JP2004197813A - Speed reduction gear for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a speed reduction gear for a vehicle enabling to materialize multistage while inhibiting each shaft length of an input shaft and a counter shaft from getting longer and inhibiting bend of the counter shaft from bending. <P>SOLUTION: In the speed reduction gear of an output reduction gear type, a reverse reduction gear train 7 receiving smallest effect of load of reduction gear trains 1-7 is provided in a front side of each vehicle front side bearing parts 13, 16 of the input shaft S1 and the counter shaft Sc, and a driven gear 7c of the reduction gear train 7 is supported in a cantilever style at a shaft end part in front side of the vehicle front side bearing part of the counter shaft Sc. Consequently, the reverse reduction gear train 7 can be provided without making distance between each bearing of the input shaft Si and the counter shaft Sc longer, and increase of size and weight, deterioration of shift operation characteristics due to long shaft length can be inhibited. Also, since the reverse reduction gear train 7 receiving small effect of load is supported in the cantilever style, bending of the counter shaft Sc can be inhibited as much as possible and noise can be inhibited. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a gear transmission for a vehicle, and more particularly to an output reduction gear type transmission.
[0002]
[Prior art]
Conventionally, as a manual gear transmission in a vertically mounted engine type vehicle, an input shaft and an output shaft arranged on the same shaft, a counter shaft arranged in parallel with both shafts, an input shaft and an output shaft, A plurality of speed change gear trains (including a reduction gear train) which are arranged in pairs with each other at each shift speed and mesh with each other, and a rotational driving force input to the input shaft, A transmission gear train corresponding to the speed selected from the transmission gear train, and a synchronizer for switching the power transmission path so as to be transmitted to the output shaft via the counter shaft or directly transmitted from the input shaft to the output shaft. The structure is known.
In such a gear type transmission, the rotational driving force of the input shaft is transmitted to the output shaft after being reduced at a constant reduction ratio by the reduction gear train after passing through the different speed gear train and the counter shaft for each gear stage. .
Such a type is called a so-called "output reduction gear type" because the speed is reduced between the counter shaft and the output shaft, and is disclosed in, for example, Patent Document 1 below.
[0003]
[Patent Document 1]
JP 2000-240737 A
In recent years, from the viewpoints of improving fuel efficiency and driving performance, the number of gears of the transmission has been increased to include more gears. Similarly, the above-described “output reduction gear type” also includes multiple gears. It is desired.
[0005]
[Problems to be solved by the invention]
However, if the speed of the transmission is simply increased, there are the following problems.
In other words, when the number of transmission gear trains increases with the increase in the number of stages, it is necessary to increase the length of the input shaft and the counter shaft in order to arrange the respective transmission gear trains.
Therefore, when the length of each shaft is long, the length between the bearing portions that support each shaft at both ends is long, which causes a problem that the rigidity of each shaft is reduced and the transmission is increased in size.
In order to compensate for the decrease in rigidity of each shaft, it is conceivable to increase the diameter of each shaft. Problems arise.
[0006]
Therefore, it is conceivable to arrange the transmission gear train at the shaft end rather than the bearing of each shaft without changing the length between the bearings of each shaft.
Here, from the viewpoint of standardization of production equipment, there is a demand that the transmission case in which the transmission gear train and the like are arranged should be common irrespective of the difference in the number of transmission steps (for example, five forward steps and six forward steps). On the other hand, the clutch case connected to the front side of the vehicle with respect to the transmission case is originally formed into a different shape due to a difference in engine and the like, so that the degree of freedom in changing the structure is high.
In the above-mentioned "output reduction gear type", a transmission gear train can be disposed at each shaft end on the vehicle front side by slightly changing the clutch case.
As described above, if the transmission gear train can be arranged at each shaft end, it is possible to increase the number of gears without increasing the distance between the bearings of the input shaft and the counter shaft. However, if a transmission gear train is simply provided at each shaft end, the end of the counter shaft is in a cantilevered support state. Therefore, when a large load is applied to this transmission gear train, the counter shaft is bent, and the bending is caused by the bending. There is a problem that the backlash between the driven transmission gear and the drive transmission gear changes, causing noise.
