JP2017211071A - Transmission assembly - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission assembly including a durable gear type multistage speed change device instead of a belt type continuously variable transmission and a forward/rearward switching device, in a vehicle mounted with an engine having an engine output shaft directed to a vehicle width direction.SOLUTION: A transmission assembly for a vehicle comprises a gear type speed change device having an input shaft parallel with an engine output shaft, and a bevel gear transmission device. In the bevel gear transmission device, a first counter bevel gear provided at a first end part of a counter shaft in a right angle direction to the engine output shaft and the input shaft, and an input bevel gear having an engine rotational shaft and a common rotational shaft core are engaged to each other, and a second counter bevel gear provided at a second end part of the counter shaft, and an output bevel gear having a common rotational shaft core of the engine output shaft are engaged to each other.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a transmission assembly formed by combining a plurality of transmission devices including a gear type multi-stage transmission.

  Conventionally, as disclosed in Patent Document 1, a horizontally-oriented horizontal engine and a gear type forward / reverse switching device having an input shaft parallel to the engine output shaft of the engine and horizontal in the vehicle width direction are provided. Vehicles such as utility vehicles are known.

  In this vehicle, a belt-type continuously variable transmission (CVT) as a main transmission is extended between the left and right ends of the engine and the left and right ends of the gear transmission. Thus, power is transmitted from the engine output shaft to the input shaft of the gear type forward / reverse switching device.

JP 2008-232306 A

  Here, there is a demand for replacing the belt type continuously variable transmission with a gear type transmission because the belt slips at the time of high torque output and there is a difficulty in durability. This gear-type transmission is required to have a wide range of fine gear numbers as a substitute for a belt-type continuously variable transmission and to have a function as a forward / reverse switching device.

  In the case of the gear-type transmission having both the speed change function and the forward / reverse switching function as described above, when the input shaft is preferably oriented horizontally in the vehicle width direction, the input shaft is also leveled in the vehicle width direction. Another suitable transmission device is also required in order to link to the engine output shaft.

  That is, an object of the present invention is to provide a durable gear-type multi-stage transmission in place of the belt-type continuously variable transmission and the forward / reverse switching device in a vehicle equipped with an engine whose engine output shaft is directed in the vehicle width direction. A transmission assembly is provided.

  In order to achieve the above object, a transmission assembly for a vehicle according to the present invention includes a gear-type multi-stage transmission and a bevel gear transmission. The gear-type multi-stage transmission has an input shaft that is parallel to an engine output shaft that extends in the width direction of the vehicle. The bevel gear transmission includes an input bevel gear, an output bevel gear, a counter shaft, a first counter bevel gear, and a second counter bevel gear. The rotational axis of the input bevel gear is common to the engine output shaft. The rotational axis of the output bevel gear is common to the input shaft. The counter shaft extends in a direction perpendicular to the engine output shaft and the input shaft. The counter shaft has opposed first and second ends. The first counter bevel gear is provided at the first end of the counter shaft and meshes with the input bevel gear. The second counter bevel gear is provided at the second end portion of the counter shaft and meshes with the output bevel gear.

  The transmission includes a dual clutch gear transmission mechanism having at least a fifth gear train.

  A clutch of the dual clutch gear transmission mechanism is provided in the bevel gear transmission.

  Further, at least one of the first and second end portions of the counter shaft is used as a power take-out shaft.

  The counter shaft extends obliquely, and the second end is higher than the first end.

  The power transmission assembly according to the present invention has the following effects by having the technical means as described above.

  That is, the transmission assembly is a simple and economical bevel gear transmission that secures drive linkage to the engine transmission, and the gear-type multi-stage transmission includes a conventional belt-type continuously variable transmission and a gear-type transmission. It has a wide range of fine gear stages as much as the combined gearbox.

  More specifically, for simplicity and economy, several separate bevel gear transmissions with different gear teeth numbers and output / input speed ratios are prepared, and the engine installed in the vehicle is a gasoline engine, Alternatively, in any diesel engine, it is possible to select an optimal bevel gear transmission having an appropriate number of gear teeth and an output / input speed ratio.

  In other words, even if the engine output speed for the target vehicle speed differs depending on the type and specification of the engine, by selecting a bevel gear transmission suitable for the type and specification of the engine to be used, a gear type multi-stage transmission for the target vehicle speed can be achieved. It is possible to adjust the input rotation speed to be substantially the same. Therefore, the expensive gear type multi-stage transmission can be shared regardless of the type and specification of the engine.

  Further, as described above, the dual clutch gear transmission mechanism having a gear train of at least five speeds can realize a wide and fine speed stage comparable to the combination of the conventional belt type continuously variable transmission CVT and the forward / reverse switching device. it can.

  Further, by providing the clutch of the dual clutch gear transmission mechanism in the bevel gear transmission, the length of the gear type multi-stage transmission can be shortened.

  Further, by using at least one of the first and second ends of the counter shaft as a power take-off shaft, a device such as a hydraulic pump is arbitrarily attached to the bevel gear transmission and driven by the counter shaft. be able to.

  Further, the counter shaft is extended obliquely, and the second end is higher than the first end, so that the following effects can be obtained.

