JPS6034555A - Geared transmission - Google Patents
Geared transmissionInfo
- Publication number
- JPS6034555A JPS6034555A JP14176183A JP14176183A JPS6034555A JP S6034555 A JPS6034555 A JP S6034555A JP 14176183 A JP14176183 A JP 14176183A JP 14176183 A JP14176183 A JP 14176183A JP S6034555 A JPS6034555 A JP S6034555A
- Authority
- JP
- Japan
- Prior art keywords
- additional
- clutch
- shift
- gear
- driven
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Landscapes
- Gear-Shifting Mechanisms (AREA)
Abstract
Description
【発明の詳細な説明】
本発明はスロットルを開いた状態で容易にギヤシフトが
できるようにした、主として自動二輪車用の歯車式変速
装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a gear type transmission mainly for motorcycles, which allows gear shifting to be performed easily with the throttle open.
自動二輪車用に一般に用いられる常時噛合式の歯車式変
速装置は、被駆動系に動力伝達がなされている時にシフ
トペダルによってギヤをシフトしようとすると、ギヤの
噛合部にロートがかかっているためシフトペダルが非常
に重く通常はギヤシフトが困難となる。近年モトクロス
レース等においては加速時間を極力短縮してギヤシフト
をする必要から、駆動系の動力を切断せずにギヤシフト
をすることが多い。このため熟練者に限らず誰でも容易
に動力を切断することなく加速のギヤシフトができる変
速装置が要望されている。In a constant-mesh gear type transmission system commonly used for motorcycles, if you try to shift gears with the shift pedal while power is being transmitted to the driven system, the gears will not shift because the funnel is applied to the meshing part of the gears. The pedals are very heavy and gear shifting is usually difficult. In recent years, in motocross races and the like, it is necessary to shift gears while reducing acceleration time as much as possible, so gear shifts are often performed without cutting off the power to the drive system. Therefore, there is a need for a transmission that allows anyone, not just an expert, to easily shift gears for acceleration without cutting off the power.
本発明は上記要望に鑑みてなされ、動力源に連なる主軸
と、これに平行して被駆動系に連なる副軸と、上記主軸
と副軸との間に設けられる複数のギヤ列と、該ギヤ列を
前記主軸又は副軸に選択係合させるシフトフォークと、
該シフトフォークを前記主軸及び副軸に平行に移動させ
るシフトドラムと、シフトペダルと連動し前記シフトド
ラムを回動させるスピンドルアームを有する歯車式変速
装置において、前記主軸又は副軸により回転される付加
駆動手段と、シフトドラムに連結され常時は回転を停止
している付加被動手段と、前記付加駆動手段と付加被動
手段とを係合・解離可能どするクラッチ手段と、前記ス
ピンドルアームの作動と連動して前記クラッチ手段を係
合・解離させるクラッチ制御手段を備え、ギヤシフト時
にエンジンの駆動力をシフトドラムに付加して容易に変
速できるようにした歯車式変速装置を提供するものであ
る。The present invention has been made in view of the above-mentioned needs, and includes a main shaft connected to a power source, a subshaft parallel to the main shaft connected to a driven system, a plurality of gear trains provided between the main shaft and the subshaft, and a plurality of gear trains provided between the main shaft and the subshaft. a shift fork that selectively engages the row with the main shaft or the subshaft;
In a gear type transmission having a shift drum that moves the shift fork in parallel to the main shaft and the subshaft, and a spindle arm that rotates the shift drum in conjunction with a shift pedal, an additional gear that is rotated by the main shaft or the subshaft A driving means, an additional driven means connected to the shift drum and normally not rotating, a clutch means capable of engaging and disengaging the additional driving means and the additional driven means, and interlocked with the operation of the spindle arm. The present invention provides a gear type transmission which is equipped with a clutch control means for engaging and disengaging the clutch means, and is capable of easily changing gears by applying driving force of an engine to a shift drum during gear shifting.
以下本発明の一実施例を図面を参照して説明する。An embodiment of the present invention will be described below with reference to the drawings.