[0007]
The present invention has been made in view of the above-described problems, and has an object of increasing the length of each of the input shaft and the counter shaft, and increasing the number of stages while suppressing bending of the counter shaft. It is an object of the present invention to provide a vehicle gear transmission.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides the following as a solution. That is, in the first configuration of the present invention, an input shaft connected to the engine output shaft;
An output shaft arranged on the same axis as the input shaft;
A counter axis arranged in parallel with the input axis and the output axis;
Between the input shaft and the output shaft and the counter shaft, a plurality of transmission gear trains including a driven gear and a drive gear that are arranged in pairs for each gear and mesh with each other,
A power transmission state is established between the input shaft and the counter shaft via a transmission gear train corresponding to a speed selected from among the plurality of transmission gear trains, or the input shaft and the output shaft are A synchronizer that is directly coupled,
The transmission gear train includes a reduction gear train that is disposed between the counter shaft and the output shaft and that reduces and transmits the rotational driving force of the counter shaft to the output shaft. In the transmission,
Among the transmission gear trains, a reversing transmission gear train is disposed forward of each of the vehicle front-side bearings of the input shaft and the counter shaft, and a driven gear of the transmission gear train is connected to the counter shaft. The cantilever support is provided at a shaft end portion ahead of the vehicle front side bearing portion.
Normally, when the vehicle is moving backward, the driver frequently performs an accelerator operation less frequently than when the vehicle is moving forward.
According to the first configuration of the present invention, the reverse speed change gear train is disposed on the vehicle front side of the vehicle front side bearing portion of the input shaft and the counter shaft, and the driven side gear of the speed gear train is provided. However, since the countershaft is configured to be cantilevered at a shaft end portion on the vehicle front side of the vehicle front side bearing portion with respect to the vehicle front side bearing portion, the speed change without increasing the distance between the input shaft and the bearing portion of the countershaft. The gear train can be provided, and the transmission can be multi-staged while suppressing an increase in size, weight, and deterioration in shift operability due to an increase in the length of each shaft.
In addition, since a reversing transmission gear train that is less affected by a load to be applied is set as the cantilevered transmission gear train, it is possible to suppress the deflection of the counter shaft as much as possible and suppress noise.
[0009]
In the second configuration of the present invention, a transmission case in which the shafts, the transmission gear train, and the synchronization device are provided;
A clutch case connected to the vehicle front side of the transmission case,
The reverse transmission gear train is arranged in the clutch case, and a cover member is provided to cover the vehicle front side of the reverse transmission gear train.
In the output reduction gear type, when the transmission gear train is disposed on the vehicle front side of the input shaft and the counter shaft, the vehicle front side of the transmission case is extended and disposed in the transmission case or in front of the transmission case. It is conceivable that the transmission case is arranged in the clutch case, but in the former case, the transmission case cannot be shared, so that it is desirable to arrange the transmission case in the clutch case as in the latter case.
However, if the transmission gear train is simply disposed in the clutch case, there arises a problem that the transmission gear train cannot be lubricated.
According to the second configuration of the present invention, the reverse transmission gear train is arranged in the clutch case, and the cover member that covers the vehicle front side of the reverse transmission gear train is provided. Thus, it is possible to store the lubricating oil for the reversing transmission gear train, and it is possible to secure lubrication of the transmission gear train disposed in the clutch case while maintaining a common transmission case.
[0010]
In the third configuration of the present invention, a synchronization device for a reverse transmission gear train is provided on a shaft end portion of the counter shaft, which is located forward of a vehicle front side bearing portion, sequentially from the shaft end portion to the bearing portion. The driven gear of the transmission gear train is arranged.
When the speed change gear train is cantilevered at the end of the counter shaft, the counter shaft is bent and the speed change gear train falls, so that the backlash between the driven speed change gear and the drive speed change gear changes, and noise occurs.
The backlash increases as the deflection of the counter shaft increases and the inclination of the transmission gear train increases.
According to the third configuration of the present invention, since the driven gear of the transmission gear train is disposed close to the bearing, the distance between the driven gear and the bearing is reduced, and the bending moment of the counter shaft is reduced. Therefore, it is possible to reduce the amount of deflection of the counter shaft and the amount of tilting of the driven gear due to the deflection, thereby suppressing noise.
[0011]
In the fourth configuration of the present invention, the transmission gear train is constituted by each transmission gear train corresponding to six forward steps and one reverse step.
The reduction gear train is provided at a shaft end on the vehicle rear side of the counter shaft, and bearing portions are provided on both sides of the reduction gear train, respectively.
The reversing transmission gear train is arranged at a shaft end of the counter shaft on the vehicle front side, and one bearing is provided on the vehicle rear side of the reversing transmission gear train.
Normally, in a transmission with five forward steps and one reverse step, the counter shaft has two bearing portions on both sides of the reduction gear on the vehicle rear side of the counter shaft, and one bearing portion on the shaft end portion on the vehicle front side of the counter shaft. Supported by a total of three bearings.