  By setting the engine to a low position for the purpose of balancing the center of gravity of the vehicle, the position of the engine output shaft connected to the first end of the counter shaft via the input bevel gear and the first counter bevel gear is also lowered.

  However, even in such a state where the engine output shaft is low, the input shaft of the gear type multi-stage transmission is drivingly linked to the second end portion of the counter shaft via the output bevel gear and the second counter bevel gear. And higher than the second end of the counter shaft which is higher than the first end of the counter shaft. In this way, the output shaft of the gear type multi-stage transmission that is drive-linked to the axle of the drive wheel of the vehicle has an appropriate height, and the top surface of the output shaft of the transmission device with respect to the height of the top surface of the engine Can be arranged so that the upper end of the output shaft does not protrude upward from the upper surface of the engine, so that the frame length of the vehicle and the height of the loading platform are affected. It is possible to replace the gear type multi-stage transmission without affecting

It is a plane schematic diagram of the four-wheel drive vehicle carrying a transmission assembly. It is a perspective view of the said transmission assembly. It is a top view of the said transmission assembly. It is a side view of the said transmission assembly. It is a graph which shows the correlation of the engine speed with respect to the vehicle speed by multistage gear shifting. It is side surface sectional drawing of the transmission assembly which employ | adopted the bevel gear transmission of another Example which has lubricating oil introduction structure. It is side surface sectional drawing of the transmission assembly which employ | adopted the bevel gear transmission of another Example provided with the PTO axis | shaft different from a counter axis | shaft. FIG. 6 is a skeleton diagram of another embodiment of a transmission assembly incorporating a dual clutch in a bevel gear transmission.

  A four-wheel drive vehicle 100 on which the transmission assembly 1 is mounted will be described with reference to FIGS. For example, the utility vehicle is the four-wheel drive vehicle 100. In this case, it is conceivable to arrange the transmission assembly 1 below the loading platform of a utility vehicle as a four-wheel drive vehicle 100 (hereinafter simply referred to as “vehicle 100”).

  The engine 2 is mounted on the rear portion of the vehicle body frame 101 (see FIGS. 3 and 4) of the vehicle 100 so that the crankshaft 2a (and the engine output shaft 6) is along the width direction of the vehicle. The transmission assembly 1 includes a bevel gear transmission 3 and a gear-type multi-stage transmission 4 (hereinafter simply referred to as “transmission 4”). The engine 2 and the transmission 4 are arranged side by side. In this embodiment, the engine 2 is arranged in front of the transmission 4.

  The bevel gear transmission 3 is interposed between the output portion of the engine 2 at one of the left and right ends of the engine 2 and the input portion of the transmission 4 at one of the left and right ends of the transmission 4. The two output units are connected to the input unit of the transmission 4 in a driving manner. In the present embodiment, the bevel gear transmission 3 is interposed between the left end of the engine 2 and the left end of the transmission 4.

  The engine 2 may be a gasoline engine, a diesel engine, or another type of engine. The engine 2 is provided with a flywheel 2b at the output end (left end) of the crankshaft 2a, and the engine output shaft 6 extends outwardly to the left and right (leftward) from the flywheel 2b.

  A front portion of the connecting housing 15 is joined to the left end portion of the engine 2, and a rear portion of the connecting housing 15 is joined to the left end portion of the transmission case 16 of the transmission 4, so that a part of the case of the entire transmission 4 is formed. It has become.

  The front portion of the connecting housing 15 includes the left end portion of the crankshaft 2 a and the flywheel 2 b to constitute the output portion of the engine 2. The rear portion of the connecting housing 15 includes a left portion of the transmission input shaft 12 protruding leftward from the transmission case 16 and a dual clutch 17 on the transmission input shaft 12 to constitute an input portion of the transmission 4. doing.

  The bevel gear transmission 3 is attached to the left end surface of the connecting housing 15 and drives and links the engine output shaft 6 to the transmission input shaft 12. The bevel gear transmission 3 has a bevel gear transmission case 5 that is fixed to the left end surface of the connecting housing 15.

  A counter shaft 9 is disposed in the bevel gear transmission case 5. The counter shaft 9 extends in the front-rear direction of the vehicle 100 perpendicular to the engine output shaft 6 and the transmission input shaft 12 and includes a front end portion and a rear end portion.

  In the front portion of the bevel gear transmission case 5, a first counter bevel gear 8 is fixed to the front end portion of the counter shaft 9 and meshes with the input bevel gear 7. In the rear portion of the bevel gear transmission case 5, a second counter bevel gear 10 is fixed to the rear end portion of the counter shaft 9 and meshes with the output bevel gear 11.

  The input bevel gear 7 has a rotation axis common to the engine output shaft 6. Here, the input bevel gear 7 may be directly fixed to the left end portion of the engine output shaft 6 extended into the bevel gear transmission case 5 or connected to the engine output shaft 6 on the same axis. You may fix to the fixed intrinsic | native bevel gear shaft 7a.

  On the other hand, the output bevel gear 11 has a rotation axis common to the transmission input shaft 12. Here, the output bevel gear 11 may be directly fixed to the left end portion of the speed change input shaft 12 further extended into the bevel gear transmission case 5, or may be fixed to the speed change input shaft 12 on the same axis. It may be fixed to the inherent bevel gear shaft 11a connected and fixed.