第１図は及び第２図において、変速装置のケース１内に
図示しないエンジンに連結される主軸２と１図示しない
駆動軸に連結される副軸３とが平行に配設され、主軸２
と副軸３との間に複数のギヤ列４が設けられている。副
軸３には上記駆動系のギヤとは別に第１駆動ギヤ６ａが
スプライン７で結合され、第１駆動ギヤ６ａには第２駆
動ギヤ６ｂが噛合わされシフトドラム８の付加駆動手段
６を構成している。第２駆動ギヤ６ｂはケースｌをベア
リング９を介して貫通するクラッチ手段１０の駆動軸１
０ａにスプライン１１で結合されている。駆動軸１０．
ａには同心の内孔１０ｂが形成され、又ケース１を貫通
した端部に摩擦シュー１０ｃを貼着した駆動側のクラッ
チディスク１０ｄが一体に形成されている。駆動軸１０
ａの内孔］、 Ｏｂには摺動軸１０ｅがスプライン嵌合
され、駆動軸１０ａと一体に回転し、かつ軸方向に摺動
可能にされている。摺動軸］Ｏｅの外端にはシフトトラ
ム８の付加被動手段１２の第１被動ギヤ１２ａの軸孔が
、互いに相対回転可能に遊嵌され、第１被動ギヤ１２ａ
には摩擦シュー１Ｏｆを貼着した被動側のクラッチディ
スク１０ｇが駆動側のクラッチディスク１０ｄに対向し
て鋲着されている。摺動軸１０ｅの内端に穿設さ４した
ばね座と駆動軸］Ｏａの内孔１０ｂの底部との間にはク
ラッチスプリング１０ｈが縮設されて該クラッチ手段１
０を解離する方向に付勢し、又摺動軸１０ｅの内端より
駆動軸１０ａの内孔１０ｂの底部を貫通する小径のねじ
軸１０１が延出形成され、ねじ端部にワッシャ１３を介
してナツト１４が螺入されて駆動側及び被動軸のクラッ
チディスク１０ｄ及びＬｏｇの係合間隔を調整し得るよ
うになっている。1 and 2, a main shaft 2 connected to an engine (not shown) and a subshaft 3 connected to a drive shaft (not shown) are disposed in parallel in a case 1 of a transmission.
A plurality of gear trains 4 are provided between the auxiliary shaft 3 and the subshaft 3. A first drive gear 6a is connected to the subshaft 3 by a spline 7 in addition to the gears of the drive system, and a second drive gear 6b is meshed with the first drive gear 6a to constitute an additional drive means 6 for the shift drum 8. are doing. The second drive gear 6b is a drive shaft 1 of the clutch means 10 that passes through the case l via a bearing 9.
It is connected to 0a by a spline 11. Drive shaft 10.
A concentric inner hole 10b is formed in a, and a driving side clutch disk 10d having a friction shoe 10c attached to the end passing through the case 1 is integrally formed. Drive shaft 10
A sliding shaft 10e is spline-fitted into the inner hole of [a] and Ob so that it rotates together with the drive shaft 10a and is slidable in the axial direction. The shaft hole of the first driven gear 12a of the additional driven means 12 of the shift tram 8 is loosely fitted into the outer end of the sliding shaft] Oe so that the first driven gear 12a can rotate relative to each other.
A driven-side clutch disk 10g to which a friction shoe 1Of is attached is riveted to the drive-side clutch disk 10d, facing the driving-side clutch disk 10d. A clutch spring 10h is compressed between the spring seat bored at the inner end of the sliding shaft 10e and the bottom of the inner hole 10b of the drive shaft Oa.
A small diameter threaded shaft 101 is formed extending from the inner end of the sliding shaft 10e to pass through the bottom of the inner hole 10b of the drive shaft 10a. A nut 14 is screwed in to adjust the engagement interval between the clutch disks 10d and Log on the drive side and driven shaft.
