JP2002340112A - Synchronous engaging type gear transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a gear transmission allowing minimizing of a axial dimension of the gear transmission, attaining a required speed change stage. SOLUTION: This transmission is provided with a first input shaft 13 capable of transmitting power from a driving source, a first input gear 14 relatively rotatable with the first input shaft 13, a second input gear 15 relatively rotatable with the first input shaft 13, a second input shaft 16 relatively rotatable with the first input shaft 13 and integrally provided with a third input gear 17 and a fourth input gear 18, an output shaft 20 connected to axle 31 of a vehicle, an output gear unit 21 relatively rotatable with the output shaft 20 and integrally provided with a first output gear 22, a second output gear 23 and a third output gear 24 engaged with the first input gear 14, the second input gear 15 and the third input gear 17, and a fourth output gear 25 disposed on an outer periphery of the output shaft 20 relatively rotatably with the output shaft 20 and engaged with the fourth input gear 18.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a synchronous mesh type gear transmission which is disposed between a drive source of a vehicle and an axle and switches a reduction ratio transmitted from the drive source to the axle.

[0002]

2. Description of the Related Art As a conventional technique, Japanese Patent Laid-Open No. 11-141 is disclosed.
There is a technique disclosed in Japanese Patent Application Publication No. 665/665. FIG. 6 shows a transmission disclosed in this publication. The transmission 100 is a synchronous mesh transmission having five forward stages and one reverse stage. In FIG. 6, 9
6 is a crankshaft of the engine. The input shaft 40 is connected to a clutch disc 42,
Can be connected to and disconnected from the crankshaft 96 by operating the clutch 44. The input shaft 40 is integrally provided with a first speed input gear 48, a second speed input gear 50, a fifth speed input gear 52, and a reverse stage input gear 54, and a third speed input gear 56 and a fourth speed input gear 58 rotate. It is provided freely. The output shaft 60 drives the wheels of an automobile via a differential device or the like (not shown). The output shaft 60 has a three-speed input gear 56
Third-speed output gear 62 and fourth-speed input gear 58 meshed with
And a fourth speed output gear 64 meshed with the
1st speed output gear 66 meshed with speed input gear 48, 2nd speed output gear 68 meshed with 2nd speed input gear 50, 5th speed input gear 5
5 speed output gear 70 meshed with 2 and idler gear 7
2 and a reverse-stage output gear 74 driven by the reverse-stage input gear 54 are provided rotatably.

[0003] The input shaft 40 is
The speed input gear 56 and the fourth speed input gear 58 can be connected. That is, when the first sleeve 76 is moved rightward, it is connected to the third speed input gear 56, and when it is moved leftward, it is connected to the fourth speed input gear 58.

The output shaft 60 is connected to a first sleeve 78 by a second sleeve 78.
It can be connected to the speed output gear 66 and the second speed output gear 68, and can be connected to the fifth speed output gear 70 and the reverse stage output gear 74 by the third sleeve 80. That is, as in the case of the first sleeve 76, the second sleeve 78 and the third sleeve 80 are moved left and right, whereby the respective connections are made.

[0005] The electric gear 82 meshed with the fourth speed input gear 58
Is connected to the motor 88. Therefore, when current is supplied to the motor 88, the motor 88 is driven by the electric gear 82, the fourth-speed input gear 58 and the fourth-speed output gear 64 to output the output shaft 60.
Is driven and switched to a generator, the power is driven from the output shaft 60 to generate power in the opposite manner to the above.

[0006]

However, in the prior art transmission 100 described above, in order to achieve the fifth forward speed, five gear pairs (first to fifth input gears, first gear, To the fifth output gear). Further, in order to switch the respective meshing states of these five gear pairs, a first sleeve 76 provided on the input shaft 40 side and a second sleeve 78 and a third sleeve 80 provided on the output shaft 60 side are provided. A sleeve is required. As described above, the conventional transmission is configured such that the required number of forward gears is equal to the number of pairs of gear pairs arranged in the axial direction. There is a problem in that the axial dimension of the transmission becomes longer as the transmission becomes smaller. For example, when trying to achieve 6 forward speeds,
In addition to the configuration shown in FIG. 6, a further pair of gears must be provided in the axial direction. Therefore, it is difficult to adapt to a vehicle in which the mounting space in the axial direction of the transmission is limited, and in some cases, the number of shift stages is limited.