  Since the bevel gear transmission 3 does not have a speed change function, it is simpler and more economical than the conventional belt type CVT disposed at this position between the engine and the gear transmission. Therefore, several different types of bevel gear transmissions 3 can be easily prepared at low cost. These may be different in the number of teeth of the bevel gears 7, 8, 10, 11 or in the output / input speed ratio (that is, the speed ratio of the speed change input shaft 12 to the engine output shaft 6). Good.

  Such a difference in the type of the bevel gear transmission 3 corresponds to a difference in the type of the engine 2 such as a gasoline engine or a diesel engine. In this way, the output speed varies with the type of engine. If the common bevel gear transmission 3 is used regardless of the type of the engine 2, the speed ratio of the speed change input shaft 12 to the engine output shaft 6 is constant. A difference in speed of the input shaft 12 occurs, and the expensive transmission 4 has an output shaft (described later differential output shafts 39L and 39R) linked to drive wheels of the vehicle (described later drive wheels 53L and 53R). In order to obtain an appropriate speed, the design of components such as gears must be changed.

  Therefore, preparing different types of bevel gear transmissions 3 according to the types of engines makes it possible for the transmission 4 to respond to the rotational speed of the differential output shafts 39L and 39R, which is the output rotational speed of the transmission 4. This is advantageous in that the rotational speed of the speed change input shaft 12, which is the input rotational speed, is made constant, whereby the expensive transmission 4 can be shared and the manufacturing cost can be reduced overall.

  At least one of the front and rear end portions of the counter shaft 9 may be extended from the bevel gear transmission case 5 to be a PTO shaft that can be used in a device that is often used in the vehicle 100 that is a work vehicle such as a utility vehicle.

  In this embodiment, the rear end portion of the counter shaft 9 extends rearward from the rear end of the bevel gear transmission case 5 to form a PTO shaft, and the pump housing 13 that houses the hydraulic pump 14 is attached to the rear end of the bevel gear transmission case 5. Thus, the rear end portion of the counter shaft 9 is used as a drive shaft of the hydraulic pump 14. In this embodiment, the hydraulic pump 14 is used as a hydraulic source of a dual clutch 17 described later.

  The transmission 4 is a rear axle drive device that drives the left and right rear drive wheels 53L and 53R of the vehicle 100, while the vehicle 100 further includes a front axle drive device 70 that drives the left and right front drive wheels 78L and 78R. Is provided. The transmission 4 is provided with a later-described PTO shaft 41 for transmitting power from here to the front axle drive device 70, and thereby drives the front drive wheels 78L and 78R.

  The transmission 4 is provided with a dual clutch gear transmission mechanism having a fifth forward gear train F1, F2, F3, F4, F5 and a reverse gear train R. The five-speed forward gear trains F1 to F5 of the dual clutch gear transmission mechanism ensure a wide and fine gear range comparable to the speed range of the combination of the conventional belt type CVT and the forward / reverse switching device.

  The forward speed stage is determined depending on which of the five-speed forward gear trains F1 to F5 is linked to the transmission input shaft 12 and the driven gear shaft 20 described later. The state in which the shafts 12 and 20 are driven and linked via the first speed forward gear train F1 is the first speed (minimum speed) stage, and the state where the shafts 12 and 20 are driven and linked via the second speed forward gear train F2 The second speed (second lowest speed) stage is driven and linked through the third speed forward gear train F3 to the third speed (medium speed) stage, and drive linked through the fourth speed forward gear train F4. This state is the fourth speed (second highest speed) stage, and the state where the drive is linked via the fifth speed forward gear train F5 is the fifth speed (highest speed) stage.

  These speed stages are switched by automatically controlling a solenoid valve or the like of an actuator unit 42 described later by a controller (not shown) based on detection of the accelerator pedal depression amount, vehicle speed, and engine speed.

  Here, with reference to FIG. 5, the relationship between the vehicle speed VS and the engine speed ES due to the forward five-speed shift in the dual clutch gear transmission mechanism of the transmission 4 will be described. Graph G is a graph when the engine 2 connected to the transmission assembly 1 is a gasoline engine, and graph D is a graph when the engine 2 connected to the transmission assembly 1 is a diesel engine.

  Comparing the graphs G and D, when the same vehicle speed VS appears, the gasoline engine speed ES is generally higher than the diesel engine speed ES. Here, when the gasoline engine is used as the engine 2, the vehicle speed that is a switching point between the first speed stage and the second speed stage is VS1, the vehicle speed that is the switching point between the second speed stage and the third speed stage is VS2, When the vehicle speed that is the switching point between the third speed stage and the fourth speed stage is VS3, and the vehicle speed that is the switching point between the fourth speed stage and the fifth speed stage is VS4, It can be seen that the vehicle speeds that are the stage switching points are also close to VS1, VS2, VS3, and VS4, respectively.

  As described above, the bevel gear transmission 3 having different specifications is prepared for the gasoline engine and the diesel engine, and the bevel gear transmission 3 is selected according to each engine type. The speed of the speed change input shaft 12 is the same regardless of the speed of the engine due to the difference in engine type. As a result, the speed change feeling, that is, the relationship between the accelerator pedal depression amount and the vehicle speed is a gasoline engine. It proves that there is almost no change when using a diesel engine.

