JP2017015250A - Manual transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the enlargement of a manual transmission 10 (in particular, partial enlargement at an intermediate portion of an input-side power transmission shaft in an axial direction), and to suppress the deterioration of the manual transmission 10 to a vehicle.SOLUTION: A manual transmission 10 comprises in a transmission case 10a; an input-side power transmission shaft 11; a counter shaft 21; a reverse shaft 13; an output-side power transmission shaft 12 arranged on an axial line coaxial with the input-side power transmission shaft 11; a plurality of forward gear change gear rows 31 to 35; a reverse gear row 30; and a reduction gear row 37 which decelerates the rotation of the counter gear 21, and outputs it to the output-side power transmission shaft 12. The highest gear change stage is obtained by making the input-side power transmission shaft 11 and the output-side power transmission shaft 12 engaged with each other. The reverse gear row 30 is arranged at a drive source (engine 2) side rather than all the forward gear change gear rows 31 to 35.SELECTED DRAWING: Figure 1

Description

  The present invention belongs to a technical field related to a manual transmission mounted on a vehicle.

  Generally, in the case of a four-wheel drive vehicle based on a front engine / rear drive vehicle (FR vehicle) in which an engine is disposed in an engine room located in the front part of the vehicle and the rear wheels are driven by the engine. In the engine room, the engine and the transmission are vertically arranged. That is, the engine and the transmission are arranged such that the output shaft (crank shaft) of the engine and the power transmission shaft of the transmission extend in the vehicle front-rear direction.

  When the transmission is a manual transmission, the manual transmission is generally connected to an input side power transmission shaft having one end connected to an engine via a clutch, and to a drive wheel via a differential mechanism, An output-side power transmission shaft disposed on the same axis as the input-side power transmission shaft; and a counter shaft and a reverse shaft disposed in parallel to the input-side power transmission shaft (and the output-side power transmission shaft). ing. A plurality of forward speed gear trains are provided between the input side power transmission shaft and the counter shaft, and each forward speed gear train is arranged on the input side power transmission shaft and the counter shaft. It has a set of gears which are arranged on each other and mesh with each other. Further, a reverse gear train is provided between the input-side power transmission shaft, the counter shaft, and the reverse shaft, and the reverse gear train is arranged on the input-side power transmission shaft and the counter shaft. A pair of gears are disposed on the upper and reverse shafts and mesh with each other. Furthermore, a reduction gear train that decelerates the rotation of the counter shaft and outputs it to the output power transmission shaft is provided between the counter shaft and the output power transmission shaft. And a pair of gears arranged on the counter shaft and the output side power transmission shaft and meshing with each other. As described above, a plurality of gear stages for the shift stage including the reverse gear train are arranged between the input-side power transmission shaft and the counter shaft, and the output-side power from the counter shaft via the speed reduction mechanism (reduction gear train). A manual transmission in which power is transmitted to the transmission shaft is called an output reduction type manual transmission. Then, by operating a change lever of a vehicle occupant (driver), any one of the plurality of forward shift gear trains and the reverse gear train is brought into a power transmission state via a shift operation mechanism. Is done.

  Further, for example, as a manual transmission having six forward shift speeds (manual transmission having a maximum gear shift of 6 speeds), a 5-speed direct connection type manual operation in which the 5th speed is a directly connected shift speed having a reduction ratio of 1 is used. A transmission is known. In the fifth gear, the input-side power transmission shaft and the output-side power transmission shaft are directly connected without using the plurality of forward gear stages. In the 5-speed direct connection type, the reduction ratio is smaller than 1 at the sixth speed.

  In recent years, a manual transmission in which the reduction gear ratio is 1 at the highest gear (the highest gear is a direct-coupled gear) is also known (see, for example, Patent Document 1). In Patent Document 1, a counter shaft is not provided, and a plurality of forward shift gear trains are provided between the input-side power transmission shaft and the output-side power transmission shaft. And a reverse gear train is provided between the output side power transmission shaft and the reverse shaft.

  In the case of a manual transmission having 6 forward shift speeds and the highest shift speed being a direct shift speed, a 6-speed direct link type is used. In this 6-speed direct connection type, the number of gears with a reduction ratio larger than 1 is larger than that in the 5-speed direct connection type. As a result, if both types have the same gear steps between the gears, the 6-speed direct connection type Since the type can increase the reduction ratio of the first gear, a stronger start acceleration can be obtained. Further, in the case of the 6-speed direct connection type, the degree of freedom in selecting the gear position of the vehicle occupant in the region where the reduction ratio is larger than 1 is increased. Therefore, by changing from the 5-speed direct connection type to the 6-speed direct connection type, sporty running performance can be realized.

  However, in the case of the 6-speed direct connection type, the reduction ratio is increased as described above, and therefore the transmission torque of the gear of the forward gear stage and the synchronizer is generally increased as compared with the 5-speed direct connection type. The load on the bearing that supports the input-side power transmission shaft and the counter shaft also increases. As a result, the input-side power transmission shaft, the counter shaft, and the radial and axial dimensions of the bearing are increased, leading to an increase in the size of the manual transmission.

  Here, as the manual transmission, in addition to the output reduction type manual transmission, power is transmitted from the input side power transmission shaft to the counter shaft via the speed reduction mechanism (deceleration gear train), and the counter shaft and the output side There is known a so-called input reduction type manual transmission in which a plurality of shift speed gear trains (not limited to a reduction gear train) including a reverse gear train are disposed between a power transmission shaft. Regardless of the input reduction type or the output reduction type, the input-side power transmission shaft and the output-side power transmission shaft are engaged (directly coupled) at the direct connection speed.

  In the case of the input reduction type, since the power is transmitted from the input side power transmission shaft to the counter shaft via the speed reduction mechanism, the torque transmitted to the counter shaft becomes relatively large. The force generated in the gear train is increased. In order to withstand this force, it is necessary to increase the size of the bearing that supports the countershaft in particular, and the gears of the gear trains for each shift stage are increased in size so that the distance between the countershaft and the output-side power transmission shaft is increased. As a result, it is necessary to widen the entire manual transmission.

  On the other hand, in the output reduction type, the torque transmitted to the counter shaft is relatively small, so that the force generated in the gears of each gear stage is small. As a result, the gear of each gear stage, the bearings supporting the input-side power transmission shaft and the counter shaft, the splines of the synchronizer and the like can be reduced in size, so that the entire manual transmission can be reduced in size. .

