JP7197906B2 - Transmission and dog clutch - Google Patents

Description

TECHNICAL FIELD The present invention relates to transmissions and dog clutches for shifting gears in automobiles, construction machinery, agricultural vehicles, and the like.

In general, a transmission for a vehicle using a single clutch cuts off the driving force at the time of shifting, which inevitably causes shift shock, acceleration delay, and the like. In addition, in the case of a construction machine, an agricultural machine, or the like, which has a large running resistance and a small speed energy, when the driving force is interrupted, the machine immediately stops, which may make it difficult to change gears.

On the other hand, the twin-clutch transmission is known to be capable of suppressing shift shock and acceleration delay without interrupting driving force.

However, the twin-clutch transmission has the problem of being complicated in structure and heavy in weight.

On the other hand, the seamless shift transmission is attracting attention as it can control the weight increase.

The present applicant further improved this type of transmission in terms of shift shock, and proposed it in Japanese Patent Application Laid-Open No. 2002-200311.

This transmission includes a plurality of speed change gears supported relatively rotatably on a drive force transmission shaft, and a plurality of speed change gears for selectively coupling the speed change gears to the drive force transmission shaft to output a speed change. A clutch ring capable of meshing with each other and a speed change operation section for selectively operating the clutch ring are provided.

When the clutch rings of the lower gear and the upper gear are simultaneously engaged by the shift-up operation or the shift-down operation of the gear shift operation unit, for example, the clutch ring of the lower gear shifts to the shaft in the disengagement direction due to the coasting torque. It shifts gears by generating force.

The clutch ring and transmission gear have clutch teeth that mesh in the direction of rotation, and the clutch teeth have guide surfaces that generate a thrust force in the direction of disengagement by the action of ramps due to coasting torque.

Therefore, it is possible to reliably disengage the clutch ring of the lower gear or upper gear by the coasting torque, and reduce the gear shift shock.

However, in such a structure, internal circulation torque is generated by drive torque and coasting torque due to the simultaneous meshing of the upper gear shift side and the lower gear shift side. was in a state

Therefore, when the clutch teeth that are in mesh are disengaged, the meshing surfaces are pressed against each other by the increased internal circulation torque, and are relatively displaced in the direction of disengagement. Because of the behavior that the is released at once and the internal circulating torque is released, there was a problem that the shift shock and abnormal noise remained large.

JP 2015-15186 A

The problem to be solved is that a large shift shock and abnormal noise remain when the simultaneous meshing of the upper gear shift side and the lower shift gear side reaches the completion of the gear shift.

The present invention is designed to make it possible to perform gear shifting while reducing gear shift shock and abnormal noise when the gear shift upper side and gear shift lower side are simultaneously engaged to complete the gear shift. and a plurality of clutches capable of selectively meshing with the transmission gears for selectively coupling the transmission gears to the driving force transmission shaft and outputting the transmission. When the clutch rings of the lower gear and the upper gear are simultaneously engaged by an upshift operation or a downshift operation, the clutch ring of the lower gear or the upper gear is disengaged by coasting torque. In a transmission that shifts gears by generating an axial force, the clutch ring and the speed change gear have clutch teeth that mesh in a rotational direction, and one tooth top side of the clutch teeth is provided with the driving force transmission shaft. a guide surface that is gradually inclined with respect to the axial center and guides the other of the clutch teeth by coasting torque to generate a thrust force in the disengagement direction, the guide surface being set along the rotational direction; Characterized by

Since the present invention employs the above-described means, when the gear shift is completed from the simultaneous engagement of the gear shift upper side and the gear shift lower side, the other clutch tooth is guided by the guide surface along the rotational direction of one of the clutch teeth and meshed. Since a thrust force in the release direction is generated, shift shock and abnormal noise can be further reduced for shifting.

1 is a schematic cross-sectional view showing a transmission together with a front differential; FIG. (Reference example 1) FIG. 4 is an enlarged perspective view showing a clutch ring; (Example 1) FIG. 4 is an exploded view showing meshing of clutch teeth; (Example 1) FIG. 4 is a developed view showing the inclination of the guide surfaces of the clutch teeth and the height of the clutch teeth; (Example 1) FIG. 11 is a developed view showing the operation of the clutch ring on the 6th speed side during an upshift operation; (Example 1) FIG. 5 is a developed view showing the operation of the clutch ring on the 5th speed side during upshifting; (Example 2) FIG. 4 is an exploded view showing meshing of clutch teeth; (Example 2) FIG. 11 is a developed view showing meshing of clutch teeth according to a modification; (Example 2) FIG. 4 is an exploded view showing meshing of clutch teeth; (Example 3) FIG. 4 is an exploded view showing meshing of clutch teeth; (Example 4) FIG. 4 is an exploded view showing meshing of clutch teeth; (Example 5)

The object of making it possible to reduce shift shock and abnormal noise when shifting from the simultaneous meshing of the upper gear shift side and the lower shift gear side to the completion of the gear shift is realized as follows.

The transmission includes a plurality of speed change gears supported by a drive force transmission shaft so as to be relatively rotatable, and a plurality of speed change gears for selectively coupling the speed change gears to the drive force transmission shaft to output a speed change. and a clutch ring capable of selective meshing, wherein the clutch ring of the lower gear or upper gear is engaged simultaneously by an upshift operation or a downshift operation. A transmission that shifts gears by generating an axial force in the direction of disengagement by coasting torque, wherein the clutch ring and the transmission gear are provided with clutch teeth meshing in the rotational direction, and one tooth of the clutch teeth A guide surface, which is gradually inclined with respect to the axis of the driving force transmission shaft and guides the other clutch tooth by a coasting torque to generate a thrust force in the disengagement direction, is provided on the front side of the clutch. set along the direction.

A coast meshing surface, which engages with the other clutch tooth during engine braking, is provided on the root side of one of the clutch teeth, and the coast meshing surface is set along the axial direction.

Each of the clutch teeth is helical to provide the guiding while allowing a set relative rotation between the clutch ring and transmission gear.

During the simultaneous engagement, the clutch ring is moved from a deep engagement first engagement position to a shallow engagement second engagement position in response to the upshift operation or the downshift operation.

A pair of relatively rotatable clutch bodies and clutch teeth provided on the pair of clutch bodies and meshing in a rotational direction are provided, and one tooth top side of the clutch teeth is provided with respect to the rotation axis of the relative rotation. A guide surface is provided which is gradually inclined and guides the other of the clutch teeth to generate a thrust force in the disengagement direction, and the guide surface is set along the direction of rotation.

