JP2000234654A - Transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission having a high freedom degree of speed change ratio setting and a broad speed change ratio range, to be capable of various developments without changing a basic constitution. SOLUTION: This transmission has coaxial first/second input shafts 1, 7 respectively connected to first/second input clutches C1, C2 with power selectively transmitted, third/fourth shafts 3, 4 coaxial in parallel to the shafts 1, 7, fifth shaft 2 coaxially connectable (5-speed) to the second input shaft 7, gear pair A, B for even number shift transmitted with power from the first input shaft 1 in the case of even number shift to transmit power to the fourth shaft 4 in the case of low speed shift (2, 4-speed) to transmit power to the third shaft 3 in the case of high speed shift (6-speed), gear pair C, D for odd number shift with power transmitted from the second input shaft 7 in the case of odd number shift to transmit power to the fourth shaft 4 in the case of low speed shift (1, 3-speed), gear pair F for deceleration decelerating power between the fourth/fifth shafts 4, 5, and a gear pair G for an output decelerating power between the firth/third shafts 3, 5.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a transmission having a plurality of input shafts to which power is selectively inputted, and more particularly to a plurality of clutches for selectively transmitting power to a plurality of input shafts on the input side of the transmission. And a six-speed transmission having the same.

[0002]

2. Description of the Related Art In recent years, there has been a demand for compatibility between running with minimum fuel consumption under all running conditions and ensuring sufficient power performance at low speeds. To this end, it is effective to increase the speed ratio width of the transmission as much as possible. The speed ratio width of the transmission described here is generally 1
It is a value obtained by dividing the speed ratio by the highest speed ratio.

[0003] By the way, German Patent No. 3926570,
German Patent No. 4330170, JP-A-61-28665
0, German Patent 3131156, German Patent 315
No. 2,696 discloses a six-speed transmission having two clutches for transmitting power as described below.

(1) German Patent No. 3926570: First
The second speed is constituted by a common output gear pair and individual input gear pairs. Therefore, the interval between the speed ratios of the first speed and the second speed is determined by the interval between the reduction ratios of the two input gear pairs. The fifth speed is directly connected without the intervention of gears.
At the highest speed (sixth speed), the two input gear pairs constituting the first and second speeds are simultaneously used as an input gear pair and an output gear pair.

(2) German Patent No. 4330170: The gear ratio width of this transmission is "6.07".

(3) JP-A-61-286650:
This transmission has a first speed, a second speed, a fifth speed,
The clutch for the sixth speed, the clutch for the third speed, the fourth speed, and the REV (reverse) are provided, and the clutch for the even-numbered stage and the clutch for the odd-numbered stage are also provided on the output side.

(4) German Patent No. 3131156: First
The speed ratios of the second speed and the second speed are set by a common output gear pair and individual input gear pairs. Therefore, the interval between the speed ratios of the first speed and the second speed is determined by the interval between the reduction ratios of the two input gear pairs. The same applies to the third and fourth speed ratios. The fifth speed is a direct connection without a gear, and at the highest speed (sixth speed), the two input gear pairs are simultaneously used as an input gear pair and an output gear pair. The speed ratio width of this transmission is "6.0".

(5) German Patent No. 3152696: Since a six-speed ratio is realized by four rows of gear pairs, each gear pair is shared by different speed stages. The speed ratio width of this transmission is "6.3". Further, in the shifting operation, it is necessary to operate three shifting clutches simultaneously.

[0009]

The above conventional transmissions have the following problems.

(1) Problems with the transmission disclosed in German Patent No. 3926570: The interval between the speed ratios of the fifth speed and the sixth speed is the same as that of the above two inputs constituting the first speed and the second speed. It is determined by the interval of the reduction ratio of the gear pair. Therefore, the interval between the speed ratios of the first speed and the second speed is the same as the interval between the speed ratios of the fifth speed and the sixth speed, and the sixth speed speed ratio is inevitable due to the reduction ratio of the two input gear pairs. Therefore, the setting of the gear ratio is limited (problem 1).

Also, N (neutral) → first speed, REV
When shifting to (reverse), it is necessary to operate two shift clutches, and it is premised that a sequential shift device and automatic shift control be employed. Therefore, it is difficult to develop the "manual H pattern shift" aiming at a lower cost, and there is a limit to the variation development of the shift mechanism (problem 2).

(2) Problems with the transmission disclosed in German Patent No. 4330170: The speed ratio width of the transmission disclosed in this publication is "6.07", No means for realizing an increase in the gear ratio width is disclosed (problem 3).

In addition, this transmission is obtained by adding a twin clutch mechanism to an ordinary manual transmission. The total length of the transmission is purely increased by the length of the twin clutch mechanism, and the transmission is increased in size (problem). Point 4).

(3) Problems with the transmission disclosed in Japanese Patent Application Laid-Open No. 61-286650: It is necessary to operate both the input clutch and the output clutch simultaneously for each shift. This complicates the structure of the transmission, and also complicates clutch control for each shift. For this reason, it is difficult to develop this transmission into a manual transmission or the like (problem 5).

The gears on the counter shaft are shared by the first speed and the second speed, the third speed and the fourth speed, and the fifth and sixth speeds. When the setting is made, the gear ratio of the even-numbered stage is determined (and vice versa), so that there is a limitation on the gear ratio setting (problem 6).

(4) Problems with the transmission disclosed in German Patent No. 3131156 In the first speed-second speed, third speed-fourth speed and fifth speed-sixth speed, the gear ratio intervals are different. Since they are the same, the gear ratio setting is limited (problem 7).

The transmission ratio width of the transmission is "6.0", and this publication does not disclose any means for further increasing the transmission ratio width (Problem 8).