  On the other hand, comparing the graphs G and D, the vehicle speed that becomes each stage switching point when using the diesel engine is slightly different from the vehicle speed VS1, VS2, VS3, and VS4 that becomes each stage switching point when using the gasoline engine. Recognize. This is because the controller sets the vehicle speed that is a switching point suitable for the use of each type of engine in consideration of transmission efficiency and the like that differ between when using a gasoline engine and when using a diesel engine.

  Returning to the description of the configuration of the dual clutch gear transmission mechanism in the transmission 4 shown in FIG. The dual clutch gear transmission mechanism includes a transmission input shaft 12, a first drive gear shaft 18, a second drive gear shaft 19, a driven gear shaft 20, and an idle shaft 27. These shafts 12, 18, 19, 20 and 27 are all extended in the left-right direction of the vehicle 100 in parallel with each other. The transmission case 4 of the transmission 4 has a dual clutch gear transmission mechanism including these shafts 12, 18, 19, 20, and 27, and the shafts 12, 18, 19, 20, and 27 are rotatably supported. .

  First and second clutch gears 17a and 17b are fitted to the transmission input shaft 12 so as to be relatively rotatable in the rear part of the connecting housing 15 and / or in the left part of the transmission case 16, and the first and second clutch gears 17a A hydraulic multi-plate clutch type dual clutch 17 is provided on the transmission input shaft 12 between 17b.

  As usual, the dual clutch 17 engages with the first clutch gear 17a and separates from the second clutch gear 17b, and engages with the second clutch gear 17b and engages with the first clutch gear 17a. It switches to the separated second clutch state alternately. Thus, by setting the dual clutch 17 to the first clutch state, the transmission input shaft 12 is connected to the first clutch gear 17a, and by setting the dual clutch 17 to the second clutch state, the transmission input shaft 12 is set to the second clutch gear 17a. It is connected to the clutch gear 17b.

  However, when the dual clutch 17 is alternately switched between the first clutch state and the second clutch state, both the first and second clutch gears 17a and 17b are half-clutch and are separated from the transmission input shaft 12. A transitional state of receiving rotational power at the same time appears. This transition state is important for realizing a smooth gear shift such as a CVT shift.

  In the transmission case 16, a gear 18a is fixed to the first drive gear shaft 18 and meshes with the first clutch gear 17a. The first clutch gear 17a and the gear 18a are connected to the first drive gear shaft 18. It constitutes a gear train linked to drive. A gear train 19a is fixed to the second drive gear shaft 19 and meshes with the second clutch gear 17b. A gear train that is driven and linked to the second drive gear shaft 19 by the second clutch gear 17b and the gear 19a. Is configured.

  These two gear trains are speed reduction gear trains in the present embodiment, but they may be constant speed ratio gear trains or speed increase gear trains. In any case, it is preferable that the gear ratios of both gear trains are equal.

  Therefore, when the dual clutch 17 is brought into the first clutch state, the first clutch gear 17a is connected to the transmission input shaft 12, and the second clutch gear 17b is separated from the transmission input shaft 12, the rotational power of the transmission input shaft 12 is the first. It is transmitted to one drive gear shaft 18 and not transmitted to the second drive gear shaft 19. When the dual clutch 17 is in the second clutch state, the second clutch gear 17b is connected to the transmission input shaft 12, and the first clutch gear 17a is separated from the transmission input shaft 12, the rotational power of the transmission input shaft 12 is driven to the second drive. It is transmitted to the gear shaft 19 and not transmitted to the first drive gear shaft 18.

  In the transmission case 16, the first drive gear shaft 18 includes a reverse drive gear 26 and an odd speed forward drive gear, that is, a first speed (lowest speed) forward drive gear 21, a third speed (intermediate speed) forward. A drive gear 23 and a fifth (highest speed) forward drive gear 25 are provided.

  In the present embodiment, the first speed forward drive gear 21 is disposed on the left side of the third speed forward drive gear 23, and these gears 21 and 23 are fixed to the first drive gear shaft 18. A fifth forward drive gear 25 is arranged on the right side of the third forward drive gear 23, and a reverse drive gear 26 is arranged on the right side of the fifth forward drive gear 25. These gears 25, 26 are The first drive gear shaft 18 is fitted so as to be rotatable relative to the first drive gear shaft 18.

  On the other hand, an even speed forward drive gear, that is, a second speed (second slowest) forward drive gear 22 and a fourth speed (second fastest) forward drive gear 24 are fixed to the second drive gear shaft 19. The fourth forward drive gear 24 is arranged on the left side of the second forward drive gear 22.

  Accordingly, the first and second clutch gears 17a and 17b provided on the transmission input shaft 12 with the dual clutch 17 interposed therebetween are arranged on the left side of the even speed forward drive gears 22 and 24 on the second drive gear shaft 19. The odd speed forward drive gears 21, 23, 25 and the reverse drive gear 26 on the first drive gear shaft 18 are arranged on the right side of the even speed forward drive gears 22, 24 on the second drive gear shaft 19. It becomes.