A coast meshing surface, which engages with the other clutch tooth during engine braking, is provided on the root side of one of the clutch teeth, and the coast meshing surface is set along the axial direction.

[Outline of transmission]
FIG. 1 is a schematic sectional view showing a transmission according to a first embodiment of the invention together with a front differential.

As shown in FIG. 1, the transmission 1 includes a solid main shaft 3, a solid counter shaft 5, and an idler shaft (not shown) as driving force transmission shafts. The main shaft 3 and counter shaft 5 are rotatably supported by a transmission case (not shown) by bearings 9, 11, 13, 15 and the like. The idler shaft is fixed on the transmission case side.

The main shaft 3 and the counter shaft 5 are provided with 1st gear 19, 2nd gear 21, 3rd gear 23, 4th gear 25, 5th gear 27 and 6th gear 29 as multi-speed transmission gears. rotatably supported.

The 1st gear 19 and 3rd gear 23 on the counter shaft 5 mesh with the output gears 31 and 33 on the main shaft 3, and the 2nd gear 21, 4th gear 25 and 5th gear on the main shaft 3. 27 and 6th gear 29 mesh with input gears 35, 37, 39 and 41 of counter shaft 5, respectively.

A reverse idler on an idler shaft (not shown) is arranged to mesh with an output gear 44 on the main shaft 3 and an input gear 45 on the counter shaft 5 by axial movement.

1st gear 19 and 3rd gear 23 are selectively coupled to counter shaft 5 by a first dog clutch 47, 2nd gear 21, 4th gear 25, 5th gear 27 and 6th gear 29 are , second and third dog clutches 49 , 51 selectively coupled to the main shaft 3 . This selective connection enables a variable speed output from the main shaft 3 to the counter shaft 5 .

The first to third dog clutches 47, 49, 51 change the plurality of first to third dog clutches 47, 49, 51 to shift gears of a plurality of gears to an upper gear. It's like

That is, the 1st gear 19, the 2nd gear 21, the 3rd gear 23, the 4th gear 25, the 5th gear 27, and the 6th gear 29, which are multi-stage transmission gears, are connected to the first to third dog clutches 47. , 49, 51 are arranged to change gears.

For example, shifting from the 1st gear 19 to the 2nd gear 21 is performed by changing the plurality of first and second dog clutches 47 and 49 .

The first to third dog clutches 47, 49, 51 basically have the same structure, and include clutch base rings 53, 55, 57, clutch rings 59, 61, 63, clutch teeth 47a, 47b. , 49a, 49b, 51a, 51b, 19a, 21a, 23a, 25a, 27a, 29a. The clutch teeth 47a, 47b, 49a, 49b, 51a, 51b, 19a, 21a, 23a, 25a, 27a, 29a are connected to clutch rings 59, 61, 63 and the first speed gear 19, which are a pair of relatively rotatable clutch bodies. 1 to 6th speed gear 29 are formed on the surfaces facing each other.

Therefore, the clutch rings 59, 61, 63 engage and move in the axial direction of the main shaft 3 and the counter shaft 5 to generate the clutch teeth 47a, 47b, 49a, 49b, 51a, 51b, 19a, 21a, 23a, Selective engagement of 25a, 27a, 29a provides coupling for transmission output.

Clutch base rings 53, 55, 57 of the first to third dog clutches 47, 49, 51 are connected to the counter shaft 5 by spline fitting or the like so that they can rotate integrally. Clutch base rings 55, 57 of the second and third dog clutches 49, 51 are coupled to the main shaft 3 by spline fitting or the like so that they can rotate integrally.

Clutch rings 59, 61, 63 of the first to third dog clutches 47, 49, 51 are fitted around the outer peripheries of clutch base rings 53, 55, 57 and are axially movably spear-lined. Combined. The clutch rings 61 and 63 selectively couple the 2nd gear 21, 4th gear 25, 5th gear 27, and 6th gear 29, which are transmission gears, to the main shaft 3, which is a driving force transmission shaft. A plurality of them are provided for variable speed output. The clutch ring 59 is provided to selectively couple the 1st gear 19 and the 3rd gear 23, which are speed change gears, to the counter shaft 5, which is a driving force transmission shaft, to output a speed change.

The clutch ring 59 is formed with a circumferential groove 81 into which the shift fork is fitted. A reverse idler (not shown) is also formed with a peripheral groove into which the shift fork is fitted. The input gear 45 is further formed on the clutch ring 59 . Clutch rings 61 and 63 are formed with peripheral ridges 89 and 91 to which shift forks 85 and 87 are fitted. On both sides of clutch rings 59, 61, 63, 1st gear 19, 2nd gear 21, 3rd gear 23, 4th gear 25, 5th gear 27 and 6th gear 29 are selected and 2 or more gears are arranged so that the gears on both sides can be selectively engaged.

That is, the 1st gear 19 and the 3rd gear 23 are arranged on both sides of the clutch ring 59, the 2nd gear 21 and the 5th gear 27 are arranged on both sides of the clutch ring 61, and the clutch ring 63 A 4th gear 25 and a 6th gear 29 are arranged on both sides of the .

The first to third dog clutches 47, 49, 51 are selectively operated by a shift operating section (not shown). A reverse idler (not shown) is also operated by a shift operating unit (not shown).

A gear shift operation unit (not shown) has a well-known structure, is provided in a transmission case (not shown), and includes a plurality of shift forks, a plurality of shift rods, a shift arm and a shift drum. and

A shift fork is provided for each of the first to third dog clutches 47, 49, 51 and a reverse idler (not shown). not shown).

A shift rod (not shown) supports each shift fork 85, 87 and the like.

A shift arm (not shown) is coupled to each shift rod (not shown).

A shift drum (not shown) is provided with a plurality of shift grooves (not shown) corresponding to gear stages, and each shift arm (not shown) engages with the shift grooves. I am letting

An uneven portion (not shown) and a check portion are provided between the shift forks 85, 87 and the transmission case. An uneven portion and a check portion having the same structure are also provided between the other shift fork side and the transmission case side, but illustration thereof is omitted.

The fork portions of shift forks 85 and 87 are provided with mountain-shaped positioning recesses (not shown). It has a positioning recess corresponding to the neutral position and a positioning recess corresponding to the coast engagement position.

The check portion is supported on the transmission case side, and the check ball is biased by a check spring to elastically engage the uneven portion. By this engagement, the first to third dog clutches 47, 49, 51 can be positioned at the neutral position and the coast mesh position.

