CN210423681U

CN210423681U - Transmission for vehicle

Info

Publication number: CN210423681U
Application number: CN201921043891.3U
Authority: CN
Inventors: 江口拓行; 竹中宏光
Original assignee: Suzuki Motor Corp
Current assignee: Suzuki Motor Corp
Priority date: 2018-07-06
Filing date: 2019-07-05
Publication date: 2020-04-28
Anticipated expiration: 2029-07-05
Also published as: FR3083583B1; DE102019209648B4; FR3083583A1; JP2020008071A; DE102019209648A1

Abstract

A transmission for a vehicle, capable of simplifying the structure of a shift fork member operated by a shift selection shaft and improving the speed change operability. According to the automatic transmission (1), a shift fork member (101) for a low gear, a shift fork member (102) for a medium gear, and a shift fork member (103) for a high gear are alternately provided in a 1 st shift fork member group (105) and a 2 nd shift fork member group (106) so that shift gears are continuous. When the shift select shaft (90) moves to one side in the axial direction, a low-speed shift fork member (101), a medium-speed shift fork member (102), and a high-speed shift fork member (103) are alternately operated by a 1 st shift finger (90a) and a 2 nd shift finger (90b), and thus continuous shift stages are established.

Description

Transmission for vehicle

Technical Field

The utility model relates to a derailleur for vehicle.

Background

As a vehicle transmission, the following vehicle transmissions are known (see patent document 1): in order to switch a gear shift stage, the shift control device is provided with a shift control mechanism, and the shift control mechanism is provided with: a control lever (shift select shaft) that receives an operating force from a shift lever or the like; a first shift finger (shift finger) and a second shift finger (shift finger) respectively disposed at upper and lower positions of the lever; and a plurality of shift forks (shift fork) engaged with the first shift finger and the second shift finger.

The transmission is provided with a 5-6 shift fork operating a 5-6 synchronizer on an input shaft, a 3-4 shift fork operating a 3-4 synchronizer on a second countershaft, a 1-2 shift fork operating a 1-2 synchronizer on a first countershaft, and an R shift fork operating an R synchronizer on a reverse shaft.

The 5-6 gear shifting fork and the 3-4 gear shifting fork are controlled by the first gear shifting finger, and the 1-2 gear shifting fork and the R gear shifting fork are controlled by the second gear shifting finger.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 2009-24713

SUMMERY OF THE UTILITY MODEL

Problem to be solved by utility model

However, depending on the internal structure of the transmission, there are sometimes the following cases: the 1-2 synchronizer and the 5-6 synchronizer are disposed in the vicinity of the first shift finger, and the 3-4 synchronizer and the R synchronizer are disposed in the vicinity of the second shift finger.

In this case, in the transmission having the internal structure as in the reference 1, if each shift fork is arranged to be operated along the H-shaped shift pattern in the shift order, it is necessary to greatly bend the shift fork to couple it to the synchronizer, or it is necessary to extend the shift fork to be long to couple it to the synchronizer, and the structure of the shift fork becomes complicated.

Also, if a reaction force is applied to the shift fork from the synchronizer at the time of shifting, flexure of the shift fork increases, for example, a shift delay or the like may occur, thereby deteriorating the shifting operability.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a transmission for a vehicle, which can simplify the structure of a shift fork member operated by a shift select shaft, and improve the gear shift operability.

Means for solving the problems

The utility model relates to a derailleur for vehicle has: a plurality of rotating shafts, at least one of which is provided with at least 1 speed change gear, and the at least 1 speed change gear can freely rotate relatively; a reverse synchronizer and a plurality of forward synchronizers that connect the transmission gear to the rotary shaft; a 1 st shift fork member group and a 2 nd shift fork member group each having a plurality of forward shift fork members coupled to the plurality of forward synchronizer and a reverse shift fork member coupled to the reverse synchronizer, the plurality of forward shift fork members and the reverse shift fork member being provided in a group; and a shift select shaft having a 1 st shift finger for operating a shift fork member belonging to the 1 st shift fork member group and a 2 nd shift finger for operating a shift fork member belonging to the 2 nd shift fork member group, the shift select shaft being moved in an axial direction by a select operation and rotated around an axis by a shift operation, the shift select shaft being moved in the axial direction, the plurality of forward shift fork members being sequentially selected by the 1 st shift finger or the 2 nd shift finger, the shift select shaft being further moved in the axial direction from a range in which the forward shift fork member is selected, the plurality of reverse shift fork members being selected by the 2 nd shift finger, the vehicular transmission being characterized in that the plurality of forward shift fork members are alternately provided to the 1 st shift fork member group and the 2 nd shift fork member group, when the shift select lever is moved in one axial direction, the 1 st shift finger and the 2 nd shift finger alternately operate the plurality of forward shift fork members, thereby establishing a shift stage with a continuous shift stage.

Effect of the utility model

Thus, according to the present invention, the structure of the shift fork member operated by the shift select shaft can be simplified, and the speed change operability can be improved.

Drawings

Fig. 1 is a configuration diagram of a vehicular transmission according to an embodiment of the present invention.

Fig. 2 is an inside view showing the arrangement of the shaft of the vehicular transmission according to the embodiment of the present invention.

Fig. 3 is a front view showing the arrangement of the shaft of the vehicular transmission according to the embodiment of the present invention.

Fig. 4 is a view showing a state in which a 1 st shift finger is fitted to a low-speed shift fork member in a vehicular transmission according to an embodiment of the present invention.

Fig. 5 is a view showing a state in which a 2 nd shift finger is fitted to a shift fork member for a middle gear in a vehicular transmission according to an embodiment of the present invention.

Fig. 6 is a view showing a state in which a 1 st shift finger is fitted to a shift fork member for high-speed gear in a vehicular transmission according to an embodiment of the present invention.

Fig. 7 is a view showing a state in which a 2 nd shift finger is fitted to a reverse shift fork member in a vehicular transmission according to an embodiment of the present invention.