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides a gear transmission capable of shortening the axial dimension of the gear transmission as much as possible while achieving the required shift speed. Subject.

[0008]

According to a first aspect of the present invention, there is provided a synchronous-meshing system which is disposed between a drive source and an axle and is capable of switching a gear ratio from the drive source to the axle. A gear transmission, a first input shaft capable of transmitting power from a drive source, a first input gear disposed coaxially with the first input shaft and rotatably relative to the first input shaft, and coaxial with the first input shaft. A second input gear disposed to be rotatable relative to the first input shaft, and a second input gear disposed coaxially with the first input shaft so as to be rotatable relative to the first input shaft;
A second input gear integrally including a third input gear and a fourth input gear;
An input shaft, an output shaft arranged in parallel with the first input shaft and connected to an axle of the vehicle, and an output shaft arranged coaxially with the output shaft and relatively rotatable around the output shaft; A first output gear meshing with the second output gear meshing with the second input gear;
An output gear unit integrally provided with an output gear and a third output gear meshing with the third input gear; and an outer periphery of the output shaft arranged to be rotatable relative to the output gear unit and coaxial with and relatively rotatable with the output shaft. And a fourth output gear that meshes with the fourth input gear, and is formed on the outer periphery of the first input shaft between the first input gear and the second input gear, and is formed in an axial direction with respect to the first input shaft. A first sleeve for selectively switching between connection between the first input shaft and the first input gear or connection between the first input shaft and the second input gear according to a position; an output gear unit and a fourth output Formed on the outer circumference of the output shaft between the gear and the output shaft and the output gear unit according to the axial position with respect to the output shaft,
Alternatively, there is provided a second sleeve for selectively switching any one of the connection between the output shaft and the fourth output gear.

According to the first aspect of the present invention, the second input shaft is provided on the outer periphery of the first input shaft and the output gear unit is provided on the outer periphery of the output shaft. Switching of the axial position of the sleeve and the first
By switching whether the power is transmitted via the input shaft or the second input shaft, the driving force can be circulated, and the same gear can be used at different speed ratios. Thus, a transmission capable of achieving six forward speeds with four gear pairs (first to fourth input gears, first to fourth output gears) and two sleeves (first and second sleeves) is provided. Can be provided. As a result, the axial dimension of the transmission can be made as short as possible as compared with the transmission having the conventional configuration.

More specifically, as set forth in claim 2, the first
The input shaft is connected to a drive source via a first clutch capable of transmitting / disconnecting power from the drive source to the first input shaft / disconnecting, and the second input shaft transmits power from the drive source to the second input shaft. When connected to a drive source via a second clutch capable of switching off and on, it is possible to switch which of the first input shaft and the second input shaft power is transmitted according to the operation of each clutch. . Further, when shifting the gears by switching the operations of both clutches, if the clutch torque of the clutch on the engaging side is gradually decreased and the clutch torque of the clutch on the disengagement side is gradually increased, the gear shifting is performed smoothly. be able to.

Further, as set forth in claim 3, the second input shaft may be capable of transmitting power from a second drive source different from the drive source. Specifically, assuming that the drive source is an engine and the second drive source is a motor, the motor that is the second drive source during a gear shift of the synchronous mesh gear transmission is switched. Even if the transmission of power from the driving source to the axle is interrupted by driving the motor, the motor transmits the driving force to the axle to avoid complete interruption of the driving force to the axle during shifting. can do. Thereby, it is possible to eliminate the feeling of idling, which is preferable.

According to a fifth aspect of the present invention, the first input shaft and the second input shaft are connected or the first input shaft and the second input shaft are not connected according to an axial position with respect to the first input shaft. When the third sleeve that selectively switches any one of the above is provided, it is possible to switch between which of the first input shaft and the second input shaft power is transmitted according to the operation of each clutch. In the fifth aspect, when the first input shaft and the second input shaft are connected by the third sleeve, the driving force is not transmitted to the output shaft via the first input gear and the second input gear. , It is necessary to switch the first sleeve and the second sleeve.