第１被動ギヤ１２ａには第２被動ギヤ１２ｂが噛合わさ
れて付加被動手段１２を構成し、第２被動ギヤ１２ｂは
ケース１にベアリング１５．１６を介して回動自在に支
持されたシフトドラム８にスプライン１７で結合されて
いる。一方車体フレーム１７に軸支されたシフトスピン
ドル１８の外端にはシフトペダル１９ａを設けたペダル
アーム１９が、又内端にはスピンドルアーム２０が取付
けられ、スピンドルアーム２０の先端に形成された部分
ギヤ２０ａがシフトドラム８と同軸に設けられた小径部
分ギヤ２１と噛合わされている。シフトドラム８の外周
には多数のカム溝８ａが形成され、このカムｉ８ａに複
数のシフトフォーク２２（図には１個のみ示す）の基端
２２ａが係合され。A second driven gear 12b is meshed with the first driven gear 12a to constitute additional driven means 12, and the second driven gear 12b is a shift drum 8 rotatably supported by the case 1 via bearings 15 and 16. are connected to each other by a spline 17. On the other hand, a shift spindle 18 that is pivotally supported on the vehicle body frame 17 has a pedal arm 19 with a shift pedal 19a attached to its outer end, and a spindle arm 20 attached to its inner end. A gear 20a is meshed with a small diameter portion gear 21 provided coaxially with the shift drum 8. A large number of cam grooves 8a are formed on the outer periphery of the shift drum 8, and base ends 22a of a plurality of shift forks 22 (only one is shown in the figure) are engaged with the cams i8a.
シフトフォーク２２は主軸２及び副軸３に平行に設けら
れたシフトフォークシャフト２３に沿って横動可能に支
持され、先端のフォーク２２ｂは前記ギヤ列４に係合さ
れている。The shift fork 22 is supported so as to be able to move laterally along a shift fork shaft 23 provided parallel to the main shaft 2 and the sub-shaft 3, and the fork 22b at the tip is engaged with the gear train 4.
スピンドルアーム２０には前記クラッチ手段１０を係合
・解離させるクラッチ制御手段２４が設けられている。The spindle arm 20 is provided with a clutch control means 24 for engaging and disengaging the clutch means 10.
このクラッチ制御手段２４は第３図に詳細を示すように
、第１被動ギヤ１２ａの中心部にほぼ面してスピンドル
アーム２０に肉厚部２０ｂが形成され、該肉厚部２０ｂ
にスピンドルアーム２０のシフト回動方向（第２図矢線
方向）に深くなる斜面２４ａを有する傾斜溝２４ｂが設
けられ、該傾斜溝２４ｂにローラ２４ｃが収容され、ス
ピンドルアーム２０の定位置時ローラ２４ ｃは傾斜１
１２４ｂの浅い側に下がって溝カバー２４ｄのスリット
２４ｅから外面へローラ２４ｃのほぼ半外周を突出させ
ている。−力筒１被動ギヤ１２ａの中心部に半球状の突
起２５が形成され、該突起２５はスピンドルアーム２０
の定位置時ローラ２４ｃに対して傾斜溝２４ｂの深い側
に位置されている。As shown in detail in FIG. 3, this clutch control means 24 includes a thick portion 20b formed on the spindle arm 20 substantially facing the center of the first driven gear 12a.
An inclined groove 24b having an inclined surface 24a that becomes deeper in the shift rotation direction of the spindle arm 20 (arrow direction in FIG. 2) is provided in the inclined groove 24b, and a roller 24c is accommodated in the inclined groove 24b. 24 c is slope 1
Substantially half the outer periphery of the roller 24c protrudes outward from the slit 24e of the groove cover 24d by descending to the shallow side of the groove cover 24b. - A hemispherical protrusion 25 is formed in the center of the driven gear 12a of the power cylinder 1, and the protrusion 25 is attached to the spindle arm 20.
When in the normal position, the roller 24c is located on the deeper side of the inclined groove 24b.
尚シフトスピンドル１８には車体フレーム１７とスピン
ドルアーム２０との間に該クラッチ制御手段２４のスト
ロークを調整するシム２６が介装されている。A shim 26 for adjusting the stroke of the clutch control means 24 is interposed in the shift spindle 18 between the vehicle body frame 17 and the spindle arm 20.
上記構成に係る本発明装置の作用について次に説明する
。The operation of the device of the present invention having the above configuration will be explained next.
