JP2001146966A - Parking lock structure of semiautomatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a parking lock structure of semiautomatic transmission using a manually operated transmission system excellent in terms of cost and efficiency and establish a vehicle with automatic trasmission. SOLUTION: The trasmission is structured so that an input shaft and counter shaft are installed in a trasmission case approximately in a parallel arrangement and a first to a fifth shifting gear train are arranged between the input shaft and counter shaft, wherein that end of counter shaft on the side with the fifth gear train is extended from the input shaft, and a parking gear is installed at that end of counter shaft in a position outside the fifth gear train.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a parking lock structure for a semi-automatic transmission, and more particularly to a parking lock structure for a semi-automatic transmission that establishes an automatic transmission vehicle using a manual transmission.

[0002]

2. Description of the Related Art A vehicle is provided with a manual or automatic transmission in order to convert the power of an internal combustion engine as required in accordance with running conditions and to extract it. Such transmissions include:
There are a gear type transmission, a belt type transmission, and the like, and a gear type transmission with small power transmission loss is often used.

A gear-type manual transmission has a plurality of speed change gear trains. The gear train is switched by a shift lever to mesh the gears of each stage, thereby changing the power of the internal combustion engine according to the running conditions. And convert it to the required one.

[0004] In a gear type manual transmission,
As a method of switching the gear ratio, there are, for example, a selective sliding type, a constant mesh type, and the like.

FIGS. 6 and 7 show a selective sliding type manual transmission.
As shown in FIG. 2, an input shaft 210 which is connected to and disconnected from the internal combustion engine by a clutch (not shown) on the internal combustion engine (not shown) side, a counter shaft 212 disposed substantially parallel to the input shaft 210, and a substantially parallel to the input shaft 210 Reverse idler shaft 21
4 have respective transmission gear trains.

The transmission case 20 of the transmission 202
8 has a first case 216 as a right case and a second case 222 as a left case, and a side cover 244 is attached to the second case 222.

[0007] A parking lock structure of the semi-automatic transmission is disclosed in Japanese Patent Application Laid-Open No. 9-295561. A parking lock device for an automatic transmission disclosed in this publication locks an output shaft by blocking a road of a parking gear when a select lever is shifted to a parking position and locks a drive wheel connected to the output shaft. In a parking lock device for an automatic transmission, a lock lever that operates so as to mesh with the parking gear when the engine is stopped and is disengaged from the parking gear when the engine is operating, and an actuator that operates the lock lever are provided. A provided lock mechanism is provided, and control means for operating the lock mechanism is provided to prevent the vehicle from unintentionally starting to move when a slope is stopped.

[0008]

The conventional transmission can be roughly classified into a manual type and an automatic type.

In the market, automatic transmissions, that is, automatic transmissions, occupy a large share.

However, considering the cost of the transmission,
Automatic transmissions have the disadvantage that they are much higher than manual transmissions and are much less efficient.

The demand for automatic transmissions tends to increase in the future, and it is an object of the present invention to establish an automatic transmission vehicle using a manual transmission which is excellent in cost and efficiency.

[0012]

SUMMARY OF THE INVENTION In order to eliminate the above-mentioned disadvantages, the present invention has an input shaft and a counter shaft arranged in a transmission case substantially in parallel with each other. In the transmission provided with the first to fifth transmission gear trains, the end of the counter shaft on the side of the fifth transmission gear train is extended from the input shaft, and the end of the counter shaft located outside the fifth transmission gear train. A parking gear is provided at the end.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION
A transmission having a manual structure can be used as an automatic transmission, and parts such as a transmission case, a transmission gear train, and the number of shafts are made as common as possible to reduce costs.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

1 to 3 show an embodiment of the present invention. In FIG. 1, reference numeral 2 denotes a selective sliding type manual transmission (hereinafter simply referred to as "transmission"), 4 denotes a gear portion, 6 denotes a differential portion which is a differential, and 8 denotes a transmission case. In the transmission case 8, a driving force from an internal combustion engine (not shown) is input / output by an input shaft 10 which is intermittently connected by a clutch (not shown).
And the counter shaft 12 and the reverse idler shaft 14
The transmission 2 is disposed in the longitudinal direction and substantially parallel to the transmission 2.