Further, in the shifting operation, it is necessary to simultaneously operate three shifting clutches, and it is difficult to employ a shifting mechanism using a synchro-synchronized device such as a normal manual shifting device. Therefore, the adoption of a hydraulic multi-plate clutch and a hydraulic control system is premised, and it is difficult to develop this transmission into a manual transmission or the like (problem 9).

(5) Problems with the transmission disclosed in German Patent No. 3152696: In this transmission, the setting of the gear ratio is limited. Specifically, the first gear
The speed ratio interval between the second speed and the fifth speed to the sixth speed, and the second speed to the third speed
Speed and fourth-fifth speed ratio ratio intervals are the same.
(Issue 10).

The transmission ratio width of this transmission is "6.3", and this publication does not disclose any means for further increasing the transmission ratio width (problem 11).

Further, in the shifting operation, it is necessary to operate three shifting clutches at the same time, and it is difficult to adopt a shifting mechanism using a synchro synchronization device as in a normal manual shifting device. Therefore, the hydraulic multi-plate clutch,
Since the use of a hydraulic control system is premised, it is difficult to develop this transmission into a manual transmission or the like (problem 12).

The number of gear meshes at the first, fifth, and sixth speeds is three (the number of gear pairs transmitting power is three).
Gear noise generated during traveling increases. In particular, gear noise increases at the fifth and sixth speeds (problem 1
3).

An object of the present invention is to provide a transmission that has a high degree of freedom in setting a transmission ratio, has a wide transmission ratio range, and can be variously developed without changing the basic configuration.

[0024]

SUMMARY OF THE INVENTION A transmission according to a first aspect of the present invention has the following power transmission shaft and gear pair. First and second input shafts 1, 7 arranged coaxially and selectively receiving power; first and second input shafts 1, 7
Third and fourth shafts 3, which are parallel to and coaxial with each other,
4; a fifth shaft 2 connectable to and coaxial with the second input shaft 7; a first shaft arranged to be able to transmit power between the first input shaft 1 and the third shaft 3 Gear pair A; first input shaft 1
Second gear pair B arranged to be able to selectively transmit power between the second input shaft 7 and the fourth shaft 4; Third and fourth gear pairs C and D arranged to be able to transmit power between the first and third shafts 1 and 3; Fifth gear pair F; sixth gear pair F arranged so as to be able to transmit power between fourth shaft 4 and fifth shaft 2; between fifth shaft 2 and third shaft 3 And a seventh gear pair G arranged so as to be able to transmit power.

The transmission according to the second aspect of the present invention has the following power transmission shaft and gear pair. First and second input shafts 1, 7 arranged coaxially with each other and selectively receiving power; third, third input shafts 1, 7 arranged parallel to the first and second input shafts 1, 7 and coaxially with each other 4th shafts 3 and 4; 5th shaft 2 arranged coaxially and connectably with the second input shaft 7; power is transmitted from the first input shaft 1 when the shift speed is an even number, and the transmission is performed. When the gear is a low gear, the fourth power
Gears A and B for even-numbered stages that are transmitted to the third shaft 3 in the case of a high-speed stage; power is transmitted from the second input shaft 7 in the case of an odd-numbered stage. An odd-numbered gear pair C, D for transmitting the transmitted power to the fourth shaft 4 when the shift speed is a low speed stage; the power is reduced from the fourth shaft 4 to the fifth shaft 2; And a reduction gear pair F for transmitting the power between the third shaft 3 and the fifth shaft 2 at a reduced or increased speed.

According to the transmission of the present invention, since power is transmitted through different "combinations of gear pairs" at each gear, a gear using two input gears at the same time as in the prior art is provided. Absent. As a result, it is possible to set the gear ratios of the respective gears individually (independently of each other) (corresponding to the above problems 1, 6, 7, and 10).

According to the transmission of the present invention, by providing the third and fourth shafts, that is, by doubling the counter shaft (twin output structure), the power transmission paths on the low speed side and the high speed side are provided. Can be configured independently of each other. Thus, it is possible to secure the gear ratio width of 7 to 8 levels.

According to the transmission of the present invention, means for selectively transmitting the power of the engine to the input side of the transmission to the first and second input shafts in order to secure a necessary gear position. (Preferably a clutch) is sufficient. Therefore,
The structures of the transmission and its control system are simplified, and an inexpensive transmission can be provided.

According to the transmission of the present invention, the power input to the fourth shaft (second counter shaft) can be further reduced (output reduction structure). As a result, the load applied to the input gear at each forward speed can be reduced, and the width of these gears can be reduced. As a result, the size and weight of the entire transmission can be reduced. Therefore, even if a so-called twin clutch mechanism is connected to the input side of the transmission according to the present invention, an increase in the overall length and weight of the transmission is suppressed, so that the transmission according to the present invention is very advantageous as a twin clutch type transmission. It has a structure (corresponding to the above problem 4).

The transmission according to the present invention is disclosed in
No need to provide clutches on both the input side and the output side as in the transmission disclosed in JP-A-286650, and it is not necessary to simultaneously control both the input side and the output side clutches during shifting. In addition, the structure of the control system can be simplified, and the control at the time of gear shifting becomes easy (corresponding to the above problem 5). Therefore, since the transmission according to the present invention can be easily controlled automatically, it is automated and is suitably used as a manual transmission (manual transmission). When the manual transmission is automated as described above, a driving unit for automatically rotating or connecting a predetermined gear to a shaft, or a driving unit for connecting or disconnecting shafts, and these driving units are used. Control means for automatically controlling according to the operator's intention or driving situation is provided. As such a driving means, for example, an actuator for driving each sleeve of each synchronizer is provided, and a means for automatically controlling these actuators is provided. In addition,
A means is provided for connecting a clutch to the input side (or output side) of the transmission and automatically controlling this in accordance with the intention of the operator or the driving situation.

