JP2004125110A - Transmission with auxiliary shift mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission with an auxiliary shift mechanism in which an auxiliary shift mechanism can be incorporated without significant increase in the length of a transmission, and which can be satisfactorily put to practical use as a transmission for a FF vehicle. <P>SOLUTION: The transmission is equipped with a first intermediate shaft 23 provided coaxially and free to relatively rotate with a counter shaft 22 provided in parallel to a main shaft 21, a main shifting means for shifting between the main shaft 21 and the first intermediate shaft 23, a second hollow intermediate shaft 24 provided coaxially and free to relatively rotate with the counter shaft 22, a third intermediate shaft 26 which is provided in parallel with the counter shaft 22 and coupled with the first intermediate gear 23 through the medium of the first auxiliary transmission gear train and with the second intermediate gear 24 through the medium of the second auxiliary transmission gear train, and a synchromesh mechanism S4 for auxiliary transmission in which the counter shaft 22 is selectively coupled with either the first intermediate gear 23 or the second intermediate gear 24. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a transmission for performing a shift between an input shaft member and an output shaft member, and more particularly, to a transmission having a sub-shift function that can set the entire shift speed obtained by a normal main shift to two levels of high and low. The present invention relates to a transmission with an auxiliary transmission mechanism.
[0002]
[Prior art]
A transmission mounted on a vehicle or the like includes an input shaft member (a main shaft) connected to a prime mover such as an engine and an output shaft member (a counter shaft) provided in parallel with the input shaft member. The main power transmission switching means for transmitting the rotational power to the output shaft member by changing the speed is provided. This main speed changeover means is a stepped speed change type comprising a plurality of gear trains, and is also constructed by extending a belt member between pulleys attached to both shafts. There is a stepless speed change type that performs a speed change. In the case of a step-variable transmission, the driver selects the most suitable gear according to the driving condition by operating the lever itself, and the driving condition (engine load, vehicle speed, etc.) is detected by a sensor or the like. There is known an automatic type in which an optimal gear is automatically selected by operating a clutch, a brake, or the like by hydraulic pressure.
[0003]
FIG. 3 is a skeleton diagram showing an example of a configuration of a manual transmission for a vehicle as a conventional transmission. In the transmission of this example, a plurality of gear trains (first speed gear train) for selectively connecting both shafts 101 and 102 between a main shaft (input shaft member) 101 and a counter shaft (output shaft member) 102 are provided. 111, a second gear train 112, a third gear train 113, a fourth gear train 114, a fifth gear train 115, a reverse gear train 116) and synchromesh mechanisms (synchronous mechanisms) 121, 122, 123. The sleeves 131, 132, and 133 of the synchromesh mechanisms 121, 122, and 123 are moved by operating a change lever (not shown) provided in the driver's seat, and the main train is driven by a gear train corresponding to a desired gear ratio. The gearshift is performed by connecting the shaft 101 and the countershaft 102. This example is for an FF (front engine / front drive) type four-wheel drive vehicle (full-time 4WD vehicle), and the front wheels (not shown) of the vehicle are driven by a counter shaft 102 via a final gear train 117. A transfer shaft 103, a transfer 119, and a rear axle propeller driven by a front differential mechanism 140 and a front axle shaft 141, and rear wheels (not shown) are driven by a counter shaft 102 via a transfer shaft driving gear train 118. The shaft is driven via a shaft 104 and a rear axle shaft (not shown).
[0004]
Further, a large-sized truck or bus having a large loading capacity may be equipped with a transmission equipped with a sub-transmission mechanism (for example, see Patent Document 1 described later). Such a transmission with a sub-transmission mechanism can be incorporated in a form that is added to a normal transmission (a transmission without a sub-transmission mechanism) to bypass the power of the prime mover transmitted to the main shaft. In this way, the transmission is transmitted to the countershaft in such a way that the sub-shift function is provided for setting the entire main shift stage to two levels of high and low. In such a transmission with an auxiliary transmission mechanism, for example, when all of the main gears from the first gear to the fifth gear can be switched between high and low by the auxiliary gear mechanism, there are five high speeds (mainly for traveling on a normal road) and five low speeds. 10 speed (mainly for traveling on rough terrain), so that the vehicle can run at a more optimal gear ratio according to the running state.
[0005]
[Patent Document 1]
JP-A-8-277889
[0006]
[Problems to be solved by the invention]
However, such a transmission with a subtransmission mechanism has the following problems. First, such an auxiliary transmission mechanism is often provided additionally at the ends of a main shaft and a counter shaft of a base transmission (corresponding to a transmission having only a main transmission mechanism). (Dimension in the shaft direction). This is not particularly problematic in a transmission for an FR (front engine / rear drive) vehicle in which the shaft of the transmission is mounted so as to face the front-rear direction of the vehicle because such a restriction on the overall length is small. Is mounted so as to face the width direction of the vehicle and cannot be mounted on a transmission for an FF vehicle having a large restriction on the total length. For this reason, in the case of FF vehicles, a reduction section called an ultra-low speed stage (extremely low speed advance and retreat) which can be additionally incorporated without increasing the overall length is provided at the ends of the main shaft and the counter shaft (what the engine is located at). On the opposite end).