  In the case of the input reduction type, when operating the change lever of the vehicle occupant, it is necessary to synchronize the counter shaft rotating with the input side power transmission shaft to the output side power transmission shaft, In the case of the output reduction type, the input side power transmission shaft may be synchronized with the counter shaft. Therefore, in the case of the output reduction type, the inertia of the rotating shaft to be synchronized is smaller than in the case of the input reduction type, so the operation force when the vehicle occupant shifts the change lever is reduced. can do. Therefore, it is desirable to adopt the output reduction type when realizing a 6-speed direct connection type manual transmission.

JP 2014-152878 A

  However, when a 6-speed direct connection type output reduction type manual transmission is to be realized, it is particularly desirable to specifically arrange the reverse gear train and the forward gear train. There are challenges. For example, when a 6-speed direct connection type manual transmission described in Patent Document 1 is to be changed to an output reduction type, the output-side power transmission shaft of Patent Document 1 is used as it is as a counter shaft, and the input-side power transmission shaft is counteracted. On the engine side, a new output side power transmission shaft is provided on the same axis as the input side power transmission shaft. In the manual transmission of Patent Document 1, the reverse gear train is disposed on the most anti-engine side. However, in the sixth speed, an input side power transmission shaft and a new output side power transmission shaft are engaged (directly connected) 6. To achieve high-speed direct connection, it is necessary to dispose the 5-speed gear train on the non-engine side of the reverse gear train and the 5-6 speed synchronizer on the non-engine side of the 5-speed gear train. There is. As a result, the reverse gear train and the forward gear train are arranged from the engine side as a second gear train, a first gear train, a fourth gear train, a third gear train, and a reverse gear train. It becomes the order of the gear train for 5th speed.

  Here, the reverse gear train is connected to the reverse shaft in addition to the gears on the input power transmission shaft and the counter shaft in order to rotate the output power transmission shaft in the opposite direction to the forward gear stage gear train. It is necessary to provide a gear. Therefore, when the reverse gear train is arranged between the third gear train and the fifth gear train as described above, the portion around the gear provided on the reverse shaft in the transmission case is the reverse gear train. The input side power transmission shaft is larger in the radial direction than the portion around the forward gear stage gear train adjacent to the gear train. As a result, the transmission case may be partially enlarged in the radial direction of the input-side power transmission shaft at the intermediate portion in the axial direction of the input-side power transmission shaft, and the mountability of the manual transmission on the vehicle may deteriorate. There is. Note that this is not limited to the case where the maximum shift speed, which is a directly connected shift speed as described above, is the sixth speed.

  The present invention has been made in view of such a point, and the object of the present invention is to realize the maximum gear position by engaging (directly connecting) the input side power transmission shaft and the output side power transmission shaft. In the output reduction type manual transmission configured as described above, it is possible to suppress manual enlargement of the manual transmission (particularly, partial enlargement in the intermediate portion in the axial direction of the input side power transmission shaft) The purpose is to suppress the deterioration of mountability of the transmission on the vehicle.

  To achieve the above object, according to the present invention, in the transmission case, one end is connected to a drive source, and an input side power transmission shaft to which power of the drive source is input, and the input side power transmission shaft A counter shaft disposed in parallel with the input power transmission shaft and a reverse shaft disposed in parallel with the counter shaft, and an output power transmission shaft disposed on the same axis as the input power transmission shaft. A plurality of forward shift gear trains each having a pair of gears disposed on the input-side power transmission shaft and the counter shaft and meshing with each other; on the input-side power transmission shaft; on the counter shaft And a reverse gear train having a set of gears arranged on the reverse shaft and meshing with each other, and a set of gears arranged on the counter shaft and the output-side power transmission shaft and meshed with each other. Have And a reduction gear train that decelerates rotation of the counter shaft and outputs the reduced speed to the output-side power transmission shaft, and the highest gear stage engages the input-side power transmission shaft and the output-side power transmission shaft. For the manual transmission configured to be realized, the reverse gear train is more driven than the all forward gear stages in the axial direction of the input-side power transmission shaft. It was set as the structure arranged on the side.

  With the above configuration, the reverse gear train is arranged closer to the drive source than all the forward gear stages in the axial direction of the input-side power transmission shaft. The forward gear train and the reverse gear train can be separately arranged in the transmission case without being disposed between the gear trains. Thus, the transmission case is not partially enlarged in the radial direction of the input-side power transmission shaft at the intermediate portion in the axial direction of the input-side power transmission shaft. It is possible to suppress the deterioration of the mounting property.

  In the manual transmission, the first-speed gear train among the plurality of forward gear trains is disposed adjacent to the reverse gear train in the axial direction of the input-side power transmission shaft. Is preferred.

  As a result, the first speed gear train having the largest reduction gear ratio among the plurality of forward gear trains is shifted in the axial direction of the input side power transmission shaft with respect to the reverse gear train. Since they are arranged adjacent to each other, the first gear in the reverse gear train is adjacent to the gear having the largest diameter (gear of the first gear train) among the gears of the plurality of forward gear trains on the counter shaft. A gear having a diameter substantially the same as that of the gear train can be easily arranged.

  When the first-speed gear train among the plurality of forward gear trains is disposed adjacent to the reverse gear train in the axial direction of the input-side power transmission shaft, the reverse gear train Is a reverse drive gear arranged on the input side power transmission shaft, a reverse driven gear arranged on the counter shaft, and a reverse drive gear and a reverse driven gear arranged on the reverse shaft. A reverse idle gear that meshes with the first-speed gear train, the first-speed gear train disposed on the input-side power transmission shaft, and the first-speed drive gear disposed on the counter shaft. A first-speed driven gear that meshes with the drive gear for driving, and a tooth surface of the reverse drive gear and a tooth surface of the first-speed drive gear are arranged in the axial direction of the input-side power transmission shaft. Continuously being formed, it is preferred.

  Thus, the tooth surface of the reverse drive gear and the tooth surface of the first speed drive gear are formed continuously in the axial direction of the input side power transmission shaft. It is possible to improve the manufacturability of the drive gear, particularly the tooth surface, and to reduce the manufacturing cost of these both gears.