The transmission according to the present invention can be used as an automatic transmission or a manual transmission without changing the basic configuration. That is, the transmission with the same base according to the present invention can be widely developed and varied from an automatic transmission to a manual transmission. Further, the transmission according to the present invention is suitably adopted as a transmission for 2WD (two-wheel drive) or 4WD (four-wheel drive) without impairing the effects of the present invention. Thus, according to the present invention, a wide variety of needs can be met with the same base transmission according to the present invention. Further, in terms of production, the transmission according to the present invention can be mixed-produced on the same line, and an increase in production cost can be suppressed (corresponding to the above problems 2, 9, and 12).

According to the transmission of the present invention, the transfer connected to the output side of the transmission can be made biaxial, and the transfer biaxial makes it possible to simplify the structure of the transfer. As a result, the weight and cost of the power transmission device as a whole can be significantly reduced.

As another great effect of the two-axis transfer, noise during traveling is reduced. The reason for this is that the number of gear pairs that transmit power decreases (the number of gear meshes decreases). In particular, in the high-speed stage, the number of gear pairs for transmitting power is reduced (corresponding to the above problem 13).

The transmission disclosed in German Patent 3,926,570, German Patent 4,330,170, and German Patent 3,313,156 has a configuration that cannot cope with such a two-axis transfer.

According to the transmission of the present invention, the meshing of the gears inside the transfer connected to the transmission can be made a simple pair of meshes by doubling the output system. This makes it easy to take measures to reduce noise, and also facilitates production management. According to the conventional three-axis transfer, the intermediate gear meshes with the input gear and the output gear simultaneously, and both meshes of the intermediate gear mutually affect each meshing state. It is difficult to determine the optimal method for correcting the tooth profile.

[0036]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described.

[Counter Double Structure, Twin Output Structure] In a preferred embodiment of the transmission according to the present invention, the input system includes an even-numbered stage and an odd-numbered stage (REV (reverse)).
). This makes it possible to reduce power cuts during a gear shifting operation when the transmission is automated. The output system is divided into a low-speed stage (including REV) and a high-speed stage (twin output structure). More preferably,
The output system is doubled, the power via the third axis (first counter axis) is output as it is or at an increased speed, and the power via the fourth axis (second counter axis) is further decelerated. (The counter double structure + the twin output structure). With such an input / output system,
Despite having a simple structure, the speed ratio width can be increased. Also, with the above twin output structure,
It is possible to divide the low speed side and the high speed side to set independent gear ratios. Thus, the gear ratio width is 7
It is possible to increase the level up to 8 levels (corresponding to the above problems 3, 8, and 11).

In a preferred embodiment of the transmission according to the present invention, a third shaft (first counter shaft) is used as an output shaft, and the third shaft is connected to a two-shaft transfer mechanism. Used as a transmission for 4WD.
In a preferred embodiment of the transmission according to the present invention, the transmission is used as a 2WD transmission having a fifth shaft as an output shaft.

[Output Reduction Structure] In a preferred embodiment of the transmission according to the present invention, when the output shaft of the transmission is the third shaft (first counter shaft), the fifth shaft is connected to the fifth shaft. A seventh gear pair acting between the third shafts functions to perform a speed reduction action. When the output shaft of the transmission is the fifth shaft, the seventh gear pair functions to increase the speed.

In the preferred embodiment of the transmission according to the present invention, power is transmitted from the first input shaft to the third and fourth shafts via the same gear pair in two of the forward gears. It is configured such that power is selectively transmitted to one of them.

The transmission according to the present invention, in a preferred embodiment thereof, is provided with means (synchronizer) for directly connecting the second and fifth shafts.

In a preferred embodiment of the transmission according to the present invention, the gear connected to the shaft is formed integrally with the shaft.

In the preferred embodiment of the transmission according to the present invention, the configuration of the synchronizing device for connecting the gear, which is freely rotatable on the shaft and connectable to the shaft, to the shaft is not particularly limited. For example, a hub sleeve and a conical clutch acting between the gear and the hub sleeve are provided so as to be slidable on the shaft and integrally rotate, and the hub sleeve is slid at the time of shifting, and the shaft and the gear are operated by the action of the conical clutch. The synchronization device is configured such that the rotation is gradually synchronized and the hub sleeve and the gear are engaged after the synchronization is completed.
In some cases, the synchronization device may include a clutch and a hydraulic control device for the clutch.

In a preferred embodiment, the transmission according to the present invention is used as a transmission having six forward speeds and one reverse speed. In some cases, the transmission is used as a six-speed forward transmission without providing a reverse gear pair. Further, it is possible to add a gear pair and a shaft to use as a multi-stage transmission.

[0045]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In order to further clarify the embodiment of the present invention described above, an embodiment of the present invention will be described below with reference to the drawings.

[First Embodiment] The transmission according to the first embodiment is
This is a 4WD transmission device having a twin clutch on the input side, a transfer device having high and low speed stages connected to the output side, and having six forward speeds and one reverse speed.

FIG. 1 is a gear train diagram of the transmission according to the first embodiment of the present invention. FIG. 2 is a longitudinal sectional view of the transmission having the gear train configuration shown in FIG. Referring to FIG. 1, the transmission includes an engine drive shaft 5, first and second input clutches (twin clutch mechanisms) C1 and C2,
A hollow first input shaft 1, a first input shaft 1 disposed coaxially with the engine drive shaft 5 with the first and second input clutches C1 and C2 interposed therebetween;
A second input shaft 7, which is coaxially inserted in the input shaft 1, a reduction shaft (fifth shaft) 2 coaxially arranged on the other side (output side) of the second input shaft 7, and a second input. A hollow second counter shaft 4 (fourth shaft) disposed in parallel with the shaft 7 and the reduction shaft 2, and an output shaft (third shaft, first shaft) that is coaxially inserted through the second counter shaft 4.
Counter axis) 3.