The output of the transmission 1 is from a front differential device 95 meshing with the output gear 93 of the counter shaft 5 .

That is, when the shift drum is rotationally driven by a shift motor (not shown) based on a manual operation signal of a shift lever or based on an accelerator opening and a vehicle speed signal by operating an accelerator pedal, the shift groove is rotated. The shift rod is selectively driven in the axial direction through any one of the shift arms.

By selectively driving the shift rod, one of the first to third dog clutches 47, 49, 51 or the reverse idler is selectively operated via any one of the shift forks. By this selection operation, the 1st speed gear 19 to 6th speed gear 29 and the reverse idler are selectively operated, and shift up, shift down and reverse can be changed.

[Guide surface, coast meshing surface]
FIG. 2 is an enlarged perspective view showing a clutch ring; FIG. FIG. 3 is an exploded view showing engagement of clutch teeth. FIG. 3 shows a state in which drive torque is acting.

Clutch ring 59 of transmission 1 is axially movably coupled to counter shaft 5 as described above, and clutch rings 61 and 63 are axially movably coupled to main shaft 3 .

That is, the transmission 1 includes a first gear 19, a second gear 21, and a third gear 23, which are a plurality of speed change gears supported relatively rotatably on a main shaft 3 or a counter shaft 5, which are driving force transmission shafts. , a fourth speed gear 25, a fifth speed gear 27, a sixth speed gear 29, and a plurality of speed change gears for selectively coupling the speed change gears to the main shaft 3 or the counter shaft 5 and outputting a speed change from the second speed or more. Clutch rings 59, 61 and 63 are provided on both sides of the transmission gears apart from each other and can be selectively engaged by a meshing clutch.

The clutch rings 59, 61, 63 are axially coupled to the 1st gear 19, the 3rd gear 23, the 2nd gear 21, the 5th gear 27, the 4th gear 25, and the 6th gear 29 in meshing condition. can be moved between a first meshing position (see FIG. 3) and a second meshing position (see FIG. 6(B)).

The first engagement position is a state in which the first to third engagement clutches 47, 49, 51 are deeply engaged. The second meshing position is a state in which the first to third meshing clutches 47, 49, 51 mesh more shallowly than the first meshing position, as will be described later.

This movement of the clutch rings 59 , 61 , 63 to the second meshed position can be effected by a clutch driver 66 . The clutch driver 66 can be configured by, for example, a shift operation section, and can be set by setting the shift groove of the shift drum and the relationship between the shift arm and the like.

That is, when shifting up, the clutch ring on the lower gear shift side is moved to the second engagement position by setting the shift groove of the shift drum, and the clutch ring on the upper gear shift side is engaged and moved to the upper gear shift position. and the gear shift lower stage side are engaged simultaneously.

The clutch driver 66 can also be an actuator or the like that moves the clutch rings 59, 61, 63 in the axial direction. In FIG. 1, the clutch driver 66 is shown only conceptually.

The first to third dog clutches 47, 49, 51 of this embodiment are formed to have the same structure. Therefore, the second dog clutch 49 will be described with reference to FIGS. 2 and 3, and descriptions of the first and third dog clutches 47 and 51 will be omitted.

As shown in FIGS. 2 and 3, the second dog clutch 49 has a plurality of clutch teeth 49aA and 49bB of the clutch ring 61 and a plurality of clutch teeth 27aA and 27aB of the fifth speed gear 27 meshing therewith. ing.

The clutch teeth 49bA and 49bB of the clutch ring 61 and the clutch teeth 27aA and 27aB of the fifth speed gear 27 in this embodiment are formed to have heights at predetermined intervals in the circumferential direction, for each tooth in this embodiment. there is This height is the height of the clutch ring 61 and the fifth speed gear 27 in the direction of the rotational axis.

In this embodiment, the height of the clutch teeth 49bA, 27aA is relatively high, and the height of the clutch teeth 49bB, 27aB is relatively low, and they are connected to each other in the circumferential direction.

In addition, relatively high clutch teeth 49bA and 27aA and relatively low clutch teeth 49bB and 27aB are provided alternately, such as two relatively low clutch teeth 49bB and 27aB are continuously arranged. It doesn't have to be. Also, the clutch teeth 49bA, 49bB and 27aA, 27aB may all be formed at the same height.

Also, the relatively high clutch teeth 49bA, 27aA are relatively long in the circumferential direction, and the relatively low clutch teeth 49bB, 27aB are relatively short in the circumferential direction. Conversely, the relatively high clutch teeth 49bA and 27aA may be formed relatively short in the circumferential direction, and the relatively low clutch teeth 49bB and 27aB may be formed relatively long in the circumferential direction. Also, the clutch teeth 49bA, 27aA and 49bB, 27aB may have the same length in the circumferential direction.

The clutch teeth 49bA, 49bB, 27aA, 27aB are spirally formed around the axis O of the main shaft 3. As shown in FIG. Therefore, when the clutch teeth 49bA, 49bB engage with or disengage from the clutch teeth 27aA, 27aB, the engagement of the two is helically guided with a screw-like action. The helical shape with respect to the axis O includes both a helical shape centered on the axis O and a helical shape in which the center of the spiral is offset from the axis O.

More specifically, as one of the clutch teeth 27aA and 49bA of the second dog clutch 49, for example, a guide surface 97 is provided on the tip side of the clutch tooth 49bA, and a meshing surface 97 is provided on the root side of the clutch tooth 49bA. A coasting meshing surface 99 is provided as a rough surface. The guide surface 97 and the coast meshing surface 99 are both spiral surfaces to make the clutch teeth 49bA spiral.

The guide surface 97 is a helical surface as described above, and is gradually inclined in the rotational direction with respect to the axis O of the main shaft 3, thereby relatively guiding the other clutch tooth 27aA by coasting torque to provide clutch rotation. It has a function of generating a thrust force in the mesh disengagement direction on the ring 61 .

In other words, when the clutch rings 61 and 63 of the lower gear and upper gear are engaged simultaneously by the operation of the gear shift operation portion, the coasting torque causes the clutch ring 61 of the lower gear to generate a thrust force in the disengagement direction. be.

In this embodiment, the guide surface 97 is inclined along the direction of rotation, and the angle of inclination is set to 45° or more and 80° or less with respect to the axis O of the main shaft 3 . However, the inclination angle of the guide surface 97 is such that when the clutch rings 61 and 63 of the lower gear and the upper gear are engaged simultaneously, the coasting torque causes the clutch ring 61 of the lower gear to generate a thrust force in the disengagement direction. The upper limit can be set over 80°.

