JP2013213569A - Manual transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a manual transmission for a vehicle enabling reduction of the total length of an M/T (a manual transmission for a vehicle), and capable of achieving a wide range of a reduction gear ratio, in the 7-speed M/T of a type having five shafts of an input shaft, an output shaft, first and second intermediate shafts and an idle shaft.SOLUTION: An input shaft A1 is provided with "a driving gear G1i of 1-speed", "a driving gear G3i of 3-speed", "a driving gear G2i of 2-speed", "a driving gear G45i commonly used as driving gears of 4-speed and 5-speed" and "a driving gear G67i commonly used as driving gears of 6-speed and 7-speed". That is, the input shaft A1 is provided with the two "commonly used driving gears" G45i and G67i. The two"commonly used driving gears" G45i and G67i are respectively commonly used as the driving gears (4-speed and 5-speed, and 6-speed and 7-speed) of "two shift stages adjacent in the reduction gear ratio". A fifth switching mechanism M5 for reverse travel is arranged on the idle shaft A5.

Description

  The present invention relates to a vehicle manual transmission, and more particularly, to a vehicle manual transmission having seven shift stages for forward movement and one shift stage for backward movement.

  2. Description of the Related Art Conventionally, a vehicle manual transmission (hereinafter referred to as “M / T”) having a plurality of shift stages for forward movement and one shift stage for backward movement is known as described in Patent Document 1. ing. In this type of M / T, an input shaft that forms a power transmission system with the output shaft of the engine, an output shaft that forms a power transmission system with the drive wheels, and two intermediate shafts ( A first intermediate shaft and a second intermediate shaft) and an idle shaft are rotatably supported by the housing in parallel with each other.

JP 2011-43180 A

  FIG. 11 is an example of the M / T of the type described above (6th speed M / T) provided with six shift speeds (first speed to sixth speed) for forward movement. In the 6-speed M / T shown in FIG. 11, the input shaft A1 has a first-speed drive gear G1i, a second-speed drive gear G2i, “fourth-speed and fifth-speed” in order from the side closer to the engine E / G. The first dual-purpose drive gear G45i that also serves as the special drive gear, the third-speed drive gear G3i, and the sixth-speed drive gear G6i are disposed so as not to be relatively rotatable. For the first intermediate shaft A2, in order from the side closer to E / G, the first final drive gear Gfi1 cannot rotate relative to each other, “G1i, G2i, G45i, G3i are always meshed with each other, for 1st speed and 2nd speed 4th and 3rd speed driven gears G1o, G2o, G4o, and G3o ”are disposed so as to be relatively rotatable. In order from the side closer to E / G, the second final drive gear Gfi2 cannot rotate relative to the second intermediate shaft A3, and the reverse driven gear GRo2 can rotate relative to each other, “G45i and G6i are always meshed. The fifth-speed and sixth-speed driven gears G5o, G6o "are arranged so as to be relatively rotatable. On the output shaft A4, “the final driven gear Gfo that is always meshed with Gfi1 and Gfi2” is disposed so as not to be relatively rotatable. On the idle shaft A5, in order from the side closer to E / G, "the first drive gear GRi for reverse movement that always meshes with G1i" and "the second drive gear GRo1 that rotates integrally with GRi" can rotate relative to each other. Is arranged.

  In the 6th speed M / T shown in FIG. 11, the "sleeve S1 disposed so as not to be rotatable relative to the A2 and movable in the axial direction" is engaged with the G1o (G2o), so that the first speed (second speed) is used. A power transmission system (A1 → G1i (G2i) → G1o (G2o) → S1 → A2 → Gfi1 → Gfo → A4) is realized. By engaging with “G3o (G4o)” the “sleeve S2 that is not rotatable relative to A2 and is movable in the axial direction” with G3o (G4o), a power transmission system for three speeds (A1 → G3i (G45i) → G3o (G4o)-> S2-> A2-> Gfi1-> Gfo-> A4) is realized. By engaging with “G5o (G6o)” the “sleeve S3 that is arranged to be non-rotatable relative to A3 and movable in the axial direction” with G5o (G6o), a power transmission system for five speeds (A1 → G45i (G6i) G5o (G6o)-> S3-> A3-> Gfi2-> Gfo-> A4) is realized. By engaging with “Gro2” the “sleeve S4 that is arranged to be non-rotatable relative to A3 and movable in the axial direction”, the reverse drive power transmission system (A1 → G1i → GRi → GRo1 → GRo2 → S4 → A3 → Gfi2 → Gfo → A4) is realized.