Description of the reference numerals

An automatic transmission (transmission for a vehicle), a 5.. input shaft (2 nd rotation shaft), an 8.. intermediate shaft (1 st rotation shaft), a 10.. reverse shaft (3 rd rotation shaft), a speed change gear (speed change gear) for 51.. 4 th speed, a speed change gear (speed change gear) for 52.. 5 th speed, a synchronizing device for 54.. medium speed, a speed change gear (speed change gear) for 63.. 1-2 speed, a speed change gear (speed change gear) for 64.. 3 speed, a speed change gear (speed change gear) for 65.. 6 speed, a speed change gear (speed change gear) for 66.. 7 speed, a synchronizing device for 68.. low speed, a synchronizing device for 69.. high speed, a reverse gear (speed change gear), a synchronizing device for 88.. reverse, a shifting shaft 90.. selection shaft, 90a.. 1 st shift finger, 90b.. 2 nd shift finger, 101.. low gear shift fork member (forward shift fork member), 102.. medium gear shift fork member (forward shift fork member), 103.. high gear shift fork member (forward shift fork member), 104.. reverse shift fork member, 105.. 1 st shift fork member group, 106.. 2 nd shift fork member group, 107a.. 1 st gap, 107b.. 2 nd gap, 107c.. 3 rd gap.

Detailed Description

The utility model discloses an embodiment's derailleur for vehicle has: a plurality of rotating shafts, at least one of which is provided with at least 1 speed change gear, and at least 1 speed change gear can freely rotate relatively; a reverse synchronizer and a plurality of forward synchronizers that connect the transmission gear to the rotary shaft; a 1 st shift fork member group and a 2 nd shift fork member group having a plurality of forward shift fork members coupled to the plurality of forward synchronizer and a reverse shift fork member coupled to the reverse synchronizer, respectively, the plurality of forward shift fork members and the reverse shift fork member being provided in groups; and a shift select shaft having a 1 st shift finger operating a shift fork member belonging to the 1 st shift fork member group and a 2 nd shift finger operating a shift fork member belonging to the 2 nd shift fork member group, moving in the shaft direction by a select operation, and rotating around the shaft by a shift operation, when the shift select shaft moves in the shaft direction, a plurality of forward shift fork members are sequentially selected by the 1 st shift finger or the 2 nd shift finger, and when the shift select shaft moves further in the shaft direction from a range in which the forward shift fork member is selected, the 2 nd shift finger selects the reverse shift fork member, in the vehicular transmission, the plurality of forward shift fork members are alternately provided to the 1 st shift fork member group and the 2 nd shift fork member group so that the gear shift stages are continuous, when the shift select shaft moves to one side in the shaft direction, the 1 st and 2 nd shift fingers alternately operate a plurality of forward shift fork members to establish the sequential shift speeds.

Thus, the structure of the shift fork member operated by the shift select shaft can be simplified, and the gear shift operability can be improved.

[ examples ]

Next, a vehicular transmission according to an embodiment of the present invention will be described with reference to the drawings.

Fig. 1 to 7 are diagrams illustrating a vehicle transmission according to an embodiment of the present invention. In fig. 1 to 7, the vertical, front, rear, and left and right directions are the vertical, front, rear, and left and right directions of the vehicle transmission in a state of being disposed in the vehicle, the direction orthogonal to the front and rear directions is the left and right directions, and the height direction of the vehicle transmission is the vertical direction.

First, the configuration is explained.

In fig. 1, a vehicular Transmission (hereinafter, simply referred to as an automatic Transmission) 1 mounted on a vehicle such as an automobile has a Transmission stage of 7 forward stages and 1 reverse stage, and is formed of, for example, an AMT (Automated Manual Transmission).

The automatic transmission 1 includes: an input shaft 5 extending in the width direction of the vehicle, to which power is transmitted from a crankshaft 3 of the engine 2 via a torque converter 4; and a forward idling shaft 6, a reverse idling shaft 7, an intermediate shaft 8, an output shaft 9, and a reverse shaft 10 (see fig. 2) which are arranged in parallel with the input shaft 5, respectively.

The engine 2 is constituted by a transverse engine arranged such that a crankshaft 3 extends in a width direction of the vehicle, and the vehicle of the present embodiment is an FF (front engine/front drive) vehicle.

The torque converter 4 includes a front cover 4B coupled to the crankshaft 3 via a drive plate (drive plate)4A and a case portion 4C coupled to the front cover 4B, and constitutes a fluid coupling for transmitting power between the engine 2 and the automatic transmission 1 via oil.

A pump impeller (not shown) is fixed to an inner surface of the casing portion 4C coupled to the crankshaft 3. Inside the casing portion 4C, a turbine runner (turbine runner), not shown, is disposed so as to face the pump impeller, and the turbine runner is connected to the input shaft 5. A stator (not shown) is disposed between the pump impeller and the turbine runner.

In the torque converter 4, when the crankshaft 3 rotates, the front cover 4B, the case portion 4C, and the pump impeller are integrally rotated by the drive plate 4A. At this time, a centrifugal force generated by the rotation of the pump impeller generates a flow from the pump impeller to the turbine runner in the fluid inside the torque converter 4.

The turbine runner rotates due to the flow of the fluid, and the input shaft 5 connected to the turbine runner rotates. The stator amplifies the power of the engine 2 by converting the flow of fluid from the turbine runner into a direction along the rotation of the pump impeller.

The input shaft 5 has: a main input shaft 11; and a hollow sub input shaft 12 that is provided coaxially with the main input shaft 11 on the outer peripheral portion of the main input shaft 11 and rotates relative to the main input shaft 11.

The torque converter 4 is coupled to one end portion 11a of the main input shaft 11, and the power of the engine 2 is transmitted to the main input shaft 11 through the torque converter 4.

A planetary gear mechanism 21 is provided on the outer peripheral portions of the main input shaft 11 and the sub input shaft 12, and the planetary gear mechanism 21 is provided on the engine 2 side with respect to the sub input shaft 12.

The planetary gear mechanism 21 is coupled between the main input shaft 11 and the one end portion 12a of the sub input shaft 12, and is configured to be able to reduce the rotation speed of the main input shaft 11 and transmit the rotation speed to the sub input shaft 12. Specifically, the planetary gear mechanism 21 includes a carrier 22, a sun gear 23, and a ring gear 24.