  When the tooth surface of the reverse drive gear and the tooth surface of the first-speed drive gear are formed continuously in the axial direction of the input-side power transmission shaft, the drive source of the reverse drive gear On the side, a bearing for supporting the input side power transmission shaft on the transmission case is disposed, and the reverse driven gear is disposed in a loosely fitted state on the counter shaft. For connecting and disconnecting the reverse driven gear and the counter shaft at a position on the drive source side of the reverse driven gear at the position overlapping the bearing and the input side power transmission shaft in the axial direction. A reverse synchronization device is preferably provided.

  This makes it possible to effectively utilize the space overlapping on the counter shaft in the axial direction of the bearing and the input side power transmission shaft. As a result, the entire manual transmission can be used in the axial direction of the input side power transmission shaft. Can be shortened.

  Further, when the first-speed gear train among the plurality of forward gear trains is disposed adjacent to the reverse gear train in the axial direction of the input-side power transmission shaft, Of the forward gear stage, the drive gear arranged at a speed higher than the second speed is loosely fitted on the input side power transmission shaft, and the counter shaft on the counter shaft. A driven gear arranged so as to rotate integrally with the counter shaft, and for connecting and disconnecting the drive gear of the gear train for gears higher than the second speed and the input side power transmission shaft Is preferably disposed on the input side power transmission shaft.

  This can reduce the inertia of the entire countershaft idling via the reduction gear train at the direct gear shift stage, and as a result, gear noise generated particularly at the reduction gear train at the direct gear shift stage (at the maximum gear stage). Can be reduced.

  In the manual transmission, the plurality of forward shift gear trains are arranged so as to be a gear train for lower speed gears closer to the drive source side in the axial direction of the input-side power transmission shaft. preferable.

  In this way, the plurality of forward shift gear trains are arranged in descending order from the drive source side in the axial direction of the input-side power transmission shaft, so that the plurality of forward shift gears on the counter shaft. The gears in the row are arranged so that the diameter decreases from the source side toward the counter drive source side. Thereby, the interference between the transmission case and peripheral parts such as an exhaust gas purification device which is an exhaust system part of the engine disposed around the counter shaft in the manual transmission (for example, the lower side of the manual transmission). And the manual transmission can be arranged in a space efficient manner.

  In the manual transmission, it is preferable that the maximum gear position is 6th speed or more.

  As a result, the effect of the present invention that suppresses an increase in the size of the manual transmission (particularly an increase in the size of the intermediate portion in the axial direction of the input-side power transmission shaft) can be more effectively exhibited. .

  As described above, according to the manual transmission of the present invention, in the output reduction type manual transmission that realizes the maximum gear position by engaging the input side power transmission shaft and the output side power transmission shaft, The gear train for the manual transmission is arranged closer to the drive source than all the gear trains for the forward gears, thereby increasing the size of the manual transmission (particularly in the intermediate portion in the axial direction of the input side power transmission shaft). Deterioration) can be suppressed, and deterioration of mountability of the manual transmission on the vehicle can be suppressed.

1 is a skeleton diagram of a manual transmission according to a first embodiment of the present invention. It is a skeleton figure of a manual transmission concerning Embodiment 2 of the present invention. It is a skeleton figure of a manual transmission concerning Embodiment 3 of the present invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(Embodiment 1)
FIG. 1 shows a manual transmission 10 according to Embodiment 1 of the present invention. The manual transmission 10 is mounted on the front part of a vehicle (in this embodiment, an FR vehicle), and is coupled to the engine 2 (drive source) to form a power unit together with the engine 2. In the present embodiment, the maximum gear position of the manual transmission 10 is the sixth speed.

  The manual transmission 10 includes a transmission case 10a, an input-side power transmission shaft 11, an output-side power transmission shaft 12 arranged on the same axis as the input-side power transmission shaft 11, and an input-side power transmission shaft 11 ( And a counter shaft 21 disposed in parallel with the output side power transmission shaft 12) and a reverse shaft 13 disposed in parallel with the input side power transmission shaft 11 and the counter shaft 21. The input side power transmission shaft 11, the output side power transmission shaft 12, the counter shaft 21, and the reverse shaft 13 are accommodated in the transmission case 10a and extend in the front-rear direction of the vehicle. The counter shaft 21 is located below the input side power transmission shaft 11 and the output side power transmission shaft 12. The reverse shaft 13 is illustrated above the input side power transmission shaft 11 for the sake of convenience in FIG. 1, but is actually at a height position between the input side power transmission shaft 11 and the output side power transmission shaft 12. Thus, the power transmission shafts 11 and 12 are located on the sides.

  The input side power transmission shaft 11 constitutes an input unit of the manual transmission 10. One end of the input-side power transmission shaft 11 (the end on the front side of the vehicle (the left end in FIG. 1)) is disengaged by the stepping operation of the occupant (driver) of the vehicle via the clutch 3 which is disconnected. Are connected to the output shaft 2a (crankshaft). Thereby, the power of the engine 2 is input to the input side power transmission shaft 11.

  The output side power transmission shaft 12 constitutes an output part of the manual transmission 10. The output side power transmission shaft 12 is disposed on the side opposite to the engine 2 (rear side of the vehicle) with respect to the input side power transmission shaft 11. An engaging portion 12a with which the end portion on the vehicle rear side of the input side power transmission shaft 11 is engaged with the end portion on the vehicle front side of the output side power transmission shaft 12 via a synchronizer 75 for 5-6 speed described later. Is provided. By this engagement, the input side power transmission shaft 11 and the output side power transmission shaft 12 are engaged (directly connected). The vehicle rear side end of the output side power transmission shaft 12 is connected to drive wheels (rear wheels in this embodiment) via a propeller shaft, a differential mechanism, and the like.

  In the present embodiment, the input-side power transmission shaft 11 and the output-side power transmission shaft 12 are directly connected only at the maximum gear position (sixth speed). That is, the manual transmission 10 is a 6-speed direct connection type manual transmission, and the 6th speed is a direct connection speed.