  As described above, in the 6-speed M / T shown in FIG. 11, one “shared drive gear” is provided on the input shaft, and this “shared drive gear” includes “two shift speeds with adjacent reduction ratios”. It also serves as a drive gear. The “shared drive gear” refers to a single drive gear that also serves as a drive gear for two shift speeds. As a result, among the 6-speed M / T of the “type including the input shaft, the first and second intermediate shafts, the output shaft, and the idle shaft” described above, the one having a short axial length is obtained. The reverse switching mechanism (sleeve S4) is provided with respect to the second intermediate shaft.

  Generally, in a front wheel drive vehicle (so-called FF vehicle) in which the engine is disposed on the front side of the vehicle, the engine (the output shaft thereof) is generally disposed laterally with respect to the vehicle. The M / T input shaft is coaxially connected to the engine output shaft via a clutch. For this reason, M / T is arrange | positioned beside an engine via a clutch so that the axis | shaft of M / T may become sideways with respect to a vehicle. In other words, the engine / clutch / M / T assembly is disposed laterally between the relatively narrow left and right side frames in the engine room of the vehicle. Therefore, the degree of demand for shortening the total length of the M / T in the axial direction is very high. From the above, it can be said that the 6-speed M / T shown in FIG. 11 is suitable for the FF vehicle.

  By the way, in recent years, for the purpose of further improving fuel consumption, etc., the multi-stage manual transmission from the sixth speed to the seventh speed has been studied. FIG. 12 shows an example of 7-speed M / T in which “multi-stage from 6-speed to 7-speed” is performed based on 6-speed M / T shown in FIG. In the 7th speed M / T shown in FIG. 12, the “7th speed drive gear G7i that is disposed on the input shaft A1 so as not to rotate relative to the 6th speed M / T” is used. And “seventh-speed driven gear G7o disposed so as to be relatively rotatable with respect to the second intermediate shaft A3”.

  In the 7-speed M / T shown in FIG. 12, the 7-speed power transmission system (A1 → G7i) is engaged by engaging the “sleeve S4 that is not rotatable relative to A3 and is movable in the axial direction” with the G7o. → G7o → S4 → A3 → Gfi2 → Gfo → A4), and by engaging the sleeve S4 with GRo2, the power transmission system for reverse travel (A1 → GRi1 → GRi2 → GRo1 → GRo2 → S4 → A3 → Gfi2) → Gfo → A4) is realized.

  Thus, the seventh speed M / T shown in FIG. 12 is largely due to the fact that at least the number of gears arranged on the input shaft is increased compared to the sixth speed M / T shown in FIG. The total axial length of M / T is inevitably increased. The arrival of 7-speed M / T, which has achieved further shortening of the overall length, has been desired. Furthermore, an increase in the difference (ratio) between the reduction ratio of the first speed (lowest speed) and the reduction ratio of the seventh speed (highest speed) (so-called widening of the reduction ratio) is achieved. That is also desired.

  As described above, the object of the present invention is to reduce the overall length of M / T in the 7-speed M / T of the type having the input shaft, the output shaft, and the first and second intermediate shafts as described above, It is to provide a device capable of achieving a wide range of reduction ratio.

  The vehicle manual transmission (7-speed M / T) according to the present invention is a 7-speed M / T of the type provided with the above-described input shaft, output shaft, and first and second intermediate shafts. The vehicular manual transmission according to the present invention is characterized in that it relates to "a plurality of forward drive gears for 1 to 7 speeds arranged coaxially with an input shaft so as not to rotate relative thereto". The pair of drive gears for each of the two pairs of gears is configured to be shared by “a single drive gear arranged coaxially with the input shaft and not relatively rotatable”. It is in.