  In the left-right direction of the vehicle 100 according to the present embodiment, drive gears 24, 22, 21, 23, 25, and 26 are disposed on the right side of the gears 17a, 17b, 18a, and 19a and the dual clutch 17, and in the transmission 4, They are arranged in this order as they go to the right in FIG.

  In the mission case 16, the fourth forward drive gear 34, the second forward drive gear 32, the first forward drive gear 31, the third forward drive gear 33, the fifth forward drive gear 35, and the reverse drive gear 36. Are provided on the driven gear shaft 20, and these driven gears 34, 32, 31, 33, 35, and 36 correspond to the drive gears 24, 22, 21, 23, 25, and 26, respectively. Are arranged in this order on the right. The driven gears 34, 32, 31, and 33 are attached to the driven gear shaft 20 so as to be relatively rotatable. On the other hand, the driven gears 35 and 36 are fixed to the driven gear shaft 20.

  The first speed forward drive / driven gears 21 and 31 are directly meshed to form a first speed forward gear train F1. Similarly, the second speed forward drive / driven gears 22 and 32 mesh with each other to form a second speed forward gear train F2, and the third speed forward drive / driven gears 23 and 33 mesh with each other to form a third speed forward gear train. F3 is configured, the fourth speed forward drive / driven gears 24, 34 mesh with each other to form the fourth speed forward gear train F4, and the fifth speed forward drive / driven gears 25, 35 are meshed with the fifth speed forward A gear train F5 is configured. On the other hand, the reverse drive / driven gears 26 and 36 mesh with an idle shaft 27 via an idle gear 27 a provided so as to be integrally rotatable, thereby constituting a reverse gear train R.

  Between the fifth forward drive gear 25 and the reverse drive gear 26, the gear transmission clutch slider 28 is slidable relative to the first drive gear shaft 18 in the axial direction relative to the first drive gear shaft 18. It is mounted so that it cannot rotate. By sliding the gear transmission clutch slider 28 in the axial direction along the first drive gear shaft 18, the gear transmission clutch slider 28 is engaged with either one of the gears 25 and 26 or the both gears 25. -It can be in a neutral state separated from 26.

  Between the first speed forward driven gear 31 and the third speed forward driven gear 33, the gear transmission clutch slider 29 is slidable in the axial direction relative to the driven gear shaft 20 and relatively rotated. It is mounted impossible. By sliding the gear transmission clutch slider 29 in the axial direction along the driven gear shaft 20, the gear transmission clutch slider 29 is engaged with either one of the gears 31 and 33 or both the gears 31 and 33. A more separated neutral state can be obtained.

  Between the second speed forward driven gear 32 and the fourth speed forward driven gear 34, the gear transmission clutch slider 30 is slidable in the axial direction relative to the driven gear shaft 20 and relatively rotated. It is mounted impossible. By sliding the gear transmission clutch slider 30 in the axial direction along the driven gear shaft 20, the gear transmission clutch slider 30 is engaged with either one of the gears 32 and 34 or both the gears 32 and 34. A more separated neutral state can be obtained.

  As shown in FIGS. 2, 3, and 4, the clutch actuator unit 42 is attached to the right end portion of the transmission case 16 on the opposite side to the bevel gear transmission 3. The clutch actuator unit 42 is provided with a telescopic actuator for shifting the gear transmission clutch sliders 28, 27, 28 in the axial direction. These actuators may be hydraulic cylinders, and the clutch actuator unit 42 may be provided with a solenoid valve or the like for controlling these actuators.

  Corresponding to the aforementioned transition state in the dual clutch 17 that is switching between the first clutch state and the second clutch state, one selected from the odd speed forward gear train F1, F3, F5 and the even speed forward gear The one selected from the rows F2 and F4 is simultaneously engaged with the clutch.

  For example, when the vehicle 100 is driven at a low speed from the start, the gear transmission clutch slider 29 is set to engage with the first speed forward drive gear 21 and the gear transmission clutch slider 30 is set to the second speed forward drive gear 22 at the same time. Set to the engaged state. In this state, when the accelerator pedal (not shown) is slightly depressed from the neutral position, the dual clutch 17 is set to the first clutch state, and the rotational power of the transmission input shaft 12 is driven via the first speed forward gear train F1. This is transmitted to the gear shaft 20.

  When the amount of depression of the accelerator pedal is slightly increased, the dual clutch 17 is shifted from the first clutch state to the second clutch state, and the rotational power of the transmission input shaft 12 is driven to the driven gear shaft 20 via the second speed forward gear train F2. To communicate. Here, when the dual clutch 17 is switched from the first clutch state to the second clutch state, the transition state appears, and the driven gear shaft 20 is connected to both the first and second drive gear shafts 18 and 19, Since the rotational power is received via the first speed / second speed forward gear trains F1 and F2, the transmission of power to the driven gear shaft 20 is not interrupted.

  That is, the gear shift between the first speed forward state and the second speed forward state is performed by the first and second drive gear shafts 18 and 19 via the first speed and second speed forward gear trains F1 and F2. This is because the dual clutch 17 is switched between the first and second clutch states while both driven gear shafts 20 are drivingly linked.

