JP2005265136A - Lubricating device for manual transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lubricating device for surely lubricating engagement parts of coupling sleeves and shift forks even in their shift. <P>SOLUTION: A shift rod 45 slidably fitting an base end part of shift forks 41(43, 44) is in a shape of a pipe with hollow hole 45a. A lubricating oil intermediary space part 47 is formed at sliding and fitting parts between the base end part of the shift fork 41(43, 44) and the shift rod 45. A communicating hole 50 is formed in the shift rod 45 to make the lubricating oil intermediary space part 47 communicate with the hollow hole 45a of the shift rod 45 during the shift of the shift fork 41(43, 44). The base end part of the shift fork 41(43, 44) is provided with a lubricating oil blowout port 51 communicating with the lubricating oil intermediary space part 47. The lubricating oil blowout port 51 directs toward an outer periphery of a corresponding coupling sleeve 28a(37a, 38a). It is preferable to make the lubricating oil blowout port 51 direct toward a tangential projection indicated by β that is a forward direction with respect to a rotation direction α of the coupling sleeve 28a(37a, 38a). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a manual transmission lubrication device capable of selectively transmitting a plurality of gear sets to select a predetermined gear position, and in particular, a coupling sleeve of a meshing mechanism capable of selectively transmitting a gear set; The present invention relates to a lubricating device for a manual transmission useful for lubricating an engaging portion between a shift fork engaged with an outer peripheral groove.

  The manual transmission has a plurality of gear sets, and a coupling sleeve of a meshing mechanism that allows these gear sets to be selectively transmitted is displaced in the axial direction of the coupling sleeve by a shift fork engaged with an outer circumferential groove. It is usual to configure so that a predetermined gear position can be selected.

In such a manual transmission, the coupling sleeve is a rotating body, whereas the shift fork is a non-rotating body, so that the engaging portion of the coupling sleeve outer circumferential groove and the shift fork are in sliding contact with each other, Lubrication of the engaging portion is necessary.
In general, each part of a manual transmission is lubricated by scraping oil from an oil pan such as a gear, but depending on the physical properties of the oil, lubrication by this oil bath system cannot be adopted.
For example, in a twin-clutch manual transmission, the automatic shifting is performed by hydraulically performing the engagement / release control of two clutches and the gear position switching control between the gear groups related to these clutches. Since oil that is a medium for control and oil for lubrication are shared, lubrication by a general oil bath method cannot be adopted.

  Therefore, for example, as described in Patent Document 1, it has been proposed to force-lubricate the pressure-fed oil from an oil pump or the like to a lubrication-required portion of the manual transmission through a dedicated passage.

  In a manual transmission that employs this forced lubrication system, although there is no direct description in Patent Document 1 even when lubricating the engaging portion between the outer circumferential groove of the coupling sleeve and the shift fork, FIG. As shown in FIG. 7, a dedicated pipe a for feeding the lubricating oil pressure is provided in the transmission case extending in the axial direction of the coupling sleeve b, and the lubricating oil directed to the coupling sleeve b on the pipe a An ejection hole c is formed so that the lubricating oil is ejected from the pipe a toward the coupling sleeve b.

In such a configuration, the lubricating oil jetted from the pipe a to the coupling sleeve b reaches the engaging portion between the outer peripheral groove d and the shift fork e by the coupling sleeve b rotating in the direction of the arrow, and the coupling sleeve The engaging portion between the outer peripheral groove d and the shift fork e can be lubricated.
JP-A-9-177948

However, in the case where the engaging portion between the outer peripheral groove d of the coupling sleeve and the shift fork e is lubricated by the lubricating oil ejected from the fixed dedicated pipe a,
First, it is necessary to provide a dedicated lubrication hydraulic pressure feed pipe a. In addition to the increase in size of the manual transmission due to the installation space and cost disadvantages, the following serious problems arise.
That is, since the lubricating hydraulic pressure feed pipe a is fixed to the transmission case, the position of the lubricating oil ejection hole c provided in the transmission case is also fixed, and the lubricating oil ejection position from now on is fixed.

By the way, the coupling sleeve b and the shift fork e engaged with the outer circumferential groove d are displaced in the axial direction of the coupling sleeve when determining the gear position. Since it is pressed against the side wall of the coupling sleeve outer circumferential groove d, the most reliable lubrication is required.
However, as in the prior art, if the position of the lubricating oil ejection hole c (the lubricating oil ejection position) is fixed, the coupling sleeve b and the shift fork e, which require the most reliable lubrication, are used when these coupling sleeves are shifted. There is a concern that b and the shift fork e will be out of the lubricating oil ejection position, resulting in poor lubrication.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a lubricating device for a manual transmission capable of eliminating at least the latter concern about serious lubrication failure in a forced lubrication type manual transmission.