  Thus, in the vehicle manual transmission according to the present invention, two “shared drive gears” are provided on the input shaft. Thus, the 7-speed M / T can be configured so that the “number of gears arranged on the input shaft” is the same as the 6-speed M / T shown in FIG. 11 (see FIG. 1 and the like). Details will be described later). As a result, a 7-speed M / T having a short overall length equivalent to the 6-speed M / T shown in FIG. 11 can be provided.

  Furthermore, as compared with the configuration in which three “shared drive gears” are provided, “widening of the reduction ratio” can be achieved. This is based on the fact that “the degree of freedom in design related to the reduction ratio of 1st to 7th speeds” decreases as the number of “shared drive gears” used increases.

  In addition, in the vehicle manual transmission according to the present invention, each of the two “shared drive gears” is configured to also function as a drive gear for “two shift stages having adjacent reduction ratios”. . In general, when the “shared drive gear” is configured to also be used as a drive gear for “two shift speeds whose gear ratios are not adjacent to each other”, the teeth of the two driven gears that always mesh with the “shared drive gear” The difference between the “distance between the input shaft and the first intermediate shaft” and the “distance between the input shaft and the second intermediate shaft” increases due to the large difference in number (and hence the diameter). As a result, problems such as “prone to interference between the gear and the shaft” and “decrease in the degree of freedom in design regarding the reduction ratio of 1st to 7th speed” are likely to occur. In this regard, according to the above configuration, it is difficult for such a problem to occur.

  In the manual transmission according to the present invention, it is preferable that a reverse switching mechanism (a mechanism corresponding to the sleeve S4 shown in FIG. 12) is provided for the idle shaft. This configuration consists of a "backward driven gear" coaxially and non-rotatably arranged on the first intermediate shaft or the second intermediate shaft, and "forward advancement" coaxially and non-rotatably arranged on the idle shaft. The first reverse drive gear that always meshes with any one of the plurality of drive gears for 1st to 7th speeds, and the “reversed driven gear and the continuous drive gear that is coaxially and relatively rotatable with the idle shaft. This can be achieved by providing the second drive gear for reverse gearing.

  According to this, a reverse switching mechanism (mechanism corresponding to the sleeve S4 shown in FIG. 12) is provided for the idle shaft. As a result, the total length of the intermediate shaft can be shortened compared to a configuration in which the reverse switching mechanism is provided for the intermediate shaft (see FIG. 12). As a result, the total length of the seventh speed M / T can be further shortened.

It is a skeleton figure in the neutral state which shows the main sections of the 7-speed manual transmission concerning the embodiment of the present invention. It is the figure which showed an example of the shift pattern of the shift lever in a 7-speed manual transmission. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a first speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a second speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a third speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a fourth speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a fifth speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a sixth speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a seventh speed state. FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a reverse state. It is a skeleton figure corresponding to FIG. 1 in the conventional 6-speed manual transmission. FIG. 12 is a skeleton diagram corresponding to FIG. 1 in a 7-speed manual transmission that has been “multi-staged from 6-speed to 7-speed” based on the 6-speed manual transmission shown in FIG. 11.

  Hereinafter, a vehicle manual transmission according to an embodiment of the present invention will be described with reference to the drawings. The manual transmission M / T according to the embodiment of the present invention includes seven shift speeds (1st to 7th speed) for forward movement and one shift speed (reverse) for backward movement. This is applied to the FF vehicle in which the output shaft) is disposed sideways with respect to the vehicle.

(Constitution)
As shown in FIG. 1, the M / T according to the embodiment of the present invention includes five shafts of an input shaft A1, a first intermediate shaft A2, a second intermediate shaft A3, an output shaft A4, and an idle shaft A5. . These five shafts are respectively rotatably supported by a plurality of bearings (or bushes) fixed to the housing so as to be eccentric and parallel to each other. The input shaft A1 is connected to the output shaft of the engine E / G via a clutch. The output shaft A4 is connected to drive wheels (front two wheels) via a connection mechanism (not shown). The M / T is arranged beside the engine E / G via a clutch so that the M / T axis is oriented laterally with respect to the vehicle.