The engine drive shaft 5 is connected to a case 6 of first and second input clutches C1 and C2 having a known structure. Inside the case 6, first and second input clutches C1 and C2 selectively engaged with the case 6 are arranged in parallel in the axial direction. First input clutch C1
Has a first clutch disc 8 attached to the first input shaft 1. Similarly, the second input clutch C2
Has a second clutch disc 9 attached to the second input shaft 7.

The first input shaft 1 has a first bearing 10
, And is axially supported by the case 11 of the transmission.

One side (input side) of the second input shaft 7 is connected to the first input shaft 1 by the second and third bearings 12 and 13.
Is pivotally supported with respect to the inner peripheral portion of. The other side of the second input shaft 7 is pivotally supported by a pilot bearing 14 arranged inside one end of the speed reduction shaft 2 that is expanded.

One end of the deceleration shaft 2 has a sixth synchronization device S
The other end is supported by a ninth bearing 35 disposed on the other side (rearward) of the transmission 6, and the other end is supported by a case 30, 37 of the transmission via a tenth bearing 36.

The output shaft 3 is rotatably supported at both ends thereof by casings 11 and 37 of the transmission via eleventh and twelfth bearings 38 and 39, respectively.

The second counter shaft 4 has a hollow structure. One end inner peripheral surface is supported by a thirteenth bearing 40 on the output shaft 3, and the other outer peripheral surface is a fourteenth bearing 4.
1 and is rotatably supported by the case 30 of the transmission.

[First and second forward gear pairs A and B]
On the other side of the first bearing 10 on the input shaft 1
First and second input gears 15 and 16 integrally formed with the first input shaft 1 are provided. On the other hand, on the output shaft 3, the first
On the other side of the bearing 38, a sixth-speed gear 22 and a second-fourth-speed shared gear 23 are rotatably supported so as to be freely rotatable and connectable via fourth and fifth bearings 20, 21, respectively. . The 2nd-4th speed shared gear 23 can be selectively connected to either the output shaft 3 or the second counter shaft 4. First
The first and second input gears 15 and 16 on the input shaft 1 are meshed with the sixth speed gear 22 and the second and fourth speed shared gears 23 on the output shaft 3, respectively. Forward gear pair A,
B respectively.

[First to Third Synchronizing Devices S1 to S3] Sixth
A first gear for connecting the sixth speed gear 22 to the output shaft 3 is provided between the speed gear 22 and the output shaft 3 for selectively transmitting power from the first input shaft 1 to the output shaft 3. Synchronizer S1 is disposed. On the other hand, between the one side of the second-fourth speed shared gear 23 and the output shaft 3, the power is selectively transmitted from the first input shaft 1 to the output shaft 3. Is connected to the output shaft 3. To selectively transmit the power from the first input shaft 1 to the second counter shaft 4, the second to fourth speed shared gears 23 and the other side of the second counter shaft 4 are selectively connected to each other. A third synchronizing device S3 for connecting the shared speed gear 23 to the second counter shaft 4 is arranged.

[Third forward gear pair C] Second input shaft 7
On the other side, a third input gear 24 integrally formed with this shaft is provided on the other side of the second forward gear pair B. on the other hand,
On the other side of the second forward gear pair B on the second counter shaft 4, a first speed gear 28 that is rotatably supported and rotatably connected via a seventh bearing 27 is supported. ing. The third input gear 24 and the first speed gear 28 are meshed with each other to form a third forward gear pair C.

[Fourth Synchronizing Device S4] First speed gear 28
In order to selectively transmit power from the second input shaft 7 to the second counter shaft 4, the first
A fourth synchronizing device S4 for connecting the speed gear 28 to the second counter shaft 4 is arranged.

[Fourth Forward Gear Pair D] On the other side of the third forward gear pair C on the second input shaft 7, a sixth bearing 25 is provided so as to freely rotate. Four input gears 26 are pivotally supported. On the other hand, on the other side of the third forward gear pair C on the second counter shaft 4, a third speed gear 29 formed integrally with the shaft is provided. Fourth input gear 26
And the third speed gear 29 mesh with each other to form a fourth forward gear pair D.

[Fifth synchronizer S5] Fourth input gear 2
Between the second input shaft 7 and the second input shaft 7.
A fifth synchronizing device S5 for connecting the fourth input gear 26 to the second input shaft 7 to selectively transmit power to the counter shaft 4 is provided.

[Sixth Synchronizing Device for Direct Connection] Between the second input shaft 7 and the deceleration shaft 2, one of the forward gears is in a state where the second input shaft 7 and the deceleration shaft 2 are directly connected. The second
A sixth synchronizer S6 for directly connecting the other end of the input shaft 7 to the expanded one end of the reduction shaft 2 is provided.

[Reverse Gear Pair E] Case 1 of Transmission
A reverse idler gear 32 is pivotally supported on an idler shaft 31 supported by the first and third gears 30. Second counter shaft 4
A reverse idle gear 34 is rotatably supported by an eighth bearing 33 between the third and fourth forward gear pairs C and D so as to be idle and connectable. The third input gear 24 meshes with an idler gear 32, and the idler gear 32 meshes with a reverse idler gear 34. The third input gear 24, the idler gear 32 and the reverse idler gear 34 constitute a reverse gear pair E.