  The input side power transmission shaft 11 is rotatably supported by the transmission case 10a via a bearing 14 disposed in the vicinity of the end portion on the engine 2 side (the engine 2 side of the reverse drive gear 40 described later). Yes. An end portion on the vehicle rear side of the input side power transmission shaft 11 is rotatably supported by an end portion on the vehicle front side of the output side power transmission shaft 12. The output-side power transmission shaft 12 is rotatably supported on the transmission case 10a via two bearings 15 and 16 disposed on both sides in the axial direction of the output-side power transmission shaft 12 with respect to a driven gear 47 described later. Has been. Further, the counter shaft 21 is connected to a bearing 22 disposed at the end on the engine 2 side and two bearings 23 and 24 disposed on both sides in the axial direction of the counter shaft 21 with respect to a drive gear 57 described later. The transmission case 10a is rotatably supported. The reverse shaft 13 is fixed to the transmission case 10a.

  Between the input side power transmission shaft 11 and the counter shaft 21, a plurality of forward shift gear trains are provided. The plurality of forward shift gear trains are gear trains for the respective shift gears from the first gear to the first gear lower gear (the fifth gear in the present embodiment) of the highest gear. They are arranged in the axial direction of the shaft 11. In the present embodiment, the plurality of forward speed gear trains are a first gear train 31, a second gear train 32, a third gear train 33, a fourth gear train 34, and a fifth gear train. 35, which are arranged in this order from the engine 2 side. As a result, the plurality of (five) forward shift speed gear trains are gear shift gear trains that are lower in speed toward the engine 2 side in the axial direction of the input-side power transmission shaft 11 (shift speed gears having a larger reduction ratio toward the engine 2 side). It is arranged so as to be a gear train for use.

  Since the manual transmission 10 is a 6-speed direct connection type manual transmission as described above, the maximum gear stage gear train (6-speed gear train) is not provided.

  Each of the five forward gear stages has a set of gears that are respectively disposed on the input side power transmission shaft 11 and the counter shaft 21 and mesh with each other.

  Specifically, the first-speed gear train 31 is a first-speed drive gear 41 disposed on the input-side power transmission shaft 11 and a first-speed gear that is disposed on the counter shaft 21 and meshes with the first-speed drive gear 41. Drive gear 51. The first-speed drive gear 41 is fixed to the input-side power transmission shaft 11 and rotates integrally with the input-side power transmission shaft 11. The first speed driven gear 51 is loosely fitted to the counter shaft 21 so as to be rotatable.

  The second-speed gear train 32 includes a second-speed drive gear 42 disposed on the input-side power transmission shaft 11, a second-speed driven gear 52 disposed on the counter shaft 21 and meshed with the second-speed drive gear 42. Have The second-speed drive gear 42 is fixed to the input-side power transmission shaft 11 and rotates integrally with the input-side power transmission shaft 11. The second speed driven gear 52 is loosely fitted to the counter shaft 21 so as to be freely rotatable.

  The 3-speed gear train 33 includes a 3-speed drive gear 43 disposed on the input-side power transmission shaft 11, a 3-speed driven gear 53 disposed on the counter shaft 21 and meshed with the 3-speed drive gear 43. Have The third-speed drive gear 43 is fixed to the input-side power transmission shaft 11 and rotates integrally with the input-side power transmission shaft 11. The 3-speed driven gear 53 is loosely fitted to the counter shaft 21 so as to be freely rotatable.

  The 4-speed gear train 34 includes a 4-speed drive gear 44 disposed on the input-side power transmission shaft 11, a 4-speed driven gear 54 disposed on the counter shaft 21 and meshing with the 4-speed drive gear 44. Have The 4-speed drive gear 44 is fixed to the input-side power transmission shaft 11 and rotates integrally with the input-side power transmission shaft 11. The 4-speed driven gear 54 is loosely fitted to the counter shaft 21 so as to be freely rotatable.

  The 5-speed gear train 35 includes a 5-speed drive gear 45 disposed on the input-side power transmission shaft 11, a 5-speed driven gear 55 disposed on the counter shaft 21 and meshed with the 5-speed drive gear 45. Have The fifth speed drive gear 45 is loosely fitted to the input side power transmission shaft 11, and the fifth speed driven gear 55 is fixed to the input side power transmission shaft 11.

  A reverse gear train 30 is provided between the input side power transmission shaft 11, the counter shaft 21, and the reverse shaft 13. The reverse gear train 30 has a set of gears that are arranged on the input side power transmission shaft 11, the counter shaft 21 and the reverse shaft 13 and mesh with each other. Specifically, the reverse gear train 30 is disposed on the reverse drive gear 40 disposed on the input side power transmission shaft 11, the reverse driven gear 50 disposed on the counter shaft 21, and the reverse shaft 13. And a reverse drive gear 40 and a reverse idle gear 60 that meshes with the reverse driven gear 50.

  The reverse gear train 30 is arranged in the axial direction of the input-side power transmission shaft 11 so that all the forward gear trains (first gear train 31, second gear train 32, third gear train 33, 4 It is arranged closer to the engine 2 than the speed gear train 34 and the fifth gear train 35). That is, the reverse gear train 30 is disposed closer to the engine 2 than the first-speed gear train 31 located closest to the engine 2 among the five forward shift gear trains. In other words, the first-speed gear train 31 having the largest reduction ratio among the five forward gear trains is the anti-engine 2 in the axial direction of the input-side power transmission shaft 11 with respect to the reverse gear train 30. Adjacent to the side.

  In the present embodiment, the tooth surface of the reverse drive gear 40 and the tooth surface of the first-speed drive gear 41 are formed continuously in the axial direction of the input-side power transmission shaft 11. That is, the hub of the reverse drive gear 40 is shared with the hub 41a of the first-speed drive gear 41, and the reverse drive gear 40 is disposed on the engine 2 side in the axial direction of the input side power transmission shaft 11 with respect to the hub 41a. A tooth surface is provided, and the tooth surface of the first-speed drive gear 41 is provided on the side opposite to the engine 2. The tooth surface of the reverse drive gear 40 is formed so as to extend continuously to the engine 2 side with respect to the tooth surface of the first speed drive gear 41, and the reverse drive gear 40 and the first speed drive gear are formed. The tooth surface shape and the number of teeth with the gear 41 are the same. It can be said that the first-speed drive gear 41 also serves as the reverse drive gear 40. Similarly to the first-speed drive gear 41, the reverse drive gear 40 is fixed to the input-side power transmission shaft 11 and rotates integrally with the input-side power transmission shaft 11. The reverse driven gear 50 is loosely fitted to the counter shaft 21 so as to be rotatable. The reverse idle gear 60 is rotatably supported on the reverse shaft 13.