The carrier 22 supports the pinion gears 22A to be rotatable. The sun gear 23 meshes with the pinion gears 22A, and is switched between a non-rotatable state and a rotatable state by a brake device 31 described later.

The ring gear 24 is spline-fitted to the main input shaft 11 and rotates integrally with the main input shaft 11. The ring gear 24 meshes with the pinion gears 22A, and the power of the ring gear 24 is transmitted to the carrier 22.

A one-way clutch 25 is disposed between the carrier 22 and the one end portion 12a of the sub input shaft 12, and the one-way clutch 25 is configured to transmit power from the carrier 22 to the sub input shaft 12 and not transmit power from the sub input shaft 12 to the carrier 22. Therefore, the one-way clutch 25 is set to be able to transmit power from the main input shaft 11 to the sub input shaft 12, but not to be able to transmit power from the sub input shaft 12 to the main input shaft 11.

A brake device 31 is disposed radially outward of the main input shaft 11. The brake device 31 includes a cylindrical brake housing 32. The brake housing 32 is fixed to the partition wall 14 of the transmission housing 13, protrudes from the partition wall 14 toward the planetary gear mechanism 21, and surrounds a part of the main input shaft 11. The transmission case 13 includes: a right housing 13A having a partition wall 14; and a left case 13B fastened to the right case 13A.

A pair of

friction plates

34 and 35 formed in an annular shape and a clutch hub (clutch hub)36 in a cylindrical shape are housed in the brake case 32. The clutch hub 36 is provided integrally with the sun gear 23 and extends from the sun gear 23 toward the inside of the brake housing 32. The clutch hub 36 of the present embodiment constitutes a part of the sun gear 23, and a part of the sun gear 23 is housed in the brake housing 32.

The friction plate 34 is spline-fitted to an outer peripheral portion of the clutch hub 36, is rotatable integrally with the clutch hub 36, and is movable in the axial direction of the main input shaft 11.

The friction plate 35 is spline-fitted to the inner peripheral portion of the brake housing 32, is non-rotatable with respect to the brake housing 32 in the rotational direction of the main input shaft 11, and is movable in the axial direction of the main input shaft 11. The friction plates 34 are arranged alternately with the friction plates 35 in the axial direction of the main input shaft 11.

In the brake device 31, when the friction plate 35 on the torque converter 4 side of the friction plates 35 is pressed by the piston 37, the friction plate 34 is in frictional contact with the friction plate 35, and the sun gear 23 is fixed to the brake housing 32. Thus, the sun gear 23 cannot rotate. The piston 37 presses the friction plate 35 against the planetary gear mechanism 21 by the action of the oil.

When the sun gear 23 is unable to rotate, power is transmitted from the main input shaft 11 to the carrier 22 through the ring gear 24. At this time, the pinion gears 22A revolve, and the carrier 22 rotates, and power is transmitted from the carrier 22 to the sub input shaft 12 through the one-way clutch 25.

The planetary gear mechanism 21 can reduce the rotation speed of the main input shaft 11 and transmit the rotation speed to the sub input shaft 12 by arbitrarily setting the gear ratios of the pinion gears 22A, the sun gear 23, and the ring gear 24. That is, the planetary gear mechanism 21 functions as a speed reducer.

In the brake device 31, when the hydraulic pressure is no longer applied to the piston 37, the friction plate 35 is urged by a return spring, not shown, and the friction plate 35 is separated from the friction plate 34.

Thus, the rotation of the sun gear 23 is permitted. When the rotation of the sun gear 23 is permitted, the carrier 22 idles with respect to the main input shaft 11, and power is not transmitted from the main input shaft 11 to the sub input shaft 12.

A clutch device 41 is provided at the other end 11b of the main input shaft 11 and the other end 12b of the sub input shaft 12. The clutch device 41 has a clutch drum 42 and a clutch hub 43.

The clutch drum 42 is spline-fitted to the main input shaft 11 and rotates integrally with the main input shaft 11. The clutch hub 43 is spline-fitted to the sub input shaft 12 and rotates integrally with the sub input shaft 12.

The annular friction plate 44 is spline-fitted to the inner peripheral portion of the clutch drum 42, and the friction plate 44 is rotatable integrally with the clutch drum 42 and is movable in the axial direction of the main input shaft 11.

The friction plates 45 are spline-fitted to the outer peripheral portion of the clutch hub 43, the friction plates 45 are rotatable integrally with the clutch hub 43 and are movable in the axial direction of the main input shaft 11, and the

friction plates

44 and 45 are alternately arranged in the axial direction of the main input shaft 11.

The clutch device 41 frictionally contacts the

friction plates

44 and 45 with a hydraulic piston, not shown. Accordingly, the clutch drum 42 rotates integrally with the clutch hub 43, and the power of the engine 2 is transmitted from the main input shaft 11 to the sub input shaft 12.

When the oil pressure is no longer applied to the piston, the

friction plates

44 and 45 are separated by a return spring, not shown. Thus, the power of the engine 2 is no longer transmitted from the main input shaft 11 to the sub input shaft 12.

A 4-speed transmission gear 51, a 5-speed transmission gear 52, an input idler gear 53, and a medium-speed synchronizer 54 are provided between the torque converter 4 and the clutch device 41 in the axial direction of the sub input shaft 12.

The 4-speed transmission gear 51 and the 5-speed transmission gear 52 are supported by the sub input shaft 12 to be relatively rotatable, and the input idler gear 53 is spline-fitted to the sub input shaft 12 to rotate integrally with the sub input shaft 12.

The intermediate-speed synchronizer 54 includes a hub (hub)54A and a sleeve 54B. The hub 54A is spline-fitted to the sub input shaft 12 and rotates integrally with the sub input shaft 12. The sleeve 54B is spline-fitted to the hub 54A and is movable in the axial direction of the sub input shaft 12.

When the shift operation to be described later is performed to shift to the 4 th gear or the 5 th gear, the sleeve 54B moves from the neutral position toward the 4 th-gear transmission gear 51 or the 5 th-gear transmission gear 52 by a shift fork, not shown.