  For the input shaft A1, the first-speed driving gear G1i, the third-speed driving gear G3i, the second-speed driving gear G2i, the fourth-speed and the fifth-speed driving gear are used in order from the side closer to the engine E / G (clutch). The driving gear G45i, and the driving gear G67i that also serves as the 6th and 7th speed driving gears are fixed coaxially and in a relatively non-rotatable manner.

  A first-speed driven gear G1o, a second-speed driven gear G2o, a fifth-speed driven gear G5o, and a sixth-speed driven gear G6o are coaxially connected to the first intermediate shaft A2 in order from the side closer to the engine E / G. Each is arranged so as to be capable of relative rotation. The driven gears G1o, G2o, G5o, and G6o are always in mesh with the drive gears G1i, G2i, G45i, and G67i, respectively. The first final drive gear Gfi1 is fixed to the first intermediate shaft A2 coaxially and in a relatively non-rotatable manner on the side closer to the engine E / G than G1o.

  A second-speed driven gear G3o, a fourth-speed driven gear G4o, and a seventh-speed driven gear G7o are arranged on the second intermediate shaft A3 in order from the side closer to the engine E / G so as to be coaxial and relatively rotatable. Has been. The driven gears G3o, G4o, and G7o are always in mesh with the drive gears G3i, G45i, and G67i, respectively. The second final drive gear Gf21 is fixed to the second intermediate shaft A3 coaxially and relatively non-rotatably on the side closer to the engine E / G than G3o. A reverse driven gear GRo2 is fixed to the second intermediate shaft A3 coaxially and in a relatively non-rotatable manner between G4o and G7o.

  On the output shaft A4, a final driven gear Gfo integrated with a housing (housing) of a differential gear mechanism (differential) D / F having one of known structures is coaxially disposed. Gfo always meshes with Gfi1 and Gfi2, respectively.

  A reverse first drive gear GRi and a reverse second drive gear GRo1 are coaxially arranged on the idle shaft A5 in order from the side closer to the engine E / G. GRi is disposed so as not to rotate relative to A5, and is always meshed with G1i disposed on the input shaft A1. GRo1 is disposed so as to be rotatable relative to A5, and is always meshed with GRo2 disposed on the second intermediate shaft A3.

  Further, as shown in FIG. 1, the M / T includes first to fifth switching mechanisms M1 to M5. The switching of the M / T gear position is achieved by operating the first to fifth switching mechanisms M1 to M5. The first to fifth switching mechanisms M1 to M5 are operated according to the operation of the shift lever via a plurality of link mechanisms (not shown) that connect the shift lever (not shown) and the first to fifth switching mechanisms M1 to M5. . FIG. 2 shows an example (so-called “H type”) of the shift pattern of the shift lever used for this M / T.

  The first switching mechanism M1 is disposed with respect to the first intermediate shaft A2 between the first-speed driven gear G1o and the second-speed driven gear G2o. M1 is a connecting piece 11 that rotates coaxially with the first intermediate shaft A2, a connecting piece 12 that rotates integrally with the driven gear G1o, a connecting piece 13 that rotates integrally with the driven gear G2o, and A sleeve S1 that is coaxially movable in the axial direction of the first intermediate shaft A2. The sleeve S1 is operated according to the operation of the shift lever via the link mechanism described above.

  The sleeve S1 can be splined with the connecting pieces 11, 12, and 13. When the sleeve S1 is in a non-connected state (position shown in FIG. 1) where only the connecting piece 11 is spline-fitted (position shown in FIG. 1), both the driven gears G1o and G2o can rotate relative to the first intermediate shaft A2. When the sleeve S1 is in the first speed state (position moved to the right from the position shown in FIG. 1) in which the connecting pieces 11 and 12 are spline-fitted, the driven gear G2o can rotate relative to the first intermediate shaft A2. The driven gear G1o cannot be rotated relative to the first intermediate shaft A2. When the sleeve S1 is in the second speed state (position moved to the left from the position shown in FIG. 1) in which the connecting pieces 11 and 13 are spline-fitted, the driven gear G1o can rotate relative to the first intermediate shaft A2, while The driven gear G2o cannot rotate relative to the first intermediate shaft A2. As described above, in the first switching mechanism M1, one of the non-connected state, the first speed state, and the second speed state is selectively employed according to the position of the sleeve S1 operated by the shift lever operation.