[0013] The invention of claim 6 is the first to fifth aspects of the present invention.
, A fifth input gear formed integrally with the second input shaft, a fifth output gear formed integrally with the second sleeve, and a first input shaft and an output shaft. And a counter shaft disposed in parallel with the counter shaft, coaxial with the counter shaft and rotatable relative thereto, and meshed with the fifth input gear and the fifth output gear according to the axial position, or the fifth input gear and And a counter gear for selectively switching at least one of the fifth output gear and non-meshing.

According to the sixth aspect, the driving force is transmitted from the second input shaft to the output shaft via the fifth input gear, the counter gear, and the fifth output gear depending on the position of the counter gear in the axial direction. The machine can achieve reverse gear. This allows
It is possible to configure a transmission having six forward speeds and one reverse speed. Here, since the fifth output gear is formed integrally with the second sleeve, it is preferable that the axial dimension of the transmission does not greatly increase.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. The first embodiment will be described using an example in which a synchronous mesh gear transmission is applied to a power transmission device for a vehicle that uses an engine as a drive source.

FIG. 1 shows an entire system including a power transmission device according to the first embodiment. This system includes an electronic throttle actuator 1A whose output can be adjusted, an engine 1 as a drive source, a synchronous mesh type gear transmission 10 capable of switching between forward six and reverse one, a gear transmission 10, and an engine 1. 1, a clutch 4 for switching transmission / disconnection of power from the engine 1 to an input portion of the gear transmission 10, a shift actuator 6A for performing a shift operation of the gear transmission 10, and a disengagement of the clutch 4. The electronic control device includes a clutch actuator 6B for performing a contact operation, and a control device 7 for automatically controlling the operations of the electronic throttle actuator 1A, the shift actuator 6A, and the clutch actuator 6B based on various signals.

In the first embodiment, rotation speed sensors 8A and 8B for detecting the rotation speeds on the input side of the engine 1 and the gear transmission 10, and an accelerator opening sensor 8C for detecting the intention of the driver to accelerate or decelerate. And a brake sensor 8D. In addition to the output signals of these sensors, the transmission torque of the clutch 4 and the gear position achieved by the gear transmission 10 are input to the control device 7, and the engine 1, the clutch 4 and the gear An operation is performed to control the transmission 10 to an optimal state. The control device 7 includes an electronic throttle actuator 1A
, A clutch control unit 7B for controlling the clutch actuator 6B, and a shift control unit 7C for controlling the shift actuator 6A.

FIG. 2 is a schematic view of the synchronous mesh type gear transmission according to the first embodiment. A flywheel 1B is fixed to a crankshaft 1A of the engine 1. A first clutch 4A and a second clutch 4B are respectively attached to the flywheel 1B, and the clutch actuators 6B enable engagement / disengagement and half-clutching of the clutches 4A, 4B. Reference numeral 13 denotes a first input shaft, which is directly connected to the output shaft of the first clutch 4A, and the power from the engine 1 is transmitted to the first input shaft 13 when the first clutch 4A is engaged. Reference numeral 14 denotes a first input gear, which is arranged on the outer periphery of the first input shaft 13 so as to be coaxial with and relatively rotatable with the first input shaft 13. Reference numeral 15 denotes a second input gear, which is coaxial with the first input shaft 13 and rotatable relative to the first input shaft 13 and the first input gear 14.
3 is provided on the outer periphery. 16 is a second input shaft,
The first input shaft 1 is coaxial and relatively rotatable with the first input shaft 13.
3 and is provided integrally with a third input gear 17, a fourth input gear 18, and a fifth input gear 19. Then, the second input shaft 16 is directly connected to the output shaft of the second clutch 4B, and the power from the engine 1 is transmitted to the second input shaft 16 when the second clutch 4B is engaged. 20
Is an output shaft, which is arranged in parallel with the first input shaft 13 and is connected to an axle 31 of the vehicle via a differential device 30. Reference numeral 21 denotes an output gear unit, which is arranged on the outer periphery of the output shaft 20 so as to be coaxial with and relatively rotatable with the output shaft 20. Further, the output gear unit 21 includes a first output gear 22 meshing with the first input gear 14, a second output gear 23 meshing with the second input gear 15, and a third output gear 24 meshing with the third input gear 17. It is provided integrally. Reference numeral 25 denotes a fourth output gear, which is disposed so as to be rotatable relative to the output gear unit 21 and is disposed coaxially with the output shaft 20 and rotatably around the output shaft 20.
Is engaged. Reference numeral 26 denotes a counter shaft, which is disposed in parallel with the first input shaft 13 and the output shaft 20.

