JP2008064229A - Gear structure for manual transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission wherein less or no sliding resistance occurs between a low-speed-stage idling gear which does not transmit torque and a synchronizer ring during high-speed-stage travel. <P>SOLUTION: The consistently gearing type transmission has the idling gears in gear trains. Herein, the synchronizer rings 6, 7 are arranged in a low-speed-stage gear train (first or second speed) between a clutch hub 5 to be rotated integrally with an output shaft 1 and each of the idling gears 3, 4 for rotating the idling gears 3, 4 in synchronization with the output shaft 1, and reverse idling gears 9, 10 consistently gearing with the idling gears 3, 4 are arranged on a counter shaft 2 in at least low-speed-stage gear train out of the gear trains. Between the reverse idling gears 9, 10 and the counter shaft 2, a one-way clutch 11 is arranged for rotating the reverse idling gears 9, 10 integrally with the counter shaft 2 during low-speed-stage travel and for allowing the idling of the reverse idling gears 9, 10 during high-speed-stage travel. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an always-meshing type transmission in which each gear train is separated from a shaft and has an idler gear that can rotate relative to the shaft, and more particularly to a manual transmission.

  FIG. 1 is a cross-sectional view showing a conventional always-mesh manual transmission. FIG. 2 is an enlarged view of the vicinity of the low-speed idle gear shown in FIG.

  Referring to FIGS. 1 and 2, in a conventional manual transmission, a manual operation is performed via a sleeve 8 between a clutch hub 5 that rotates integrally with the output shaft 1 and the idle gears 3 and 4. Synchronizer rings 6 and 7 for synchronously rotating the gears 3 and 4 and the output shaft 1 are arranged. In each of the gear trains, in the low speed gear train, the anti-spin gears 9 and 10 that are always meshed with the idle gears 3 and 4 are disposed on the counter shaft 2. These anti-spinning gears 9 and 10 are fixed to the countershaft 2.

  In the above-described conventional manual transmission, when traveling at a high speed (5th or 6th speed), torque from the engine is transmitted as indicated by an arrow in the figure, and the idle gear for the low speed (1st or 2nd speed) is transmitted. Since the rolling gears 3 and 4 are idle with respect to the output shaft 1, a large sliding resistance is generated between the cone surfaces 6 a and 7 a of the synchronizer rings 6 and 7 and the idle gears 3 and 4. . In the synchronizer rings 6 and 7 that act on the idler gears 3 and 4 at lower speeds, this sliding resistance is increased, which is a factor that deteriorates the power transmission efficiency of the transmission.

  An object of the present invention is to provide a transmission that can reduce or eliminate sliding resistance generated between the idler gear of a low-speed gear train that does not transmit torque and a synchronizer ring during high-speed traveling. And

  According to a first aspect of the present invention, there is provided a constantly meshing transmission in which each gear train has an idler gear, and between the idler gear and a clutch hub that rotates integrally with the first shaft. A synchronizer ring for synchronously rotating the free gear and the first shaft is disposed, and at least in the low speed gear train among the gear trains, an anti-free gear that is always meshed with the idle gear is provided. Arranged on the second shaft, between the anti-spinning gear and the second shaft, the anti-spinning gear rotates together with the second shaft during low-speed traveling, and the high-speed traveling There is provided a transmission characterized in that a one-way clutch that allows the anti-spinning gear to rotate is arranged.

  According to the present invention, a one-way clutch that allows the anti-spinning gear to rotate freely during high-speed traveling is installed for the anti-spinning gear of the low-speed gear train. The sliding resistance of the synchronizer ring that applies frictional force to the idler gear is much larger than the rotational resistance of the one-way clutch. For this reason, when traveling at a high speed, the anti-spinning gear idles with respect to the second shaft in the low-speed gear train, and the idle gear and the first shaft rotate in the same rotation. The sliding resistance of the synchronizer ring acting on In the low-speed gear train, the anti-spinning gear and the second shaft are differentiated via a one-way clutch, so that the rotational difference between them is absorbed. As a result, the loss in the low-speed gear train during high-speed traveling is replaced with the rotational resistance of the one-way clutch, which is much smaller than the conventional sliding resistance of the synchronizer ring. The power transmission efficiency is improved.

  In a preferred embodiment of the present invention, a sliding resistance acting between the synchronizer ring and the idle gear is larger than a rotational resistance of the one-way clutch.

  In a preferred embodiment of the present invention, the first shaft is an output shaft that outputs power, and the second shaft is a countershaft arranged in parallel with the first shaft.

  The present invention is preferably applied to a manual transmission, and the synchronizer ring is manually operated via a sleeve or the like.

  In a preferred embodiment of the present invention, the synchronizer ring includes an outer ring, a middle ring, and an inner ring disposed between a clutch hub and a gear that are rotatably mounted on a shaft. The middle ring located between these rings is connected to the clutch hub so as to be integrally rotatable, and a plurality of tapered cone clutches are formed between the ring and the gear. A multi-cone synchronizer or a single-cone synchronizer is applied.