  Since the second and third switching mechanisms M2 and M3 have a configuration similar to that of the first switching mechanism M1, detailed description thereof will be omitted. The second switching mechanism M2 is disposed with respect to the first intermediate shaft A2 between the fifth-speed driven gear G5o and the sixth-speed driven gear G6o. The second switching mechanism M2 includes connecting pieces 21, 22, 23 and a sleeve S2, and is in a disconnected state, a fifth speed state, and a sixth speed state depending on the position of the sleeve S2 operated by operating the shift lever. One of these is selectively employed.

  The third switching mechanism M3 is disposed with respect to the second intermediate shaft A3 between the third speed driven gear G3o and the fourth speed driven gear G4o. The third switching mechanism M3 includes connecting pieces 31, 32, and 33 and a sleeve S3, and is in a disconnected state, a third speed state, and a fourth speed state depending on the position of the sleeve S3 operated by operating the shift lever. One of these is selectively employed.

  The fourth switching mechanism M4 is disposed with respect to the second intermediate shaft A3 between the seventh-speed driven gear G7o and the reverse driven gear GRo2. The fourth switching mechanism M4 includes connecting pieces 41 and 42 and a sleeve S4, and one of a non-connected state and a seventh speed state is selected according to the position of the sleeve S4 operated by the shift lever operation. Adopted.

  The fifth switching mechanism M5 is arranged with respect to the idle shaft A5 between the reverse first drive gear GRi and the reverse second drive gear GRo1. The fifth switching mechanism M5 includes connecting pieces 51 and 52 and a sleeve S5, and one of a non-connected state and a reverse state is selective depending on the position of the sleeve S5 operated by the shift lever operation. Adopted.

(Operation)
Next, the operation of the M / T configured as described above will be described. Hereinafter, each of the M / T shift speeds will be described in order.

<First gear>
When the shift lever is operated to the position corresponding to the first speed, as shown in FIG. 3, only the sleeve S1 is brought into the first speed state, and the other sleeves S2 to S5 are brought into the disconnected state. Thereby, as indicated by a solid line in FIG. 3, a power transmission system of (A1 → G1i → G1o → 12 → S1 → 11 → A2 → Gfi1 → Gfo → A4) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio (= the ratio of the rotational speed of the input shaft A1 to the rotational speed of the output shaft A4) is set to the first speed reduction ratio GT1. GT1 is represented by ((number of teeth of G1o) / (number of teeth of G1i)) · GTf1. Here, GTf1 is represented by ((number of teeth of Gfo) / (number of teeth of Gfi1)). Hereinafter, GTf1 is referred to as a “first final reduction ratio”.

<2nd speed>
When the shift lever is operated to the position corresponding to the second speed, as shown in FIG. 4, only the sleeve S1 is brought into the second speed state, and the other sleeves S2 to S5 are brought into the non-connected state. Thereby, as indicated by a solid line in FIG. 4, a power transmission system of (A1 → G2i → G2o → 13 → S1 → 11 → A2 → Gfi1 → Gfo → A4) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio is set to the second reduction ratio GT2. GT2 is represented by ((number of teeth of G2o) / (number of teeth of G2i)) · GTf1. The relationship GT1> GT2 is established.

<3rd speed>
When the shift lever is operated to a position corresponding to the 3rd speed, only the sleeve S3 is brought into the 3rd speed state and the other sleeves S1 to S2 and S4 to S5 are brought into a disconnected state as shown in FIG. As a result, as indicated by a solid line in FIG. 5, a power transmission system of (A1 → G3i → G3o → 32 → S3 → 31 → A3 → Gfi2 → Gfo → A4) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio is set to the third reduction ratio GT3. GT3 is represented by ((number of teeth of G3o) / (number of teeth of G3i)) · GTf2. Here, GTf2 is represented by ((number of teeth of Gfo) / (number of teeth of Gfi2)). Hereinafter, GTf2 is referred to as a “second final reduction ratio”. The relationship GT2> GT3 is established.