Reference numeral 27 denotes a first sleeve, and the first input shaft 13 between the first input gear 14 and the second input gear 15
Is formed on the outer periphery of the. The first sleeve 27 is a ring-shaped member having an inner spline, and
Is always spline-coupled to the first sleeve gear 13A. Then, the first sleeve 27 with respect to the first input shaft 13
When the axial position moves leftward from the neutral position shown in FIG. 2, the first input shaft 13 and the first input gear 14 are directly connected,
When moving from the neutral position in FIG. 2 to the right, the first input shaft 13 and the second input gear 15 are switched to be directly connected. In the neutral position shown in FIG. 2, the first input shaft 13 is not connected to any of the first input gear 14 and the second input gear 15. Reference numeral 28 denotes a second sleeve, and the output gear unit 21
It is formed on the outer periphery of the output shaft 20 between the first output gear 25 and the fourth output gear 25. The second sleeve 28 is a ring-shaped member having an inner spline, and is always spline-coupled to the output sleeve gear 20A of the output shaft 20. And
When the axial position of the second sleeve 28 with respect to the output shaft 20 moves leftward from the neutral position shown in FIG. 2, the output shaft 20 and the output gear unit 21 are directly connected, and when the axial position moves rightward from the neutral position shown in FIG. The output shaft 20 and the fourth output gear 25 are switched so as to be directly connected. Furthermore, the second sleeve 2
8 has a fifth output gear 28A integrally formed on the outer periphery thereof. Reference numeral 29 denotes a counter gear, which is arranged on the outer periphery of the counter shaft 26 so as to be coaxial with and relatively rotatable with the counter shaft 26. When the axial position of the counter gear 29 with respect to the counter shaft 26 is the position shown in FIG.
9 is disengaged from both the fifth input gear 19 and the fifth output gear 28A and moves leftward from the position in FIG. 2 so that the counter gear 29 meshes with the fifth input gear 19 and the fifth output gear 28A. Is switched to The movement of each of the sleeves 27 and 28 and the counter gear 29 in the axial direction described above is selectively performed by the operation of the shift actuator 6A.

Next, the operation of the gear transmission according to the first embodiment will be described. Table 1 shows the relationship between the positions of the respective sleeves 27 and 28 and the counter gear 29, the engagement and disengagement of the first clutch 4A and the second clutch 4B, and the gears of the gear transmission 10.

[0021]

[Table 1] Each sleeve 27, 28 and counter gear 29 in Table 1
Are switched by the operation of the shift actuator 6A controlled by the shift control unit 7C. The engagement and disengagement of the first clutch and the second clutch is controlled by a clutch control unit 7B.
It is switched by the operation of B. Signals for operating the shift actuator 6A and the clutch actuator 6B so as to attain an appropriate gear by processing signals from each sensor in the control device 7 are provided to the shift control unit 7C and the clutch control unit 7B. Is output.

The power transmission path in the gear transmission 10 at each shift speed will be described. In the first speed, the driving force of the engine 1 is transmitted to the first input shaft 13 by engaging the first clutch 4A and disengaging the second clutch 4B. Here, the rotation of the first input shaft 13 is transmitted to the output gear unit 21 via the second input gear 15 and the second output gear 23 when the first sleeve 27 is located to the right. The rotation transmitted to the output gear unit 21 is transmitted through the third output gear 24 and the third input gear 17 to the second input shaft 16.
Is transmitted to Since the fourth output gear 25 and the output shaft 20 are connected by the second sleeve 28 being located on the right side, the fourth input gear 1 formed integrally with the second input shaft 16 is formed.
8 is transmitted to the output shaft 20 via the fourth output gear 25. Then, the axle 31 rotates via the differential device. Thereby, the first speed is achieved.