[0007]
The present invention has been made in view of such a problem, and can incorporate a subtransmission mechanism without significantly increasing the overall length of the transmission, and can be sufficiently practically used as a transmission for an FF vehicle. It is an object of the present invention to provide a transmission with a subtransmission mechanism having a configuration.
[0008]
[Means for Solving the Problems]
The transmission with an auxiliary transmission mechanism according to the present invention includes an input shaft member (for example, the main shaft 21 in the embodiment) connected to a prime mover (for example, the engine EG in the embodiment), and an output shaft provided in parallel with the input shaft member. A speed change is performed between a member (for example, the counter shaft 22 in the embodiment), a first intermediate member provided coaxially and relatively rotatable with respect to the output shaft member, and an input shaft member and the first intermediate shaft member. A main speed changeover means (for example, a main speed change gear train and first to third synchromesh mechanisms S1, S2, S3 in the embodiment) and a hollow second shaft provided coaxially and relatively rotatable with respect to an output shaft member. An intermediate shaft member (for example, the second intermediate shaft 24 in the embodiment) and a first power transmission unit (for example, a first auxiliary transmission in the embodiment) provided in parallel with the output shaft member. Third intermediate shaft member connected to the first intermediate shaft member via the second power transmission means (for example, the second auxiliary transmission gear train in the embodiment). A shaft member (for example, the third intermediate shaft 26 in the embodiment) and a selective coupling unit (for example, in the embodiment) for selectively coupling the output shaft member to one of the first intermediate shaft member and the second intermediate shaft member. And a sub-transmission synchromesh mechanism S4).
[0009]
In the transmission having such a configuration, the power of the prime mover is transmitted from the input shaft member to the first intermediate shaft member via the main speed changeover means. Here, when the output shaft member is coupled to the first intermediate shaft member by the selective coupling means, the output shaft member rotates integrally with the first intermediate shaft member. Is the same as the rotation speed of the first intermediate shaft member, but when the output shaft member is coupled to the second intermediate shaft member by the selective coupling means, the rotation speed is transmitted from the input shaft member to the first intermediate shaft member. Since power is transmitted from the third intermediate shaft member to the output shaft member via the second intermediate shaft member, the rotation speed of the output shaft member can be different from the rotation speed of the first intermediate shaft member. That is, by setting the speed ratio between the first intermediate shaft member and the third intermediate shaft member and the speed ratio between the third intermediate shaft member and the second intermediate shaft member as desired, The entire shift speed obtained can be set in two levels, high and low.
[0010]
As described above, in the transmission with the sub-transmission mechanism according to the present invention, it is possible to perform the sub-transmission in which the entire gear stage obtained by the main transmission switching means is set to two stages of high and low. In the present transmission, a member corresponding to the output shaft member of the transmission comprises an output shaft member and a first intermediate shaft member provided coaxially with the output shaft member and relatively movable, and the second intermediate shaft member is replaced by a first intermediate shaft member. Similarly to the above, the shaft is configured to be coaxial and relatively rotatable relative to the output shaft member, and a newly increased shaft (shaft as the rotation center of the shaft member) for the base transmission having only the main transmission is a third intermediate shaft member. Axis only. For this reason, it is very easy to design when the auxiliary transmission mechanism is additionally installed in the base transmission, and the existing equipment can be used as it is, so that it is possible to produce at low cost. In addition, there is an advantage that the structure is simple and easy to assemble because the number of shafts is small as a whole, even with the sub-transmission mechanism, and there is little restriction imposed on the layout, so that the degree of freedom in design is large. Further, since the newly added third intermediate shaft member may be provided in parallel with the output shaft member, the total length of the transmission hardly increases. Therefore, it can be mounted not only on FR vehicles but also on FF vehicles.
[0011]
Further, when a second output shaft member parallel to the output shaft member (corresponding to a transfer shaft in the case of a four-wheel drive vehicle) is provided as in a transmission mounted on a four-wheel drive vehicle, The third intermediate shaft member is formed in a hollow shape, and the second output shaft member is provided coaxially with the third intermediate shaft member and relatively rotatable through the third intermediate shaft member. A configuration may be adopted in which the power transmission unit is connected to the output shaft member via the third power transmission unit (for example, the transfer shaft gear train in the embodiment). With such a configuration, all the intermediate shaft members required for the subtransmission mechanism are provided coaxially with the existing shaft members (here, the output shaft member and the second output shaft member). Thus, there is no newly added axis, and the above-mentioned effect obtained by the present invention is further enhanced.
[0012]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram showing an embodiment in which a transmission with an auxiliary transmission mechanism according to the present invention is applied to a full-time 4WD vehicle for an FF vehicle as a vehicle transmission. The transmission with an auxiliary transmission mechanism (hereinafter simply referred to as a transmission) 20 changes the rotational driving force (torque) of an engine EG as a prime mover and transmits the rotational driving force (torque) to a front wheel and a rear wheel (neither is shown) of the vehicle. The clutch 10 is provided between the engine EG and the main shaft 21 of the transmission 20 for interrupting power transmission from the engine EG to the main shaft 21.