For this purpose, the lubricating device for a manual transmission according to the invention is as described in claim 1,
In the manual transmission in which the coupling sleeve of the meshing mechanism is displaced in the axial direction of the coupling sleeve by a shift fork engaged with the outer peripheral groove, and a predetermined gear position can be selected.
Lubricating oil is ejected into the outer circumferential groove of the coupling sleeve, and a lubricating oil ejection hole is provided in the shift fork itself for lubricating the engaging portion between the outer circumferential groove of the coupling sleeve and the shift fork. To do.

According to such a lubricating apparatus of the present invention, the lubricating oil jet hole for lubricating the coupling portion between the outer circumferential groove of the coupling sleeve and the shift fork by jetting the lubricating oil into the outer circumferential groove of the coupling sleeve is provided with the shift fork itself. Because it was established in
The lubricating oil injection hole will be displaced together with the shift fork, so that the lubricating oil can be surely directed to the outer circumferential groove of the coupling sleeve at all times, including during the shifting of the coupling sleeve and shift fork that require the most reliable lubrication. Thus, the engagement portion between the outer peripheral groove of the coupling sleeve and the shift fork can be reliably lubricated, and the above-mentioned concern regarding poor lubrication of the engagement portion between the coupling sleeve and the shift fork during the shift is completely eliminated. Can do.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a skeleton diagram of a twin-clutch manual transmission equipped with a lubricating device according to an embodiment of the present invention. FIG. 2 shows an actual configuration diagram of the twin-clutch manual transmission. In this embodiment, FIG. This twin clutch manual transmission has the following useful configuration for front engine and rear wheel drive vehicles (FR vehicles).

In FIG. 1, reference numeral 1 denotes a transmission case. Between a gear transmission mechanism (described later) housed in the transmission case 1 and an engine (only the crankshaft 2 is shown in FIG. 1), an odd number is provided as shown in FIG. An automatic clutch C1 for shift speeds (first speed, third speed, fifth speed, reverse) and an automatic clutch C2 for even speed shift speeds (second speed, fourth speed, sixth speed) are interposed,
Both clutches C1 and C2 are coupled to the engine crankshaft 2 via a torsional damper 3 under buffering.
The transmission case 1 is further provided with an oil pump 4 that is always driven by an engine via a torsional damper 3, and gear stage selection control including engagement control of clutches C 1 and C 2, which will be described later, is performed using hydraulic oil from now on as a medium. Shall be executed.

The gear transmission mechanism housed in the transmission case 1 will be described below with reference to FIG. 2 as well. This is because the engine from the torsional damper 3 is connected via the odd-numbered gear clutch C1 and the even-numbered gear clutch C2. A first input shaft 5 and a second input shaft 6 are provided which are selectively inputted with rotation.
The second input shaft 6 is hollow and is fitted on the first input shaft 5. The front side needle bearing 7 and the rear side needle bearing 8 are interposed in the annular space between the two and the first input on the inside. The shaft 5 and the outer second input shaft 6 are rotatable concentrically with each other.

As described above, the front end on the engine side of the first input shaft 5 and the second input shaft 6 that are rotatably fitted to each other passes through the front wall 1a of the transmission case 1 and is coupled to the corresponding clutch C1, C2. .
The outer periphery of the front end of the second input shaft 6 is rotatably supported by a ball bearing 9 on the front wall 1a of the transmission case 1, the front needle bearing 7 is disposed in the vicinity thereof, and the rear needle bearing 8 is connected to the engine from the engine. It is arranged at the rear end of the far second input shaft 6.
The first input shaft 5 is protruded from the rear end of the second input shaft 6, and the rear end portion 5a of the protruded first input shaft 5 passes through the intermediate wall 1b of the transmission case 1, and the first input shaft 5 is 1 A rear end portion 5a of the input shaft 5 is rotatably supported by a ball bearing 10 on an intermediate wall 1b of the transmission case 1.

An output shaft 11 is provided coaxially with the rear end portion 5a of the first input shaft 5, and this output shaft 11 is rotatably supported on the rear end wall 1c of the transmission case 1 by a tapered roller bearing 12 and an axial bearing 13. At the same time, it is rotatably supported on the rear end portion 5a of the first input shaft 5 via the needle bearing 14.
A countershaft 15 is provided in parallel with the first input shaft 5, the second input shaft 6, and the output shaft 11, and is provided with roller bearings 16, 17, and 18 at the front end wall 1a and the intermediate wall 1b of the transmission case 1. And the rear end wall 1c are rotatably supported.