In the second speed, only the engagement state of the first clutch 4A and the second clutch is different from that in the first speed described above, and the positions of both sleeves are the same as those in the first speed. That is, in the second speed, the first clutch 4 </ b> A is released, and the driving force of the engine is transmitted to the second input shaft 16 by engaging the second clutch. Then, rotation is transmitted to the output shaft 20 via the fourth input gear 18 and the fourth output gear 25. This achieves the second speed. The rotation of the second input shaft 16 is transmitted from the third input gear 17 to the output gear unit 21 via the third output gear 24.
First input shaft 1 via input gear 15 and first sleeve 27
3, but does not interfere with the rotation of the engine because the first clutch 4A is released. In the first embodiment, the second speed is achieved in a state where the first sleeve 27 is located on the right side.
May be neutralized to disconnect the second input gear 15 from the first input shaft 13. In this case, rotation is not transmitted to the first input shaft 13, which leads to improvement in fuel efficiency, which is preferable.

Here, the shift from the first speed to the second speed, or
Since the engagement state of the first clutch 4A and the second clutch only changes in the shift from the first speed to the first speed, one clutch is gradually shifted from the engagement to the release, and the other clutch is released from the release. By gradually shifting to the engagement, the engaged state of both clutches can be wrapped during the shifting. Therefore, the driving force of the engine is always transmitted to the first input shaft 13 or the second input shaft 16 while changing the transmission path in the gear transmission. This allows
It becomes possible to reduce the feeling of idle running during shifting.

Next, at the third speed, the driving force of the engine is transmitted to the first input shaft 13 by engaging the first clutch 4A and disengaging the second clutch. Here, since the first sleeve 27 is located on the left side, the first input shaft 13
Is transmitted to the output gear unit 21 via the first input gear 14 and the first output gear 22. The rotation transmitted to the output gear unit 21 is transmitted to the second input shaft 16 via the third output gear 24 and the third input gear 17. Since the second sleeve 28 is located on the right side, the fourth output gear 2
The rotation of the fourth input gear 18 formed integrally with the second input shaft 16 is transmitted to the output shaft 20 via the fourth output gear 25 because the fifth shaft 5 and the output shaft 20 are connected. Then, the axle 31 rotates via the differential device. This achieves third gear.

In the fourth speed, the driving force of the engine is transmitted to the first input shaft 13 by engaging the first clutch 4A and disengaging the second clutch. Here, the rotation of the first input shaft 13 is transmitted to the output gear unit 21 via the second input gear 15 and the second output gear 23 when the first sleeve 27 is located to the right. Since the second sleeve 28 is located on the left side, the output gear unit 21 and the output shaft 2
Since 0 is connected, the rotation of the output gear unit 21 is transmitted to the output shaft 20. Then, the axle 31 rotates via the differential device. This achieves fourth gear.

At the fifth speed, only the engagement state of the first clutch 4A and the second clutch is different from the above-mentioned fourth speed, and the positions of both sleeves are the same as at the fourth speed. That is, at the fifth speed, the first clutch 4A is released and the second clutch is engaged, whereby the driving force of the engine is transmitted to the second input shaft 16. Then, rotation is transmitted to the output shaft 20 via the third input gear 17 and the third output gear 24. This achieves fifth speed. Note that the rotation of the second input shaft 16 is transmitted to the output gear unit 21,
3, the first through the second input gear 15 and the first sleeve 27
Although transmitted to the input shaft 13, it does not interfere with the rotation of the engine because the first clutch 4A is released.
In the first embodiment, the fifth speed is achieved with the first sleeve 27 positioned to the right. However, the first sleeve 27 is neutralized and the second input gear 15 and the first input gear are connected. The shaft 13 may be disconnected. In this case, rotation is not transmitted to the first input shaft 13, which leads to improvement in fuel efficiency, which is preferable.

At the sixth speed, the driving force of the engine is transmitted to the first input shaft 13 by engaging the first clutch 4A and disengaging the second clutch. Here, the rotation of the first input shaft 13 is transmitted to the output gear unit 21 via the first input gear 14 and the first output gear 22 when the first sleeve 27 is located to the left. Since the second sleeve 28 is located on the left side, the output gear unit 21 and the output shaft 2
0 is connected, the rotation of the output gear unit 21 is transmitted to the output shaft 20. Then, the axle 31 rotates via the differential device. This achieves sixth speed.

When the first to sixth forward speeds described above are attained, the counter gear 29 is located to the right in FIG. In addition, the counter gear 29 is located on the right side during the shift from the forward gear to the forward gear, and is not located on the left.