自動二輪車の通常運転時、図示しないエンジンに連結さ
れた変速装置の主軸２は複数のギヤ列４の何れかと係合
されて副軸３を回動し、副軸３の回転は該変速装置のシ
フトドラム８の付加駆動手段６である第１駆動ギヤ６ａ
と第２駆動ギヤ６ｂの噛合わせを経てクラッチ手段】０
における駆動軸１０ａのクラッチディスク１０ｄを回転
させている。ここで駆動軸１０ａの内孔１０ｂにスプラ
イン嵌合された摺動軸ＬＯｅは、駆動軸１０ａと一体に
回転すると共にクラッチスプリング１０ｈに付勢されて
シフトドラム８の付加被動手段１２である第１被動ギヤ
１２ａをスピンドルアーム２０のクラッチ制御手段２４
に押接させている。このため駆動側のクラッチディスク
１０ｄと被動側のクラッチディスクＬｏｇとは解離して
付加駆動手段６から付加被動手段１２へ回転は伝わらず
、シフトドラム８は静止している。この時摺動軸１０ｅ
は第１被動ギヤ１２ａの軸孔に対してスリップ回転をし
ている。又スピンドルアーム２０のクラッチ制御手段２
４のローラ２４ｃは第３図に実線で示すように傾斜溝２
４ｂの浅い側に下がって溝カバー ２４ ’ｄのスリッ
ト２４ｅから外面へローラ２４ｃのほぼ半外周を突出さ
せている。During normal operation of a motorcycle, a main shaft 2 of a transmission connected to an engine (not shown) is engaged with one of a plurality of gear trains 4 to rotate a subshaft 3, and the rotation of the subshaft 3 is caused by the rotation of the transmission. A first drive gear 6a serving as an additional drive means 6 for the shift drum 8
and the second drive gear 6b, the clutch means】0
The clutch disc 10d of the drive shaft 10a is rotated. Here, the sliding shaft LOe spline-fitted into the inner hole 10b of the drive shaft 10a rotates together with the drive shaft 10a, and is biased by the clutch spring 10h to provide the first drive shaft LOe, which is the additional driven means 12 of the shift drum 8. The driven gear 12a is connected to the clutch control means 24 of the spindle arm 20.
It is pressed against the Therefore, the drive side clutch disk 10d and the driven side clutch disk Log are disengaged, rotation is not transmitted from the additional drive means 6 to the additional driven means 12, and the shift drum 8 remains stationary. At this time, the sliding shaft 10e
is slip-rotating relative to the shaft hole of the first driven gear 12a. Also, the clutch control means 2 of the spindle arm 20
The roller 24c of No. 4 is connected to the inclined groove 2 as shown by the solid line in FIG.
4b, substantially half the outer periphery of the roller 24c protrudes outward from the slit 24e of the groove cover 24'd.
次に加速時間を極力短縮してギヤシフ１〜するためスロ
ットルを開いた状態でシフ１〜ペダル１９ ａを踏むと
、シフトスピンドル１８を軸としてスピンドルアーム２
０が第２図矢線の方向に所定角度回動する。この時まず
第１被動ギヤ１２ａの半球状の突起２５がローラ２４ｃ
の上側に接する。この時の突起２５とローラ２５ｃとの
作用力は突起２５の球心Ｏとローラ２５ｃの中心部Ｐを
結ぶ方向であって、この作用力は傾斜溝２／Ｉｂの傾面
２４ａに対してやや上り方向に作用し、ローラ２４Ｃは
現位置にロックされ、従っ・て突起２５はローラ２４ｃ
をぷり上げていく。つまり第１被動ギヤ１２ａはローラ
２４ｃに押圧されてクラッチスプリング１０ｈを圧縮し
て摺動軸１０ｅを駆動軸１０ａの内孔１０ｂに進入させ
、該クラッチ手段ＩＯを係合させる。Next, in order to shorten the acceleration time as much as possible and shift from gear 1 to
0 is rotated by a predetermined angle in the direction of the arrow in FIG. At this time, the hemispherical protrusion 25 of the first driven gear 12a first moves to the roller 24c.
touches the upper side of At this time, the acting force between the protrusion 25 and the roller 25c is in the direction connecting the ball center O of the protrusion 25 and the center P of the roller 25c, and this acting force is slightly applied to the inclined surface 24a of the inclined groove 2/Ib. Acting in the upward direction, the roller 24C is locked in its current position, so that the protrusion 25
I'm going to raise it up. That is, the first driven gear 12a is pressed by the roller 24c, compresses the clutch spring 10h, causes the sliding shaft 10e to enter the inner hole 10b of the drive shaft 10a, and engages the clutch means IO.