A counter gear 19 is provided at the rear end of the counter shaft 15 so as to be integrally rotatable, and an output gear 20 is provided on the output shaft 11 in the same axis right-angle plane, and the counter gear 19 and the output gear 20 are mutually connected. The countershaft 15 is drivingly coupled to the output shaft 11 by meshing.
Here, the counter gear 19 has a pitch circle diameter smaller than the pitch circle diameter of the output gear 20, and the counter gear 19 and the output gear 20 constitute a reduction gear set.

Between the rear end portion 5a of the first input shaft 5 and the countershaft 15, an odd gear group (first speed, third speed, reverse) group of gear sets, that is, first speed sequentially from the front side close to the engine. A gear set G1, a reverse gear set GR, and a third speed gear set G3 are provided.
The first speed gear set G1 and the reverse gear set GR are arranged between the rear end of the second input shaft 6 and the transmission case intermediate wall 1b, but the first speed gear set G1 is the rear end of the second input shaft 6. Further, the reverse gear set GR is located in the immediate vicinity of the transmission case intermediate wall 1b, and the third speed gear set G3 is arranged in the immediate vicinity of the opposite side of the transmission case intermediate wall 1b.

The first speed gear set G1 includes a first speed input gear 21 formed integrally with the rear end portion 5a of the first input shaft 5 and a first speed output gear 22 rotatably provided on the countershaft 15. The helical gear set is configured by meshing.
The reverse gear set GR is meshed with the reverse input gear 23 formed integrally with the rear end portion 5a of the first input shaft 5, the reverse output gear 24 rotatably provided on the counter shaft 15, and the gears 23, 24. A helical gear set composed of a reverse idler gear 25 that drives and couples the gears 23 and 24 under reverse rotation, and the reverse idler gear 25 is provided by a reverse idler shaft 25a installed in the transmission case intermediate wall 1b. The reverse end idler shaft 25a is supported rotatably, and the free end of the reverse idler shaft 25a is supported between the first speed output gear 22 and the reverse output gear 24 and supported by the transmission case 1 by a flange 25b fixed to the transmission case 1.
The third speed gear set G3 includes a third speed input gear 26 that is rotatably provided at the rear end portion 5a of the first input shaft 5, and a third speed output gear 27 that is drive-coupled to the countershaft 15. The helical gear set is configured to mesh with each other.

The countershaft 15 is further provided with a first speed-reverse synchronous meshing mechanism 28 disposed between the first speed output gear 22 and the reverse output gear 24,
When the coupling sleeve 28a is moved leftward from the illustrated neutral position and meshed with the clutch gear 28b, the first speed output gear 22 is drivingly coupled to the countershaft 15 so that the first speed can be selected as will be described later. ,
When the coupling sleeve 28a is moved rightward from the illustrated neutral position and meshed with the clutch gear 28c, the reverse output gear 24 is drivingly coupled to the countershaft 15 and can select reverse as described later.

The rear end portion 5a of the first input shaft 5 is further provided with a third-speed fifth-speed synchronous meshing mechanism 29 disposed between the third-speed input gear 26 and the output gear 20,
When the coupling sleeve 29a is moved leftward from the illustrated neutral position and meshed with the clutch gear 29b, the third speed input gear 26 is drivingly coupled to the first input shaft 5 so that the third speed can be selected as will be described later. Shall be
When the coupling sleeve 29a is moved rightward from the illustrated neutral position and meshed with the clutch gear 29c, the first input shaft 5 is directly connected to the output gear 20 (output shaft 11) and the fifth speed can be selected as will be described later. Shall.

Between the hollow second input shaft 6 and the countershaft 15, gear groups of the even-numbered speed stage (second speed, fourth speed, sixth speed) group, that is, the sixth gear sequentially from the front side close to the engine. A speed gear set G6, a second speed gear set G2, and a fourth speed gear set G4 are provided.
The sixth speed gear set G6 is disposed at the front end of the second input shaft 6 along the front wall 1a of the transmission case 1, and the fourth speed gear set G4 is disposed at the rear end of the second input shaft 6. The speed gear set G2 is disposed at the center between both ends of the second input shaft 6.

The sixth speed gear set G6 is formed by meshing a sixth speed input gear 30 integrally formed on the outer periphery of the second input shaft 6 and a sixth speed output gear 31 that is rotatably provided on the countershaft 15. The constructed helical gear set.
The second speed gear set G2 is formed by meshing a second speed input gear 32 integrally formed on the outer periphery of the second input shaft 6 and a second speed output gear 33 rotatably provided on the countershaft 15. The constructed helical gear set.
The fourth speed gear set G4 is formed by meshing a fourth speed input gear 34 integrally formed on the outer periphery of the second input shaft 6 and a fourth speed output gear 35 provided rotatably on the countershaft 15. The constructed helical gear set.