Next, in the reverse speed, the driving force of the engine is transmitted to the second input shaft 16 by releasing the first clutch 4A and engaging the second clutch. Here, since the counter gear 29 is located to the left, the fifth input gear 19 and the fifth output gear 28A are connected via the counter gear 29.
Are connected. The second sleeve 28 that integrally forms the fifth output gear 28A is positioned at the neutral position shown in FIG.
It is transmitted to only the output shaft 20 without being transmitted to the first and fourth output gears 25. Then, the axle 31 rotates via the differential device. As a result, the reverse gear is achieved.
In the reverse gear, the first sleeve 27 is located at a neutral position, and rotation is not transmitted to the first input shaft 13 via the second input gear 15.

Next, a second embodiment of the present invention will be described. FIG. 3 is a diagram showing a synchronous mesh gear transmission 110 according to the second embodiment. In the second embodiment, a synchromesh gear transmission 110 is provided in a power transmission device for a hybrid vehicle that uses a motor 5 and an engine as power sources.
Is applied, and the gear transmission 10 of the first embodiment is configured such that the second input shaft 16 transmits power from the motor 5 that is a second drive source different from the engine. However, the only difference is that the second clutch 4B is eliminated, and the other configuration is the same.

In the power transmission device according to the second embodiment, a motor actuator for driving the motor 5 is added by the addition of the motor 5, and a control device is provided in accordance with various signals. A motor control unit for controlling the motor actuator is added, but other than that is the same as the power transmission device shown in FIG.

Next, the operation of the gear transmission 110 according to the second embodiment will be described. Each sleeve 27, 2
8, the position of the counter gear 29, the engagement / disengagement of the first clutch 4A, the drive / non-drive of the motor 5, and the gear transmission 11
Table 2 shows the relationship with 0 speed.

[0034]

[Table 2] In the second embodiment, only power is transmitted to the second input shaft 16 by the motor 5, and otherwise, the first power is transmitted to the second input shaft 16.
This is the same as the embodiment of FIG. Therefore, the engagement / disengagement of the second clutch 4B shown in Table 1 is merely replaced with the drive / non-drive of the motor 5, but the positions of the sleeves 27 and 28 and the counter gear 29, the engagement / disengagement of the first clutch 4A. , And the relationship with the gear position of the gear transmission 110 are the same as in Table 1. Further, the transmission path of the power at each shift speed is the same as that of the first embodiment, and the description is omitted.

According to the second embodiment, the motor 5 is used as a generator while the vehicle is running at a speed (1st, 3rd, 4th and 6th speeds) in which the motor 5 is not driven, and the motion of the vehicle is controlled. Energy can be regenerated to charge the battery.
As a result, even when the engine is stopped, the vehicle can be driven only by the motor 5.

A description will be given of a third embodiment of the present invention. FIG. 4 is a view showing a synchronous mesh type gear transmission 210 according to the third embodiment. The third embodiment shows an example in which the synchromesh gear transmission 210 is applied to a power transmission device for a hybrid vehicle that uses a motor 5 and an engine as power sources. Gear transmission 1
In addition to 0, the second input shaft 16 is configured to be able to transmit power from the engine via the second clutch 4B and to transmit power from the motor 205 which is a second drive source different from the engine. And the other configuration is the same. Therefore, the same reference numerals are given and the description is omitted.

Further, the power transmission device according to the third embodiment has a configuration for driving the motor 205 added thereto, as described in the second embodiment. Are the same as those in the power transmission device shown in FIG.

Next, the operation of the gear transmission 210 according to the third embodiment will be described. The third embodiment differs from the gear transmission 10 of the first embodiment only in that the power can be transmitted to the second input shaft 16 by the motor 205 in the gear transmission 10 of the first embodiment. In the same manner as shown in the embodiment, the engagement and disengagement of the first clutch 4A and the second clutch 4B allows the power of the engine to be supplied to each of the input shafts 13 and 16.
The motor 205 is driven when the vehicle travels at a very small speed such as creep travel or when the vehicle travels when the engine is stopped. Therefore,
Each sleeve 27, 28 and counter gear 29 shown in Table 1
, The engagement of the first clutch 4A and the second clutch 4B
Table 1 shows the relationship between the opening and the gear stage of the gear transmission 210.
Is the same as Further, the transmission path of the power at each shift speed is the same as that of the first embodiment, and the description is omitted.