Here, "the guide surface 97 is inclined along the direction of rotation" means that the inclination angle with respect to the axis O is 45° or more as described above. At an inclination angle of 45°, the component of force in the circumferential direction and the component of force in the direction of the axial center O are counterbalanced, but compared to the case of an inclination angle of less than 45° where the component of force in the direction of the axial center O exceeds, the internal circulation torque described later can be defined as the limit at which an increase in

The guide surface 97 can also increase the inclination angle from the middle to the tip 113 .

The guide surface 97 is formed over substantially the entire tooth thickness in the circumferential direction of the clutch ring 61 and forms a spiral surface extending from the inner diameter side to the outer diameter side.

Note that the guide surface 97 can also be configured by a surface along the radial direction instead of being a spiral surface.

The coast meshing surface 99 engages the clutch teeth 27aA of the fifth speed gear 27 during engine braking. The coast meshing surface 99 is configured with a spiral surface. However, the coast meshing surface 99 may also be a surface extending in the radial direction in conformity with the guide surface 97 . The coast meshing surface 99 has a smaller inclination with respect to the axis O of the main shaft 3 than the guide surface 97 and rises along the axial direction of the main shaft 3 .

By setting the inclination of the coast meshing surface 99, the thrust force acting on the clutch ring 61 during engine braking is very small, and the clutch teeth 27a and 49bA are smoothly engaged by the guide in the shift groove of the shift arm. can be maintained.

The height of the coast meshing surface 99 in the rotation axis direction is preferably as low as possible within a range in which the clutch teeth 27aA of the other fifth speed gear 27 do not come off during engine braking. The coast meshing surface 99 can also set the inclination with respect to the axis O of the main shaft 3 to zero.

The inclination angle of the coast meshing surface 99 is set within a range in which the clutch tooth 27aA of the other fifth speed gear 27 does not come off autonomously during engine braking, or the generated thrust force is small, for example, the shift groove on the shift operation part side. It is sufficient if the burden can be reduced when regulating omission by setting or the like.

That is, "the coasting meshing surface 99 is along the axial direction" refers to a state in which the inclination angle is less than 45° with respect to the axis O to a state in which the inclination angle with respect to the axis O is zero. . A drive meshing surface 101 is formed on the other side of the clutch tooth 49bA in the rotational direction. The drive meshing surface 101 is composed of a helical surface that, together with the guide surface 97 and the course and meshing surface 99, makes the clutch tooth 49bA spiral. However, the drive meshing surface 101 may also be a surface along the radial direction in conformity with the guide surface 97 .

Note that the drive meshing surface 101 can also have an inclination angle with respect to the axis O.

The tooth tip 103 of the clutch tooth 49bA is formed with a flat surface or an rounded surface (curved surface).

The relatively low clutch teeth 49bB are spirally formed with respect to the axis O of the main shaft 3, like the clutch teeth 49bA.

Accordingly, the low clutch tooth 49bB is formed with a guide surface 105, a coast meshing surface 107, a drive meshing surface 109, and a tooth top 111 in the same manner as the high clutch tooth 49bA. The guide surface 105, the coast meshing surface 107, the drive meshing surface 109, and the tooth tip 111 are formed of spiral surfaces so as to match the spiral of the clutch teeth 49bB with the spiral of the clutch teeth 49bA. .

Clutch teeth 27aA of the fifth speed gear 27 are relatively high in height corresponding to clutch teeth 49bA, and clutch teeth 27aB are relatively low in height corresponding to clutch teeth 49bB. .

A tooth tip 113, a drive meshing surface 109, and a coast meshing surface 115 are formed on the clutch tooth 27aA. A tooth tip 123, a drive meshing surface 125, and a coast meshing surface 127 are formed on the clutch tooth 27aB.

Tooth tips 113, 123, drive meshing surfaces 109, 125, and coast meshing surfaces 115, 127 are oriented with respect to the axis O of main shaft 3 to form the clutch teeth 27aA, 27aB spiral as described above. It is formed with a spiral surface.

Here, in FIG. 3, the clutch tooth 27aA of the fifth speed gear 27 meshes with the clutch tooth 49bB of the clutch ring 61, and the coast meshing surface 115 faces the coast meshing surface 99 of the clutch tooth 49bA. However, the clutch teeth 27aA of the fifth speed gear 27 may mesh with the clutch teeth 49bA of the clutch ring 61 in some cases. In this case, the coasting meshing surface 115 faces the coasting meshing surface 107 of the clutch tooth 49bB.

In the following description, the clutch teeth 27aA of the fifth speed gear 27 mesh with the clutch teeth 49bB of the clutch ring 61 as shown in FIG.

The coast meshing surface 115 is continuous with the tip 113 . The tooth tip 113 is formed with a flat surface along the circumferential direction. The coast meshing surface 115 is formed substantially over the entire height direction of the clutch tooth 27aA. The coast meshing surface 115 is set at an inclination angle θ1 (see FIG. 4A) corresponding to the coast meshing surface 99 of the clutch tooth 49bA.

Drive meshing surface 119 of clutch tooth 27aA corresponds to drive meshing surface 109 of clutch tooth 49bB. The drive meshing surface 119 is continuous with the circumferentially flat tooth tip 113 . The drive meshing surface 119 is formed almost entirely in the height direction of the clutch tooth 27aA. The drive meshing surface 119 is formed as a flat surface having an inclination angle of zero with respect to the axis O of the main shaft 3 corresponding to the drive meshing surface 109 of the clutch tooth 49bB. A rounded surface (curved surface) 121 is set between the tooth tip 113 and the drive meshing surface 119 .

The relatively low clutch tooth 29aB is formed with the drive meshing surface 125 and the coast meshing surface 127 that are continuous with the tooth tip 123 as described above in the same manner as the high clutch tooth 29aA, and A rounded surface 129 is formed. The degree of inclination of the coasting meshing surface 127 is the same as that of the coasting meshing surfaces 99 and 107 .

4A and 4B are developed views showing the inclination of the guide surfaces of the clutch teeth and the height of the clutch teeth. FIG. 4A shows Example 1, and FIG. 4B shows a modification. In addition, in FIG. 4, only the main reference numerals are attached for the sake of complication. Reference numbers not shown in FIG. 4 refer to FIG.