The input shaft 10 includes a first bearing 20 for an input shaft held on a first wall portion 18 of a first case 16 which is a right case of the transmission case 8 and a second bearing which is a left case of the transmission case 8. It is rotatably supported by the input shaft second bearing 26 held by the second wall 24 of the case 22.

The counter shaft 12 has a first bearing 28 for the counter shaft held on the first wall 18 of the first case 16.
And a countershaft second bearing 30 held on the second wall 24 of the second case 22 so as to be rotatable.

The reverse idler shaft 14 is supported by a first wall 18 and a support 32 fixed to the second case 24.

The input shaft 10 and the counter shaft 12
The gear section 4 having first to fifth transmission gear trains therebetween is disposed.

That is, on the input shaft 10, a first-speed main gear 34, a reverse main gear 36, and a second-speed main gear 38 of a second transmission gear train are fixedly provided in order from the internal combustion engine side. The third speed main gear 40 of the third speed change gear train, the fourth speed main gear 42 of the fourth speed change gear train, and the fifth speed main gear 46 of the fifth speed change gear train in the side case 44 of the transmission case 8 rotate. It is provided freely.

A final drive gear 50 constituting a final reduction mechanism 48 is fixedly provided on the counter shaft 12 sequentially from the internal combustion engine side, and a first-speed counter gear 52 meshing with the first-speed main gear 34 is provided. A second speed counter gear 54 meshing with the second speed main gear 38 is rotatably provided, and a third speed counter gear 56 meshing with the third speed main gear 40, a fourth speed counter gear 58 meshing with the fourth speed main gear 42, and a side case 44. Inside, a fifth-speed counter gear 60 meshing with the fifth-speed main gear 46 is fixedly provided.

A reverse idler gear 62 is rotatably provided on the reverse idler shaft 14. A reverse sleeve 64 is provided integrally with the reverse idler gear 62. The reverse idler gear 62 is
The reverse main gear 36 and a sleeve gear 70 described later
Are provided so as to be able to mesh with each other.

The final drive gear 50 meshes with a final gear (also referred to as a “final driven gear”) 66 provided in the differential section 6.

A first-speed / second-speed sleeve 68 is provided on the counter shaft 12 between the first-speed counter gear 52 and the second-speed counter gear 54. The first-speed / second-speed sleeve 68 is provided integrally with a sleeve gear 70 as a reverse counter gear. The sleeve gear 70 is provided so as to mesh with the reverse idler gear 62.

On the counter shaft 12 between the first-speed / second-speed sleeve 68 and the first-speed counter gear 52, a first-speed synchronization mechanism 7 is provided.
2 are provided. A second speed synchronization mechanism 74 is provided on the counter shaft 12 between the sleeve gear 70 and the second speed counter gear 54.

The input shaft 10 between the third speed main gear 40 and the fourth speed main gear 42 is provided with a third speed / fourth speed sleeve 76.

A third-speed synchronization mechanism 78 is provided on the input shaft 10 between the third-speed / fourth-speed sleeve 76 and the third-speed main gear 40. The input shaft 10 between the third-speed / fourth-speed sleeve 76 and the fourth-speed main gear 42 has a four-speed synchronization mechanism 80.
Is provided.

The input shaft 10 has a fifth speed main gear 46
A fifth speed sleeve 82 is provided adjacent to. The input shaft 10 between the fifth speed sleeve 82 and the fifth speed main gear 46 is provided with a fifth speed synchronization mechanism 84.

At this time, the end of the counter shaft 12 on the fifth transmission gear train side is extended from the input shaft 10,
The parking gear 86 is provided at the end of the counter shaft 12 outside the transmission gear train.

More specifically, as shown in FIG. 1, an end of the counter shaft 12 is connected to a fifth speed main gear 46 of a fifth speed change gear train.
And a lateral portion of the fifth-speed main gear 46, that is, 5
A parking gear 86 is provided at an end of the counter shaft 12 outside the speed main gear 46 and in the side case 44.