[Seventh Synchronizing Device S7] Idling Gear 3 for Reverse
In order to selectively transmit reverse power from the second input shaft 7 to the second counter shaft 4 between the second counter shaft 4 and the second counter shaft 4, the reverse idle gear 34 is connected to the second counter shaft 4. A seventh synchronizer S7 for coupling to the shaft 4 is arranged.

[First Reduction Gear Pair F] The other side (rear) of the fourteenth bearing 41 that supports the second counter shaft 4.
, A first reduction gear 46 fitted on the second counter shaft 4 via a first spline 45 is disposed. On the other hand, on the other side (rear) of the ninth bearing 35 that supports the reduction shaft 2, a second spline 47 is provided on the reduction shaft 2.
The second reduction gear 48 fitted via the second gear is disposed. The first and second reduction gears 46 and 48 are meshed with each other, and constitute a first reduction gear pair F for forward low speed and reverse.

[First output gear pair G] On the other side (rear side) of the first reduction gear pair F, a first output gear pair G fitted on the reduction shaft 2 via a third spline 49 is provided. An output gear 50 is provided. On the other hand, a second output gear 51 integrally formed with the output shaft 3 is provided on the output shaft 3. The first and second output gears 50 and 51 mesh with each other to form a first output gear pair (seventh gear pair) G.

[Axial Bearing] In order to support the axial load applied by the meshing of the first and second input gears 15 and 16 mounted on the second input shaft 7 and the other gears, the first and second input gears are supported. The first thrust bearing 1 is located between the other end of the first input shaft 1 and a flange 17 formed on an intermediate portion of the second input shaft 7.
8 are arranged. Further, a portion fixed to the second input shaft 7 common to the fifth and sixth synchronizing devices S5 and S6 disposed at the other end of the second input shaft 7, and one side expansion of the reduction shaft 2 A second thrust bearing 19 is arranged between the opening and a part of the sixth synchronizing device.

In order to support the axial load applied by the meshing of the idler gears 28, 29, and 34 for the first speed, the third speed, and the reverse on the second counter shaft 4, and the other gears, A third thrust bearing 42 is disposed between a portion of the second synchronizer S2 fixed on the output shaft 3 and one side surface of the second-fourth-speed shared gear 23. A fourth thrust bearing 43 is disposed between one end of the second counter shaft 4 and the other side surface of the second-fourth-speed shared gear 23.
Further, the output side end of the second counter shaft 4 and the output shaft 3
A fifth thrust bearing 44 is disposed between the second output gear 51 and one side surface of the second output gear 51 connected to the second output gear 51.

[Transfer Apparatus] A transfer apparatus is connected to the output side of this transmission in order to transmit the output of the transmission described above from the other end (rear) of the output shaft 3 to the axle before and after being taken out. This transfer device has two axes, a transfer input shaft 53 and a transfer output shaft 55, which are arranged in parallel with each other. One end of the transfer input shaft 53 is spline-coupled to the output shaft 3 via a fourth spline 54. Both ends of the transfer input shaft 53 are connected to the fifteenth and sixteenth bearings 5.
The shafts are supported by the cases 52 and 66 via the members 6 and 57, respectively. Both ends of the transfer output shaft 55 are connected to the cases 52, 66 via the seventeenth and eighteenth bearings 58, 59.
Each is pivotally supported.

On the transfer input shaft 53, a high-speed input gear 60 and a low-speed input gear 61 are mounted so as to be idle and connectable. On the output shaft 55, an output gear 62 for high speed and an output gear 63 for low speed are integrally formed with the shaft. The high-speed input gear 60 and the low-speed input gear 61 mesh with a high-speed output gear 62 and a low-speed output gear 63, respectively, to form a high-speed gear pair H and a low-speed gear pair I, respectively. are doing.

To connect the high-speed input gear 60 to the transfer input shaft 53, an eighth synchronizing device S8 is provided between the transfer input shaft 53 and the other side of the high-speed input gear 60.
Is arranged. On the other hand, in order to connect the low-speed input gear 61 to the transfer input shaft 53, a ninth synchronizer S9 is arranged between the transfer input shaft 53 and one side of the low-speed input gear 61.

In order to transmit the power transmitted via the high-speed gear pair H or the high-speed gear pair I from the transfer output shaft 55 to the front axle and the rear axle, an output is provided at both ends of the transfer output shaft 55. Flanges 64 and 65 are provided respectively.

Next, with reference to FIGS. 3A and 3B, a description will be given of a power transmission state at each shift speed of the transmission shown in FIG. FIGS. 3 (A) and 3 (B) show a clutch which is engaged or operated, a synchronizer, and a gear pair which transmits power in each shift speed, respectively, and FIG. 3 (A) shows a transfer (T / F) high speed (B) shows the state at the time of the transfer (T / F) low speed stage. As shown in FIGS. 3A and 3B, the transfer (T / F)
The operation of the transmission at the high speed and the low speed is the same.

[First Speed] The second input clutch C2 is connected to the engine output shaft 5, the fourth synchronizing device S4 is operated, and the first speed gear 28 is connected to the second counter shaft 4. . The power from the engine is supplied to the second input clutch C2 →
Second input shaft 7 → third forward gear pair C → second counter shaft 4 → first reduction gear pair F → first output gear pair G
, And is output from the output shaft 3 to the transfer input shaft 53.

[Second speed] The first input clutch C1 is connected to the engine output shaft 5, the third synchronizing device S3 is operated, and the second to fourth speed shared gear 23 is connected to the second counter shaft 4. Is done. The power from the engine is supplied from the first input clutch C1 → the first input shaft 1 → the second forward gear pair B → the second counter shaft 4 → the first reduction gear pair F → the first output. Via the gear pair G, from the output shaft 3 to the transfer input shaft 5
3 is output.