[0013]
The clutch 10 is provided inside the clutch cover 12, a flywheel 11 connected to a crankshaft CS of the engine EG, a clutch cover 12 which is bolted to the flywheel 11 and rotates integrally with the flywheel 11. The clutch disc 13, the pressure plate 14, the diaphragm spring 15, a release bearing 17 provided slidably on the main shaft 21, a release fork 18 provided outside the clutch cover 12, and the like. .
[0014]
The clutch disc 13 is spline-coupled to the tip (the right end in FIG. 1) of the main shaft 21, and the diaphragm spring 15 is sandwiched between two wire rings 16 fixed to the inner surface side of the clutch cover 12 so that the clutch cover 12 Attached to. The pressure plate 14 is attached to an end (outer peripheral end) of the diaphragm spring 15 on the engine EG side, and is constantly urged toward the flywheel 11. Further, the end (the inner peripheral end) of the diaphragm spring 15 on the transmission 20 side is located to face the engine EG side of the release bearing 17.
[0015]
The release fork 18 is swingably supported at a fulcrum 18a on a clutch cover (not shown) (a cover member covering the entire clutch 10), and is not shown when a clutch pedal (not shown) in the driver's seat is depressed. It is configured to swing in the direction of arrow A in FIG. 1 via a wire. Here, when the clutch clutch pedal is not depressed (the state shown in FIG. 1), the clutch disc 13 is pressed against the flywheel 11 by the pressure plate 14 urged by the diaphragm spring 15, so that the flywheel 11 The clutch disk 13 and the pressure plate 14 rotate integrally by mutual frictional force, and the power of the engine EG is transmitted from the flywheel 11 to the main shaft 21 via the clutch disk 13 (the connection state of the clutch 10).
[0016]
On the other hand, when the clutch pedal is depressed, the release fork 18 that has swung in the direction of the arrow A about the fulcrum 18a as a fulcrum through the release bearing 17 to the inner peripheral end of the diaphragm spring 15 (the end of the transmission 20). Part) is pressed toward the engine EG (at this time, the release bearing 17 is slidingly moved on the main shaft 21 toward the engine EG), whereby the diaphragm spring 15 deformed with the wire ring 16 as a fulcrum is moved to the pressure plate 14. Is attracted to the transmission 20 side, so that the pressure plate 14 is separated from the clutch disk 13. For this reason, the frictional force between the flywheel 11, the clutch disc 13 and the pressure plate 14 is lost, and the power of the engine EG is not transmitted to the main shaft 21 (the clutch 10 is disconnected).
[0017]
The driver's seat of the vehicle is provided with a change lever (main shift switch lever) and an auxiliary shift switch lever (not shown). The change lever is any one of neutral (N), first speed (Low), second speed (2nd), third speed (3rd), fourth speed (4th), fifth speed (5th), and reverse (R). The operation for selecting the gear position can be performed. Further, the sub-shift switch lever can perform an operation of selecting one of a high speed stage and a low speed stage.
[0018]
The transmission 20 includes, in addition to the main shaft 21 described above, a counter shaft 22, a first intermediate shaft 23, a second intermediate shaft 24, a transfer shaft 25, a third intermediate shaft 26, a reverse gear shaft 27, and a main transmission gear train (forward gear). First to fifth speed gear trains and a reverse reverse gear train). Here, the main shaft 21, the counter shaft 22, the transfer shaft 25, and the reverse gear shaft 27 are disposed so as to be parallel to each other. Each of the first intermediate shaft 23, the second intermediate shaft 24, and the third intermediate shaft 26 is a hollow cylindrical shaft, and the first intermediate shaft 23 and the second intermediate shaft 24 are provided on the counter shaft 22, It is provided coaxially and relatively rotatable. However, the second intermediate shaft 24 is provided in the axial direction of the first intermediate shaft 23 at a position on the opposite side of the first intermediate shaft 23 from the engine EG (the left side in FIG. 1). The third intermediate shaft 26 is provided on the transfer shaft 25 so as to be coaxial with the transfer shaft 25 and relatively rotatable. Therefore, the first intermediate shaft 23, the second intermediate shaft 24, and the third intermediate shaft 26 are parallel to each other, and are also parallel to the main shaft 21, the counter shaft 22, the transfer shaft 25, and the reverse gear shaft 27. .