  A reduction gear train 37 that decelerates the rotation of the counter shaft 21 and outputs it to the output-side power transmission shaft 12 is provided between the counter shaft 21 and the output-side power transmission shaft 12. That is, the manual transmission 10 is an output reduction type manual transmission. The reduction gear train 37 has a pair of gears arranged on the counter shaft 21 and the output side power transmission shaft 12 and meshing with each other. Specifically, the reduction gear train 37 includes a drive gear 57 disposed on the counter shaft 21 and a driven gear 47 disposed on the output side power transmission shaft 12 and meshing with the drive gear 57. The drive gear 57 is fixed to the counter-engine 2 side (near the end of the counter shaft 21 on the vehicle rear side) of the counter shaft 21 with respect to the 5-speed driven gear 55 and rotates integrally with the counter shaft 21. The driven gear 47 is fixed to the output side power transmission shaft 12 and rotates integrally with the output side power transmission shaft 12. The diameter of the drive gear 57 is smaller than the diameter of the driven gear 47 and smaller than the diameter of the fifth-speed drive gear 45.

  A reverse synchronization device 70 for connecting and disconnecting the reverse driven gear 50 and the counter shaft 21 is disposed on the counter shaft 21 on the engine 2 side of the reverse driven gear 50. The reverse synchronizer 70 is disposed on the counter shaft 21 at a position overlapping the bearing 14 and the input-side power transmission shaft 11 in the axial direction. The reverse synchronization device 70 has a sleeve 70 a that can slide in the axial direction of the counter shaft 21. By reverse shift operation of the change lever by the vehicle occupant, the sleeve 70a slides from the neutral position to the counter-engine 2 side, and the reverse driven gear 50 is connected and fixed to the counter shaft 21 by this slide. As a result, the power of the engine 2 is transmitted to the counter shaft 22 via the clutch 3, the input side power transmission shaft 11, the reverse drive gear 40, the reverse idle gear 60, and the reverse driven gear 50. Is transmitted to the output-side power transmission shaft 12 via the drive gear 57 and the driven gear 47 of the reduction gear train 37. Thus, the reverse speed is achieved.

  Further, between the first-speed driven gear 51 and the second-speed driven gear 52 on the counter shaft 21, between the first-speed driven gear 51 and the counter shaft 21 and between the second-speed driven gear 52 and the counter shaft 21. A 1-2 speed synchronizer 71 for connecting and disconnecting is provided. The 1-2 speed synchronizer 71 has a sleeve 71 a that can slide in the axial direction of the counter shaft 21.

  When the occupant shifts the change lever to the first speed, the sleeve 71 a slides from the neutral position toward the engine 2, and the first speed driven gear 51 is connected and fixed to the counter shaft 21 by this sliding. As a result, the power of the engine 2 is transmitted to the counter shaft 22 via the clutch 3, the input side power transmission shaft 11, the first speed drive gear 41 and the first speed driven gear 51, and is transmitted to the counter shaft 22. The power is transmitted to the output side power transmission shaft 12 via the drive gear 57 and the driven gear 47 of the reduction gear train 37. Thus, the first speed is achieved. The power transmitted to the output side power transmission shaft 12 is transmitted to the rear wheels via a propeller shaft, a differential mechanism, and the like.

  When the occupant shifts the change lever to the second speed, the sleeve 71a slides from the neutral position to the counter-engine 2 side, and the second speed driven gear 52 is connected and fixed to the counter shaft 21 by this sliding. As a result, the power of the engine 2 is transmitted to the counter shaft 22 via the clutch 3, the input side power transmission shaft 11, the second speed drive gear 42 and the second speed driven gear 52, and is transmitted to the counter shaft 22. The power is transmitted to the output side power transmission shaft 12 via the drive gear 57 and the driven gear 47 of the reduction gear train 37. Thus, the second speed is achieved.

  Further, between the third-speed driven gear 53 and the fourth-speed driven gear 53 on the counter shaft 21, between the third-speed driven gear 53 and the counter shaft 21, and between the fourth-speed driven gear 53 and the counter shaft 21. A 3-4 speed synchronizer 73 for connecting and disconnecting is provided. The 3-4 speed synchronizer 73 has a sleeve 73 a that can slide in the axial direction of the counter shaft 21.

  When the occupant shifts the change lever to the third speed, the sleeve 73a slides from the neutral position to the engine 2 side, and the third speed driven gear 53 is connected and fixed to the counter shaft 21 by this slide. As a result, the power of the engine 2 is transmitted to the counter shaft 22 via the clutch 3, the input side power transmission shaft 11, the third speed drive gear 43 and the third speed driven gear 53, and is transmitted to the counter shaft 22. The power is transmitted to the output side power transmission shaft 12 via the drive gear 57 and the driven gear 47 of the reduction gear train 37. Thus, the third speed is achieved.

  When the occupant shifts the change lever to the fourth speed, the sleeve 73a slides from the neutral position to the counter-engine 2 side, and the four-speed driven gear 54 is connected and fixed to the counter shaft 21 by this sliding. As a result, the power of the engine 2 is transmitted to the counter shaft 22 via the clutch 3, the input side power transmission shaft 11, the fourth speed drive gear 44 and the fourth speed driven gear 54, and is transmitted to the counter shaft 22. The power is transmitted to the output side power transmission shaft 12 via the drive gear 57 and the driven gear 47 of the reduction gear train 37. Thus, the fourth speed is achieved.

  Further, the fifth-speed drive gear 45 and the input-side power transmission are provided on the side opposite to the engine 2 of the fifth-speed drive gear 45 in the input-side power transmission shaft 11 (near the end of the input-side power transmission shaft 11 on the vehicle rear side). A 5-6 speed synchronizer 75 for connecting / disconnecting between the shaft 11 and between the input side power transmission shaft 11 and the output side power transmission shaft 12 is provided. The 5-6 speed synchronizer 75 has a sleeve 75 a that can slide in the axial direction of the input side power transmission shaft 11.