As shown in FIG. 4A, when the inclination angle .theta.1 of the coast meshing surface 99 and the inclination angle .theta.2 of the guide surface 97 are set, .theta.2>.theta.1. In the modification shown in FIG. 4B, the inclination of the coast meshing surface 99 is zero, and the inclination angle .theta.2 of the guide surface 97 is set to .theta.2>0. However, since the inclination angle θ2 of the guide surface 97 is 45° or more as described above, θ2≧45° as a result.

The inclination angle of the guide surface 105 is θ2, which is the same as that of the guide surface 97 . The inclination angle of the coasting meshing surface 107 is θ1, which is the same as that of the coasting meshing surface 99 . The height of the coasting meshing surface 107 is the same as the height H3 of the coasting meshing surface 99 .

Although the coast meshing surfaces 99 and 115 are inclined by setting the inclination angle θ1, the generated thrust force in the direction of disengagement from meshing is small. Therefore, the thrust force acting on the clutch ring 61 in the direction of engagement and disengagement due to the inclination of the coasting engagement surfaces 99 and 115 is received by the shift operating portion side, so that the coasting engagement can be reasonably maintained.

The height of the high clutch teeth 49bA and 27aA in the rotation axis direction is set to H1, and the height of the low clutch teeth 49bB and 27aB is set to H2 (<H1). The gap between the tip of the low clutch tooth 49bB, 27aB and the bottom of the mating tooth is h.

The tooth thickness at the tip of the high clutch teeth 49bA and 27aA in the rotation direction is set to W1, and the tooth thickness at the tip of the low clutch teeth 49bB and 27aB is set to W2 (<W1). In this embodiment, the distance A (A:W1) between the high clutch teeth 27aA on the side of the fifth gear 27 is slightly less than three times the tooth thickness W1 of the clutch teeth 49bA on the side of the clutch ring 63. is set to

The height H2 of the low clutch teeth 49bB, 27aB is set lower than the height H1 of the high clutch teeth 49bA, 27aA by the dimension h. This setting and setting of the tooth thicknesses W1 and W2 can create the relationship A:W1.

At the time of shifting, the clutch ring 61 on the lower stage side of the shift is set to such an extent that the coast meshing surface 99 deviates from the coast meshing surface 115 (larger than the height H3 of the coast meshing surface 99). to the second meshing position in advance.

[Shifting operation]
FIG. 5 shows the operation of the clutch ring 63 on the 6th speed side during an upshift operation, and FIG. 6 is a developed view showing the operation of the clutch ring 61 on the 5th speed side.

When drive torque is input from the engine, the drive meshing surfaces 101 and 109 of the clutch ring 61 mesh with the drive meshing surfaces 125 and 119 of the fifth speed gear 27 as shown in FIG. 4A. is transmitted. At this time, meshing occurs at a height H2 both between the clutch teeth 49bA and 27aB and between the clutch teeth 49bB and 27aA.

When the shift drum is rotated by the operation of the shift lever, for example, when a shift up operation from 5th to 6th is performed, the shift groove works and the shift arm, the shift rod, and the shift fork move through the shift groove. The clutch ring 63 (FIGS. 1 and 5) on the upper shift side is operated. By this operation, the clutch ring 63 on the upper gear shift side moves toward the sixth speed gear 29, and the two engage with each other.

During this engagement, as shown in FIG. 5, the clutch ring 63 is guided toward the 6th gear 29 by the action of the slopes of the guide surfaces 97 of the clutch teeth 51bA, and the engagement between the clutch ring 63 and the 6th gear 29 is reduced. can be performed smoothly.

On the other hand, prior to the movement of the clutch ring 63 on the upper gear shift side, the clutch ring 61 on the lower gear shift side is coasted as shown in FIG. 6A in response to the operation of the shift lever. 99 moves to the second meshing position such that it disengages from the coasting meshing surface 115 of the fifth speed gear 27 .

This movement can be performed by the clutch driver 66, for example, the shape of the shift groove of the shift operating portion or the drive by the actuator, as described above.

Therefore, in the transmission 1, according to the shift-up operation (or the shift-down operation), the clutch ring 61, which has already been meshed with the fifth speed gear 27 before the simultaneous meshing, is meshed lightly from the first meshing position where the clutch ring 61 is deeply meshed. To the second meshing position, the coasting surfaces 99 and 107 of clutch teeth 49bA and 49bB are disengaged from the coasting surfaces 115 and 127 of clutch teeth 27aA and 27aB.

In this way, the second dog clutch 49 on the side of the fifth speed gear 27, in which the clutch ring 61 has moved to the second meshing position, and the third dog clutch 51 on the side of the sixth gear 29, which has meshed, are simultaneously meshed. state.

At this time, irrespective of the engine output torque, coasting torque acts on the 5th speed side and drive torque acts on the 6th speed side due to internal circulation torque due to the mechanical necessity of simultaneous meshing.

On the 5th speed side, the coasting torque causes the guide surface 97 of the clutch tooth 49bA of the clutch ring 61 to move toward the coast meshing surface 115 of the clutch tooth 27aA of the 5th speed gear 27, as shown in FIG. 6B. It is pressed against the front part.

Therefore, the action of the slope of the guide surface 97 generates a thrust force in the disengagement (neutral) direction against the clutch ring 61 at the 5th speed position, and the clutch ring 61 moves from the 5th speed position to the disengagement position. . In this embodiment, since there is a height difference between the clutch teeth 49bA and 49bB, only the relatively high guide surface 97 of the clutch tooth 49bA contributes to the generation of the thrust force in the disengagement direction.

At this time, since the guide surface 97 has a larger inclination than the coast meshing surface 99 and is 45° or more, the force component in the direction of the slope can be increased. Allows relative rotation of clutch ring 61 with respect to fifth gear 27 .

By permitting relative rotation of the clutch ring 61 with respect to the fifth speed gear 27 in the disengagement operation of the simultaneous meshing, an increase in the internal circulation torque due to the simultaneous meshing is restricted.

The relative rotation in the disengagement operation of the simultaneous meshing is helically guided with screw-like action by setting the helical surfaces of the clutch teeth 49bA and 27aA. The regulation operation can be performed without difficulty. However, as long as the guide surface 97 has an inclined surface of 45° or more, it is possible to restrict the internal circulation torque increase even if the clutch teeth 49bA and 27aA are not spirally formed.

When the clutch ring 61 disengages from the fifth speed gear 27, the meshing surfaces of the clutch rings 49bA and 27aA are pressed against each other while the increase in internal circulation torque is suppressed. is relatively reduced in the direction of the axis O.