<4th speed>
When the shift lever is operated to a position corresponding to the 4th speed, as shown in FIG. 6, only the sleeve S3 is brought into the 4th speed state, and the other sleeves S1 to S2 and S4 to S5 are brought into the disconnected state. Thereby, as indicated by a solid line in FIG. 6, a power transmission system of (A1 → G45i → G4o → 33 → S3 → 31 → A3 → Gfi2 → Gfo → A4) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio is set to the fourth reduction ratio GT4. GT4 is represented by ((G4o number of teeth) / (G45i number of teeth)) · GTf2. The relationship GT3> GT4 is established.

<5th speed>
When the shift lever is operated to a position corresponding to the fifth speed, as shown in FIG. 7, only the sleeve S2 is brought into the fifth speed state, and the other sleeves S1, S3 to S5 are brought into a disconnected state. Thereby, as indicated by a solid line in FIG. 7, a power transmission system of (A1 → G45i → G5o → 22 → S2 → 21 → A2 → Gfi1 → Gfo → A4) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio is set to the fifth reduction ratio GT5. GT5 is represented by ((number of teeth of G5o) / (number of teeth of G45i)) · GTf1. The relationship GT4> GT5 is established.

<6th speed>
When the shift lever is operated to the position corresponding to the 6th speed, only the sleeve S2 is brought into the 6th speed state, and the other sleeves S1, S3 to S5 are brought into the disconnected state as shown in FIG. Thereby, as indicated by a solid line in FIG. 8, a power transmission system of (A1 → G67i → G6o → 23 → S2 → 21 → A2 → Gfi1 → Gfo → A4) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio is set to the sixth reduction ratio GT6. GT6 is represented by ((number of teeth of G6o) / (number of teeth of G67i)) · GTf1. The relationship GT5> GT6 is established.

<7th speed>
When the shift lever is operated to the position corresponding to the seventh speed, only the sleeve S4 is brought into the seventh speed state and the other sleeves S1 to S3, S5 are brought into the disconnected state as shown in FIG. As a result, as shown by a solid line in FIG. 9, a power transmission system of (A1 → G67i → G7o → 42 → S4 → 41 → A3 → Gfi2 → Gfo → A4) is formed in the M / T. As a result, when the vehicle moves forward, the M / T reduction ratio is set to the seventh reduction ratio GT7. GT7 is represented by ((number of teeth of G7o) / (number of teeth of G67i)) · GTf2. The relationship GT6> GT7 is established.

<Reverse>
When the shift lever is operated to a position corresponding to reverse, as shown in FIG. 10, only the sleeve S5 is brought into the reverse state, and the other sleeves S1 to S4 are brought into the non-connected state. As a result, as indicated by a solid line in FIG. 10, a power transmission system of (A1 → G1i → GRi → A5 → 51 → S5 → 52 → GRo1 → GRo2 → A3 → Gfi2 → Gfo → A4) is present in the M / T. It is formed. As a result, during reverse travel of the vehicle, the M / T reduction ratio is set to the reverse reduction ratio GTR. GTR is represented by ((GRi number of teeth) / (G1i number of teeth)) · ((GRo2 number of teeth) / (GRo1 number of teeth)) · GTf2.

(Action / Effect)
Next, the operation / effect of the M / T according to the embodiment of the present invention configured as described above will be described.

  First, in this M / T (see FIG. 1), two “shared drive gears” G45i and G67i are provided on the input shaft A1. Accordingly, the 7-speed M / T can be configured so that the “number of gears arranged on the input shaft” is the same five as compared with the conventional 6-speed M / T shown in FIG. As a result, a 7-speed M / T having a short overall length equivalent to the conventional 6-speed M / T shown in FIG. 11 can be provided.

  It should be noted that a configuration of 7-speed M / T provided by the three “shared drive gears” in the input shaft A1 can also be considered. Compared to this configuration, in the above-described embodiment, “widening of the reduction ratio”, that is, the difference between the reduction ratio of the first speed (lowest speed) and the reduction ratio of the seventh speed (highest speed) An increase in (ratio) can be achieved. This is based on the fact that “the degree of freedom in design related to the reduction ratio of 1st to 7th speeds” decreases as the number of “shared drive gears” used increases.