  The sleeve 75a is slid from the neutral position to the engine 2 side by the shift operation of the change lever to the fifth speed by the occupant, and the fifth speed drive gear 45 is connected and fixed to the input side power transmission shaft 11 by this sliding. As a result, the power of the engine 2 is transmitted to the counter shaft 22 via the clutch 3, the input side power transmission shaft 11, the fifth speed drive gear 45, and the fifth speed driven gear 55, and is transmitted to the counter shaft 22. The power is transmitted to the output side power transmission shaft 12 via the drive gear 57 and the driven gear 47 of the reduction gear train 37. Thus, the fifth speed is achieved.

  When the occupant shifts the change lever to the sixth speed, the sleeve 75a slides from the neutral position to the counter-engine 2 side, and this sliding causes the input side power transmission shaft 11 to pass through the 5-6 speed synchronizer 75. Is engaged with the engaging portion 12 a of the output side power transmission shaft 12. That is, the input side power transmission shaft 11 and the output side power transmission shaft 12 are directly connected. As a result, the power of the engine 2 is transmitted to the output-side power transmission shaft 12 via the clutch 3 and the input-side power transmission shaft 11. In this way, the sixth speed (directly connected gear), which is the highest gear, is realized by engaging (directly connecting) the input side power transmission shaft 11 and the output side power transmission shaft 12.

  The five forward gear trains (first gear train 31, second gear train 32, third gear train 33, fourth gear train 34, and fifth gear train 35), reverse gear The row 30, the reduction gear row 37, the synchronization devices 70, 71, 73, 75, the bearings 14 to 16, and the bearings 22 to 24 also include the input side power transmission shaft 11, the output side power transmission shaft 12, the counter shaft 21, and reverse. Together with the shaft 13, it is accommodated in the transmission case 10a.

  As described above, the five forward shift gear trains are arranged so as to become a lower gear train as the engine 2 side becomes lower. Therefore, the counter shaft 21 in the five forward shift gear trains is arranged. The diameter of the upper gear (first-speed driven gear 51, second-speed driven gear 52, third-speed driven gear 53, fourth-speed driven gear 54, and fifth-speed driven gear 55) decreases toward the counter-engine 2 side. Further, the diameter of the drive gear 57 of the reduction gear train 37 is smaller than the diameter of the driven gear 55 for the fifth speed. Further, the diameter of the reverse driven gear 50 of the reverse gear train 30 is substantially the same as the diameter of the first speed driven gear 51 (strictly, it is slightly smaller than the diameter of the first speed driven gear 51).

  The transmission case 10 a is a portion where the reverse gear train 30 exists in the axial direction of the input-side power transmission shaft 11, and is the largest in the radial direction of the input-side power transmission shaft 11 due to the presence of the reverse idle gear 60. . In the present embodiment, the transmission case 10a is the largest in the radial direction of the input-side power transmission shaft 11 at the end on the engine 2 side. Corresponding to the fact that the diameters of the gears arranged on the counter shaft 21 in the five forward gear stages and the reduction gear train 37 become smaller toward the counter-engine 2 side, the transmission case 10a is As it goes to the non-engine 2 side (rear side of the vehicle), it becomes smaller in the radial direction of the input side power transmission shaft 11. In particular, the lower part of the transmission case 10a is located on the upper side as it goes to the counter-engine 2 side.

(Embodiment 2)
FIG. 2 shows a manual transmission 110 according to the second embodiment of the present invention. The same parts as those in FIG. 1 are denoted by the same reference numerals, and detailed description thereof is omitted (the same applies to Embodiment 3 described later with reference to FIG. 3).

  In the present embodiment, the vehicle on which the manual transmission 110 is mounted is a four-wheel drive vehicle based on an FR vehicle. The manual transmission 110 is mounted on the front portion of the vehicle and is coupled to the engine 2 to constitute a power unit together with the engine 2. Also in the present embodiment, the maximum gear position of the manual transmission 110 is the sixth speed, and the sixth speed is the direct connection gear stage.

  The output side power transmission shaft 12 of the manual transmission 110 is configured to distribute the torque of the output side power transmission shaft 12 (the output torque of the power unit) to the front wheels in addition to the rear wheels. 120a.

  The transfer device 120 outputs torque to the power transmission shaft 120a, a transmission torque variable clutch 120b capable of changing a torque ratio transmitted to the rear wheel and the front wheel in a range from 50:50 to 100: 0, and the front wheel. And a gear train 120d provided between the power transmission shaft 120a and the front wheel side output shaft 120c for transmitting a part of the torque of the power transmission shaft 120a to the front wheel side output shaft 120c. ing.

  The gear train 120d has a drive gear 120e disposed on the power transmission shaft 120a via a transmission torque variable clutch 120b, and a driven gear 120f disposed on the front wheel side output shaft 120c and meshing with the drive gear 120e. The driven gear 120f is fixed to the front wheel side output shaft 120c and rotates integrally with the front wheel side output shaft 120c. The front wheel side output shaft 120c is connected to a front differential via a front propeller shaft 130 disposed below the transmission case 110a and constant velocity joints 131 and 132 disposed at both ends of the front propeller shaft 130. It is connected to the input shaft of the gear 140. The rear end portion of the power transmission shaft 120a is connected to the rear wheel via a rear propeller shaft, a rear differential mechanism, and the like. Note that both the drive gear 120e and the driven gear 120f of the gear train 120d are replaced with sprockets, and a chain is bridged over both sprockets so that a part of the torque of the power transmission shaft 120a is output to the front wheel side via the chains. You may make it transmit to the axis | shaft 120c.

  The configuration of the automatic transmission 110 is the same as that of the automatic transmission 10 of the first embodiment, and the size of the transmission case 110a of the automatic transmission 110 is also the same as that of the transmission case 10a of the automatic transmission 10. . The front propeller shaft 130 is disposed to be inclined along the shape of the lower portion of the transmission case 110a. That is, the front propeller shaft 130 is inclined so as to rise toward the rear side of the vehicle. Accordingly, the constant velocity joint 131 on the rear side of the vehicle is positioned at a higher position than the constant velocity joint 132 on the front side of the vehicle.

  As described above, according to the first and second embodiments, the reverse gear train 30 includes all the forward gear trains (first gear train 31, second gear train) in the axial direction of the input-side power transmission shaft 11. Gear train 32, 3rd gear train 33, 4th gear train 34, and 5th gear train 35) are disposed closer to the engine 2 than the reverse gear train 30. The five forward shift gear trains and the reverse gear train 30 can be separately arranged in the transmission cases 10a and 110a without being arranged between the gear trains for the gears. As a result, the transmission cases 10a and 110a are intermediate portions in the axial direction of the input-side power transmission shaft 11, and are not partially enlarged in the radial direction of the input-side power transmission shaft 11. It can suppress that the mounting property to the vehicle of the transmissions 10 and 110 deteriorates.