[0019]
On the main shaft 21 and the first intermediate shaft 23, in order from the engine EG side, a first gear train, a reverse gear train, a second gear train, a third gear train, a fourth gear train, and a fifth gear train. A gear train is provided. The first speed gear train includes a first speed drive gear 41 provided on the main shaft 21 and a first speed driven gear 42 provided on the first intermediate shaft 23. Is constituted by a second speed drive gear 43 provided on the main shaft 21 and a second speed driven gear 44 provided on the first intermediate shaft 23. The third-speed gear train includes a third-speed drive gear 45 provided on the main shaft 21 and a third-speed driven gear 46 provided on the first intermediate shaft 23. The gear train includes a fourth speed drive gear 47 provided on the main shaft 21 and a fourth speed driven gear 48 provided on the first intermediate shaft 23. Further, the fifth speed gear train includes a fifth speed drive gear 49 provided on the main shaft 21 and a fifth speed driven gear 50 provided on the first intermediate shaft 23.
[0020]
The drive-side gear and the driven-side gear that constitute each of the gear trains are always meshed, and the higher the speed, the smaller the gear ratio is set. The reverse gear train is fixed to a reverse drive gear 51 provided on the main shaft 21, a reverse idle gear 52 provided on the reverse gear shaft 27, and the first intermediate shaft 23 (in detail, And a reverse driven gear 53 (formed on a sleeve V1 of the first synchromesh mechanism S1 described later).
[0021]
The first speed drive gear 41 and the second speed drive gear 43 are mounted so as to rotate integrally with the main shaft 21, and the first speed driven gear 42 and the second speed driven gear 44 idle on the first intermediate shaft 23. Attached to. A first (for 1-2 speed) synchromesh mechanism S1 is provided at a position on the first intermediate shaft 23 between the first speed driven gear 42 and the second speed driven gear 44, and a sleeve V1 is provided on the sleeve V1. One shift fork 71 is engaged.
[0022]
The first shift fork 71 moves rightward in the axial direction of the first intermediate shaft 23 with the operation of moving the change lever from the neutral position to the first speed position, and moves from the neutral position to the second speed position. It is configured to move rightward in the axial direction of the first intermediate shaft 23 in accordance with the operation. Splines (both not shown) are provided on the left side of the first speed driven gear 42, on the right side of the second speed driven gear 44, and on the left and right sides of the sleeve V1, and the sleeve V1 is located on the right side in the axial direction of the first intermediate shaft 23. When the sleeve V1 moves, the sleeve V1 and the first speed driven gear 42 are connected. When the sleeve V1 moves to the left side in the axial direction of the first intermediate shaft 23, the sleeve V1 and the second speed driven gear 44 are connected. Accordingly, when the change lever is moved from the neutral position to the first speed position, the first speed driven gear 42 and the first intermediate shaft 23 are connected, and when the change lever is moved from the neutral position to the second speed position, the second speed driven gear is moved. 44 and the first intermediate shaft 23 are connected.
[0023]
Here, if the first speed driven gear 42 and the first intermediate shaft 23 are connected, the power of the main shaft 21 is transmitted through the first speed gear train (the first speed drive gear 41 and the first speed driven gear 42). Since the transmission 20 is transmitted to the first intermediate shaft 23, the transmission 20 enters the first speed shift state, and when the second speed driven gear 44 and the first intermediate shaft 23 are connected, the power of the main shaft 21 is transmitted to the second speed gear train ( Since the power is transmitted to the first intermediate shaft 23 via the second speed drive gear 43 and the second speed driven gear 44), the transmission 20 enters the second speed shift state.
[0024]
The third speed drive gear 45 and the fourth speed drive gear 47 are mounted so as to idle on the main shaft 21, and the third speed driven gear 46 and the fourth speed driven gear 48 rotate integrally with the first intermediate shaft 23. Attached to. A second (for 3-4 speed) synchromesh mechanism S2 is provided at a position on the main shaft 21 between the third speed drive gear 45 and the fourth speed drive gear 47, and the sleeve V2 has a second synchromesh mechanism S2. The two shift fork 72 is engaged.
[0025]
The second shift fork 72 moves rightward in the axial direction of the main shaft 21 with the operation of moving the change lever from the neutral position to the third speed position, and moves with the operation of moving the change lever from the neutral position to the fourth speed position. It is configured to move leftward in the axial direction of the shaft 21. Splines (both not shown) are provided on the left side of the third speed drive gear 45, the right side of the fourth speed drive gear 47, and the left and right sides of the sleeve V2. When the sleeve V2 moves, the sleeve V2 and the third speed drive gear 45 are connected. When the sleeve V2 moves to the left side in the axial direction of the main shaft 21, the sleeve V2 and the fourth speed drive gear 47 are connected. Therefore, when the change lever is moved from the neutral position to the third speed position, the third speed drive gear 45 and the main shaft 21 are connected, and when the change lever is moved from the neutral position to the fourth speed position, the fourth speed drive gear is shifted. 47 and the main shaft 21 are connected.
[0026]
Here, when the third speed drive gear 45 and the main shaft 21 are connected, the power of the main shaft 21 is transmitted to the first speed gear train (the third speed drive gear 45 and the third speed driven gear 46) via the third speed gear train. Since the transmission 20 is transmitted to the intermediate shaft 23, the transmission 20 enters the third speed change state, and if the fourth speed drive gear 47 and the main shaft 21 are connected, the power of the main shaft 21 is transmitted to the fourth speed gear train (fourth speed gear train). The transmission 20 is transmitted to the first intermediate shaft 23 via the high speed drive gear 47 and the fourth speed driven gear 48), so that the transmission 20 is in the second speed shift state.