Further, the side case 44 is divided into two parts,
A first side case 44 serving as a right side case connected to the second case 22 serving as a left case of the transmission case 8.
-1 and the second side case 44-2 which is a left side case connected to the first side case 44-1 to form the side case 44.

At this time, the side case 44 has a convex shape protruding downward with respect to the mating surface of the transmission case 8 with the second case 22 as the left case.

That is, as shown in FIG. 1, the side case 44 protrudes downward with respect to the mating surface range W of the second case and the side case of the conventional transmission case.

Further, as shown in FIG. 2, the convex shape formed when the side case 44 is projected downward is a hatched area.

The parts related to the parking gear 86 are disposed in the hatched area. That is, FIG.
As shown in the figure, a parking pole 88 meshing with the parking gear 86 is disposed below the parking gear 86, and a parking pole shaft 90 serving as a swing center is provided at one end of the parking pole 88. A meshing portion 88a that meshes with the parking gear 86 is formed on the end side.

A parking rod sleeve 92 is provided in contact with the other end of the parking pawl 88, and the parking pawl 88 is swung by the reciprocating operation of the parking rod sleeve 92, so that the parking gear 86 and the parking pawl 88 mesh. This is for engaging and releasing with the portion 88a.

The parking rod sleeve 92 includes:
Parking inner lever 96 via rod comp 94
And the parking outer lever 98 are provided in communication with each other.

Reference numeral 100 denotes the side case 4
4 to the transmission case 8 with first mounting bolts 10
2 is a second mounting bolt 104 for mounting the second side case 44-2 as the left side case to the first side case 44-1 as the right side case of the side case 44;
A return spring returns the parking pawl 88 to the disengaged state.

Next, the operation will be described.

By operating the parking inner lever 96 and the parking outer lever 98, the operating state is communicated to the parking rod sleeve 92 via the rod comp 94, and the parking rod sleeve 9
2 is moved forward and backward.

The parking rod sleeve 9
The parking pole 88 is swung clockwise or counterclockwise by the forward / backward movement of 2 to engage / disengage the parking gear 86 with the meshing portion 88a of the parking pole 88.

As a result, the lateral portion of the fifth speed main gear 46 of the fifth speed change gear train, that is, the end of the counter shaft 12 outside the fifth speed main gear 46 and the side case 4
The transmission 2 having a manual structure can be used as an automatic transmission by the parking gear 86 disposed in the inside 4, and includes a first case 16 as a right case and a second case 22 as a left case. Transmission case 8
Parts, such as the gear train and the number of gears, the number of shafts, etc. can be shared as much as possible, and the cost can be reduced, which is economically advantageous. In addition, there is no component on the input shaft 10 side with respect to the arrangement position of the parking gear 86, and the parking gear 86 has a high degree of freedom in the radial direction, which is practically advantageous.

Further, by dividing the side case 44 into two parts, the side case 44 can be moved with respect to the mating surface range W of the second case and the side case of the conventional transmission case.
Of the parking gear 86 can be increased.
Can increase the weight of the vehicle, that is, even for a large vehicle, it is possible to increase the parking gear diameter and secure sufficient gear strength without greatly changing the layout.

Further, by forming the side case 44 into a convex shape protruding downward with respect to the mating surface of the transmission case 8 with the second case 22 as the left case,
As is clear from FIGS. 1 to 3, the layout can be made without changing the size of the entire transmission, and the degree of freedom when mounted on the vehicle can be made equal to that of a manual transmission, which is practically advantageous. is there.

Further, when the parking gear 86 is disposed in the side case 44, a large space is secured below the parking gear 86 by the convex shape, and the space functions as a component receiver when parts are lost. In addition, there is no fear of being caught by the parking gear 86 which is a rotating body.

It should be noted that the present invention is not limited to the above-described embodiment, and various application modifications are possible.