  Further, due to the arrangement of the reverse gear train 30, the vicinity of the ends of the transmission cases 10a and 110a on the engine 2 side increases in the radial direction of the input-side power transmission shaft 11. Therefore, the ends of the transmission cases 10a and 110a on the engine 2 side are connected to the input-side power transmission shaft 11 in order to be firmly coupled with each other. It is more convenient to increase in the radial direction. In addition, even if the transmission cases 10a and 110a increase in the radial direction of the input-side power transmission shaft 11 in the vicinity of the portion where the engine 2 is coupled, the mountability of the manual transmissions 10 and 110 on the vehicle is deteriorated. There is nothing wrong.

  Further, according to the first and second embodiments, the first-speed gear train 31 having the largest reduction ratio among the five forward gear trains is connected to the reverse-side gear train 30 on the input side power transmission shaft 11. Of the input side power transmission shaft 11 with respect to the first-speed driven gear 51 having the largest diameter on the counter shaft 21 in the transmission cases 10a and 110a. In the space adjacent to the engine 2 in the direction, the reverse driven gear 50 having the same size as the first speed driven gear 51 can be easily arranged.

  Further, according to the first and second embodiments, the tooth surface of the reverse drive gear 40 and the tooth surface of the first-speed drive gear 41 are formed continuously in the axial direction of the input-side power transmission shaft 11. Therefore, it is possible to improve the manufacturability of the reverse drive gear 40 and the first-speed drive gear 41, particularly the tooth surface, and to reduce the manufacturing costs of the both gears 40 and 41.

  Furthermore, according to the first and second embodiments, the five forward gear trains (first gear train 31, second gear train 32, third gear train 33, fourth gear train 34). , And the 5-speed gear train 35) are arranged so as to be a gear train for a gear position that is lower toward the engine 2 side (a gear train for a gear position that has a larger reduction ratio toward the engine 2 side). The diameter of the gear on the counter shaft 21 in the forward gear stage (first-speed driven gear 51, first-speed driven gear 52, third-speed driven gear 53, fourth-speed driven gear 54, and fifth-speed driven gear 55) is anti-engine. The smaller the 2 side. This suppresses interference between peripheral parts arranged in the vicinity of the counter shaft 21 in the manual transmissions 10 and 110 (particularly the lower side of the manual transmissions 10 and 110) and the transmission cases 10 and 110, and the manual transmission. 10, 110 can be arranged in a space efficient manner. The peripheral component is an exhaust purification device including a catalyst, which is an exhaust system component of the engine 2, for example. Particularly, in a four-wheel drive vehicle, a space for the front propeller shaft 130 is required, but as described in the second embodiment, by arranging the front propeller shaft 130 to be inclined below the manual transmission 110, The manual transmission 110, the front propeller shaft 130, the exhaust purification device, and the like can be arranged with high space efficiency.

  Further, according to the first and second embodiments, the reverse synchronization device 70 is disposed on the counter shaft 21 on the engine 2 side of the reverse driven gear 50, and the reverse synchronization device 70 is disposed on the counter shaft 21. The bearing 14 that supports the input side power transmission shaft 11 (disposed on the engine 2 side of the reverse drive gear 40) and the input side power transmission shaft 11 are disposed at positions that overlap in the axial direction. Therefore, the space overlapping on the counter shaft 21 in the axial direction of the bearing 14 and the input-side power transmission shaft 11 can be effectively utilized. As a result, the entire manual transmission 10, 110 can be used for the input-side power. It can be shortened in the axial direction of the transmission shaft 11.

(Embodiment 3)
FIG. 3 shows a manual transmission 210 according to Embodiment 3 of the present invention. The vehicle on which the manual transmission 210 is mounted is an FR vehicle, like the manual transmission 10 of the first embodiment.

  In the present embodiment, the 3-4 speed synchronizer 73 is disposed on the input side power transmission shaft 11. In this connection, the third-speed drive gear 43 of the third-speed gear train 33 and the fourth-speed drive gear 44 of the fourth-speed gear train 34 are freely loosely fitted to the input-side power transmission shaft 11. The 3-speed driven gear 53 and the 4-speed driven gear 54 are fixed to the counter shaft 21. The 3-4 speed synchronizer 73 connects / disconnects between the 3rd speed drive 43 and the input side power transmission shaft 11 and between the 4th speed drive gear 44 and the input side power transmission shaft 11. .

  As the vehicle occupant shifts the change lever to the 3rd speed, the sleeve 73a of the 3-4 speed synchronizer 73 slides from the neutral position to the engine 2 side, and this slide causes the 3rd speed drive gear 43 to be input. It is connected and fixed to the side power transmission shaft 11. Further, when the occupant shifts the change lever to the fourth speed, the sleeve 73a is slid from the neutral position to the counter-engine 2 side, and the four-speed drive gear 44 is connected to the input-side power transmission shaft 11 by this sliding. Fixed.

  As described above, in the present embodiment, among the five forward shift gear trains, the gear train for the speed gear higher than the second gear (that is, the third gear train 33, the fourth gear train 34, and the fifth gear gear train). A drive gear (a third gear drive gear 43, a fourth gear drive gear 44, and a fifth gear drive gear 45) arranged in a state in which the gear train 35) is loosely fitted on the input side power transmission shaft 11. Driven gears (3-speed driven gear 53, 4-speed driven gear 54, and 5-speed driven gear 55) are arranged on the counter shaft 21 so as to rotate integrally with the counter shaft 21.

  Then, a synchronizer for connecting / disconnecting the drive gear and the input side power transmission shaft 11 of the gear train for gears higher than the second speed (for the 3-4 speed synchronizer 73 and 5-6 speed) A synchronizer 75) is arranged on the input side power transmission shaft 11.

  Other configurations of the manual transmission 210 are the same as those of the automatic transmission 10 of the first embodiment, and the size of the transmission case 210a of the automatic transmission 210 is the same as that of the transmission case 10a of the automatic transmission 10. It is.