[Third speed] The second input clutch C2 is connected to the engine output shaft 5, the fifth synchronizer S5 is operated, and the fourth input gear 26 is connected to the second input shaft 4. . The power from the engine is supplied to the second input clutch C2 →
Second input shaft 7 → fourth forward gear pair D → second counter shaft 4 → first reduction gear pair F → first output gear pair G
, And is output from the output shaft 3 to the transfer input shaft 53.

[Fourth speed] The first input clutch C1 is connected to the engine output shaft 5, the second synchronizing device S2 is operated, and the second-fourth speed shared gear 23 is connected to the output shaft 3.
The power from the engine is supplied from the first input clutch C1 to the first input clutch C1.
Is output from the output shaft 3 to the transfer input shaft 53 via the input shaft 1 → the second forward gear pair B.

[Fifth speed] The second input clutch C2 is connected to the engine output shaft 5, the sixth synchronizing device S6 is operated, and the second input shaft 7 and the reduction shaft 2 are directly connected. The power from the engine is output from the output shaft 3 to the transfer input shaft 53 via the second input clutch C2 → the second input shaft 7 → the reduction shaft 2 → the first output gear pair G.

[Sixth speed] The first input clutch C1 is connected to the engine output shaft 5, the first synchronizer S1 is operated, and the sixth speed gear 22 is connected to the output shaft 3. Power from the engine is output from the output shaft 3 to the transfer input shaft 53 via the first input clutch C1 → the first input shaft 1 → the first forward gear pair A.

[REV (reverse)] Second input clutch C
2 is connected to the engine output shaft 5 and a seventh synchronizing device S7
Is operated to move the reverse idler gear 34 into the second counter shaft 4.
Linked to The power from the engine is supplied to the second input clutch C2 → the second input shaft 7 → the reverse gear pair E → the second counter shaft 4 → the first reduction gear pair F → the first output gear pair G. Via the output shaft 3 to the transfer input shaft 53
Output to

[When Transfer High-Speed Stage is Selected] FIG. 3 (A)
, When the transfer high-speed stage is selected, the eighth synchronizer S8 operates to connect the high-speed stage input gear 60 to the transfer input shaft 53. Output shaft 3
Is transmitted from the transfer output shaft 55 to the transfer input shaft 53 via the high-speed gear pair H.

[When the transfer low-speed stage is selected] FIG. 3 (B)
, When the transfer low speed is selected, the ninth synchronizer S9 operates to connect the low speed input gear 61 to the transfer input shaft 53. Output shaft 3
Is transmitted from the transfer output shaft 55 to the transfer input shaft 53 via the low-speed gear pair I.

Next, an example of setting the gear ratio in the transmission shown in FIG. 1 will be described. Table 1 shows an example of the gear ratio setting when the transfer high-speed stage is selected, and Table 2 shows an example of the gear ratio setting when the transfer low-speed stage is selected. In addition, the input gear reduction ratio is the first to fourth
Of the forward gear pair A to D and the reverse gear pair E, the reduction gear reduction ratio is the reduction ratio of the first reduction gear pair F, and the output gear reduction ratio is the first output gear pair. G shows the reduction ratio.

[0082]

[Table 1] [When transfer high-speed stage is selected]

[0083]

[Table 2] [When transfer low-speed stage is selected]

In this transmission, the number of engagements is three (the number of gear pairs for transmitting power is three) in the case of a low speed stage.
), The number of engagements is one in the case of the high speed stage (the number of gear pairs for transmitting power is one), and the number of engagements is increased by one in the low speed side as compared with the known manual transmission. It decreases once at the step side. However, considering the transfer device, the total number of gear engagements from the input of the transmission to the transfer output is four in the low speed stage and two in the high speed stage. Therefore, the total number of gear engagements in the transmission and the transfer device is the same as that in the case of the low speed stage, and is halved in the case of the high speed stage. Thus, gear meshing noise during high-speed running is particularly reduced.

When the gear ratio is set as shown in Table 3 (A) (when the transfer high speed is selected), the gear ratio width of the transmission according to the first embodiment is "7.76". Table 3 (B)
(When the transfer low-speed stage is selected), the transmission ratio width of the transmission according to the first embodiment is “7.7”.
8 ".

[Second Embodiment] Next, a transmission according to a second embodiment of the present invention will be described. The transmission according to the second embodiment is a 2WD transmission that includes a twin clutch on the input side and has six forward speeds and one reverse speed. Hereinafter, Example 2
For the transmission having the same configuration as that of the transmission according to the first embodiment, the description thereof will be omitted as appropriate in order to avoid duplication, and portions mainly having different configurations will be mainly described in detail.

FIG. 4 is a gear train diagram of a transmission according to a second embodiment of the present invention. Referring to FIG. 4, in the transmission according to the second embodiment, the transfer device is not connected to the output side, and the third shaft is the second counter shaft 70.
, The fifth shaft functions as the output shaft 67, and the seventh gear pair functions as the second output gear pair J, and has the same configuration as the transmission according to the first embodiment. Have. The second output gear pair J includes a third output gear 69 engaged with the output shaft 67 via a spline 68 and a fourth output gear 69 integrally formed on the first counter shaft 70. And an output gear 71.

Next, with reference to FIG. 5, a description will be given of the power transmission state at each shift speed of the transmission shown in FIG. FIG.
5 is a diagram showing a clutch that is engaged or operated, a synchronizing device, and a gear pair that transmits power in each shift speed of the transmission shown in FIG. 4.

[First speed] The second input clutch C2 is connected to the engine output shaft 5, and the fourth synchronizing device S4 is operated. The power is output from the output shaft 67 via the third forward gear pair C, the second counter shaft 4, and the first reduction gear pair F.