  Second, a reverse fifth switching mechanism M5 (mechanism corresponding to the sleeve S4 shown in FIG. 12) is provided for the idle shaft A5. As a result, the total length of the intermediate shaft can be shortened compared to a configuration in which the reverse switching mechanism is provided for the intermediate shaft (see FIG. 12). As a result, the total length of the seventh speed M / T can be further shortened.

  Thirdly, the two “shared drive gears” G45i and G67i are also used as the drive gears (four speeds and five speeds, six speeds and seven speeds) of “two gear stages with adjacent reduction ratios”. In general, when the “shared drive gear” is configured to also be used as a drive gear of “two shift speeds whose speed reduction ratios are not adjacent”, the number of teeth of the two driven gears that are always in mesh with the “shared drive gear” Therefore, the difference between the “distance between the input shaft and the first intermediate shaft” and the “distance between the input shaft and the second intermediate shaft” is increased due to the large difference in diameter. As a result, problems such as “prone to interference between the gear and the shaft” and “decrease in the degree of freedom in design regarding the reduction ratio of 1st to 7th speed” are likely to occur. In this regard, according to the M / T according to the embodiment of the present invention, such a problem hardly occurs.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above embodiment, G45i and G67i are adopted as the two “shared drive gears” arranged on the input shaft A1, but as long as the design relating to the reduction ratio of 1st to 7th is established, the input shaft Any pair of shift speeds may be adopted as a shift speed shared by each of the two “shared drive gears” arranged at A1 as long as “the two shift speeds having adjacent reduction ratios”.

  In the above embodiment, the final driven gear Gfo integrated with the differential D / F housing (housing) is coaxially arranged on the output shaft A4. However, the differential shaft of the differential D / F is arranged on the output shaft A4. The final driven gear Gfo itself that is not integrated with the housing (housing) may be directly fixed coaxially.

  M / T ... Manual transmission, E / G ... Engine, A1 ... Input shaft, A2 ... First intermediate shaft, A3 ... Second intermediate shaft, A4 ... Output shaft, A5 ... Idle shaft, G1i, G2i, G3i, G45i , G67i, GRi, GRo1 ... driving gear, G1o, G2o, G3o, G4o, G5o, G6o, G7o, GRo2 ... driven gear, M1-M5 ... first to fifth switching mechanisms, Gfi1, Gfi2 ... first, second Final drive gear, Gfo ... Final driven gear

Claims (3)