For example, when an automatic shift operation is performed, the sleeve 54B is driven by a transmission mechanism including an actuator (not shown) and a shift select shaft 90 (see fig. 3).

The transmission mechanism controls the shift speed by operating the intermediate-speed synchronizing device 54, and the low-speed synchronizing device 68 and the high-speed synchronizing device 69, which will be described later, based on a shift map in which parameters such as the throttle opening and the vehicle speed are set in advance, in a state in which the shift lever operated by the driver is switched to the forward speed. The actuator operates a reverse synchronizer 88, which will be described later, in a state where the shift lever is switched to the reverse gear.

When the sleeve 54B moves from the neutral position to the 4-speed transmission gear 51 side, the 4-speed transmission gear 51 is fitted to the sleeve 54B, the sub input shaft 12 and the 4-speed transmission gear 51 are coupled by the sleeve 54B, and the 4-speed transmission gear 51 and the sub input shaft 12 rotate integrally.

When the sleeve 54B moves from the neutral position to the transmission gear 52 side for the 5 th gear, the transmission gear 52 for the 5 th gear is fitted to the sleeve 54B, the sub input shaft 12 and the transmission gear 52 for the 5 th gear are coupled by the sleeve 54B, and the transmission gear 52 for the 5 th gear and the sub input shaft 12 rotate integrally.

Idler gears 61 and 62 are provided on the forward idler shaft 6. The idler gear 61 meshes with the input idler gear 53.

The idler gear 61 is formed to have a larger diameter than the idler gear 62, and rotates integrally with the forward idle shaft 6. Thus, the idle gear 61 can transmit the power from the input idle gear 53 to the forward idle shaft 6.

The idler gear 62 is formed integrally with the forward idle shaft 6, and rotates integrally with the forward idle shaft 6.

The intermediate shaft 8 is provided with a 1-2 speed change gear 63, a 3 speed change gear 64, a 6 speed change gear 65, a 7 speed change gear 66, and an idler gear 67 from the clutch device 41 toward the torque converter 4. The diameters of the transmission gears 63 to 66 increase from the clutch device 41 side toward the torque converter 4 side.

The speed change gears 63 to 66 are provided on the intermediate shaft 8 so as to be relatively rotatable, and the idler gear 67 is spline-fitted to the intermediate shaft 8 so as to rotate integrally with the intermediate shaft 8. The idler gear 67 meshes with the idler gear 62 of the forward idler shaft 6, and power is transmitted from the idler gear 62 to the idler gear 67.

A low-speed synchronizer 68 is provided between the 1-2 speed change gear 63 and the 3-speed change gear 64, and a high-speed synchronizer 69 is provided between the 6-speed change gear 65 and the 7-speed change gear 66.

The low-speed synchronizer 68 and the high-speed synchronizer 69 have

hubs

68A and 69A and

sleeves

68B and 69B, respectively. The

hubs

68A and 69A are spline-fitted to the intermediate shaft 8 and rotate integrally with the intermediate shaft 8. The

sleeves

68B, 69B are spline-fitted to the

hubs

68A, 69A, and are movable in the axial direction of the intermediate shaft 8.

The low-speed synchronizer 68 couples the speed change gear 63 for 1-2 to the counter shaft 8 when shifting to 1 st or 2 nd gear by a shift operation, and the low-speed synchronizer 68 couples the speed change gear 64 for 3 rd gear to the counter shaft 8 when shifting to 3 rd gear by a shift operation.

The high-speed synchronizer 69 couples the speed change gear 65 for the 6 th gear to the counter shaft 8 when the 6 th gear is switched by the shift operation, and the high-speed synchronizer 69 couples the speed change gear 66 for the 7 th gear to the counter shaft 8 when the 7 th gear is switched by the shift operation.

The output shaft 9 is provided with an output gear 70 for 1-2-4 gears, an output gear 71 for 3-5 gears, an output gear 72 for 6 gears, an output gear 73 for 7 gears, and a tip drive gear 74 for forward movement from the clutch device 41 toward the torque converter 4.

The diameters of the output gears 70 to 73 decrease from the clutch device 41 side toward the torque converter 4 side. The output gears 70 to 73 are spline-fitted to the output shaft 9 and rotate integrally with the output shaft 9. The forward-drive end drive gear 74 is formed integrally with the output shaft 9 and rotates integrally with the output shaft 9.

The output gear 70 for 1-2-4 stages meshes with the speed change gear 51 for 4 stages and the speed change gear 63 for 1-2 stages, and the output gear 71 for 3-5 stages meshes with the speed change gear 64 for 3 stages and the speed change gear 52 for 5 stages.

The output gear 72 for the 6 th stage meshes with the transmission gear 65 for the 6 th stage, and the output gear 73 for the 7 th stage meshes with the transmission gear 66 for the 7 th stage.

The forward end drive gear 74 meshes with an end driven gear 81A of the differential device 81. Thus, the power of the output shaft 9 is transmitted to the differential device 81 via the forward end drive gear 74 and the end driven gear 81A.

The differential device 81 includes: a differential case 81B having an end driven gear 81A attached to an outer peripheral portion thereof and rotating integrally with the end driven gear 81A; and a differential mechanism 81C housed in the differential case 81B.

One end portions of the

drive shafts

82L and 82R, not shown, are fitted into left and right cylindrical holding portions 81a provided in the differential case 81B, respectively, and drive wheels, not shown, are connected to the other end sides of the

drive shafts

82L and 82R. The differential device 81 distributes the power of the engine 2 to the left and

right drive shafts

82L, 82R via the differential mechanism 81C and transmits the power to the drive wheels.

Idler gears 84 and 85 are provided on the reverse idle shaft 7. The idler gear 84 meshes with the input idler gear 53, and the idler gear 84 is spline-fitted to the reverse idle shaft 7 and rotates integrally with the reverse idle shaft 7. The idler gear 85 is formed integrally with the reverse idle shaft 7, and rotates integrally with the reverse idle shaft 7.