The reason why the counter shaft is supported by two bearings on both sides of the reduction gear is that a large load is applied to the counter shaft by the engagement of the reduction gear.
On the other hand, in the case where the shift speed is increased from five forward speeds to six forward speeds, as in the present invention, when a predetermined speed change gear train is disposed at the shaft end of the counter shaft on the vehicle front side, the predetermined speed change gear Since the rows are cantilevered on the counter shaft, the counter shaft may be bent.
According to the fourth configuration of the present invention, at the shaft end of the counter shaft supported by one bearing portion, a reversing speed change gear train with a small influence of a load applied is disposed, and the counter gear is subjected to bending of the counter shaft. Is small, it is not necessary to increase the number of bearings of the cowtan shaft, and it is possible to increase the number of forward five stages to six without changing the countershaft bearing configuration of the conventional transmission.
Therefore, it is possible to provide a conventional six-speed forward and one-reverse transmission without changing the parts related to the conventional five-speed forward and one-reverse reverse transmission, and the production equipment.
[0012]
【The invention's effect】
ADVANTAGE OF THE INVENTION According to this invention, multistage of a transmission can be achieved, without lengthening each shaft length, and it can suppress enlargement of a transmission, weight increase, and deterioration of shift operability.
In addition, since a reversing transmission gear train that is less affected by a load to be applied is set as the cantilevered transmission gear train, it is possible to suppress the deflection of the counter shaft as much as possible and suppress noise.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a longitudinal sectional view schematically showing an overall configuration of a gear type transmission according to an embodiment of the present invention, and FIG. 2 is a skeleton diagram of the gear type transmission according to the embodiment of the present invention.
[0014]
In the transmission TM shown in FIG. 1, the input shaft Si and the output shaft So are arranged on the same axis in the transmission case 10, and below the two shafts Si and So, they are parallel to each other. Is provided with a counter shaft Sc.
In addition, a plurality of speed change gear trains 1 to 6 corresponding to each shift speed and meshing with each other are provided.
[0015]
In the gear transmission TM, the driven gear 40 of the reduction gear train 4 capable of transmitting the rotation of the counter shaft Sc to the output shaft So and the drive gear 4c are both integrated with each shaft between the counter shaft Sc and the output shaft So. The output reduction gear train 4 is a so-called output reduction gear type configured to rotate at a rotational speed. The reduction gear train 4 is disposed at an output end (rear end, right end in FIG. 1) of the counter shaft Sc. Is established.
The gear type transmission TM is mounted on, for example, an FR-type vehicle with an engine mounted vertically, and has six forward speeds and one reverse speed, and the fourth forward speed is connected to the input shaft Si. A direct-connection gear stage is configured to directly connect the output shaft So and transmit power directly.
[0016]
The input shaft Si of the gear transmission TM has its input end (front end, left end in FIG. 1) connected to an engine output shaft (not shown) via a clutch (not shown). The output side end (rear end, right end in FIG. 1) is pivotally supported in a recess formed in the input side end (front end, right side in FIG. 1) of the output shaft So.
The output side end (rear end side, right side in FIG. 1) of the output shaft So is finally connected to a propeller shaft (not shown) that transmits driving force to the rear wheel side.
The shift case 10 and the clutch case 20 are provided with a plurality of support portions 11, 12, and 21 that protrude inward from the inner walls of the case 10 and the clutch case 20, and these support portions 11, 12, 21 are provided. A vehicle front side bearing portion 13 and a vehicle rear side bearing portion 14 supporting both ends of the input shaft Si, a bearing portion 15 supporting a front side of the output shaft So, and a vehicle front side bearing portion supporting both ends of the counter shaft Sc. 16 and a vehicle rear side bearing portion 17 are provided.
[0017]
As described above, the gear type transmission TM has six forward speeds and one reverse speed, and seven sets of speed change gear trains 1 to 7 are provided corresponding to each of these speeds. I have.
In the present embodiment, the seven sets of speed change gear trains 1 to 7 are sequentially arranged from the front end side (left side in FIG. 1) of the input shaft Si to the rear end side. A gear train for fifth and sixth gears 6, a gear train for first gear 1, a gear train for second and second gears 3, a gear train for third speed 3, and a gear train for fourth speed (reduction gear train) 4 are provided.
A cover member 22 having a U-shaped cross section is disposed on the vehicle front side of the reversing transmission gear train 7, and the cover member 22 is fixed to the support portion 21 of the clutch case 20, so that the reverse reversing gear train 7 can be used. The transmission gear train 7 is configured to be covered.