Moreover, the moving speed of the clutch ring 61 in the direction of the axis O is reduced due to the inclination of the guide surface 97 along the circumferential direction.

Ultimately, the clutch teeth 49bA and 27aA are quietly disengaged at the ends of engagement to release the simultaneous engagement, so shift shock and abnormal noise can be extremely reduced.

That is, in this embodiment, when the 5th gear 27 and the 6th gear 29 are simultaneously meshed, the clutch ring 61 immediately shifts to the state shown in FIG. Disengagement from is performed.

Therefore, the clutch ring 61 can be disengaged from the 5th gear 27 before the internal circulating torque due to simultaneous engagement becomes large, thereby suppressing shift shock and abnormal noise when the engagement is disengaged. .

Further, when the movement of the clutch ring 61 is guided by the guide surface 97, the guide surface 97 is a helical surface, so that a constant inclination angle θ2 is maintained, thereby allowing the clutch ring 61 and the fifth speed gear 27 to move smoothly. Disengagement can be stably performed at a constant speed. Therefore, in this embodiment, shift shock and abnormal noise can be suppressed more reliably.

If the inclination angle of the guide surface 97 is increased from the middle to the tooth tip 113, the moving speed of the clutch ring 61 in the direction of the axial center O can be further suppressed from the middle, and the disengagement operation can be performed more smoothly. Shocks and noises can be suppressed.

By disengaging the lower gear and engaging the upper gear, the upshift from 5th speed to 6th speed is completed.

It should be noted that the ease of meshing of the clutch teeth on the upper shift side at the time of upshifting is realized by the guide of the inclined surface of the guide surface 97 as shown in FIG. Also depends on the size. In this embodiment, the high clutch tooth 51bA can be meshed with the high clutch tooth 29aA at a wide interval between the high clutch teeth 29aA.

Therefore, even when the relative rotation is large, the high clutch teeth 49bA and 27aA reliably start meshing with each other by operating the lever. When the high clutch teeth 49bA and 27aA are meshed with each other, relative rotation disappears, so that they can be reliably connected.

When the engine brake works during running, a coasting torque acts on the fifth speed gear 27 and the coast meshing surface 99 meshes with the coast meshing surface 115 . This engagement allows the engine brake to work. Since the engine braking is small compared to the drive torque, there is no problem even if the engagement height H3 is lower than the height H2 at the drive engagement surfaces 101, 125, 109, 119.

Further, when the drive meshing surface 101 of the high clutch tooth 49bA of the clutch ring 61 meshes with the drive meshing surface 119 of the high clutch tooth 27aA of the fifth speed gear 27, when the engine brake works, coasting occurs. The coast meshing surface 127 meshes with the meshing surface 107 . In this case, the meshing allowance is smaller than that of the meshing at the height H3, but the meshing is sufficient to receive the coasting torque during engine braking.

Upshifts in other gear stages can be performed in the same manner.

There is no need for a seamless shift during deceleration, unlike during acceleration. This is because the braking is mainly responsible for deceleration and the output from the engine is basically irrelevant.

For this reason, the clutch ring 63, which is in the 5th gear position of the upper gear, is first moved to neutral to cut off the power, and then the clutch ring 61 is meshed with the 5th gear 27, as in a normal manual transmission. to shift down.

Different forms of engagement transition can be realized by setting the drum grooves for upshift and downshift.

The clutch rings 59, 61, 63 are only required to exert a thrust force in the disengagement direction at the second meshing position during simultaneous meshing. No need.

Also, the structures of the guide surfaces and the like can be formed by the clutch ring and the speed change gear in the reverse order of the embodiment.

Furthermore, the seamless shift structure can be provided on the speed reduction side as well.

[Effect of Example 1]
In the transmission 1 of this embodiment, for example, the clutch ring 61 and the fifth speed gear 27 typically include clutch teeth 49bA, 49bB, 27aA, 27aB that mesh in the rotational direction, and one of the clutch teeth 49bA, 49bB A guide surface 97 is gradually inclined to the front side with respect to the axis O of the main shaft 3 or the counter shaft 5 and guides the other clutch teeth 27aA and 27aB by coasting torque to generate a thrust force in the disengagement direction. and 105, and coast meshing surfaces having a smaller inclination than the guide surfaces 97 and 105 with respect to the axis O with which the other clutch teeth 27aA and 27aB are engaged during engine braking on the root side of one of the clutch teeth 49bA and 49bB. 99, 107.

The inclination of the guide surfaces 97 and 105 is along the direction of rotation and is set, for example, to 45° or more and 80° or less. is zero.

Therefore, in the present embodiment, when the gear shift is completed from the simultaneous engagement of the upper gear shift side and the lower gear shift side, the clutch teeth 27aA are relatively guided by the guide surfaces 97 of the clutch teeth 49bA, and the thrust force in the engagement disengagement direction is applied. generate

Therefore, when the clutch ring 61 is disengaged from the fifth gear 27, for example, when the meshed clutch teeth 49bA and 27aA are disengaged, the mutual meshing surfaces are pressed against each other while the increase in the internal circulation torque is suppressed. The shift shock and abnormal noise are minimized due to the behavior that the clutch teeth are disengaged relatively at the end of the meshing and the simultaneous meshing is released. can be made smaller.

During engine braking, for example, the coast meshing surface 115 can mesh with the coast meshing surface 99, and engine braking can be effectively applied.

Moreover, since the clutch teeth 49bA and 27aA are formed in a helical shape by setting the helical surfaces of the respective surfaces and are helically guided with a screw-like operation, the control operation of the internal circulation torque increase can be performed smoothly and without difficulty. be able to.

When the movement of the clutch ring 61 is guided by the guide surfaces 97 and 105, the guide surfaces 97 and 105 are helical surfaces with a constant inclination, so that the engagement between the clutch ring 61 and the fifth speed gear 27 is reduced. Release can be stably performed at a constant speed.

Therefore, in this embodiment, shift shock and abnormal noise can be suppressed more reliably.

In addition, the transmission 1 of this embodiment performs the first engagement in which the clutch ring 61, which is already in engagement with the fifth gear 27 before the simultaneous engagement, is deeply engaged according to the upshift operation (or the downshift operation). position to a second shallow meshing position to disengage the coasting surfaces 99 and 107 of one of the clutch teeth 49bA and 49bB from the coasting surfaces 115 and 127 of the other clutch tooth 27aA and 27aB. and

Therefore, when the gear shift lower side and upper gear side are simultaneously engaged, the guide surfaces 97 and 105 immediately disengage the clutch ring 61 on the gear shift lower side (or upper gear side).