  When the accelerator pedal is depressed further, between the second speed forward state and the third speed forward state, between the third speed forward state and the fourth speed forward state, and between the fourth speed forward state and the second speed forward state. The same process is applied to the gear shift between the five-speed forward state.

  On the other hand, when the forward / reverse switching lever (not shown) is operated to switch the vehicle 100 from the first speed forward traveling state to the reverse traveling state, the gear transmission clutch slider 29 is in a neutral state in which it is separated from both the driven gears 31 and 33. The gear shift clutch slider 28, which has been shifted to the neutral state until then, is switched to a state in which it is engaged with the reverse drive gear 20, and is switched from the shift input shaft 12 through the dual clutch 17 in the first clutch state. The rotational power of the first drive gear shaft 18 is transmitted to the driven gear shaft 20 via the reverse gear train R.

  The rear portion of the connection housing 15 and the transmission case 16 are joined to constitute the entire case of the transmission 4, and expansion portions 15 a and 16 a are formed in the rear portion of the connection housing 15 and the transmission case 16. The expansion portions 15a and 16a are joined to each other, and extend and include a counter shaft 37 and a differential device 38 driven by a dual clutch gear transmission mechanism via the counter shaft 37. Is a rear axle drive device for driving the rear wheels 53L and 53R.

  The counter shaft 37 extends in the width direction of the vehicle 100 and is parallel to the shafts 12, 18, 19, 20, and 27 of the dual clutch gear transmission mechanism. The left end of the counter shaft 37 is supported by the extended portion 15 a of the connection housing 15, and the right end is supported by the extended portion 16 a of the mission case 16. Counter gears 37a and 37b are provided on the counter shaft 37 so as to be rotatable integrally with each other.

  A gear 20a as an output gear of the dual clutch gear transmission mechanism is fixed (or formed) to the driven gear shaft 20 and directly meshes with the counter gear 37a. Further, a differential input gear 38a as an input gear of the differential device 38 is directly meshed with the counter gear 37a. Thus, the gears 20 a, 37 a, 37 b, and 38 a form a gear train that transmits the output of the dual clutch gear transmission mechanism to the differential device 38.

  In this embodiment, the counter gear 37a has a larger diameter than the gear 20a, the differential input gear 38a has a larger diameter than the counter gear 37b, and the gears 20a, 37a, 37b, and 38a form a reduction gear train.

  Any type of differential can be the differential 38. In this embodiment, a bevel gear type differential gear device is used as the differential device 38. A differential device 38 including a differential input gear 38a supports left and right differential output shafts 39L and 39R extending on the same axis in the width direction of the vehicle 100, and is a dual clutch gear shifter. The rotational power received by the differential input gear 38a from the mechanism is distributed to the left and right differential output shafts 39L and 39R in a differential manner.

  The left differential output shaft 39L is pivotally supported by the extended portion 15a of the connection housing 15, and extends leftward and outward from the extended portion 15a of the connection housing 15. The left transmission shaft 51 and the left transmission It is drive-linked to the axle 53a of the left rear drive wheel 53L via universal joints 50 and 52 at both ends of the shaft 51. The right differential output shaft 39R is pivotally supported by the extended portion 16a of the mission case 16 and extends outward from the extended portion 16a of the mission case 16 to the right transmission shaft 51 and the right transmission. It is drive-linked to the axle 53a of the right rear drive wheel 53R via universal joints 50 and 52 at both ends of the shaft 51.

  Further, in the transmission case 16 (or the connecting housing 15), the differential device 38 is provided with a differential lock mechanism 38b for locking the differential rotation of the left and right differential output shafts 39L and 39R.

  A PTO case 40 is attached to the right side of the transmission case 16 of the transmission 4 on the opposite side to the bevel gear transmission 3. The right end portion of the idle shaft 27 that rotates integrally with the idle gear 27 a enters the inside of the PTO case 40, and the rear end portion of the PTO shaft 41 is pivotally supported.

  In the PTO case 40, a bevel gear 27b is fixed (or formed) at the right end of the idle shaft 27, and a bevel gear 41a is fixed (or formed) at the rear end of the PTO shaft 41. 41a is directly meshed with each other, and the rotational power of the driven gear shaft 20 as an output of the dual clutch gear transmission mechanism is transmitted to the PTO shaft 41.

  The PTO shaft 41 extends in the front-rear direction of the vehicle 100. The PTO shaft 41 may be extended obliquely in consideration of the height difference between the PTO case 41 and the front axle drive device 70. A transmission shaft 61 is connected to the PTO shaft 41 via a connecting member 60, and extends forward from the PTO shaft 41 in the front-rear direction of the vehicle 100.

  The connecting member 60 is a spline tube, and the front end portion of the PTO shaft 41 and the rear end portion of the transmission shaft 61 are spline-inserted therein, and the PTO shaft 41 and the transmission shaft 61 are extended on the same axis and integrated with each other. It is good also as what can rotate in a shape. Alternatively, the connecting member 60 may be a universal joint, and the PTO shaft 41 and the transmission shaft 61 may be connected in a bendable state via the connecting member 60. The transmission shaft 61 is disposed on the right side of the engine 2.