  Note that the configuration of the manual transmission 210 can be applied to the automatic transmission 110 of the second embodiment.

  According to this embodiment, in addition to the same effects as those of the first and second embodiments, the counter shaft 21 is not provided with the 3-4 speed synchronizer 73. Compared with 2 and 2, it is possible to reduce the inertia of the counter shaft 21 as a whole that idles via the reduction gear train 37 at the time of the direct-coupled gear (6th speed). As a result, gear noise generated between the drive gear 57 and the driven gear 47 of the reduction gear train 37 can be reduced at the time of the direct connection speed.

  The present invention is not limited to the above-described embodiment, and can be substituted without departing from the scope of the claims.

  For example, in the above-described embodiment, the case where the present invention is applied to a 6-speed direct connection type manual transmission having the maximum gear position of 6 speeds has been described. However, the maximum gear position includes the input-side power transmission shaft and the output-side power. As long as the manual transmission is configured to be realized by engaging the transmission shaft, the manual transmission is not limited to a manual transmission having a maximum gear of 6 speeds. The maximum gear position may be, for example, 4th speed or 5th speed, but is preferably 6th speed or more from the viewpoint of more effectively exerting the effects of the present invention. For example, the present invention can be suitably applied to a manual transmission having a maximum gear stage of 8 speeds and an 8-speed direct connection type.

  Further, in the above-described embodiment, the plurality of forward shift gear trains are arranged so as to become the lower gear train for the lower speed as the engine 2 side. The order of arrangement of the power transmission shaft 11 in the axial direction may be any order. Further, the first-speed gear train 31 may not be disposed adjacent to the reverse gear train 30 in the axial direction of the input-side power transmission shaft 11. However, it is preferable to arrange a low speed gear train on the engine 2 side.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  INDUSTRIAL APPLICABILITY The present invention is useful for an output reduction type manual transmission that realizes the maximum gear position by engaging (directly connecting) an input side power transmission shaft and an output side power transmission shaft.

2 Engine (drive source)
10, 110, 210 Manual transmission 10a, 110a, 210a Transmission case 11 Input side power transmission shaft 12 Output side power transmission shaft 13 Reverse shaft 14 Bearing disposed on the engine side of the reverse drive gear 21 Counter shaft 30 For reverse Gear train 31 1st gear train (forward gear train)
32 Gear train for 2nd gear (gear train for forward speed)
33 3rd speed gear train (forward shift gear train)
34 4th speed gear train (forward gear train)
35 5-speed gear train (forward gear train)
37 Reduction gear train 40 Reverse drive gear 41 1st speed drive gear 42 2nd speed drive gear 43 3rd speed drive gear 44 4th speed drive gear 45 5th speed drive gear 50 Reverse driven gear 51 1st speed driven gear 52 2 Driven gear for speed 53 Driven gear for 3rd speed 54 Driven gear for 4th speed 55 Driven gear for 5th speed 60 Idle gear for reverse 70 Synchronizer for reverse 71 Synchronizer for 1-2 speed 73 3rd speed synchronizer 75 75 For 5-6 speed Synchronizer

Claims (7)

In the transmission case,
An input side power transmission shaft having one end connected to a drive source and input of power from the drive source;
A counter shaft arranged in parallel with the input side power transmission shaft;
A reverse shaft arranged in parallel with the input side power transmission shaft and the counter shaft;
An output-side power transmission shaft disposed on the same axis as the input-side power transmission shaft;
A plurality of forward gear stages each having a pair of gears arranged on the input side power transmission shaft and the counter shaft and meshing with each other;
A reverse gear train having a set of gears arranged on the input side power transmission shaft, on the counter shaft and on the reverse shaft and meshing with each other;
A reduction gear train having a pair of gears disposed on the counter shaft and the output side power transmission shaft and meshing with each other, and decelerating the rotation of the counter shaft and outputting it to the output side power transmission shaft; ,
With
A manual transmission configured to achieve a maximum gear position by engaging the input-side power transmission shaft and the output-side power transmission shaft;
The manual transmission, wherein the reverse gear train is disposed closer to the drive source than all the forward gear trains in the axial direction of the input-side power transmission shaft. The manual transmission according to claim 1, wherein
A manual transmission in which a first-speed gear train among the plurality of forward gear trains is disposed adjacent to the reverse gear train in the axial direction of the input-side power transmission shaft. . The manual transmission according to claim 2, wherein
The reverse gear train includes a reverse drive gear disposed on the input-side power transmission shaft, a reverse driven gear disposed on the counter shaft, and a reverse drive gear disposed on the reverse shaft. And a reverse idle gear meshing with the reverse driven gear,
The first-speed gear train includes: a first-speed drive gear disposed on the input-side power transmission shaft; and a first-speed driven gear disposed on the counter shaft and meshing with the first-speed drive gear. Have
A manual transmission, wherein a tooth surface of the reverse drive gear and a tooth surface of the first-speed drive gear are formed continuously in the axial direction of the input-side power transmission shaft. The manual transmission according to claim 3, wherein
A bearing for supporting the input-side power transmission shaft on a transmission case is disposed on the drive source side of the reverse drive gear,
The reverse driven gear is arranged in a loosely fitted state on the counter shaft,
On the counter shaft, on the drive source side of the reverse driven gear, at a position overlapping the bearing and the input side power transmission shaft in the axial direction, there is a gap between the reverse driven gear and the counter shaft. A manual transmission comprising a reverse synchronization device for connecting and disconnecting. The manual transmission according to any one of claims 2 to 4,
A drive gear arranged in a state in which a gear stage for a speed higher than the second speed is loosely fitted on the input-side power transmission shaft among the plurality of forward gear stages; And a driven gear arranged to rotate integrally with the counter shaft,
A synchronizer for connecting and disconnecting the drive gear and the input-side power transmission shaft of the gear train for gears higher than the second speed is disposed on the input-side power transmission shaft; Features a manual transmission. The manual transmission according to any one of claims 1 to 5,
The manual transmission according to claim 1, wherein the plurality of forward shift gear trains are arranged so as to become gear trains for lower speed gears closer to the drive source side in the axial direction of the input-side power transmission shaft. The manual transmission according to any one of claims 1 to 6,
The manual transmission is characterized in that the maximum gear stage is 6 speeds or more.

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