways without departing from the scope of the present invention.
    [0038] 5 3034479 34 Description of reference symbols 20 Double-clutch type transmission 21 Gear transmission mechanism 22 Main shaft 5 23 Drive shaft ml to m7 Drive transmission gear cl to c7 Driven transmission gear S Synchronizer mechanism 51 Gear unit transmission 10 51t Gear dog tooth 52 Synchronizer sleeve 52t Sleeve tooth 53 Hub 53s Spline tooth 15 60 Lock ring 61 Synchronizer ring (outer ring) 61t Crown tooth 62 Internal ring 63 Tapered cone 20 70 Mechanism d gearbox 71 Gearshift motor 73 Gearshift rod 80 Clutch mechanism 81 Star cam 25 82 Irregular cam surface 82v Recess recess portion 82p Projection portion 84 Traction arm 85 Roller
    权利要求:
    Claims (3)
    [0001]
    REVENDICATIONS1. A transmission equipped with a synchronizer mechanism comprising: a gear transmission mechanism (21) having a plurality of drive transmission gears (ml to m7) pivotally supported on a main shaft (22) and a plurality of gears driven transmission members (c1-c7) pivotally supported on a drive shaft (23), the drive transmission gears (ml-m7) and the driven transmission gears (c1-c7) constantly meshing with each other the others for each gear ratio; a synchronizing mechanism (S) in which crown teeth (61t), formed on a synchronizer ring (61), come between gear dog teeth (51t) and sleeve teeth (52t), the teeth of gear dog (51t) being formed on a first transmission gear (51) which is pivotally supported relatively rotatably on at least one of the main shaft (22) and the countershaft (23). ), each being a rotatable shaft, the sleeve teeth (52t) being formed on a second transmission gear or a synchronizer sleeve (52) as a movable sleeve which is pivotally supported on the rotary shaft so as to be limited in relative rotation and axially movable, and wherein, during a gear change, the synchronizer sleeve (52) moves and causes the sleeve teeth (52t) to come into contact and meshing with the crown teeth ( 61t) first and then come in contact and mesh with the gear dog teeth (51t) so that the synchronizer sleeve (52) and the first transmission gear (51) are synchronized and coupled together; a transmission drive mechanism (70) having a shift drum (90) rotated by an actuator (71), and a shift fork (92) guided by a driving groove (90d) the shift drum (90) for axially moving due to a rotation of the shift drum (90), the shift fork (92) engaging with the synchronizer sleeve (52) to move the synchronizer sleeve (52); and a detent mechanism (80) having a star cam (81) on an outer circumferential end surface on which an irregular cam surface (82) is formed, detent recess portions (82v) associated with positions gear and protruding portions (82p) formed on the irregular cam surface (82) so as to continuously alternate, the star cam (81) being adapted to rotate integrally with the feed change drum (82). speed (90), biasing means (86) causing a support member (85) to engage and press the irregular cam surface (82) of the star cam (81) and causing the member support member (85) to slide in a required detent recess portion (82v), the shift drum (90) being rotated and biased together with the star cam (81) so as to be positioned , characterized in that, when the sleeve teeth (52t) of the mancho A synchronizer (52) that moves during the gear change is located at a first synchronization position (X1) where the sleeve teeth (52t) begin to contact the crown teeth (61t), the The support member (85) of the detent mechanism (80) is in contact with a pre-change speed detent recess portion (82v) of the star cam (81). 25
    [0002]
    Transmission equipped with a synchronizing mechanism according to claim 1, characterized in that when the sleeve teeth (52t) of the synchronizer sleeve (52) which moves during a gear change are located at a second synchronizing position (X2) where the sleeve teeth (52t) begin to come into contact with the gear dog teeth (51t), the bearing member (85) of the trigger mechanism (80) is in contact with a recessed post-shift relaxation portion (82v) of the star cam (81). 5
    [0003]
    3. Transmission equipped with a synchronizer mechanism according to claim 1 or 2, characterized in that a roller (85), pivotally supported at the top of a trigger arm (84) which is biased by the biasing means (86). ), engages and presses on the irregular cam surface (82) of the star cam (81) as a support member of the detent mechanism (80).
    类似技术:
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    同族专利:
    公开号 | 公开日
    JP2016191387A|2016-11-10|
    US20160290441A1|2016-10-06|
    DE102016204014A1|2016-10-06|
    US10428902B2|2019-10-01|
    JP5996701B1|2016-09-21|
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    法律状态:
    2017-03-31| PLFP| Fee payment|Year of fee payment: 2 |
    2018-03-29| PLFP| Fee payment|Year of fee payment: 3 |
    2019-01-25| PLSC| Search report ready|Effective date: 20190125 |
    2019-03-29| PLFP| Fee payment|Year of fee payment: 4 |
    2020-05-01| RX| Complete rejection|Effective date: 20200324 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2015069994A|JP5996701B1|2015-03-30|2015-03-30|Transmission with synchro mechanism|
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