クラッチ手段１０が係合すると付加駆動手段６の第１及
び第２駆動ギヤ６ａ、６ｂの回転は付加被動手段１２の
第１及び第２被動ギヤ１２ａ、１２ｂに順次伝えられて
シフトドラム８が回転され、シフトペダル１９ａの操作
にエンジンの駆動力が付加されて容易にギヤシフトがな
される。When the clutch means 10 is engaged, the rotation of the first and second drive gears 6a and 6b of the additional drive means 6 is sequentially transmitted to the first and second driven gears 12a and 12b of the additional driven means 12, causing the shift drum 8 to rotate. The driving force of the engine is added to the operation of the shift pedal 19a, thereby facilitating gear shifting.
スピンドルアーム２０の回動に伴って突起２５がローラ
２４ｃを更に乗り上げていくと、突起２５球心Ｏとロー
ラ２４ｃの中心点Ｐを結ぶ作用力の方向は斜面２４ａに
対して下り方向に傾斜していき、突起２５とローラ２４
ｃとの相対位置がある限界位置を超えるとローラ２４ｃ
はクラッチスプリング１０ｈによる第１被動ギヤ１２ａ
の復帰力で傾斜溝２４ｂの深い側に押し込ま九、第１波
動ギヤ１２ａは該クラッチ手段１０の解離位置に復帰し
、付加駆動手段６から付加被動手段１２への駆動力の伝
達は終る。尚付加駆動手段６から付加被動手段１２八エ
ンジンの駆動力が伝達さＪｔてシフトドラム８が回転さ
れ、ギアシフトがなされるのは一瞬の間であってシフト
ドラム８の余分な回動けなされない。When the protrusion 25 further rides on the roller 24c as the spindle arm 20 rotates, the direction of the acting force connecting the ball center O of the protrusion 25 and the center point P of the roller 24c tilts downward with respect to the slope 24a. Then, the protrusion 25 and roller 24
When the relative position with c exceeds a certain limit position, the roller 24c
is the first driven gear 12a due to the clutch spring 10h.
9, the first wave gear 12a returns to the disengaged position of the clutch means 10, and the transmission of the driving force from the additional drive means 6 to the additional driven means 12 ends. The driving force of the engine is transmitted from the additional driving means 6 to the additional driven means 128, and the shift drum 8 is rotated, and the gear shift is performed only for a moment, and the shift drum 8 does not rotate excessively.
ギヤシフトが終りスピンドルアーム２０が戻る時は、第
３図において２点鎖線の位置にある突起２５′の球心Ｏ
′とローラ２４ｃの中心点Ｐとを結ぶ作用力の方向が斜
面２４ａの方向とほぼ一致するため、ローラ２４ｃは抵
抗なく突起２５′によって傾斜溝２４ｂの深い側に押し
込まれ、第１被動ギヤ１２ａがクラッチ手段ＩＯを係合
させることなくスピンドルアーム２０は原位置に復帰さ
、ｈる。When the gear shift is finished and the spindle arm 20 returns, the ball center O of the protrusion 25' is located at the position indicated by the two-dot chain line in FIG.
Since the direction of the acting force connecting the center point P of the roller 24c and the center point P of the roller 24c almost coincides with the direction of the slope 24a, the roller 24c is pushed into the deep side of the slope groove 24b by the protrusion 25' without resistance, and the first driven gear 12a However, without engaging the clutch means IO, the spindle arm 20 returns to its original position and continues for hours.
尚上述の実施例において付加駆動手段６は変速装置の副
軸３から駆動される構成について述へたが、これを変速
装置の主軸２から駆動するようにしてもよい。In the above-described embodiment, the additional drive means 6 is driven from the subshaft 3 of the transmission, but it may be driven from the main shaft 2 of the transmission.
以上説明したように本発明によれば、歯車式変速装置に
おいてエンジンの駆動力を受ける変速装置の主軸又は副
軸により回転される付加駆動手段と、シフトドラムに連
結され常時は回転を停止している付加被動手段と、前記
付加駆動手段と付加被動手段とを係合・解離可能とする
クラッチ手段と、スピンドルアームの作動と連動して前
記クラッチ手段を係合・解離させるクラッチ制御手段を
備え、変速装置のギヤシフト時にエンジンの駆動力をシ
フトドラムに付加してギヤシフトを行うようにしたため
、スロットルを開いた状態でも加速のギヤシフトが容易
になり、熟練者に限らず誰でも加速時間を極めて短縮す
ることができる。As explained above, according to the present invention, in a gear type transmission, the additional drive means is rotated by the main shaft or subshaft of the transmission that receives the driving force of the engine, and the additional drive means is connected to the shift drum and does not normally rotate. an additional driven means, a clutch means that enables the additional driving means and the additional driven means to be engaged and disengaged, and a clutch control means that engages and disengages the clutch means in conjunction with the operation of the spindle arm, When the transmission gear shifts, the engine's driving force is applied to the shift drum to perform the gear shift, making it easy to shift gears for acceleration even when the throttle is open, allowing anyone, not just an expert, to extremely shorten acceleration time. be able to.