[0027]
The fifth speed drive gear 49 is mounted so as to idle on the main shaft 21, and the fifth speed driven gear 50 is mounted so as to rotate integrally with the first intermediate shaft 23. A third (for fifth speed) synchromesh mechanism S3 is provided on the main shaft 21, and a third shift fork 73 is engaged with the sleeve V3.
[0028]
The third shift fork 73 is configured to move rightward in the axial direction of the main shaft 21 with an operation of moving the change lever from the neutral position to the fifth speed position. Splines (both not shown) are provided on the left side of the fifth speed drive gear 49 and on the right side of the sleeve V3. When the sleeve V3 moves to the right side in the axial direction of the main shaft 21, the sleeve V3 and the fifth speed drive The gear 49 is connected. Therefore, when the change lever is moved from the neutral position to the fifth speed position, the fifth speed drive gear 49 and the main shaft 21 are connected.
[0029]
Here, if the first speed driven gear 42 and the first intermediate shaft 23 are connected, the power of the main shaft 21 is transmitted through the first speed gear train (the first speed drive gear 41 and the first speed driven gear 42). Since the transmission 20 is transmitted to the first intermediate shaft 23, the transmission 20 enters the first speed shift state, and when the second speed driven gear 44 and the first intermediate shaft 23 are connected, the power of the main shaft 21 is transmitted to the second speed gear train ( Since the power is transmitted to the first intermediate shaft 23 via the second speed drive gear 43 and the second speed driven gear 44), the transmission 20 enters the second speed shift state.
[0030]
The reverse drive gear 51 is attached so as to rotate integrally with the main shaft 21, and the reverse driven gear 53 is attached so as to rotate integrally with the first intermediate shaft 23. The reverse idle gear 52 is mounted so as to run idle on the reverse gear shaft 27. The reverse idle gear 52 can be moved in the axial direction on the reverse gear shaft 27 by the fourth shift fork 74. By moving the reverse idle gear 52 from a predetermined gear non-meshing position to a gear meshing position, the reverse idle gear 52 51 and the reverse idle gear 53 can be meshed. Therefore, the operation of moving the change lever to the reverse shift position is performed to move the fourth shift fork 74 in the axial direction of the reverse gear shaft 27, and when the reverse idle gear 52 moves to the gear meshing position, the power of the main shaft 21 is changed. Is transmitted to the first intermediate shaft 23 via a reverse gear train (reverse drive gear 51, reverse idle gear 52, and reverse driven gear 53), and the transmission 20 enters a reverse gear shift state.
[0031]
The first to fourth shift forks 71, 72, 73, 74 may be configured to be moved directly by a change lever operation or mechanically via a wire or the like, but the operation position of the change lever is detected by a sensor or the like. Alternatively, a configuration in which a hydraulic cylinder, an electric motor, or the like is driven and moved based on this may be used.
[0032]
The counter shaft 22 and the transfer shaft 25 are connected by a transfer shaft gear train. The transfer shaft gear train is fixed on the counter shaft 22 (on the left side of the second intermediate shaft 24) and on the transfer shaft 25 (on the left side of the third intermediate shaft 26). And a transfer shaft side gear 56. The two gears 55 and 56 are always meshed, and when the counter shaft 22 rotates, the power is transmitted to the transfer shaft 25 via the transfer shaft gear train.
[0033]
The first intermediate shaft 23 and the third intermediate shaft 26 are connected via a first auxiliary transmission gear train. The first sub-transmission gear train includes a first sub-transmission drive gear 57 fixed on the first intermediate shaft 23 (a position between the third speed driven gear 46 and the fourth speed driven gear 48), and a third intermediate shaft 26. And a first auxiliary transmission driven gear 58 fixed to the rightmost position. These two gears 57 and 58 are always meshed, and when the first intermediate shaft 23 rotates, its power is transmitted to the third intermediate shaft 26 via the first auxiliary transmission gear train.
[0034]
The third intermediate shaft 26 and the second intermediate shaft 24 are connected via a second auxiliary transmission gear train. The second auxiliary transmission gear train includes a second auxiliary transmission drive gear 59 fixed to the leftmost side of the third intermediate shaft 26 and a second auxiliary transmission driven gear 60 fixed to the leftmost side of the second intermediate shaft 24. ing. These two gears 59 and 60 are always meshed, and when the third intermediate shaft 26 rotates, its power is transmitted to the second intermediate shaft 24 via the second auxiliary transmission gear train.
[0035]
A final drive gear 61 is fixed on the counter shaft 22 (the position on the right side of the first intermediate shaft 23), and the final drive gear 61 is always meshed with a final driven gear 62 fixed to the differential case 31. Therefore, when the countershaft 22 rotates, the power is transmitted from the differential mechanism 30 to the front axle shaft 32 to drive the front wheels of the vehicle.