  Here, the reason why the gear sets G2, G4, G6 of the even-numbered speed stage (second speed, fourth speed, sixth speed) group provided between the second input shaft 6 and the counter shaft 15 are arranged as described above. That is, the reason why the sixth speed gear set G6, the second speed gear set G2, and the fourth speed gear set G4 are sequentially arranged from the front side close to the engine will be described.

In arranging the gear sets G2, G4, and G6 of these even gear stages (2nd speed, 4th speed, 6th speed) group,
The requirement that the rear needle bearing 8 among the needle bearings 7 and 8 interposed between the first and second input shafts 5 and 6 should be positioned near the rear end of the second input shaft 6 in relation to the bearing span, In addition, the countershaft 15 has an even gear (second speed, fourth speed, sixth speed) group and an odd gear speed (first speed, third speed, fifth speed, reverse) in terms of strength and gear assembly. In view of the requirement that the middle diameter corresponding to the boundary position between the groups is the maximum diameter, and that the diameter should gradually decrease toward the front end,
First, of the input gears 30, 32, 34 formed on the second input shaft 6, an input gear whose outer diameter can provide a bearing housing space for the needle bearing 8 between the first input shaft 5 and the second input shaft 6. Select the gear stage (6th speed and 4th speed) related to 30,34, and arrange the gear set G4 of the lowest speed stage (4th speed) among these speed stages on the farthest side from the engine,
Of the other gears (6th speed and 2nd speed), the gear set G6 of the highest speed (6th speed) is arranged on the side closest to the engine,
The remaining gear stage (second speed) gear set G2 is arranged between the gear sets G4 and G6 on both sides.

  In the example shown in the figure, there are three even speed stages, the second speed, the fourth speed, and the sixth speed, so that the remaining speed stage arranged between the gear sets on both sides is only one of the second speed. However, the order of arrangement between the remaining gears does not matter, but when there are a plurality of remaining gears arranged between the gear sets on both sides, the gears of these gears have the counter shaft 15 in the middle. Needless to say, the higher speed gear set should be arranged closer to the engine because of the above-mentioned requirement of narrowing toward the front end.

  In the illustrated example, the gear 33 on the countershaft 15 forming the second speed gear set G2 has a larger diameter than the gear 35 on the countershaft 15 forming the fourth speed gear set G4. The outer diameter of the countershaft 15 tends to be larger than the outer diameter at the location where the gear 35 is installed, but this tendency is caused by interposing an annular spacer 36 (see FIG. 2) between the gear 33 and the countershaft 15. It can be easily solved by measures such as the above, and the above-mentioned requirement of making the countershaft 15 thinner from the middle toward the front end cannot be satisfied by the arrangement of the gear set.

The countershaft 15 is further provided with a synchronous meshing mechanism 37 dedicated to the sixth speed, which is arranged between the sixth speed output gear 31 and the second speed output gear 33,
When the coupling sleeve 37a is moved leftward from the illustrated neutral position and meshed with the clutch gear 37b, the sixth speed output gear 31 is drivingly coupled to the counter shaft 15 so that the sixth speed can be selected as will be described later. To do.
The countershaft 15 is provided with a second-speed / four-speed synchronous meshing mechanism 38 disposed between the second-speed output gear 33 and the fourth-speed output gear 35,
When the coupling sleeve 38a is moved leftward from the illustrated neutral position and meshed with the clutch gear 38b, the second speed output gear 33 is drivingly coupled to the countershaft 15 so that the second speed can be selected as will be described later. ,
When the coupling sleeve 38a is moved rightward from the illustrated neutral position and meshed with the clutch gear 38c, the fourth speed output gear 35 is drivingly coupled to the counter shaft 15 so that the fourth speed can be selected as will be described later. .

Next, the operation of the twin clutch type manual transmission according to the above embodiment will be described.
In the neutral (N) range and parking (P) range where power transmission is not desired, both clutches C1 and C2 are fastened, but the coupling sleeves 28a, 29a, 37a and 38a are all in the neutral position shown in the figure so that the twin clutch manual transmission does not transmit power.
In the D range in which forward power transmission is desired and in the R range in which reverse power transmission is desired, the coupling sleeve 28a of the synchronous mesh mechanisms 28, 29, 37, 38 as described below using hydraulic oil from the oil pump 4 as a medium. , 29a, 37a, 38a and clutches C1, C2 can be selected to select each forward shift speed and reverse shift speed.