[Second speed] The first input clutch C1 is connected to the engine output shaft 5, and the third synchronizing device S3 is operated. The power is output from the output shaft 67 via the second forward gear pair B, the second counter shaft 4, and the first reduction gear pair F.

[Third speed] The first input clutch C2 is connected to the engine output shaft 5, and the fifth synchronizer S5 is operated. The power is output from the output shaft 67 via the fourth forward gear pair D, the second counter shaft 4, and the first reduction gear pair F.

[Fourth speed] The first input clutch C1 is connected to the engine output shaft 5, and the second synchronizer S2 is operated. The power is output from the output shaft 67 via the second forward gear pair B, the first counter shaft 70, and the second output gear pair J.

[Fifth speed] The second input clutch C2 is connected to the engine output shaft 5, and the sixth synchronizer S6 is operated. The power is directly output from the output shaft 67.

[Sixth speed] The first input clutch C1 is connected to the engine output shaft 5, and the first synchronizer S1 is operated. The power is output from an output shaft 67 via a first forward gear pair A, a first counter shaft 70, and a second output gear pair J.

[REV (reverse)] Second input clutch C
2 is connected to the engine output shaft 5 and a seventh synchronizing device S7
Is activated. The power is output from the output shaft 67 via the reverse gear pair E, the second counter shaft 4, and the first reduction gear pair F.

Next, an example of setting the gear ratio in the transmission according to the second embodiment will be described. Table 3 shows an example of this gear ratio setting. When the gear ratio is set as shown in Table 3, the gear ratio width of the transmission according to the second embodiment is “7.78”.

[0097]

[Table 3] [When high-speed transfer is selected]

[0098]

According to the present invention, a transmission having a high degree of freedom in setting the gear ratio and a wide gear ratio range is provided. Further, the transmission according to the present invention is applicable to a wide range of applications from a manual transmission to an automatic transmission and from 2WD to 4WD without changing the basic configuration. In addition, the transmission according to the present invention can be suitably used as an automatically controlled manual transmission because the transmission control is easy. Further, when the transmission according to the present invention is used as a manual transmission that is automatically controlled, it is possible to reduce power cutoff during a shift operation.

[Brief description of the drawings]

FIG. 1 is a gear train diagram of a transmission according to a first embodiment of the present invention.

FIG. 2 is a longitudinal sectional view of a transmission having the gear train configuration shown in FIG.

FIG. 3 is a diagram showing a synchronizing device and a clutch that are engaged or activated and a gear pair that transmits power in each shift speed of the transmission shown in FIG. 1;

FIG. 4 is a gear train diagram of a transmission according to a second embodiment of the present invention.

FIG. 5 is a diagram showing a synchronizing device and a clutch that are engaged or activated in each shift speed of the transmission shown in FIG. 4, and a gear pair that transmits power.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 1st input shaft 2 Reduction axis (5th axis) 3 1st counter axis (3rd axis) 4 2nd counter axis (4th axis) 5 Engine drive shaft 6 Case of twin clutch mechanism 7 Second input shaft 8 First clutch disc 9 Second clutch disc 10 First bearing 11 Case of transmission 12 Second bearing 13 Third bearing 14 Pilot bearing 15 First input gear (first Gear) 16 second input gear (third gear) 17 flange portion of second input shaft 18 first thrust bearing 19 second thrust bearing 20 fourth bearing 21 fifth bearing 22 for sixth speed Gear (second gear) 23 2nd-4th speed shared gear (4th gear) 24 3rd input gear (5th gear) 25 6th bearing 26 4th input gear (7th gear) 27) seventh bearing 28 first-speed gear (sixth gear) 29 third-speed gear (eighth gear) 30 case of transmission 31 idler shaft 32 idler gear (ninth gear) 33 eighth Bearing 34 Reverse idler gear (tenth gear) 35 Ninth bearing 36 Tenth bearing 37 Transmission case 38 Eleventh bearing 39 Twelfth bearing 40 Thirteenth bearing 41 Fourteenth bearing 42 First No. 3 thrust bearing 43 Fourth thrust bearing 44 Fifth thrust bearing 45 First spline 46 First reduction gear (eleventh gear) 47 Second spline 48 Second reduction gear (twelfth gear) 49) Third spline 50 First output gear (13th gear) 51 Second output gear (14th gear) Gear) 52 transmission case 53 transfer input shaft 54 fourth spline 55 transfer output shaft 56 fifteenth bearing 57 sixteenth bearing 58 seventeenth bearing 59 eighteenth bearing 60 input gear for high speed gear 61 for low speed gear Input gear 62 High-speed output gear 63 Low-speed output gear 64 First output flange 65 Second output flange 66 Transmission case 68 Fifth spline 69 Third output gear (thirteenth gear) 70 First counter shaft (third shaft) 71 Fourth output gear (fourteenth gear) C1 first input clutch C2 second input clutch A First forward gear pair (first gear pair) B) Second forward gear pair (second gear pair) C Third forward gear pair (third gear pair) D Fourth forward gear pair (fourth gear pair) E Reverse gear pair (fifth gear pair) F First reduction gear pair (sixth gear pair) G First output gear pair (seventh gear pair) H Low speed gear pair I High speed Step gear pair J Second output gear pair (seventh gear pair) S1 First synchronizer S2 Second synchronizer S3 Third synchronizer S4 Fourth synchronizer S5 Fifth synchronizer S6 Sixth synchronizer S7 Seventh synchronizer S8 Eighth synchronizer S9 Ninth synchronizer

Continued on the front page F term (reference) 3J028 EA07 EA09 EA25 EB08 EB13 EB31 EB33 EB37 EB62 EB66 EB67 FA06 FA13 FB04 FB05 FC32 FC42 FC65 GA02 HB09

Claims (6)