[0036]
Further, a transfer drive gear 63 is fixed at the rightmost position of the transfer shaft 25, and the transfer drive gear 63 is always meshed with the transfer driven gear 64. Therefore, when the transfer shaft 25 rotates, its power is transmitted from the transfer (the transfer drive gear 63 and the transfer driven gear 64) to the rear axle propeller shaft 28 and the rear axle shaft (not shown) to drive the rear wheels of the vehicle. Is done.
[0037]
A sub-transmission synchromesh mechanism S4 is provided on the counter shaft 22 between the first intermediate shaft 23 and the second intermediate shaft 24, and a fifth shift fork 75 is engaged with the sleeve V4. ing. The fourth shift fork 74 moves to the right in the axial direction of the countershaft 22 when the sub speed change lever is moved from the low speed position to the high speed position, and when the sub speed change lever is moved from the high speed side to the low speed side. It is configured to move to the left side in the axial direction of the counter shaft 22. Splines are provided on the left end of the first intermediate shaft 23, the right end of the second intermediate shaft 24, and on both left and right sides of the sleeve V4. When the sleeve V4 moves to the right side in the axial direction of the counter shaft 22, When the shaft 22 is coupled and the sleeve V4 moves to the left side in the axial direction of the counter shaft 22, the sleeve V4 and the second intermediate shaft 24 are coupled. Therefore, when the sub-shift switch is moved from the low-speed position to the high-speed position, the first intermediate shaft 23 and the counter shaft 22 are connected, and when the sub-shift switch is moved from the high-speed position to the low-speed position, the second shaft is moved to the second position. The intermediate shaft 23 and the counter shaft 22 are connected.
[0038]
Here, when the first intermediate shaft 23 and the counter shaft 22 are coupled by the sub-transmission synchromesh mechanism S4, the two shafts 23 and 22 rotate integrally, so that the power from the engine EG is transmitted to the clutch EG. 10 → main shaft 21 → first intermediate shaft 23 → counter shaft 22 → final drive gear 61 → final driven gear 62 → differential mechanism 30 → front axle shaft 32 → front wheel. The power transmitted to the counter shaft 22 is transmitted to the counter shaft 22 → the transfer shaft drive gear 55 → the transfer shaft driven gear 56 → the transfer shaft 25 → the transfer drive gear 63 → the transfer driven gear 64 → the rear axle shaft → the rear wheel. . At this time, the first intermediate shaft 23 rotates the third intermediate shaft 26 via the first auxiliary transmission drive gear 57 and the first auxiliary transmission driven gear 58, and further the second auxiliary transmission drive gear 59 and the second auxiliary transmission driven gear. The second intermediate shaft 25 is rotated via 60, but these two shafts 26, 25 merely idle.
[0039]
On the other hand, when the second intermediate shaft 24 and the counter shaft 22 are connected by the sub-transmission synchromesh mechanism S4, the two shafts 24 and 22 rotate integrally, so that the power from the engine EG is supplied to the clutch 10 → Main shaft 21 → First intermediate shaft 22 → First auxiliary transmission driven gear 57 → First auxiliary transmission driven gear 58 → Third intermediate shaft 26 → Second auxiliary transmission drive gear 59 → Second auxiliary transmission driven gear 60 → Second intermediate The transmission is performed in the order of shaft 24 → counter shaft 22 → final drive gear 61 → final driven gear 62 → differential mechanism 30 → front axle shaft 32 → front wheel. The power transmitted to the counter shaft 22 is transmitted to the counter shaft 22 → the transfer shaft drive gear 55 → the transfer shaft driven gear 56 → the transfer shaft 25 → the transfer drive gear 63 → the transfer driven gear 64 → the rear axle shaft → the rear wheel. .
[0040]
As described above, when the first intermediate shaft 23 and the counter shaft 22 are coupled to each other, the counter shaft 22 rotates integrally with the first intermediate shaft 23. In contrast, when the second intermediate shaft 24 and the counter shaft 22 are connected, the counter shaft 22 is connected to the first intermediate shaft 23 via the third intermediate shaft 26 and the second intermediate shaft 24. Therefore, the rotation speed of the counter shaft 22 can be made different from the rotation speed of the first intermediate shaft 23. Therefore, even if the main gear is the same, the final gear ratio can be different. That is, it is possible to perform the sub-shift in which the entire main shift speed is shifted between the high and low stages.