When the first speed is desired in the D range, the clutch C1 that has been engaged is released, the coupling sleeve 28a of the synchronous meshing mechanism 28 is moved to the left, and the gear 22 is drivably coupled to the countershaft 15, and then the clutch C1 is engaged. Conclude.
As a result, the engine rotation from the clutch C1 is output in the axial direction from the output shaft 11 via the first input shaft 5, the first speed gear set G1, the counter shaft 15, and the output gear sets 19, 20, and at the first speed. Power transmission can be performed.
When the selection of the first speed is for starting, it is a matter of course that the engagement progress control of the clutch C1 is performed for that purpose.

When upshifting from the first speed to the second speed, the clutch C2 in the engaged state is released, the coupling sleeve 38a of the synchronous meshing mechanism 38 is moved left, and the gear 33 is drivingly coupled to the countershaft 15, and then the clutch By releasing C1 and engaging clutch C2 (changing clutch), an upshift from the first speed to the second speed is performed.
After completion of the upshift, the coupling sleeve 28a of the synchronous meshing mechanism 28 is returned to the neutral position to disconnect the gear 22 from the countershaft 15, and then the clutch C1 is engaged.
As a result, the engine rotation from the clutch C2 is output in the axial direction from the output shaft 11 via the second input shaft 6, the second speed gear set G2, the countershaft 15, and the output gear sets 19, 20, and at the second speed. Power transmission can be performed.

When upshifting from the second speed to the third speed, the clutch C1 in the engaged state is released, the coupling sleeve 29a of the synchronous meshing mechanism 29 is moved left, and the gear 26 is drivingly coupled to the first input shaft 5, Thereafter, the clutch C2 is released and the clutch C1 is engaged (clutch change) to perform an upshift from the second speed to the third speed.
After completion of the upshift, the coupling sleeve 38a of the synchronous meshing mechanism 38 is returned to the neutral position to disconnect the gear 33 from the countershaft 15, and then the clutch C2 is engaged.
As a result, the engine rotation from the clutch C1 is output in the axial direction from the output shaft 11 via the first input shaft 5, the third speed gear set G3, the counter shaft 15, and the output gear sets 19, 20, and at the third speed. Power transmission can be performed.

At the time of upshifting from the third speed to the fourth speed, the engaged clutch C2 is released, the coupling sleeve 38a of the synchronous meshing mechanism 38 is moved rightward, and the gear 35 is drivingly coupled to the countershaft 15, and then the clutch By releasing C1 and engaging clutch C2 (changing clutch), an upshift from the third speed to the fourth speed is performed.
After completion of the upshift, the coupling sleeve 29a of the synchronous meshing mechanism 29 is returned to the neutral position to disconnect the gear 26 from the first input shaft 5, and then the clutch C1 is engaged.
As a result, the engine rotation from the clutch C2 is output in the axial direction from the output shaft 11 via the second input shaft 6, the fourth speed gear set G4, the countershaft 15, and the output gear sets 19, 20, and at the fourth speed. Power transmission can be performed.

When upshifting from the fourth speed to the fifth speed, the engaged clutch C1 is released, the coupling sleeve 29a of the synchronous meshing mechanism 29 is moved rightward, and the first input shaft 5 is directly connected to the output shaft 11, Thereafter, the clutch C2 is released and the clutch C1 is engaged (clutch change) to perform an upshift from the fourth speed to the fifth speed.
After completion of the upshift, the coupling sleeve 38a of the synchronous meshing mechanism 38 is returned to the neutral position to disconnect the gear 35 from the countershaft 15, and then the clutch C2 is engaged.
As a result, engine rotation from the clutch C1 is output in the axial direction from the output shaft 11 via the first input shaft 5 and the coupling sleeve 29a, and power transmission at the fifth speed (speed ratio 1: 1) can be performed. it can.

When upshifting from the fifth speed to the sixth speed, the clutch C2 in the engaged state is released, the coupling sleeve 37a of the synchronous meshing mechanism 37 is moved left, and the gear 31 is drivingly coupled to the countershaft 15, and then the clutch An upshift from the fifth speed to the sixth speed is performed by releasing C1 and engaging the clutch C2 (changing the clutch).
After completion of the upshift, the coupling sleeve 29a of the synchronous meshing mechanism 29 is returned to the neutral position to release the direct connection between the first input shaft 5 and the output shaft 11, and then the clutch C1 is engaged.
As a result, the engine rotation from the clutch C2 is output in the axial direction from the output shaft 11 via the second input shaft 6, the sixth speed gear set G6, the counter shaft 15, and the output gear sets 19, 20, and at the sixth speed. Power transmission can be performed.