  An embodiment of the present invention will be described below with reference to the drawings. FIG. 3 is a cross-sectional view of a main part for explaining a manual transmission according to an embodiment of the present invention. The manual transmission shown in FIG. 3 can have the same structure as that of the manual transmission shown in FIG. 1 except for the structure near the low-speed gear train shown in FIG. The present invention can also be applied to a manual transmission having the structure described above.

  Referring to FIG. 3, a manual transmission according to an embodiment of the present invention is a constantly meshing transmission in which each gear train has an idle gear, and a low speed gear train (first speed or second speed). In FIG. 2, the synchronizer rings 6 and 7 for synchronously rotating the idle gears 3 and 4 and the output shaft 1 are arranged between the clutch hub 5 rotating integrally with the output shaft 1 and the idle gears 3 and 4. ing. Out of the gear trains, at least in the low speed gear trains, anti-spin gears 9 and 10 that are always meshed with the idle gears 3 and 4 are disposed on the counter shaft 2. Between the anti-spinning gears 9 and 10 and the countershaft 2, the anti-spinning gears 9 and 10 are rotated together with the countershaft 2 during low-speed traveling, and the anti-spinning gears 9 and 10 are free-rotating during high-speed traveling. A one-way clutch 11 that allows The sliding resistance of the synchronizer rings 6 and 7 is much larger than the rotational resistance of the one-way clutch 11.

  Power from the engine is input to the output shaft 1 and the shifted power is output to the differential device. The counter shaft 2 is disposed in parallel with the output shaft 1.

  The synchronizer rings 6 and 7 are urged toward the idle gears 3 and 4 when the sleeves splined to the clutch hub 5 are manually shifted, and the cone surfaces thereof are idle gears. The output shaft 1 and any one of the idle gears 3 and 4 are rotated in synchronization with each other.

  In FIG. 3, triple cone type synchronizer rings 6 and 7 are shown. However, in the present invention, other types of synchronizer rings such as a single cone type can be adopted.

  The operation of the manual transmission according to the embodiment of the present invention described above will be described. FIG. 4 is a schematic diagram (rear view of FIG. 3) for explaining the operation of the low speed gear train during high speed traveling in the manual transmission shown in FIG.

  3 and 4, in the manual transmission according to the embodiment of the present invention, the sliding resistance of the synchronizer rings 6 and 7 is much larger than the rotational resistance of the one-way clutch 11. For this reason, the synchronizer rings 6 and 7 and the sleeve in the low speed gear train (first speed or second speed) when traveling at a high speed such as the fifth speed or the sixth speed (refer to the torque flow indicated by the arrow in FIG. 1). 8 is in a neutral position in the shift direction, and the anti-spinning gears 9 and 10 are swung clockwise with respect to the counter shaft 2 in FIG. 4 turns counterclockwise in the same direction. The rotation difference is absorbed by the differential of the one-way clutch 11. As a result, since the three members of the idler gears 3 and 4, the synchronizer rings 6 and 7 and the output shaft 1 rotate in the same direction, the sliding resistance of the synchronizer rings 6 and 7 acting on the idler gears 3 and 4 is reduced. Or disappear. As a result, at the time of high speed traveling, the loss in the low speed gear train is replaced with the rotational resistance of the one-way clutch 11 which is much smaller than the conventional sliding resistance of the synchronizer rings 6 and 7. Therefore, the efficiency of power transmission of the transmission is improved.

  During low-speed traveling, the anti-spinning gears 9 and 10 are fixed to the countershaft 2 that attempts to rotate clockwise in FIG.

  The synchronization device of the present invention is suitably applied to a gear transmission of a vehicle.

It is sectional drawing which shows the conventional continuous meshing type manual transmission. FIG. 2 is an enlarged view in the vicinity of a low-speed stage idler gear shown in FIG. It is principal part sectional drawing for demonstrating the manual transmission which concerns on one Example of this invention. FIG. 4 is a schematic diagram for explaining the operation of a low speed gear train during high speed travel in the manual transmission shown in FIG. 3.

Explanation of symbols

1 Output shaft (first shaft)
2 Counter shaft (second shaft)
3, 4 Low-speed gear train idle gear 5 Clutch hub 6, 7 Synchronizer ring 6a, 7a Cone surface 8 Sleeve 9, 10 Low-speed gear train idle gear 11 One-way clutch

Claims (4)

Each gear train is a constantly meshing transmission having idle gears,
A synchronizer ring for synchronously rotating the idle gear and the first shaft is disposed between the clutch hub that rotates integrally with the first shaft and the idle gear.
In at least a low-speed gear train among the gear trains, an anti-swivel gear that is always meshed with the idle gear is disposed on the second shaft,
Between the anti-spinning gear and the second shaft, the anti-spinning gear is rotated together with the second shaft during low-speed traveling, and the anti-spinning gear is allowed to rotate during high-speed traveling. A transmission characterized in that a one-way clutch is arranged.   The transmission according to claim 1, wherein a sliding resistance acting between the synchronizer ring and the idle gear is larger than a rotational resistance of the one-way clutch. The first shaft is an output shaft for outputting power;
The transmission according to claim 1 or 2, wherein the second shaft is a countershaft arranged in parallel with the first shaft.   The transmission according to any one of claims 1 to 3, wherein the transmission is a manual transmission.

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