Next, a fourth embodiment of the present invention will be described. FIG. 5 is a view showing a synchronous mesh gear transmission 310 according to the fourth embodiment. The fourth embodiment shows an example in which the synchromesh gear transmission 310 is applied to a vehicle power transmission device driven by an engine as a driving source.
The difference from the gear transmission 10 of the embodiment is that the second clutch 4B is eliminated and the first input shaft 13 and the second input shaft 16 are connected or disconnected according to the axial position. The third sleeve 32 that can be selectively switched is provided, and the other configuration is the same. The third sleeve 32 is a ring-shaped member having an inner spline, and is always spline-coupled to the second sleeve gear 13B of the first input shaft 13. Then, when the axial position of the third sleeve 32 with respect to the first input shaft 13 is the position shown in FIG. 5 (neutral), the direct connection between the first input shaft 13 and the second input shaft 16 is not performed. When moving to the left from the position shown, the first input shaft 1
3 is switched to directly connect the second input shaft 16.

The power transmission device according to the fourth embodiment has the same configuration as that described in the first embodiment, and a description thereof will not be repeated.

Next, the operation of the gear transmission 310 according to the fourth embodiment will be described. Table 3 shows the relationship between each sleeve, the position of the counter gear 29, the engagement / disengagement of the first clutch 4A, and the speed of the gear transmission.

[0042]

[Table 3] The fourth embodiment is different from the first embodiment in that the second clutch 4B is eliminated and power is transmitted to the second input shaft 16 according to the axial position of the third sleeve 32. Therefore, the engagement / disengagement of the second clutch 4B shown in Table 1 is replaced with the position (left / neutral) of the third sleeve 32, and the first clutch 4A is always engaged when each shift speed is achieved. Further, when the second speed and the fifth speed are achieved, the first input shaft 13 and the second input shaft 16 are directly connected by the third sleeve 32. Therefore, at the second speed and the fifth speed, the first input gear 14 or the second input gear 15 is used. The first sleeve 27 needs to be positioned at a neutral position so that rotation is not transmitted to the first input shaft 13 via the first input shaft 13. Table 1 shows the relationship between the other components and the gears.
Is the same as Further, the transmission path of the power at each shift speed is the same as that described in the first embodiment, and a description thereof will be omitted.

As described above, according to the gear transmissions shown in the first to fourth embodiments, the first input shaft 13
By providing the second input shaft 16 on the outer periphery of the motor and the output gear unit 21 on the outer periphery of the output shaft 20, the driving force from the engine 1 is circulated in the gear transmission, and the same gear is used at different speed ratios. You can do so. As a result, four gear pairs (first to fourth input gears 18,
The first to fourth output gears 25) and two sleeves (the first sleeve 27, the second sleeve 28) or three sleeves (the first sleeve 27, the second sleeve 28, the third sleeve 32) increase the forward six speeds. An achievable transmission can be provided, and the axial dimension of the transmission can be made as short as possible as compared to a transmission having a conventional configuration. In addition, since the fifth output gear 28A provided to achieve the reverse gear is formed integrally with the second sleeve 28, the axial dimension of the transmission does not significantly increase.

The present invention is not limited to the above-described embodiment. For example, the clutch engagement / disengagement and each sleeve can be performed without using the clutch actuator or the speed change actuator as described with reference to FIG. It is also possible to employ the power transmission device of the type in which the switching of the axial position is manually operated by the driver.

[0045]

According to the structure of the present invention, the first input shaft 13
By providing the second input shaft 16 on the outer periphery of the shaft and the output gear unit 21 on the outer periphery of the output shaft 20, the driving force from the engine is circulated in the gear transmission so that the same gear is used at different speed ratios. Can be Thereby, six forward speeds can be achieved with four gear pairs (first to fourth input gears 18, first to fourth output gears 25) and two sleeves (first sleeve 27, second sleeve 28). Thus, it is possible to provide a transmission that is as simple as possible, and to reduce the axial dimension of the transmission as much as possible as compared with a transmission having a conventional configuration. In addition, since the fifth output gear 28A provided to achieve the reverse gear is formed integrally with the second sleeve 28, the axial dimension of the transmission does not significantly increase.