[0041]
Here, whether the counter shaft 22 is connected to the first intermediate shaft 23 or the second intermediate shaft 24 is a high-speed stage depending on the number of teeth A of the first sub-transmission drive gear 57 and the first sub-transmission driven gear 58. And the relationship between the number C of teeth of the second auxiliary transmission drive gear 59 and the number D of teeth of the second auxiliary transmission driven gear 69. For example, the ratio (B / A) of the number B of teeth of the first auxiliary transmission driven gear 58 to the number A of teeth of the first auxiliary transmission drive gear 57, and the second auxiliary transmission driven gear to the number C of teeth of the second auxiliary transmission drive gear 59. If the value of the product {(B / A) · (D / C)} with the ratio (D / C) of the number of teeth D of 60 is greater than 1.0, the counter shaft 22 and the second intermediate shaft 24 Is coupled to the counter shaft 22, the power of the first intermediate shaft 23 is decelerated and transmitted to the counter shaft 22, so that the power of the first intermediate shaft 23 is lower than when the counter shaft 22 and the first intermediate shaft 23 are coupled. Slow down. That is, a state where the first intermediate shaft 23 and the counter shaft 22 are coupled is a high speed stage, and a state where the second intermediate shaft 24 and the counter shaft 22 are coupled is a low speed stage.
[0042]
As described above, in the transmission with the auxiliary transmission mechanism (transmission 20) according to the present invention, the entire shift speed obtained by the main transmission switching means (main transmission gear train and the first to third synchromesh mechanisms S1, S2, S3). Can be performed in two stages of high and low. In this transmission, a member corresponding to the output shaft member (counter shaft) of the transmission having only the main shift as the base is the counter shaft 22 and the counter shaft. The first intermediate shaft 23 is provided coaxially and is relatively movable, and the second intermediate shaft 34 is coaxial and relatively rotatable with the counter shaft 22 similarly to the first intermediate shaft 23, and serves as a base. The shaft (the shaft as the center of rotation of the shaft member) that is newly added to the transmission having only the speed change is only the shaft of the third intermediate shaft 26. For this reason, it is very easy to design when the auxiliary transmission mechanism is additionally installed in the base transmission, and the existing equipment can be used as it is (specifically, common use of peripheral parts and case processing). , Etc.), so that it can be produced at low cost.
[0043]
In addition, there is an advantage that the structure is simple and easy to assemble because the number of shafts is small as a whole, even with the sub-transmission mechanism, and there is little restriction imposed on the layout, so that the degree of freedom in design is large. Further, since the newly added third intermediate shaft 26 may be provided in parallel with the counter shaft 22, the total length of the transmission hardly increases. Therefore, it can be mounted not only on FR vehicles but also on FF vehicles.
[0044]
In the transmission 20, the shafts (the first intermediate shaft 23, the second intermediate shaft 24, and the third intermediate shaft 26) relating to the auxiliary transmission mechanism are made hollow, and the existing shafts (the counter shaft 22 and the transfer shaft 25) are used. By installing coaxially, each part is concentrated and arranged in the transmission, and even if additional functions are needed in the future, it is possible to easily add the function by replacing the peripheral parts It has become. In general, a vehicular transmission may include a damper having a rigidity in the rotation direction in order to suppress abnormal noise in a driving system during traveling caused by rotation fluctuation of each gear. By installing this in the fourth synchromesh mechanism S4, the space for the damper can be suppressed to a minimum area.
[0045]
Next, another embodiment of the transmission with a subtransmission mechanism according to the present invention will be described. Here, for convenience of explanation, the above-described example is referred to as a first embodiment, and the example shown here is referred to as a second embodiment. FIG. 2 is a skeleton diagram showing a configuration of a transmission with a subtransmission mechanism according to the second embodiment. When a vehicle equipped with the transmission is not used for a 4WD vehicle, or even when a 4WD vehicle is used, driving of a transfer is performed. This is an example of a case where the transfer shaft 25 shown in the first embodiment is not provided originally, such as a case where the transmission shaft 25 is provided via the final driven gear 62 in the transmission 20 according to the first embodiment. In this case, the third intermediate shaft does not need to be hollow, and can be a solid rod member. In the second embodiment, only differences from the first embodiment are shown, and the same parts as those in the first embodiment are denoted by the same reference numerals and the description thereof is omitted.
[0046]
In the transmission 20 'according to the second embodiment, a solid third intermediate shaft 26' is used instead of the hollow third intermediate shaft 26 in the transmission 20 shown in the first embodiment. The first auxiliary transmission drive gear 57 provided on the first intermediate shaft 23 is meshed with the first auxiliary transmission driven gear 58 ′ fixed to the third intermediate shaft 26 ′. A second auxiliary transmission driven gear 59 'fixed to the third intermediate shaft 26' meshes with the second auxiliary transmission driven gear 60 provided above. Even with such a configuration, the same effects as those of the transmission 20 shown in the first embodiment can be obtained.
[0047]
However, as in the case of the transmission 20 shown in the above-described first embodiment, the case where the transmission 20 according to the present invention is for a four-wheel drive vehicle and the transfer shaft 25 parallel to the counter shaft 22 is provided. In this case, since the shaft newly added by the additional installation of the auxiliary transmission mechanism is completely eliminated, the above-mentioned effect obtained by the present invention is further enhanced.