  In addition, when downshifting from the sixth speed to the first speed sequentially, a predetermined downshift can be performed by performing a control opposite to the upshift.

In the R range where reverse power transmission is desired, the clutch C1, which was engaged in the N range, is released, the coupling sleeve 28a of the synchronous meshing mechanism 28 is moved to the right, and the gear 24 is drivably coupled to the countershaft 15. Engage clutch C1.
As a result, the engine rotation from the clutch C1 is output in the axial direction from the output shaft 11 via the first input shaft 5, the reverse gear set GR, the countershaft 15, and the output gear sets 19, 20, and at this time, the reverse gear set GR Thus, the rotation direction is reversed, so that power can be transmitted at the reverse gear.
It should be noted that when starting at the reverse gear, the clutch C1 engagement progress control is performed for that purpose.

FIG. 3 shows a support structure for the shift forks 41, 42, 43, 44 for shifting the coupling sleeves 28a, 29a, 37a, 38a of the synchronous mesh mechanisms 28, 29, 37, 38 as described above.
However, in FIG. 3, for the sake of convenience, the vertical relationship is shown reversed from FIG.
The shift forks 41, 42, 43, 44 are engaged with the outer circumferential grooves 28d, 29d, 37d, 38d (see FIG. 2) of the corresponding coupling sleeves 28a, 29a, 37a, 38a.
The shift forks 41, 43, 44 are slidably fitted on the shift rod 45, and the shift rod 45 extends in the coupling sleeve axial direction and is fixed to the transmission case 1.
The shift forks 41, 43, 44 are slid on the shift rod 45 by individual actuators (not shown) connected to the yoke portions 41a, 43a, 44a formed integrally therewith, and corresponding coupling sleeves 28a, 37a and 38a are shifted in the axial direction.

The shift fork 42 has a base fixed to the shift rod 46, and the shift rod 46 extends in the axial direction of the coupling sleeve and is slidable in the same direction and is attached to the transmission case 1.
A yoke portion 42a is fixed to the end of the shift rod 46 far from the shift fork 42, and the shift fork 42 is displaced in the coupling sleeve axial direction via the shift rod 46 by an actuator (not shown) coupled thereto. Thus, the corresponding coupling sleeve 29a is shifted in the axial direction thereof.
In this embodiment, a yoke portion 41a integrally formed with the shift fork 41 is slidably fitted onto the shift rod 46.

In this embodiment, the lubricating structure for the engaging portion between the bifurcated tip of the shift forks 41, 43, 44 and the coupling sleeves 28a, 37a, 38a is as follows.
That is, as shown in FIGS. 4 and 5, the shift rod 45 for slidably fitting the base ends of the shift forks 41, 43, 44 is formed into a pipe shape with a hollow hole 45a, and the shift forks 41, 43, 44 The lubricating oil relay space 47 is formed in the sliding fitting portion between the base end portion of the shift rod 45 and the shift rod 45, and this lubricating oil relay space 47 is shifted with the base end portions of the shift forks 41, 43, 44. Sealing is performed by sliding bearings 48 and 49 at both ends interposed between the rod 45.

A communication hole 50 is formed in the shift rod 45 so that the lubricating oil relay space 47 continues to communicate with the hollow hole 45a of the shift rod 45 even during the shift of the shift forks 41, 43, 44. The base end portion is provided with a lubricating oil ejection hole 51 extending from the lubricating oil relay space 47 so as to communicate therewith.
The lubricating oil injection holes 51 provided at the base end portions of the shift forks 41, 43, 44 are respectively directed to the outer circumferential grooves 28d, 37d, 38d (see FIG. 2) of the corresponding coupling sleeves 28a, 37a, 38a. More preferably, as shown in FIG. 4, it is most preferable to direct in the tangential direction indicated by β, which is the forward direction with respect to the rotational direction α of the coupling sleeves 28a, 37a, 38a, in terms of increasing the lubrication efficiency.

In such a lubricating structure, the lubricating oil from the oil pump or the like to the shift rod hollow hole 45a enters the lubricating oil relay space 47 through the communication hole 50, and from there through the lubricating oil ejection hole 51, the arrow β in FIG. As shown, it is ejected toward the outer circumferential grooves 28d, 37d, 38d (see FIG. 2) of the corresponding coupling sleeves 28a, 37a, 38a.
The lubricating oil ejected from the hole 51 in this manner is coupled to the outer circumferential grooves 28d, 37d, 38d (see FIG. 2) and the shift fork 41 by the coupling sleeves 28a, 37a, 38a rotating in the direction of the arrow α in FIG. , 43, 44, and the engaging portions between the coupling sleeves 28a, 37a, 38a and the shift forks 41, 43, 44 can be lubricated.