[0018]
In each of the transmission gear trains 1 to 7, among the driven gears 1c to 7c provided on the counter shaft Sc, the first, second, and reverse driven gears 1c, 2c, and 7c are counters. The planetary gears are rotatable relative to the shaft Sc, and the driven gears 3c to 6c for the third to sixth speeds are formed as fixed gears that rotate integrally with the counter shaft Sc.
Of the drive gears 1i to 3i, 5i to 7i, and 4o provided on the input shaft Si and the output shaft So, the first, second, and reverse drive gears 1i, 2i, 4o, and 7i are , An input shaft Si and an output shaft So, the driving gears 3i, 5i, and 6i for the third speed, the fifth speed, and the sixth speed are formed relative to the input shaft Si. It is formed as a rotatable planetary gear.
As is well known in the art, the reverse transmission gear train 7 has a driven gear 7c and a driving gear 7i meshed via an idle gear (not shown). The driven gear 7c rotates in a direction opposite to the case where the driven gear 7c is a forward gear.
[0019]
In the fourth speed gear (reduction gear) 4, the driven gear 4c is formed at the output end of the counter shaft Sc as a fixed gear that rotates integrally with the counter shaft Sc, while the drive gear 4o is connected to the output shaft. It is formed at the end of the input shaft side of So as a fixed gear that rotates integrally with the output shaft So.
The fourth gear driven gear 4c and the driving gear 4o form a reduction gear train that reduces the speed at a constant gear ratio.
That is, the respective gears 4c and 4o of the reduction gear train 4 capable of transmitting the rotation of the counter shaft Sc to the output shaft So at a reduced speed are both rotated integrally with the respective shafts between the counter shaft Sc and the output shaft So. By laying out the reduction gear train 4 in this manner, the above-described output reduction gear type gear transmission TM is configured.
[0020]
Further, a synchronizing device for switching the gear stage by connecting each of the planetary gears 1c, 2c, 3i, 5i, 6i, and 7c to rotate integrally with the input shaft Si or the counter shaft Sc. 30 to 33 are provided.
The synchronizer 30 is a synchronizer for the reverse gear train 7, and is arranged on the counter shaft Sc closer to the shaft end than the reverse driven gear 7c.
The synchronizer 31 is a synchronizer for switching between 5th and 6th speeds for 5th and 6th speeds, and is provided on an input shaft Si between the 5th speed drive gear 5i and the 6th speed drive gear 6i. Are located.
The synchronizer 32 is a synchronizer for switching between the first speed and the second speed for 1-2 speed, and is provided on a counter shaft Sc between the first speed driven gear 1c and the second speed driven gear 2c. Are located.
The synchronizer 33 is a synchronizer for switching a direct connection stage (fourth speed) for directly transmitting power from the input shaft Si to the output shaft So, and is arranged on the input shaft Si.
The synchronizer 33 is well known in the related art, and a description thereof will be omitted.
[0021]
In the above configuration, when any one of the speeds other than the fourth speed is selected by the speed changeover operation of the shift lever 8, the planetary gears of the speed change gear train rotate integrally with one of the shafts by the synchronization device. The planetary gear and the fixed gear are rotated in a meshed state to drive the counter shaft Sc. The rotation of the counter shaft Sc is transmitted to the output shaft So while being reduced by the reduction gear train 4.
On the other hand, when the fourth speed is selected by the shift position switching device of the shift lever 8, the input shaft Si and the output shaft So are directly connected by the synchronization device 33.
[0022]
As described above, according to the present embodiment, the reverse transmission gear train 7 having a small influence of the applied load is arranged on the vehicle front side with respect to the vehicle front side bearing portions 13 and 16 of the input shaft Si and the counter shaft Sc. And the driven side gear 7c of the reversing speed gear train 7 is configured to be cantilevered at the shaft end of the counter shaft Sc on the vehicle front side with respect to the vehicle front side bearing portion 16 so that The reversing transmission gear train 7 can be disposed without increasing the distance between the bearings 13-14 and 16-17 of the input shaft Si and the counter shaft Sc, and the shaft length increases to increase the size and weight. Further, it is possible to increase the number of stages of the transmission while suppressing deterioration in shift operability.
In addition, since the reversing transmission gear train 7 having a small influence of the applied load is set as the cantilevered transmission gear train, the deflection of the counter shaft Sc can be suppressed as much as possible, and the noise can be suppressed. .