  The front axle drive device 70 includes a front axle drive case 71, and an input shaft 72 that is pivotally supported by the front axle drive case 71 extends in the front-rear direction of the vehicle 100 and is rearward of the front axle drive case 71. Protruding. A transmission shaft 63 is disposed in front of the engine 2 at the front portion of the transmission assembly 1, and the transmission shaft 61 is drivingly linked to the input shaft 72 of the front axle drive device 70.

  Here, the input shaft 72 is arranged at the center of the left and right of the vehicle 100, while the PTO shaft 41 and the transmission shaft 61 are deflected and arranged on the right side of the vehicle 100. Therefore, the transmission shaft 63 extends obliquely in the left-right direction of the vehicle 100, the rear end thereof is connected to the front end of the transmission shaft 61 via the universal joint 62, and the front end thereof is connected to the input shaft via the universal joint 64. 72 is connected to the rear end.

  A differential device 73 is disposed in a front axle drive case 71 of the front axle drive device 70. Any type of differential gear can be used as the differential gear 73. In this embodiment, the differential gear 73 is a bevel gear type differential gear gear. The differential device 73 is provided with a differential input bevel gear 73a. The differential input bevel gear 73a is fixed to (or formed on) the front end of the input shaft 72 in the front axle drive case 71. Direct meshing.

  The differential device 73 supports left and right differential output shafts 74 </ b> L and 74 </ b> R extending on the same axis in the left-right direction of the vehicle 100, and received by the differential input gear 73 a from the input shaft 72. The rotational power is distributed differentially to the left and right differential output shafts 74L and 74R.

  The left and right differential output shafts 74L and 74R are pivotally supported by the front axle drive case 71 and extend outward from the front axle drive case 71 to the left and right. Drive-linked to the axles 78a of the left and right front drive wheels 78L and 78R via universal joints 75 and 77 at both ends. The left and right front drive wheels 78L and 78R are steered wheels, and are supported by a driver who rides on the vehicle 100 via a knuckle arm or the like so as to be steerable.

  The arrangement configuration of the transmission assembly 1 will be described with reference to FIGS. 2, 3, and 4. The transmission assembly 1 is fixed to a vehicle body frame (chassis) 101 of a vehicle 100 as shown in FIGS. 3 and 4. In this embodiment, the transmission 4 of the transmission assembly 1 is a rear axle drive device for driving the drive wheels 53L and 53R as described above, and the transmission assembly 1 is disposed at the rear portion of the vehicle body frame 101. ing.

  As shown in FIG. 4, the vehicle body frame 101 has a vertical width 102 as described above. The vertical width 102 has a sufficient minimum ground height below the vehicle frame 101, and the vehicle 100 is a utility vehicle or truck. In this case, the dimensions are taken so that the space for the information, which is the space for placing the cargo bed, is sufficient. Therefore, it is not desirable for the transmission assembly 1 to protrude upward from the upper end of the body frame 101 or to protrude downward from the bottom end of the body frame.

  As can be seen in FIG. 4, the engine 2 of the transmission assembly 1 has an upper end portion (cylinder head or the like) that does not protrude upward from the upper end of the vehicle body frame 101 with respect to the vehicle body frame 101 or has a very small protrusion amount. In addition, the bottom end portion (engine oil pan or the like) is disposed so as not to protrude downward from the bottom end of the vehicle body frame 101 or the amount of protrusion thereof is extremely small. In this way, the entire engine 2 is disposed so as to be approximately within the area defined by the vertical width 102.

  The output portion of the engine 2 including the flywheel 2b and the engine output shaft 6 is disposed at a considerably low position, and the bottom end of the front portion of the connection housing 15 is close to the bottom end of the vehicle body frame 101 (just above). ). Therefore, the front end of the bevel gear transmission 3, that is, the front end of the bevel gear transmission case 5 joined to the front portion of the connecting housing 15, and the front end of the counter shaft 9 provided with the first counter bevel gear 8 that meshes with the input bevel gear 7. The part is arranged at a considerably low position.

  On the other hand, in order to ensure the minimum ground clearance required below the vehicle body frame 101, the connecting housing 15 that supports the left and right differential output shafts 39L and 39R and the expansion portions 15a and 16a of the transmission case 16 are connected to the bottom end of the vehicle body frame 101. It should be considered not to protrude further downward.

  Therefore, as can be seen from FIG. 4, the input portion of the transmission 4 including the transmission input shaft 12 and the dual clutch 17 is arranged at a considerably high position in the area defined by the vertical width 102 of the vehicle body frame 101. The extended portions 15a and 16a of the connecting housing 15 and the transmission case 16 extend rearward and downward from the input portion of the transmission 4 arranged at a high position, and the bottom ends of the extended portions 15a and 16a are connected to the body frame 101. Near the bottom edge (just above).

  Thus, the entire transmission 4 is arranged so as to be substantially within the section defined by the vertical width 102 of the vehicle body frame 101.

  From the rear part of the housing 15, the extended part 15 a of the connecting housing 15 extends rearward and downward, and the input part of the transmission 4 configured at the rear part of the housing 15 is in such a high position. Therefore, the rear end portion of the bevel gear transmission 3, that is, the rear end portion of the bevel gear transmission case 5 joined to the rear portion of the connecting housing 15 and the rear of the counter shaft 9 provided with the second counter bevel gear 10 that meshes with the output bevel gear 11. The end is arranged at a considerably high position.