[0048]
Although the preferred embodiments of the present invention have been described above, the scope of the present invention is not limited to those shown in the above embodiments. For example, in the above-described embodiment, the so-called manual type configuration in which the first to fourth shift forks are moved by operating the change lever is used. The automatic transmission may be configured so as to automatically change the speed by detecting the above. Further, in the above-described embodiment, the main shaft 21 and the first intermediate shaft 23 are connected by the constantly meshing gear train provided with the synchromesh mechanism. It may be configured to be combined. Power transmission between the main shaft 21 and the first intermediate shaft 23 is performed by a continuously variable transmission through a pulley provided on each of the shafts 21 and 23 and a belt member bridged between the pulleys. May be performed.
[0049]
Further, the prime mover is not limited to an internal combustion engine such as an engine, and the configuration of the clutch is not particularly limited to the above-described embodiment. The number of stages of the main shift is not limited to the first to fifth speeds. Further, the shift operation of the sub-shift may not be manual, but may be configured to automatically detect a vehicle speed, an engine load, and the like. Further, the selective coupling means for selectively coupling the counter shaft 22 to either the first intermediate shaft 23 or the second intermediate shaft 24 is a synchromesh mechanism (fourth synchromesh mechanism S4) in the above-described embodiment. However, this is merely an example, and other means such as a hydraulic clutch may be used. Further, the transmission with the auxiliary transmission mechanism according to the present invention may not be used for a vehicle, and can be applied to another rotating machine with a motor.
[0050]
【The invention's effect】
As described above, in the transmission with the subtransmission mechanism according to the present invention, the subtransmission that sets the entire gear stage obtained by the main transmission switching means to two levels of high and low can be performed. In the present transmission, a member corresponding to an output shaft member of a transmission having only a speed change includes an output shaft member and a first intermediate shaft member which is provided coaxially with the output shaft member and is relatively movable. Similarly to the intermediate shaft member, the shaft is coaxial with the output shaft member and is relatively rotatable. The newly increased shaft (the shaft as the center of rotation of the shaft member) of the transmission having only the main transmission serving as the base is the third shaft. Only the shaft of the intermediate shaft member is provided. For this reason, it is very easy to design when the auxiliary transmission mechanism is additionally installed in the base transmission, and the existing equipment can be used as it is, so that it is possible to produce at low cost. In addition, there is an advantage that the structure is simple and easy to assemble because the number of shafts is small as a whole, even with the sub-transmission mechanism, and there is little restriction imposed on the layout, so that the degree of freedom in design is large. Further, since the newly added third intermediate shaft member may be provided in parallel with the output shaft member, the total length of the transmission hardly increases. Therefore, it can be mounted not only on FR vehicles but also on FF vehicles.
[0051]
Further, when a second output shaft member parallel to the output shaft member (corresponding to a transfer shaft in the case of a four-wheel drive vehicle) is provided as in a transmission mounted on a four-wheel drive vehicle, The third intermediate shaft member is formed in a hollow shape, and the second output shaft member is provided coaxially with the third intermediate shaft member and relatively rotatable through the third intermediate shaft member. A configuration may be adopted in which the output shaft member is connected to the output shaft member via the power transmission means of No. 3. With such a configuration, all the intermediate shaft members required for the subtransmission mechanism are provided coaxially with the existing shaft members (here, the output shaft member and the second output shaft member). Thus, there is no newly added axis, and the above-mentioned effect obtained by the present invention is further enhanced.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram showing an embodiment in which a transmission with a subtransmission mechanism according to the present invention is applied to a full-time 4WD vehicle as a vehicle transmission.
FIG. 2 is a skeleton diagram showing a configuration of a transmission according to a second embodiment.
FIG. 3 is a skeleton diagram showing an example of a conventional transmission.
[Explanation of symbols]
10 clutch
20 Transmission with auxiliary transmission mechanism
21 Main shaft
22 Counter shaft
23 1st intermediate shaft
24 Second intermediate shaft
25 Transfer shaft
26 Third intermediate shaft
27 Reverse gear shaft
30 Differential mechanism
35 Transfer
S1 First synchromesh mechanism
S2 Second synchromesh mechanism
S3 Third synchromesh mechanism
S4 Synchromesh mechanism for auxiliary transmission
EG engine

Claims (2)

An input shaft member connected to the prime mover,
An output shaft member provided in parallel with the input shaft member,
A first intermediate member provided coaxially and relatively rotatable with respect to the output shaft member, main speed changeover means for shifting between the input shaft member and the first intermediate shaft member,
A hollow second intermediate shaft member provided coaxially and relatively rotatable with respect to the output shaft member;
The second shaft member is provided in parallel with the output shaft member, is connected to the first intermediate shaft member via first power transmission means, and is connected to the second intermediate shaft member via second power transmission means. 3 intermediate shaft members,
A transmission with a subtransmission mechanism, further comprising: a selective coupling unit that selectively couples the output shaft member to one of the first intermediate shaft member and the second intermediate shaft member. The third intermediate shaft member is formed in a hollow shape, and a second output shaft member is provided coaxially with the third intermediate shaft member and relatively rotatable through the third intermediate shaft member,
The transmission with an auxiliary transmission mechanism according to claim 1, wherein the second output shaft member is connected to the output shaft member via third power transmission means.

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