By the way, in the lubricating structure according to the present embodiment, the lubricating oil is jetted into the outer circumferential grooves 28d, 37d, 38d (see FIG. 2) of the coupling sleeves 28a, 37a, 38a to shift with the coupling sleeves 28a, 37a, 38a. Since the lubricating oil ejection holes 51 for lubricating the engaging portions with the forks 41, 43, 44 are provided in the shift forks 41, 43, 44 themselves,
The lubricating oil injection hole 51 is displaced together with the shift forks 41, 43, 44, and always includes the coupling sleeves 28a, 37a, 38a and the shift forks 41, 43, 44 that require the most reliable lubrication. The lubricating oil can be surely directed to the outer circumferential grooves 28d, 37d, and 38d of the coupling sleeve (see FIG. 2), and the engaging portion between the coupling sleeves 28a, 37a, and 38a and the shift forks 41, 43, and 44 can be secured. Therefore, it is possible to completely eliminate the concern about the poor lubrication of the engaging portions between the coupling sleeves 28a, 37a, 38a and the shift forks 41, 43, 44 during the shift.

  In addition, as shown in FIG. 4, the lubricating oil injection hole 51 is oriented in the tangential direction indicated by β which is the forward direction with respect to the rotational direction α of the coupling sleeves 28a, 37a, 38a. The efficiency can be greatly increased.

Further, the shift rod 45 for supporting the shift forks 41, 43, 44 so as to be displaceable in the coupling sleeve axial direction with respect to the transmission case 1 is hollow, and the lubricating oil is guided to the lubricating oil ejection hole 51 through the hollow hole 45a. Because it was configured as
The hollow hole 45a of the shift rod 45 is also used as a lubricating oil passage, so there is no need for a dedicated pipe to set up the lubricating oil passage, and the size of the manual transmission is increased by securing the installation space for such a dedicated pipe. It is also possible to avoid problems related to cost disadvantages.

Further, a lubricating oil relay space 47 is formed in the sliding fitting portion between the shift forks 41, 43, 44 and the shift rod 45, and this lubricating oil relay space 47 is formed during the displacement stroke of the shift forks 41, 43, 44. Since the connecting hole 50 that continues to communicate with the hollow hole 45a of the shift rod 45 is formed in the hollow shift rod 45 and the lubricating oil ejection hole 51 is arranged to communicate with the lubricating oil relay space 47,
Even if the shift forks 41, 43, 44 slide on the shift rod 45, the lubricating oil ejection hole 51 always continues to communicate with the hollow hole 45 a of the shift rod 45 via the lubricating oil relay space 47. Thus, the above-mentioned effects can be reliably achieved without causing lubrication while the shift forks 41, 43, 44 slide on the shift rod 45.

  Further, when the lubricating structure of this embodiment is used for a twin clutch type manual transmission as shown in the figure, this twin clutch type manual transmission controls the engagement / release of the two clutches C1 and C2, and the gear group relating to these clutches. This is very useful because it is necessary to employ a lubrication method by forced lubrication using pressure feed oil from an oil pump or the like because the gear position switching control between them is performed by hydraulic pressure.

In the above description, only the lubricating structure for the engaging portion between the forked tip of the shift fork 41, 43, 44 and the coupling sleeve 28a, 37a, 38a has been described. However, the forked tip of the shift fork 42 and the coupling sleeve 29a are described. The same effect can be achieved by adopting the same structure for the lubricating structure for the engaging portion.
Accordingly, since the shift rod 46 is not a fixed rod but is displaced in the axial direction together with the shift fork 42, it is not necessary to provide the lubricating oil relay space 47 between the shift rod 46 and the shift fork 42 as shown in FIG. The lubricating oil injection hole provided in the shift fork 42 (similar to that shown by 51 in FIG. 4) need only be directly communicated with the hollow hole of the shift rod 46.

By the way, since the hollow shift rods 45 and 46 extend over substantially the entire length of the twin clutch type manual transmission,
Although not specifically shown, the lubricating oil in the hollow holes is applied to the hollow shift rods 45, 46 between the coupling sleeves 28a, 28a, 37a, 38a and the shift forks 41, 42, 43, 44. If another lubricating oil injection hole is made to spray toward the transmission lubrication request point other than the joint,
The hollow holes of the shift rods 45, 46 for lubrication of the shift forks 41, 42, 43, 44 are also used as oil passages for lubrication at other locations, thereby simplifying the overall lubrication structure of the transmission. Can be realized, which is very advantageous.