[Brief description of the drawings]

FIG. 1 is a system diagram of a power transmission device for a hybrid vehicle including a synchronous mesh gear transmission of the present invention.

FIG. 2 is a diagram showing a synchronous mesh type gear transmission according to the first embodiment of the present invention.

FIG. 3 is a view showing a synchronous mesh type gear transmission according to a second embodiment of the present invention.

FIG. 4 is a diagram showing a synchronous mesh type gear transmission according to a third embodiment of the present invention.

FIG. 5 is a diagram showing a synchronous mesh type gear transmission according to a fourth embodiment of the present invention.

FIG. 6 is a diagram showing a conventional gear transmission.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine 10, 110, 210, 310 ... Synchronous mesh type gear transmission 4A ... 1st clutch 4A 4B ... 2nd clutch 5, 205 ... Motor 7 ... Control device 13 First input shaft 14 First input gear 15 Second input gear 16 Second input shaft 17 Third input gear 18 Fourth input gear 19 ..Fifth input gear 20 ... output shaft 21 ... second output gear unit 22 ... first output gear 23 ... second output gear 24 ... third output gear 25 ... fourth Output gear 26 ... Counter shaft 27 ... First sleeve 28 ... Second sleeve 29 ... Counter gear 30 ... Differential device 31 ... Axle 32 ... Third sleeve

Claims (6)

[Claims] 1. A synchronous mesh gear transmission disposed between a drive source and an axle and capable of switching a gear ratio from the drive source to the axle, the first being capable of transmitting power from the drive source. An input shaft, a first input gear disposed coaxially and relatively rotatable with the first input shaft, a second input gear disposed coaxially and relatively rotatable with the first input shaft, A second input shaft disposed coaxially with the first input shaft and rotatable relative to the first input shaft and integrally provided with a third input gear and a fourth input gear; An output shaft disposed in parallel with the axle of the vehicle, a first output gear disposed coaxially with the output shaft and rotatably disposed on an outer periphery of the output shaft, and meshing with the first input gear; , A second output gear meshing with the second input gear and a third output gear meshing with the third input gear. An output gear unit integrally provided with a third output gear that meshes with the output shaft; a fourth output gear that is arranged on the outer periphery of the output shaft so as to be coaxial with and relatively rotatable with the output shaft and meshes with the fourth input gear; The first input shaft is formed on the outer periphery of the first input shaft between the first input gear and the second input gear, and is connected to the first input shaft and the first input shaft in accordance with an axial position with respect to the first input shaft. A first gear for selectively switching between connecting the first input shaft and the second input gear;
A sleeve, formed on the outer periphery of the output shaft between the output gear unit and the fourth output gear, and connecting the output shaft and the output gear unit according to an axial position with respect to the output shaft; Alternatively, a second sleeve for selectively switching any one of connection between the output shaft and the fourth output gear, and a second gear transmission. 2. The first input shaft is connected to the drive source via a first clutch capable of transmitting / disconnecting power from the drive source to the first input shaft, and the second input shaft is connected to the first input shaft. 2. The synchronous gear according to claim 1, wherein the drive gear is connected to the drive source via a second clutch capable of transmitting / disconnecting power from the drive source to the second input shaft. 3. transmission. 3. The synchronous meshing type according to claim 1, wherein the second input shaft is capable of transmitting power from a second driving source different from the driving source. Gear transmission. 4. The driving source is an engine, and the second driving source is an engine.
The gear transmission according to claim 3, wherein the drive source is a motor. 5. A connection between the first input shaft and the second input shaft or a disconnection between the first input shaft and the second input shaft according to an axial position with respect to the first input shaft. The gear transmission according to claim 1, further comprising a third sleeve that selectively switches between the two. 6. A fifth input gear formed integrally with the second input shaft, a fifth output gear formed integrally with the second sleeve, and the first input shaft and the output shaft. A counter shaft disposed in parallel with the counter shaft, coaxial with the counter shaft and rotatable relative to the counter shaft, and meshing with the fifth input gear and the fifth output gear according to the axial position; 6. The synchronous mesh gear transmission according to claim 1, further comprising: a counter gear that selectively switches at least one of an input gear and the fifth output gear to a non-meshing state. 7. Machine.