In addition, the reverse transmission gear train 7 having a small influence of the applied load is disposed in the clutch case 20 and a cover member 22 for covering the reverse transmission gear train 7 having a small influence of the applied load is provided. As a result, it is possible to store lubricating oil for the reverse transmission gear train 7, and to maintain lubrication of the reverse transmission gear train 7 disposed in the clutch case 20 while maintaining common use of the transmission case 10. Can be secured.
Further, since the driven gear 7c of the reversing transmission gear train 7 is disposed close to the vehicle front side bearing portion 16, the distance between the driven gear 7c and the vehicle front side bearing portion 16 is reduced, and the counter shaft Sc of the counter shaft Sc is reduced. Since the bending moment is reduced, the amount of bending of the counter shaft Sc and the amount of falling of the driven gear 7c due to the bending can be reduced, and noise can be suppressed.
Further, at the shaft end of the counter shaft Sc supported by one vehicle front side bearing portion 16, a reverse speed change gear train 7 having a small influence of a load applied is disposed, and the influence on the deflection of the counter shaft Sc is provided. Therefore, it is not necessary to increase the number of bearing portions of the counter shaft Sc, and it is possible to increase the number of forward five stages to six without changing the configuration of the counter shaft bearing of the conventional transmission. Therefore, it is possible to provide a conventional six-speed forward and one-reverse transmission without changing the parts related to the conventional five-speed forward and one-reverse reverse transmission, and the production equipment.
[0023]
In the present embodiment, the example in which the driven gear 7c of the reverse transmission gear train 7 is disposed close to the vehicle front side bearing portion 16 has been described, but the synchronization device 30 is disposed close to the vehicle front side bearing portion 16. You may make it arrange | position.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view schematically showing the entire configuration of a gear transmission according to an embodiment of the present invention. FIG. 2 is a skeleton diagram of the gear transmission according to the embodiment of the present invention.
[Explanation of symbols]
TM: Gear transmission (Vehicle gear transmission)
Si: input shaft So: output shaft Sc: counter shaft 1: transmission gear train for first speed 2: transmission gear train for second speed 3: transmission gear train for third speed 4: transmission gear train for fourth speed 5: transmission gear for fifth speed Gear train 6: 6-speed transmission gear train 7: Reverse transmission gear train 10: Transmission cases 11, 12, 21: Support portions 13, 16: Vehicle front side bearing portions 14, 17: Vehicle rear side bearing portion 20: Clutch Case 22: cover members 30, 31, 32, 33: synchronizer

Claims (4)

An input shaft connected to the engine output shaft,
An output shaft arranged on the same axis as the input shaft;
A counter axis arranged in parallel with the input axis and the output axis;
Between the input shaft and the output shaft and the counter shaft, a plurality of speed change gear trains including a driven gear and a drive gear that are arranged in pairs for each speed stage and mesh with each other,
A power transmission state is established between the input shaft and the counter shaft via a transmission gear train corresponding to a speed selected from among the plurality of transmission gear trains, or the input shaft and the output shaft are A synchronizer that is directly coupled,
A vehicle provided with the plurality of speed change gear trains, which is disposed between the counter shaft and the output shaft, for reducing and transmitting the rotational driving force of the counter shaft to the output shaft. Gear transmission,
Among the transmission gear trains, a reversing transmission gear train is disposed forward of each of the vehicle front-side bearings of the input shaft and the counter shaft, and a driven gear of the transmission gear train is connected to the counter shaft. A gear transmission for a vehicle, characterized in that it is cantilevered at a shaft end portion forward of the vehicle front side bearing portion. A transmission case in which the shafts, the transmission gear train, and the synchronizer are disposed;
A clutch case connected to the vehicle front side of the transmission case,
2. The vehicular gear transmission according to claim 1, wherein the reversing transmission gear train is disposed in the clutch case, and a cover member is provided to cover the vehicle front side of the reversing transmission gear train. . At the shaft end of the counter shaft ahead of the vehicle front side bearing portion, a reversing transmission gear train synchronization device and a driven side gear of the transmission gear train are sequentially arranged from the shaft end portion to the bearing portion. The vehicle gear transmission according to claim 1, wherein the transmission is provided. The speed change gear train is constituted by each speed change gear train corresponding to six forward steps and one reverse step.
The reduction gear train is provided at a shaft end on the vehicle rear side of the counter shaft, and bearing portions are provided on both sides of the reduction gear train, respectively.
The reversing transmission gear train is arranged on the shaft end side of the counter shaft on the vehicle front side, and one bearing portion is provided on the vehicle rear side of the reversing transmission gear train. The vehicle gear transmission according to any one of claims 1 to 3, wherein

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