[Claims] 1. A first and second input shafts 1, 7 arranged coaxially and selectively receiving power, parallel to the first and second input shafts 1, 7 and coaxial with each other. The third and fourth shafts 3 and 4 arranged, the fifth shaft 2 which is coaxially arranged with the second input shaft 7 and is connected to the first input shaft 1 A first gear 15;
The first shaft 3 is arranged so as to be idle and connectable on the third shaft 3.
A first gear pair A composed of a second gear 22 meshing with the first gear 15; a third gear 16 connected on the first input shaft 1;
The third shaft 3 is rotatable and the third and fourth shafts 3,
4 is disposed so as to be selectively connectable to any one of
A second gear pair B composed of a fourth gear 23 meshing with the second gear 16, a fifth gear 24 connected on the second input shaft 7,
The fifth shaft 4 is arranged so as to be idle and connectable on the fourth shaft 4.
A third gear pair C composed of a sixth gear 28 meshing with the second gear 24, and a seventh gear 26 arranged on the second input shaft 7 so as to be idle and connectable. The seventh shaft connected to the fourth shaft 4
A fourth gear pair D composed of an eighth gear 29 meshing with the second gear 26; a fifth gear 24; and a ninth gear meshing with the fifth gear 24. A tenth gear 32 which is disposed on the fourth shaft 4 so as to be idle and connectable with the ninth gear 32;
Fifth gear pair E for reverse, comprising:
An eleventh gear 46 connected on the fourth shaft 4 and a twelfth gear 48 connected on the fifth shaft 2 and meshing with the eleventh gear 46. A sixth gear pair F, a thirteenth gear 50 connected on the fifth shaft 2 and a thirteenth gear 50 connected on the third shaft 3 A transmission, comprising: a seventh gear pair G including a fourteenth gear 51. 2. The first input shaft 1 is hollow.
The second input shaft 7 is inserted through the inside of the input shaft 1, and the other end of the second input shaft 7 enters the expanded one end of the fifth shaft 2 and is supported. The fourth shaft 4 is hollow, and the third shaft 3 is inserted through the fourth shaft 4, and between the first and second gear pairs A and B on the third shaft 3. A first synchronizing device S1 which is arranged respectively and can connect the second gear 22 to the third shaft 3 and a second synchronizing device S1 which can connect the fourth gear 23 to the third shaft 3 Device S2
And a third synchronizing member disposed on the fourth shaft 4 between the second and third gear pairs B and C, and capable of connecting the fourth gear 23 to the fourth shaft 4. Device S3 and a fourth synchronizing device S4 capable of connecting said sixth gear 28 to said fourth shaft 4
The fourth gear pair D and the fifth gear pair D on the second input shaft 7.
A fifth synchronizing device S5, which is disposed between the expanded one end of the shaft 2 and is capable of connecting the seventh gear 26 to the second input shaft 7, and a fifth synchronizing device S5. A sixth synchronizer S6 that can be directly connected to the fifth shaft 2; a seventh synchronizer S7 that can connect the tenth gear 34 to the fourth shaft 4 on the fourth shaft 4; The transmission according to claim 1, comprising: 3. A first axial bearing means disposed between the flange and the other end of the first input shaft 1 with a flange provided on an intermediate portion of the second input shaft 7. 18, second axial bearing means 19 disposed between a portion of the sixth synchronizer S6 fixed to the second input shaft 7 and one end of the fifth shaft 2; Third axial bearing means 42 disposed between a portion of the second synchronizing device S2 fixed on the third shaft 3 and one side surface of the fourth gear 23; A fourth axial bearing means 43 disposed between one end of the fourth shaft 4 and the other side surface of the fourth gear 23; the other end of the fourth shaft 4; 5. The transmission according to claim 2, further comprising: a fifth axial bearing means disposed between the shaft and the one side surface of the fourteenth gear. 5. Location. 4. A transfer input shaft 53 connected to the third shaft 3, a transfer output shaft 55 arranged in parallel with the transfer input shaft 53 and transmitting power to front and rear axles, and a transfer input shaft. A transfer input gear 60, 61 arranged on the transfer output shaft 55 so as to be idle and connectable, and a transfer output gear 6 connected to the transfer output shaft 55 and meshing with the transfer input gears 60, 61.
2, 63, a transfer gear pair H, I
The transmission according to claim 1, wherein a transfer device including one or a plurality of transfer devices is connected. 5. A first and second input shafts 1, 7 arranged coaxially with each other and selectively receiving power, parallel to the first and second input shafts 1, 7 and coaxial with each other. The third and fourth shafts 3 and 4 arranged, the fifth shaft 2 arranged coaxially and connectably with the second input shaft 7, and the first shaft when the gear stage is an even number stage. Power is transmitted from the input shaft 1, and the transmitted power is transmitted to the fourth shaft 4 when the shift stage is a low speed stage, and is transmitted to the third shaft 4 when the shift stage is a high speed stage.
The power is transmitted from the second input shaft 7 when the gear stage is an odd gear stage, and the transmitted power is transmitted to the lower gear stage when the gear stage is an odd gear stage. In this case, the odd-numbered gear pair C, D transmitted to the fourth shaft 4
A reduction gear pair F for reducing the power transmitted to the fourth shaft 4 and transmitting the reduced power to the fifth shaft 2, and between the third shaft 3 and the fifth shaft 2. A transmission gear pair G for transmitting power at a reduced or increased speed. 6. One of the gear pairs A and B for the even-numbered gears is disposed so as to be selectively connectable to the third shaft 4 and the fourth shaft 4. The transmission according to claim 5, wherein the transmission is connected to the third shaft (3) in the case of (1), and is connected to the fourth shaft (4) in the case of a low speed stage.