The reverse shaft 10 is provided with a reverse gear 86 and a reverse-purpose tip drive gear 87 formed to have a smaller diameter than the reverse gear 86. The reverse gear 86 is provided on the reverse shaft 10 and is relatively rotatable. The rear end drive gear 87 is formed integrally with the rear shaft 10 and rotates integrally with the rear shaft 10.

The reverse gear 86 meshes with the idler gear 85, and the reverse end drive gear 87 meshes with the end driven gear 81A.

The reverse shaft 10 is provided with a reverse synchronizer 88. The reverse synchronizer 88 includes a hub 88A and a sleeve 88B. The hub 88A is spline-fitted to the reverse shaft 10 and rotates integrally with the reverse shaft 10. The sleeve 88B is spline-fitted to the hub 88A and is movable in the axial direction of the retraction shaft 10.

When switching to the reverse gear by the shift operation, the reverse synchronizer 88 links the reverse gear 86 to the hub 88A. Accordingly, the reverse gear 86 rotates integrally with the reverse shaft 10, and power is transmitted from the reverse idle shaft 7 to the reverse shaft 10 through the idler gear 85 and the reverse gear 86.

At this time, power is transmitted from the terminal driving gear 87 for backward movement to the terminal driven gear 81A, and the terminal driven gear 81A rotates in the direction opposite to the forward movement, whereby the vehicle is backward moved.

The low-speed synchronizer 68 of the present embodiment corresponds to 1-2-3 gears as a low-speed gear shift stage, and the intermediate-speed synchronizer 54 corresponds to 4-5 gears as an intermediate-speed gear shift stage having a gear ratio smaller than that of the low-speed gear shift stage.

The high-speed stage synchronizer 69 corresponds to the shift stages 6 to 7 having a gear ratio smaller than that of the medium-speed shift stage. The low-speed stage synchronizer 68, the medium-speed stage synchronizer 54, and the high-speed stage synchronizer 69 according to the present embodiment constitute a forward synchronizer of the present invention.

The input shaft 5 of this embodiment constitutes the 2 nd rotation axis of the present invention, and the intermediate shaft 8 constitutes the 1 st rotation axis of the present invention. Retreat axle 10 and constitute the utility model discloses a 3 rd rotation axis, input shaft 5, jackshaft 8 and retreat axle 10 and constitute the utility model discloses a rotation axis. The

gears

51, 52, 63, 64, 65, 66, 86 constitute a change gear of the present invention.

In fig. 2 and 3, a shift select shaft 90 is provided at an upper portion of the front side of the transmission case 13. The shift select shaft 90 is attached to the transmission case 13, is movable in the axial direction by an actuator, and is rotatable around an axis.

In fig. 2 and 4, a pair of 1 st and 2

nd shift fingers

90a and 90b are provided on the shift select shaft 90 so as to be separated in the shaft direction.

First shift finger 90a is selectively fitted to first shift fork (shift fork) 91A and second shift fork 91B, and second shift finger 90B is selectively fitted to third shift fork 91C and second shift fork 91D.

The 1 st shift fork 91A is coupled to a 1 st shift shaft 92A extending parallel to the input shaft 5, and a 1 st shift fork 93A is coupled to the 1 st shift shaft 92A. The 1 st shift fork 93A is fitted to the sleeve 68B.

The 1 st shift fork 91A, the 1 st shift shaft 92A, and the 1 st shift fork 93A constitute a low-speed shift fork member 101. The low-speed gear is linked to synchronizer 68 for the low-speed gear with shift fork member 101, constitutes the utility model discloses a go ahead with shift fork member.

The 2 nd shift fork 91B is coupled to a 2 nd shift shaft 92B extending parallel to the input shaft 5. The 2 nd shift shaft 92B is coupled to a 2 nd intermediate shift shaft 92D extending parallel to the input shaft 5 via a coupling portion 92C, and a 2 nd shift fork 93B is coupled to the 2 nd intermediate shift shaft 92D. The 2 nd shift fork 93B is fitted to the sleeve 69B.

The 2 nd shift fork 91B, the 2 nd shift shaft 92B, the connecting portion 92C, the 2 nd intermediate shift shaft 92D, and the 2 nd shift fork 93B constitute a shift fork member 103 for high gear. The shift fork member 103 for high-speed gear is connected to the synchronizer 69 for high-speed gear, and constitutes the shift fork member for forward movement of the present invention.

The 3 rd shift fork 91C is coupled to a 3 rd shift shaft 92E extending parallel to the input shaft 5, and a 3 rd shift fork 93C is coupled to the 3 rd shift shaft 92E. The 3 rd shift fork 93C is fitted to the sleeve 54B.

The 3 rd shift fork 91C, the 3 rd shift shaft 92E, and the 3 rd shift fork 93C constitute a shift fork member 102 for the middle gear. The intermediate speed is kept off with shifting fork member 102 and is linked to intermediate speed is kept off with synchronizer 54, constitutes the utility model discloses a go forward with shifting fork member.

The 4 th shift fork 91D is coupled to a 4 th shift shaft 92F extending parallel to the input shaft 5. The 4 th shift shaft 92F is coupled to a 4 th intermediate shift shaft 92H extending parallel to the input shaft 5 via a coupling portion 92G, and a 4 th shift fork 93D is coupled to the 4 th intermediate shift shaft 92H. The 4 th shift fork 93D is fitted to the sleeve 88B.

The 4 th shift fork 91D, the 4 th shift shaft 92F, the connecting portion 92G, the 4 th intermediate shift shaft 92H, and the 4 th shift fork 93D constitute a reverse shift fork member 104 connected to the reverse synchronizer 88.

In the automatic transmission 1 of the present embodiment, when the shift select shaft 90 moves to one side in the axial direction (the diagonally upper rear side), the low-speed shift fork member 101, the medium-speed shift fork member 102, and the high-speed shift fork member 103 are sequentially selected by the 1 st shift finger 90a or the 2 nd shift finger 90b, and when the shift select shaft 90 moves further to one side in the axial direction from the range in which the forward shift fork member is selected, the reverse shift fork member 104 is selected by the 2 nd shift finger 90b.