図面は本発明の一実施例を示し、第１図は本発明装置の
展開断面図、第２図は同要部側面図、第３図は第２図の
■−■線矢視断面図である。
２・・・主軸、３・・・副軸、４・・・ギヤ列、６・・
・付加駆動手段、８・・・シフ１−ドラム、ＩＯ・・・
クラッチ手段、１２・・・付加被動手段、１９ａ・・・
シフトペダル、２０・・・スピンドルアーム、２２・・
・シフトフォーク、２４・・・クラッチ制御手段。
第１図The drawings show one embodiment of the present invention; FIG. 1 is a developed sectional view of the device of the present invention, FIG. 2 is a side view of the same essential parts, and FIG. 3 is a sectional view taken along the line be. 2...Main shaft, 3...Subshaft, 4...Gear train, 6...
・Additional drive means, 8...shift 1-drum, IO...
Clutch means, 12...Additional driven means, 19a...
Shift pedal, 20...Spindle arm, 22...
- Shift fork, 24...Clutch control means. Figure 1
Claims (1)
に連なる副軸と、上記主軸と副軸との間に設けられる複
数のギヤ列と、該ギヤ列を前記主軸又は副軸に選択係合
させるシフトフォークと、該シフトフォークを前記主軸
及び副軸に平行に移動させるシフトドラムと、シフトペ
ダルと連動し前記シフトドラムを回動させるスピンドル
アームを有する歯車式変速装置において、前記主軸又は
副軸により回転される付加駆動手段と、シフトドラムに
連結され常時は回転を停止している付加被動手段と、前
記付加駆動手段と付加被駆動手段とを係合・解離可能と
するクラッチ手段と、前記スピンドルアームの作動と連
動して前記クラッチ手段を係合・解離させるクラッチ制
御手段を備えて成る歯車式1. A main shaft connected to a power source, a subshaft parallel to the main shaft connected to a driven system, a plurality of gear trains provided between the main shaft and the subshaft, and a plurality of gear trains connected to the main shaft or subshaft. A gear type transmission having a shift fork that is selectively engaged, a shift drum that moves the shift fork parallel to the main shaft and the subshaft, and a spindle arm that rotates the shift drum in conjunction with a shift pedal. or an additional driving means rotated by a subshaft, an additional driven means connected to the shift drum and normally not rotating, and a clutch means capable of engaging and disengaging the additional driving means and the additional driven means. and a clutch control means for engaging and disengaging the clutch means in conjunction with the operation of the spindle arm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14176183A JPS6034555A (en) | 1983-08-02 | 1983-08-02 | Geared transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14176183A JPS6034555A (en) | 1983-08-02 | 1983-08-02 | Geared transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6034555A true JPS6034555A (en) | 1985-02-22 |
Family
ID=15299569
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14176183A Pending JPS6034555A (en) | 1983-08-02 | 1983-08-02 | Geared transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6034555A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5411448A (en) * | 1992-10-06 | 1995-05-02 | Honda Giken Kogyo Kabushiki Kaisha | Gear shifting mechanism for a transmission |
| JP2007187198A (en) * | 2006-01-11 | 2007-07-26 | Honda Motor Co Ltd | Transmission of internal combustion engine |
| US7617904B1 (en) | 2006-05-01 | 2009-11-17 | Brp-Powertrain Gmbh & Co Kg | Transmission for vehicle |
-
1983
- 1983-08-02 JP JP14176183A patent/JPS6034555A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5411448A (en) * | 1992-10-06 | 1995-05-02 | Honda Giken Kogyo Kabushiki Kaisha | Gear shifting mechanism for a transmission |
| JP2007187198A (en) * | 2006-01-11 | 2007-07-26 | Honda Motor Co Ltd | Transmission of internal combustion engine |
| US7617904B1 (en) | 2006-05-01 | 2009-11-17 | Brp-Powertrain Gmbh & Co Kg | Transmission for vehicle |
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