1 is a skeleton diagram showing a twin clutch manual transmission including a lubricating device according to an embodiment of the present invention. It is a vertical side view which shows the substantive structure of the twin clutch type manual transmission. It is a perspective view which shows the arrangement | positioning and attachment structure of the shift fork in the twin clutch type manual transmission. It is a partial expanded longitudinal front view which shows the shift fork lubricating device set to the shift fork attachment part. It is a partial expanded vertical side view which shows the shift fork lubricating device. FIG. 5 is a partially enlarged longitudinal front view similar to FIG. 4, showing a conventional shift fork lubricating device. FIG. 7 is a partially enlarged vertical side view similar to FIG. 5, showing the shift fork lubricating device of FIG. 6.

Explanation of symbols

1 Transmission case
1a Front case of transmission case
1b Transmission case middle wall
1c Rear case of transmission case 2 Engine crankshaft
C1 Odd-speed clutch
C2 Even-speed clutch 3 Torsional damper 4 Oil pump 5 1st input shaft
5a 1st input shaft rear end 6 2nd input shaft 7 Front side needle bearing 8 Rear side needle bearing
10 Ball bearing
11 Output shaft
15 Counter shaft
19 Counter gear
20 Output gear
G1 1st gear set
G2 2nd gear set
G3 3rd speed gear set
G4 4th gear set
G6 6th gear set
GR reverse gear set
23 Reverse input gear
24 Reverse output gear
25 Reverse idler gear
25a Reverse idler shaft
28 1st gear-reverse synchronous meshing mechanism
28a Coupling sleeve
29 3rd-5th Synchronous meshing mechanism
29a Coupling sleeve
37 6-speed synchronous meshing mechanism
37a Coupling sleeve
38 Synchronous meshing mechanism for 2nd-4th gear
38a Coupling sleeve
41,42,43,44 shift fork
45,46 Hollow shift rod
47 Lubrication relay space
48,49 plain bearings
50 communication hole
51 Lubricating oil outlet

Claims (5)

In the manual transmission in which the coupling sleeve of the meshing mechanism is displaced in the axial direction of the coupling sleeve by a shift fork engaged with the outer peripheral groove, and a predetermined gear position can be selected.
Lubricating oil is ejected into the outer circumferential groove of the coupling sleeve, and a lubricating oil ejection hole is provided in the shift fork itself for lubricating the engaging portion between the outer circumferential groove of the coupling sleeve and the shift fork. Manual transmission lubrication device. The lubricating device according to claim 1,
A shift rod that supports the shift fork so as to be displaceable in the axial direction of the coupling sleeve with respect to the transmission case is hollow, and the manual is configured to guide the lubricating oil through the hollow hole to the lubricating oil ejection hole. Transmission lubrication device. The hollow shift rod is arranged to extend to the coupling sleeve axis, fixed to a transmission case, and used in a manual transmission in which the shift fork is slidably fitted on the shift rod. In the described lubricating device,
A lubricating oil relay space is formed in the sliding fitting portion between the shift fork and the shift rod, and a communication hole is provided for continuing to connect the lubricating oil relay space to the hollow hole of the shift rod even during the displacement stroke of the shift fork. A lubricating device for a manual transmission, characterized in that it is formed in the hollow shift rod and arranged so that the lubricating oil injection hole communicates with the lubricating oil relay space. The lubrication apparatus according to claim 2 or 3,
Lubricating device for manual transmission, wherein the hollow shift rod is provided with another lubricating oil injection hole for injecting lubricating oil in the hollow hole toward a lubrication requesting portion of the manual transmission other than the engaging portion. . In the lubricating device of any one of Claims 1-4,
The manual transmission is
Comprising a first input shaft and a second input shaft for selectively inputting engine rotation via individual clutches, the second input shaft being hollow and being rotatably fitted on the first input shaft;
The first input shaft protrudes from the rear end of the second input shaft far from the engine, and a group is formed between the rear end portion of the protruding first input shaft and the counter shaft juxtaposed with the first and second input shafts. The gear group of one of the divided gear groups is provided so that it can be transmitted as appropriate,
Between the second input shaft and the countershaft, gear groups of the other gear group grouped in groups are provided so as to be able to transmit appropriately, respectively.
A twin-clutch type in which a coupling sleeve of a meshing mechanism that enables transmission of each gear set as appropriate can be displaced in the axial direction of the coupling sleeve by a shift fork engaged with an outer circumferential groove to select a predetermined gear stage. A manual transmission lubrication device characterized by being a manual transmission.

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