The low-gear shift fork member 101 and the high-gear shift fork member 103 constitute a 1 st shift fork member group 105, and are operated by the 1 st shift finger 90a.

The middle speed shift fork member 102 and the reverse shift fork member 104 constitute a 2 nd shift fork member group 106, and are operated by the 2 nd shift finger 90b.

In this way, low-speed shift fork member 101, medium-speed shift fork member 102, high-speed shift fork member 103, and reverse shift fork member 104 are grouped into 1 st shift fork member group 105 and 2 nd shift fork member group 106.

In grouping, low-gear shift fork member 101, medium-gear shift fork member 102, and high-gear shift fork member 103 are alternately provided in 1 st shift fork member group 105 and 2 nd shift fork member group 106 so that the gear stages are consecutive from 1 st gear to 7 th gear.

When shift select shaft 90 moves to one side in the axial direction, shift finger 1 and shift finger 2 90b alternately operate shift fork member 101 for low gear, shift fork member 102 for medium gear, and shift fork member 103 for high gear, thereby establishing a shift stage of the next sequential shift stages.

In fig. 4, a 1 st gap 107A is formed in the axial direction of shift select shaft 90 between shift fork member 101 for low gear and shift fork member 103 for high gear belonging to a 1 st shift fork member group 105.

In the axial direction of shift select shaft 90, a 2 nd gap 107B is formed between 1 st shift fork member group 105 and 2 nd shift fork member group 106, that is, between high-speed shift fork member 103 and medium-speed shift fork member 102.

A 3 rd gap 107C is formed in the axial direction of shift select shaft 90 between shift fork member 102 for medium speed gear and shift fork member 104 for reverse belonging to shift fork member group 2 106.

In fig. 4, the intermediate shaft 8 provided with the low-speed synchronizer 68 and the high-speed synchronizer 69 (the synchronizer 69 is provided on the rear side of the synchronizer 68) is provided vertically below the input shaft 5 provided with the medium-speed synchronizer 54 and the reverse shaft 10 provided with the reverse synchronizer 88.

The 1 st shift fork member group 105 is disposed on the lower side in the vertical direction than the 2 nd shift fork member group 106. The low-speed synchronizer 68 and the high-speed synchronizer 69 are operated by a low-speed shift fork member 101 and a high-speed shift fork member 103 belonging to a 1 st shift fork member group 105, and the medium-speed synchronizer 54 and the reverse synchronizer 88 are operated by a medium-speed shift fork member 102 and a reverse shift fork member 104 belonging to a 2 nd shift fork member group 106.

In fig. 2, a guide member 100 is provided on the shift select shaft 90, and the guide member 100 has a guide groove 100a along the shift pattern. The front end of a guide pin, not shown, provided in the transmission case 13 is inserted into the guide groove 100 a.

The guide groove 100a has grooves for 1 st to 7 th stages and grooves for reverse shift. As the shift select shaft 90 moves in the select direction and rotates in the shift direction, the guide pin moves along the guide slot 100 a. After the shift operation (after the shift operation) is completed, the leading end of the guide pin collides against the wall surfaces of the 1 st, 2 nd, 3 rd, 4 th, 5 th, 6 th, 7 th and reverse shift grooves.

Thus, the amount of movement of shift select shaft 90 in the select direction and the shift direction is limited, and shift select shaft 90 is prevented from rattling in the select direction and the shift direction.

Next, the operation will be described. (speed change operation from 1 st to 3 rd)

When one of the 1 st to 3 rd shift speeds is established, the shift select shaft 90 is moved to one side in the axial direction by the actuator, and the 1 st shift finger 90a is fitted to the bifurcated distal end portion 91A of the 1 st shift fork 91A, as shown in fig. 4.

Next, when the shift select shaft 90 is rotated by the actuator toward one or the other of the axial lines, the 1 st shift finger 90a swings the 1 st shift fork 91A toward one side or the other side along the axial direction of the counter shaft 8.

At this time, the 1 st shift shaft 92A moves to one side or the other side in the axial direction of the input shaft 5, and the 1 st shift fork 93A moves from the neutral position to one side or the other side in the axial direction of the intermediate shaft 8. Accordingly, the counter shaft 8 is coupled to the speed change gear 63 for 1-2 speeds or the speed change gear 64 for 3 speeds through the low speed synchronizing device 68, and any one of the speed change gears from 1 speed to 3 speed is established.

When the 1 st shift finger 90a operates the low-speed shift fork member 101, the 2 nd shift finger 90B is positioned in the 2 nd gap 107B, and therefore, the high-speed shift fork member 103 and the mid-speed shift fork member 102 can be prevented from being operated by the 2 nd shift finger 90B.

(4-speed and 5-speed Shift operation)

When the 4 th or 5 th gear is to be established, as shown in fig. 5, the shift select shaft 90 is further moved to one side in the axial direction by the actuator, and the 2 nd shift finger 90b is fitted to the bifurcated tip end portion 91C of the 3 rd shift fork 91C.

Next, when the shift select shaft 90 is rotated by the actuator toward one or the other of the axial lines, the 2 nd shift finger 90b swings the 3 rd shift fork 91C toward one side or the other side of the axial direction of the input shaft 5.

At this time, the 3 rd shift shaft 92E moves in the axial direction of the input shaft 5, and the 3 rd shift fork 93C swings from the neutral position to one side or the other side of the input shaft 5. Accordingly, the sub input shaft 12 is coupled to the 4-speed transmission gear 51 or the 5-speed transmission gear 52 through the intermediate speed synchronizer 54, and the 4-speed or 5-speed is established.

When 2 nd shift finger 90b operates middle gear shift fork member 102, 1 st shift finger 90a is positioned in 1 st gap 107A, and therefore, low gear shift fork member 101 and high gear shift fork member 103 can be prevented from being operated by 1 st shift finger 90a.

(speed change operation in 6 th and 7 th gears)

When the 6 th or 7 th gear is established, the shift select shaft 90 is further moved to one side in the axial direction by the actuator as shown in fig. 6, and the 1 st shift finger 90a is fitted to the bifurcated tip end portion 91B of the 2 nd shift fork 91B.