In this respect as well, before the internal circulating torque due to simultaneous meshing becomes large, the clutch ring 61 on the shift lower stage side can be disengaged, thereby suppressing shift shock and abnormal noise at the time of disengagement. At the same time, since the transmission 1 can reduce the load due to internal circulation torque, it is possible to improve durability.

Although the effect has been described for the upshift operation between the 5th gear 27 and the 6th gear 29, the same effect can be obtained in the upshift operation for other gear stages.

Clutch teeth can also be a combination of all clutch teeth 49bA and 27aA without setting high or low. Even in this case, it is possible to suppress an increase in the internal circulating torque at the time of shifting, and the inclination of the guide surface 97 enables a smooth meshing operation.

The coasting meshing surface is not always necessary, and the coasting meshing state during engine braking or the like can be maintained by setting the shift operation unit. The same applies to other embodiments.

FIG. 7 is a developed view showing engagement of clutch teeth according to Embodiment 2 of the present invention. FIG. 7 shows a state in which drive torque is acting. In the second embodiment, since the basic structure is the same as that of the first embodiment, the same reference numerals are given to the corresponding components, and redundant explanations are omitted.

This embodiment changes the shape of the clutch teeth of the clutch ring, which is one of the clutch teeth, and the clutch teeth of the transmission gear, which is the other of the clutch teeth.

For example, the shape of the drive meshing surfaces 101 and 109 of clutch teeth 49bA and 49bB of clutch ring 61, which is one of the clutch teeth, is changed, and the clutch teeth of fifth gear 27, which is the other of the clutch teeth, are changed accordingly. The shape of drive meshing surfaces 119 and 125 at 27aA and 27aB have also changed.

For other gear stages, the shapes of the drive meshing surfaces 101 and 109 and 119 and 125 may be changed as well as the clutch ring 61 and fifth gear 27, but the shapes of the first embodiment may also be adopted. It is possible. Others are the same as the first embodiment.

As shown in FIG. 7, the drive engagement surfaces 101 and 109 of clutch teeth 49bA and 49bB of this embodiment are slanted with respect to axis O (see FIG. 2) to correspondingly drive engagement of clutch teeth 27aA and 27a. The curved surfaces 119 and 125 are also slanted. The inclination angle is 5 degrees.

Such an inclination causes the drive meshing surfaces 101 and 109 of the clutch teeth 49bA and 49bB to generate a thrust force in the disengaging direction when meshing with the drive meshing surfaces 119 and 125 of the clutch teeth 27aA and 27aB. It has become. Note that the thrust force is normally received by the shift operation section.

Therefore, in the second embodiment as well, it is possible to achieve the same effects as in the first embodiment. Moreover, in this embodiment, the inclination of the drive meshing surfaces 101 and 109 and 119 and 125 moves the clutch ring 61, which was already meshed with the fifth gear 27 prior to simultaneous meshing, to the second meshing position. You can easily let them do what they do.

Therefore, in this embodiment, it is possible to cope with a larger drive torque.

FIG. 8 is a developed view showing meshing of clutch teeth according to a modification. It should be noted that FIG. 8 shows a state in which the drive torque is acting.

In the variant of FIG. 8, the drive meshing surfaces 101 and 109 are inclined with respect to the axis O (see FIG. 2) in the opposite direction to that of FIG. Surfaces 119 and 125 are also slanted in the opposite direction to FIG. The tilt angle is -5°. Such inclination causes the drive meshing surfaces 101 and 109 of the clutch teeth 49bA and 49bB to generate a thrust force in the meshing direction when meshing with the drive meshing surfaces 119 and 125 of the clutch teeth 27aA and 27aB. It's becoming

Even in this modified example, the same effects as in the first embodiment can be obtained. Moreover, in this modified example, the load on the shift operation section can be reduced.

FIG. 9 is a developed view showing meshing of clutch teeth according to Embodiment 3 of the present invention. It should be noted that FIG. 9 shows a state in which the drive torque is acting. In the third embodiment, since the basic structure is the same as that of the first embodiment, the same reference numerals are given to the corresponding constituent parts, and redundant explanations are omitted.

Also in this embodiment, the shapes of the clutch teeth of the clutch ring, which is one of the clutch teeth, and the clutch teeth of the transmission gear, which is the other of the clutch teeth, are changed.

For example, the shape of the drive meshing surfaces 101 and 109 of clutch teeth 49bA and 49bB of one of the clutch teeth, clutch ring 61, is modified. For other speeds, the shapes of the drive meshing surfaces 101 and 109 and 119 and 125 may be changed as well as the clutch ring 61 and fifth gear 27, but the shapes of Embodiments 1 and 2 are adopted. is also possible.

Further, in this embodiment, the height of the clutch teeth is the same, and there is no change in height. . Others are the same as the first embodiment.

The drive meshing surface 101 of the clutch tooth 49bA comprises a root side portion 101a and a tip side portion 101b.

The root side portion 101a is inclined with respect to the axis O (see FIG. 2) as in the second embodiment. Due to this inclination, the root side portion 101a generates a thrust force in the direction of disengagement from the drive torque.

As in the modification of the second embodiment, the tip side portion 101b is inclined in the opposite direction to the tooth root side portion 101a with respect to the axis O (see FIG. 2), and the thrust force in the meshing direction is generated by the drive torque. is designed to generate

The drive meshing surface 119 of the clutch tooth 27aA on the fifth speed gear 27 side is also set to have a shape corresponding to the drive meshing surface 101. As shown in FIG.

With this configuration, in the third embodiment, it is possible to generate a thrust force in the direction of disengagement from the tooth root side portion 101a at the first meshing position. This thrust force can easily move the clutch ring 61 meshing with the fifth gear 27 to the second meshing position when shifting up to the sixth gear 29 .

Moreover, when the drive torque is normal, the tip side portion 101b receives the thrust force in the direction of disengagement and generates the thrust force in the direction of deepening the engagement, so that the load on the shift operation portion can be suppressed.

In addition, this embodiment can also achieve the same effects as those of the first embodiment.

FIG. 10 is a developed view showing meshing of clutch teeth according to Embodiment 4 of the present invention. FIG. 10 shows a state in which coasting torque is acting. Since the basic structure of the fourth embodiment is the same as that of the first embodiment, the same reference numerals are given to the corresponding constituent parts, and redundant explanations are omitted.

This embodiment changes the shape of the clutch teeth of the clutch ring, which is one of the clutch teeth. For example, the shape of clutch tooth 49bA of clutch ring 61, which is one of the clutch teeth, has been changed.