For example, in the embodiment of the present invention, when the side case 44 is divided into two parts, the transmission case 8
The first side case 44-1 serving as a right side case connected to the second case 22 serving as the left case, and the second side case 44-2 serving as a left side case connected to the first side case 44-1. Although the side case 44 is formed, when forming the side case 112, the plate member 114 and the side case member 116 are formed.
It is also possible to adopt a special configuration composed of

That is, a flat plate member 114 is connected to the second case 22, which is the left case of the transmission case 8, and a side case member 116 is connected to the plate member 114.

At this time, the plate member 114
Is a second case 22 that is a left case of the transmission case 8.
A first attachment portion connected to the side case member 116
Are connected, and have a second attachment portion having a larger diameter than the first attachment portion.

In this case, one of the two members constituting the side case 112 can be formed in a flat shape, so that the structure of the side case 112 can be simplified, the production becomes easy, and the cost can be reduced. It is economically advantageous.

When the side case is divided into two parts, as shown in FIG. 5, it is also possible to adopt a special structure in which only the part where the side case 122 needs to project downward is divided.

That is, the second case 22 as the left case of the transmission case 8 includes the first side case 124 as the right side case and the second side case 126 as the left side case connected to the first side case 124. The side case 122 is formed.

At this time, the first side case 1
24 encloses all the ends of the input shaft (not shown) of the transmission (not shown) and the second side case 12
Reference numeral 6 surrounds only a parking gear (not shown) disposed at an end of a counter shaft (not shown).

In this case, when the gear diameter of the parking gear is changed, it can be dealt with only by changing the second side case 126 having a small area, so that the cost required for the design change can be kept low. Is economically advantageous.

[0055]

As described above in detail, according to the present invention, the input shaft and the counter shaft are disposed substantially in parallel in the transmission case, and the first to fifth shafts are provided between the input shaft and the counter shaft. In a transmission provided with a transmission gear train, an end of the counter shaft on the fifth transmission gear train side is extended from the input shaft, and a parking gear is provided at an end of the counter shaft outside the fifth transmission gear train. , It is possible to use a transmission having a manual structure as an automatic transmission, and the parts such as the transmission case, the transmission gear train and the number of shafts can be shared as much as possible, and the cost is reduced. And it is economically advantageous, and the dedicated equipment for the automatic transmission is not required, which can contribute to the reduction of processing equipment, and it is configured on the input shaft side with respect to the parking gear arrangement position. No parts, radial freedom of parking gear High, which is advantageous in practical use.

[Brief description of the drawings]

FIG. 1 is a schematic sectional view of a semi-automatic transmission showing an embodiment of the present invention.

FIG. 2 is a schematic side view of a semi-automatic transmission.

FIG. 3 is a schematic side view of the semi-automatic transmission in a state where a second side case serving as a left side case of the side case is removed.

FIG. 4 is a schematic view of a side case showing another first embodiment of the present invention.

FIG. 5 is a schematic view of a side case showing another second embodiment of the present invention.

FIG. 6 is a schematic sectional view of a transmission showing the prior art of the present invention.

FIG. 7 is a schematic side view of the semi-automatic transmission with a side case removed.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 2 Transmission 4 Gear part 6 Differential part 8 Transmission case 10 Input shaft 12 Counter shaft 14 Reverse idler shaft 16 First case 22 Second case 44 Side case 86 Parking gear 88 Parking pole 88a Meshing section 90 Parking pole shaft 92 Parking Rod sleeve 94 Rod comp 96 Parking inner lever 98 Parking outer lever

Claims (3)

[Claims] 1. A transmission in which an input shaft and a counter shaft are disposed substantially in parallel in a transmission case, and first to fifth transmission gear trains are provided between the input shaft and the counter shaft. A semi-automatic transmission characterized in that an end on the side of the fifth transmission gear train extends beyond the input shaft, and a parking gear is disposed at an end of the counter shaft outside the fifth transmission gear train. Parking lock structure. 2. The transmission according to claim 1, wherein the transmission includes a transmission case including a right case and a left case, and a side case surrounding the parking gear, and the side case is divided into two parts. Parking lock structure of semi-automatic transmission. 3. The parking lock structure of a semi-automatic transmission according to claim 1, wherein the side case has a convex shape protruding downward with respect to a mating surface of the transmission case with a left case.