Next, when the shift select shaft 90 is rotated by the actuator in one or the other of the axial directions, the 1 st shift finger 90a swings the 2 nd shift fork 91B to one side or the other side of the intermediate shaft 8 in the axial direction.

At this time, the 2 nd shift shaft 92B and the 2 nd intermediate shift shaft 92D coupled to the 2 nd shift shaft 92B by the coupling portion 92C move in the axial direction of the intermediate shaft 8, and the 2 nd shift fork 93B swings from the neutral position to one side or the other side of the intermediate shaft 8. Accordingly, the counter shaft 8 is coupled to the speed change gear 65 for the 6 th speed or the speed change gear 66 for the 7 th speed through the high speed synchronizing device 69, and the 6 th speed or the 7 th speed is established.

When 1 st shift finger 90a operates high-speed shift fork member 103, 2 nd shift finger 90b is positioned in 3 rd gap 107C, and therefore, it is possible to prevent middle-speed shift fork member 102 and reverse shift fork member 104 from being operated by 1 st shift finger 90a.

(Gear change operation of reverse gear)

When the reverse gear is established, as shown in fig. 7, the shift select shaft 90 is moved further to one side in the axial direction from the range in which the forward shift fork member is selected by the actuator, and the 2 nd shift finger 90b is fitted to the bifurcated tip end portion 91D of the 4 th shift fork 91D.

Next, when the shift select shaft 90 is rotated in one direction about the axis by the actuator, the 2 nd shift finger 90b swings the 4 th fork 91D toward the reverse shaft 10 side.

At this time, the 4 th shift shaft 92F and the 4 th intermediate shift shaft 92H coupled to the 4 th shift shaft 92F by the coupling portion 92G move in the axial direction of the rearward shaft 10, and the 4 th shift fork 93D swings from the neutral position toward the rearward shaft 10 side. Thus, the reverse shaft 10 is connected to the reverse gear 86 through the reverse synchronizer 88, and the reverse gear is established.

When 2 nd shift finger 90B operates reverse shift fork member 104, 1 st shift finger 90a is positioned in 2 nd gap 107B, and therefore, shift fork member 101 for low gear and shift fork member 103 for high gear can be prevented from being operated by 1 st shift finger 90a.

As described above, according to automatic transmission 1 of the present embodiment, low-speed shift fork member 101, medium-speed shift fork member 102, and high-speed shift fork member 103 are alternately provided in 1 st shift fork member group 105 and 2 nd shift fork member group 106 so that the shift speeds are consecutive.

When shift select shaft 90 moves to one side in the axial direction, shift finger 1 and shift finger 2 alternate between shift finger 90a and shift finger 90b to operate shift fork member 101 for low gear, shift fork member 102 for medium gear, and shift fork member 103 for high gear, thereby establishing a shift stage of consecutive gear stages.

Therefore, when the low-speed synchronizer 68 and the high-speed synchronizer 69 are provided in the vicinity of the 1 st shift finger 90a as compared with the 2 nd shift finger 90b, and the medium-speed synchronizer 54 and the reverse synchronizer 88 are provided in the vicinity of the 2 nd shift finger 90b as compared with the 1 st shift finger 90a, the

synchronizers

54, 68, 69 can be operated by the shift fork members 101, 102, 103 belonging to the shift fork member groups 105, 106 provided in the vicinity of the

synchronizers

54, 68, 69, of the 1 st shift fork member group 105 and the 2 nd shift fork member group 106.

That is, when shift select shaft 90 moves to one side in the axial direction, 1 st shift finger 90a is fitted to low-speed shift fork member 101, and when shift select shaft 90 moves further to one side in the axial direction, 2 nd shift finger 90b is fitted to middle-speed shift fork member 102.

When the shift select shaft 90 further moves to one side in the axial direction, the 1 st shift finger 90a is fitted to the high-speed shift fork member 103, and when the shift select shaft 90 further moves to one side in the axial direction, the 2 nd shift finger 90b is fitted to the reverse shift fork member 104.

Therefore, when the shift select shaft 90 is moved to one side, the synchronizing

devices

54, 68, 69 can be operated by the shift fork members 101, 102, 103 belonging to the shift fork member groups 105, 106 provided in the vicinity of the synchronizing

devices

54, 68, 69, and the shift stages in the second-order succession are established.

Therefore, the shift fork members 101, 102, 103 can be coupled to the

synchronizing devices

54, 68, 69 without bending the shift fork members extremely or extending them long to be coupled to the

synchronizing devices

54, 68, 69. As a result, the configuration of the shift fork members 101, 102, 103 operated by the shift select shaft 90 can be simplified.

Further, when a reaction force is applied from the synchronizing

devices

54, 68, 69 to the shift fork members 101, 102, 103 at the time of gear shifting, it is possible to easily suppress an increase in flexure of the shift fork members 101, 102, 103, for example, to prevent a gear shift delay or the like from occurring, and to improve the gear shifting operability.

In addition, according to the automatic transmission 1 of the present embodiment, in the axial direction of the shift select shaft 90, a 1 st gap 107A is formed between the shift fork members 101, 103 belonging to the 1 st shift fork member group 105, and a 2 nd gap 107B is formed between the 1 st shift fork member group 105 and the 2 nd shift fork member group 106.

In the axial direction of the shift select shaft 90, a 3 rd gap 107C is formed between the shift fork members 102, 104 belonging to the 2 nd shift fork member group 106.

When the 1 st shift finger 90a operates a shift fork member 101, 103 belonging to the 1 st shift fork member group 105, the 2 nd shift finger 90B is located at the 2 nd gap 107B or the 3 rd gap 107C.

When the 2 nd shift finger 90B operates a shift fork member 104 belonging to the 2 nd shift fork member group 106, the 1 st shift finger 90a is located at the 1 st gap 107A or the 2 nd gap 107B.

devices

As a result, the structure of the shift fork members 101, 102, 103 operated by the shift select shaft 90 can be simplified, and the gear shift operability can be improved.