For other gear stages, the shape of the coast meshing surface 99 may be changed in the same manner as the clutch ring 61, but it is also possible to adopt the shapes of Examples 1-3.

Also in this embodiment, the height of the clutch teeth is all the same, and there is no change in height. Others are the same as the first embodiment.

The coast meshing surface 99 and the guide surface 97 of the clutch tooth 49bA are continuously formed by curved surfaces whose inclination changes gradually from the tooth root side to the tooth tip side.

In this embodiment, the guide surface 97 is a region having an inclination angle (inclination) with respect to the axis O (see FIG. 2) of a certain value or more, for example, 45° or more. The coast meshing surface 99 is a region with an inclination angle smaller than the lower limit of the guide surface 97 .

Accordingly, a gradually inclined guide surface includes a curved surface. With such a configuration, this embodiment can also achieve the same effects as those of the first embodiment. Further, the curved guide surface 97 can gradually decelerate the moving speed in the leaving direction, which contributes to the reduction of shift shock and abnormal noise.

FIG. 11 is a developed view showing meshing of clutch teeth according to Embodiment 5 of the present invention. Note that FIG. 11 shows a state in which the drive torque is acting. Since the basic structure of the fifth embodiment is the same as that of the first embodiment, the same reference numerals are given to the corresponding constituent parts, and redundant explanations will be omitted.

In this embodiment, the heights of the clutch teeth 49bA and 49bB of the clutch ring 61, which is one of the clutch teeth, are reversed.

For other gear stages, the heights of the clutch teeth 49bA and 49bB may be changed in the same manner as the clutch ring 61, but may be the same as in the first embodiment.

In this embodiment, the clutch teeth 49bA are relatively low and the clutch teeth 49bB are relatively high.

With such a configuration, in this embodiment, when a coasting torque acts on an upshift, the guide surface 97 of the clutch tooth 49bA having a large tooth width is first guided by the clutch tooth 27aA of the fifth speed gear 27, and the guide surface 97 is guided by the clutch tooth 27aA of the fifth speed gear 27. As it progresses, the guide surface 105 of the clutch tooth 49bB, which has a small tooth width and is high, is guided in cooperation with the clutch tooth 27aB of the fifth speed gear 27, so that the clutch ring 61 can be disengaged.

Although the inclination angles of the guide surfaces 97 and 105 are set to be the same, the inclination angle of the guide surface 105 can be made larger than the inclination angle of the guide surface 97 . In this case, the moving speed of the clutch ring 61 in the direction of the axial center O can be further suppressed when the clutch ring 61 is shifted to the guide of the guide surface 105, and the disengagement operation can be performed more smoothly, thereby suppressing shift shock and abnormal noise. can be done. Moreover, the guide surfaces 97 and 105 can be machined separately, which facilitates machining.

In meshing the clutch ring 61 with the fifth gear 27, the high clutch tooth 49bB can mesh with either the high clutch tooth 27aA or the low clutch tooth 27aB.

In this case, when the high clutch tooth 49bB meshes with the high clutch tooth 27aA, the meshing operation can be performed at a mutual interval between the high clutch teeth 27aA, and the meshing can be performed with a margin even at high speed rotation.

In addition, the same effects as those of the first embodiment can be obtained.

Although the dog clutch of the present invention has been applied to simultaneous meshing of a transmission, it may also be applied to a drive section of a device other than a transmission, and may be applied to other than simultaneous meshing, such as an automatic cutoff operation in the event of an overload, for example. equal.

1 Transmission 3 Main shaft (driving force transmission shaft)
5 Counter shaft (driving force transmission shaft)
19 1st gear (transmission gear, clutch body)
21 2nd gear (transmission gear, clutch body)
23 3rd gear (transmission gear, clutch body)
25 4th gear (transmission gear, clutch body)
27 5th gear (transmission gear, clutch body)
29 6th gear (transmission gear, clutch body)
19a, 21a, 23a, 25a, 27a, 29a clutch teeth 29ae drive meshing surfaces 77, 79, 85, 87 shift fork 47 first dog clutch 49 second dog clutch 51 third dog clutch 47a , 47b, 49a, 49b, 51a, 51b clutch teeth 97, 105 guide surfaces 99, 107 coast meshing surfaces (engaging surfaces)
101, 109, 119, 125 drive meshing surfaces 59, 61, 63 clutch ring (clutch body)

Claims (7)

a plurality of speed change gears supported to be relatively rotatable on a driving force transmission shaft; a clutch ring capable of meshing;
When the clutch rings of the lower gear and the upper gear are simultaneously engaged by an up-shifting operation or a down-shifting operation, an axial force in the disengagement direction is generated by the coasting torque in the clutch rings of the lower gear or the upper gear. A transmission that shifts gears by
wherein the clutch ring and transmission gear comprise clutch teeth that mesh rotationally;
A guide surface, which is gradually inclined with respect to the axis of the driving force transmission shaft and guides the other of the clutch teeth by coasting torque, is provided on the tip side of one of the clutch teeth to generate a thrust force in the disengagement direction. prepared,
The guide surface is set along the direction of rotation,
A transmission characterized by: A transmission according to claim 1, wherein
one of the clutch teeth has a coast meshing surface on which the other of the clutch teeth meshes during engine braking;
The coasting meshing surface is set along the axial direction,
A transmission characterized by: A transmission according to claim 1 or 2,
The guide surface has an inclination angle of 45° or more in the rotational direction with respect to the axis,
A transmission characterized by: The transmission according to any one of claims 1 to 3,
each of the clutch teeth is helical to provide the guiding while allowing a set relative rotation between the clutch ring and transmission gear;
A transmission characterized by: 3. The transmission of claim 2, wherein
moving the clutch ring from a deep meshing first meshing position to a shallow meshing second meshing position during the simultaneous meshing in response to the shift-up operation or the shift-down operation;
A transmission characterized by: a pair of relatively rotatable clutch bodies;
Clutch teeth provided on the pair of clutch bodies and meshing in the rotational direction,
one of the clutch teeth has a guide surface that is gradually inclined with respect to the rotation axis of the relative rotation and guides the other of the clutch teeth to generate a thrust force in the disengagement direction;
The guide surface is set along the direction of rotation,
A positive clutch characterized by: A dog clutch according to claim 6,
A meshing surface is provided on one tooth root side of the clutch tooth,
The meshing surface is set along the axial direction,
A positive clutch characterized by:

Images