A vehicle manual transmission that is interposed in a power transmission system that connects an output shaft of a vehicle engine and drive wheels, and has seven shift stages for forward movement,
A housing;
An input shaft that is rotatably supported by the housing and forms a power transmission system with the output shaft of the engine;
A plurality of drive gears for forward 1 to 7 speed arranged coaxially with the input shaft and non-rotatably,
A first intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
The part of the first gear that is always in mesh with a plurality of drive gears for a part of the first to seventh forward speeds that are coaxially and relatively rotatable with the first intermediate shaft. A plurality of driven gears for gear positions;
A first final drive gear arranged coaxially with the first intermediate shaft and incapable of relative rotation;
A second intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
The remaining shift speeds that are respectively meshed with the plurality of drive gears for the remaining speed shift speeds of the first to seventh forward speeds that are coaxially and relatively rotatable with the second intermediate shaft. A plurality of driven gears for
A second final drive gear arranged coaxially with the second intermediate shaft and incapable of relative rotation;
An output shaft that is rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft and that forms a power transmission system with the drive wheels;
A final driven gear which is arranged coaxially with the output shaft and is relatively non-rotatable and which is always meshed with the first and second final drive gears;
Fixing a driven gear corresponding to one selected gear among the plurality of gears so as not to rotate relative to an intermediate shaft of the first and second intermediate shafts on which the driven gear is disposed. A switching mechanism that sets a reduction gear ratio, which is a ratio of the rotation speed of the input shaft to the rotation speed of the output shaft, to a reduction gear ratio corresponding to the selected one shift speed;
With
A pair of drive gears for each of the two pairs of shift speeds of the first to seventh forward speeds are arranged in a single drive gear arranged coaxially with respect to the input shaft and not relatively rotatable. A manual transmission for a vehicle that is also used and configured such that each pair of gears is two gears adjacent to each other in the reduction ratio. The vehicle manual transmission according to claim 1,
Have one gear for reverse,
The reverse driven gear disposed coaxially and non-rotatably with respect to the first intermediate shaft or the second intermediate shaft;
An idle shaft that is rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft;
A first drive gear for backward movement that is arranged coaxially with the idle shaft and is relatively non-rotatable and always meshes with any one of the plurality of drive gears for forward 1-7 speed;
A second drive gear for reverse movement, which is coaxially and relatively rotatable with the idle shaft, and is always in mesh with the driven gear for reverse movement;
With
The switching mechanism is
A non-connected state in which the second drive gear for reverse drive is rotatable relative to the idle shaft, and a reverse state in which the second drive gear for reverse drive is not rotatable relative to the idle shaft, A vehicle manual transmission comprising a reverse switching mechanism that can selectively adopt one of the above. The vehicle manual transmission according to claim 2,
The input shaft includes the first-speed drive gear, the third-speed drive gear, the second-speed drive gear, the fourth-speed and the fifth-speed in order from one side in the axial direction of the input shaft. A first dual-purpose drive gear that also serves as the first drive gear, and a second dual-purpose drive gear that also serves as the sixth-speed drive gear and the seventh-speed drive gear,
The first intermediate shaft includes the first final drive gear, the first-speed driven gear, the second-speed driven gear, and the fifth-speed driven gear in order from one side in the axial direction of the input shaft. And the driven gear for the 6th speed is arranged,
The second intermediate shaft includes, in order from one side in the axial direction of the input shaft, the second final drive gear, the third speed driven gear, the fourth speed driven gear, the reverse driven gear, And the driven gear for the 7th speed is arranged,
The reverse first drive gear arranged on the idle shaft is always meshed with the first-speed drive gear arranged on the input shaft,
The second drive gear for reverse movement arranged on the idle shaft always meshes with the driven gear for reverse movement arranged on the second intermediate shaft,
The switching mechanism is
The two driven gears for the first speed and the second speed are both in a non-connected state where they can rotate relative to the first intermediate shaft, and the driven gear for the first speed rotates relative to the first intermediate shaft. The first speed state in which the second-speed driven gear is impossible and is rotatable relative to the first intermediate shaft, and the first-speed driven gear is rotatable relative to the first intermediate shaft and the second Of the two driven gears for the first speed and the second speed, which can selectively adopt one of the second speed states in which the driven gear for speed cannot rotate relative to the first intermediate shaft. A first switching mechanism portion disposed between;
The two driven gears for 5-speed and 6-speed are both in a non-connected state in which they can rotate relative to the first intermediate shaft, and the 5-speed driven gear is rotated relative to the first intermediate shaft. Impossible and the 6-speed driven gear can rotate relative to the first intermediate shaft, and the 5th-speed driven gear can rotate relative to the first intermediate shaft and the 6-speed. The two driven gears for the fifth speed and the sixth speed can selectively adopt one of the six speed states in which the driven gear for speed cannot rotate relative to the first intermediate shaft. A second switching mechanism portion disposed between;
The non-connected state where the two driven gears for the third speed and the fourth speed are both relatively rotatable with respect to the second intermediate shaft, and the driven gear for the third speed is relatively rotated with respect to the second intermediate shaft Impossible and the third speed state where the driven gear for the fourth speed is rotatable relative to the second intermediate shaft, and the driven gear for the third speed is rotatable relative to the second intermediate shaft and the fourth speed The two driven gears for the third speed and the fourth speed can selectively adopt one of the four speed states in which the driven gear for the speed cannot rotate relative to the second intermediate shaft. A third switching mechanism disposed between,
A disconnected state in which the 7-speed driven gear can rotate relative to the second intermediate shaft, and a 7-speed state in which the 7-speed driven gear cannot rotate relative to the second intermediate shaft , A fourth switching mechanism portion disposed between the two driven gears for the seventh speed and the reverse gear, which can selectively adopt one of the following,
A vehicle manual transmission comprising:

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