Further, the automatic transmission 1 according to the present embodiment includes: a low-speed synchronization device 68 corresponding to a low-speed gear (1-2-3); a middle-speed synchronization device 54 corresponding to a middle-speed gear (4-5 speed) having a gear ratio smaller than that of the low-speed gear; and a high-speed stage synchronizer 69 corresponding to a high-speed gear stage (6-7 stages) having a gear ratio smaller than that of the medium-speed gear stage.

The intermediate shaft 8 provided with the low-speed synchronizing device 68 and the high-speed synchronizing device 69 is provided vertically below the input shaft 5 provided with the medium-speed synchronizing device 54 and the reverse shaft 10 provided with the reverse synchronizing device 88, and the 1 st shift fork member group 105 is provided vertically below the 2 nd shift fork member group 106.

The low-speed synchronizer 68 and the high-speed synchronizer 69 are operated by shift fork members 101, 103 belonging to a 1 st shift fork member group 105, and the medium-speed synchronizer 54 and the reverse synchronizer 88 are operated by shift fork members 102, 104 belonging to a 2 nd shift fork member group 106.

Therefore, when the intermediate shaft 8 on which the low-speed synchronizer 68 and the high-speed synchronizer 69 are provided is provided vertically below the input shaft 5 on which the medium-speed synchronizer 54 is provided and the reverse shaft 10 on which the reverse synchronizer 88 is provided, the low-speed synchronizer 68 and the high-speed synchronizer 69 can be provided in the vicinity of the 1 st shift finger 90a, and the medium-speed synchronizer 54 and the reverse synchronizer 88 can be provided in the vicinity of the 2 nd shift finger 90b.

Thus, the synchronizing

devices

54, 68, 69 can be operated by the shift fork members 101, 102, 103 of the 1 st and 2 nd shift fork member groups 105, 106 belonging to the shift fork member groups 105, 106 disposed in the vicinity of the synchronizing

devices

54, 68, 69.

Therefore, the shift fork members 101, 102, 103 can be coupled to the

synchronizing devices

54, 68, 69. As a result, the structure of the shift fork members 101, 102, 103 operated by the shift select shaft 90 can be simplified, and the gear shift operability can be improved.

The Automatic Transmission 1 of the present embodiment is configured by an amt (automated Manual Transmission) that performs a shift operation by an actuator, but may be configured by an AT (Automatic Transmission) or an MT (Manual Transmission).

Although the low-speed synchronizer 68 and the high-speed synchronizer 69 according to the present embodiment are provided on the intermediate shaft 8, the low-speed synchronizer 68 and the high-speed synchronizer 69 may be provided on 2 shafts, respectively. In this case, 2 shafts constitute the 1 st rotation shaft.

Although embodiments of the present invention have been disclosed, it is apparent that modifications can be made by those skilled in the art without departing from the scope of the invention. It is intended that all such modifications and equivalents be included in the following claims.

Claims

1. A transmission for a vehicle includes:

a plurality of rotating shafts, at least one of which is provided with at least 1 speed change gear, and the at least 1 speed change gear can freely rotate relatively;

a reverse synchronizer and a plurality of forward synchronizers that connect the transmission gear to the rotary shaft;

a 1 st shift fork member group and a 2 nd shift fork member group each having a plurality of forward shift fork members coupled to the plurality of forward synchronizer and a reverse shift fork member coupled to the reverse synchronizer, the plurality of forward shift fork members and the reverse shift fork member being provided in a group; and

a shift select shaft having a 1 st shift finger operating a shift fork member belonging to the 1 st shift fork member group and a 2 nd shift finger operating a shift fork member belonging to the 2 nd shift fork member group, moved in an axial direction by a select operation, and rotated around an axis by a shift operation,

the plurality of forward shift fork members are sequentially selected by the 1 st or 2 nd shift finger when the shift select shaft moves in the axial direction, and the reverse shift fork member is selected by the 2 nd shift finger when the shift select shaft moves further in the axial direction from a range in which the forward shift fork member is selected,

the above-described transmission for a vehicle is characterized in that,

the plurality of forward shift fork members are alternately provided in the 1 st shift fork member group and the 2 nd shift fork member group so that the shift speeds are continuous,

when the shift select lever moves to one side in the axial direction, the 1 st shift finger and the 2 nd shift finger alternately operate the plurality of forward shift fork members, and thus, a shift speed of consecutive gear stages is established.

2. The vehicular transmission according to claim 1,

a 1 st gap is formed in the axial direction of the shift select shaft between the shift fork members belonging to the 1 st shift fork member group,

a 2 nd gap is formed between the 1 st and 2 nd shift fork member groups in the axial direction of the shift select shaft,

a 3 rd gap is formed between the shift fork members belonging to the 2 nd shift fork member group in the axial direction of the shift select shaft,

when the 1 st shift finger operates a shift fork member belonging to the 1 st shift fork member group, the 2 nd shift finger is positioned at the 2 nd gap or the 3 rd gap,

when the 2 nd shift finger operates a shift fork member belonging to the 2 nd shift fork member group, the 1 st shift finger is positioned in the 1 st gap or the 2 nd gap.

3. The vehicular transmission according to claim 1 or claim 2,

the plurality of forward synchronization devices include: a low-speed synchronization device corresponding to a low-speed gear shift; a medium-speed gear synchronizer corresponding to a medium-speed gear having a gear ratio smaller than the low-speed gear; and a high-speed gear synchronizer corresponding to a high-speed gear shift stage having a gear ratio smaller than the intermediate-speed gear shift stage,

the plurality of rotating shafts include a 1 st rotating shaft provided with the low-speed synchronizing device and the high-speed synchronizing device, a 2 nd rotating shaft provided with the medium-speed synchronizing device, and a 3 rd rotating shaft provided with the reverse synchronizing device,

the 1 st rotation shaft is provided below the 2 nd rotation shaft and the 3 rd rotation shaft in a vertical direction,

the 1 st shift fork member group is disposed lower than the 2 nd shift fork member group in a vertical direction,

the low-speed synchronizing device and the high-speed synchronizing device are operated by a shift fork member belonging to the 1 st shift fork member group,

the intermediate speed gear synchronizer and the reverse gear synchronizer are operated by a shift fork member belonging to the 2 nd shift fork member group.