  Therefore, as can be seen in FIG. 4, the bevel gear transmission case 5 of the bevel gear transmission device 3 and the counter shaft 9 disposed in the bevel gear transmission case 5 are extended obliquely, and the rear end portion of the counter shaft 9 is the counter It is higher than the front end portion of the shaft, so that the transmission 4 can be arranged at a high position while the output portion of the engine 2 is arranged at a fixed position.

  In addition, the inclined arrangement of the counter shaft 9 of the bevel gear transmission 3 reduces the distance between the front end and the rear end of the bevel gear transmission 3 in the front-rear direction of the vehicle 100, and therefore the engine 2 in the front-rear direction of the vehicle 100. The transmission assembly 1 can be reduced in the longitudinal direction of the vehicle 100 by reducing the gap between the transmission 4 and the transmission 4.

  As shown in FIG. 6, the bevel gear transmission case 5 is not a rectangular cylinder shape as shown in FIGS. 2 to 4, but a triangular shape in a side view in which the lower and upper widths are widened toward the rear with the lower surface 5 a as a substantially horizontal plane. It is good. An opening 5b is provided in a portion overlapping the rear portion of the connection housing 15 in a side view, and the oil accumulated in the connection housing 15 is guided into the bevel gear transmission case 5, and the bevel gears 7, 8, 10, 11 and the bearing are installed. It is preferable to lubricate.

  Further, as shown in FIG. 7, a forward protruding PTO shaft 48 may be provided at the front portion of the bevel gear transmission 3. The output of the PTO shaft 48 is used, for example, to drive a work machine such as a snowplow attached to the front portion of the vehicle 100, and the PTO shaft 48 is preferably horizontal.

  Therefore, in the embodiments shown in FIGS. 2 to 4 and 6, the bevel gear transmission case 5 is inclined rearward and upward along the countershaft 9 having an upwardly inclined shape from the front end to the rear end of the upper portion of the bevel gear transmission case 5. In the embodiment of FIG. 7, the upper front portion of the bevel gear transmission case 5 is expanded horizontally in the front-rear direction so that the inner space is a PTO gear chamber 5c, and the front end portion of the bevel gear transmission case 5 as the front end of the PTO gear chamber 5c is formed. A PTO shaft 48 extending horizontally in the front-rear direction is pivotally supported, and a front end portion of the PTO shaft 48 projects forward from a front end portion of the bevel gear transmission case 5.

  On the other hand, a bevel gear 46 is fixed at the rear end of the PTO shaft 48 in the PTO gear chamber 5c so as to drive and link the inclined counter shaft 9 to the horizontal PTO shaft 48, and is disposed below the bevel gear 46. A gear 45 that meshes with the bevel gear 46 is fixed to the front end portion of the counter shaft 9 and immediately before the bevel gear 8. The gear 45 is preferably a spiral bevel gear or a conical gear.

  In the PTO gear chamber 5c, a PTO clutch 47 for connecting / disconnecting power transmission from the counter shaft 9 to the PTO shaft 48 is provided in the middle of the PTO shaft 48 in front of the bevel gear 46.

  FIG. 8 shows another embodiment relating to the arrangement of the dual clutch 17, in which the clutch 17 is moved from the connecting housing 15 and / or the transmission case 16 to the inside of the bevel gear transmission case 5. Therefore, the connecting housing 15 and / or the transmission case 16 can be shortened in the left-right width direction as much as the clutch 17 does not exist, and the PTO case 40 is located inside the vehicle width direction, that is, the front axle drive case 71. The mounting angle of the universal joint 62 and the universal joint 64 can be made closer to the input shaft 72 side, and noise generation can be reduced.

  The dual clutch 17 is installed on the counter shaft 9 that rotates constantly during operation of the engine. Of the first and second clutch gears 17c and 17d from which the driving force of the counter shaft 9 is selectively output via the clutch 17, the second clutch gear 17d is configured as a bevel gear, and the upper side of the inclined counter shaft 9a. (Rear upper part).

  A second counter shaft 91 inclined parallel to the counter shaft 9 is provided at a position below the counter shaft 9 (shown on the left side for convenience of drawing in FIG. 8), and is supported by the bevel gear transmission case 5. A flat gear 92 is installed on the lower side (front lower portion) of the second counter shaft 91 and meshes with the first clutch gear 17c, which is a flat gear. A bevel gear 93 is installed on the rear upper end of the second counter shaft 91.

  The left end portions of both the first drive gear shaft 18 and the second drive gear shaft 19 in the mission case 16 protrude into the bevel gear transmission case 5, and the bevel gear 18 b meshing with the bevel gear 93 at each left end portion and the above-described bevel gear 93. The bevel gear 19b meshed with the bevel gear 17d is locked so as not to be relatively rotatable.

DESCRIPTION OF SYMBOLS 1 Transmission assembly 2 Engine 3 Bevel gear transmission 4 Gear type multistage transmission 6 Engine output shaft 7 Input bevel gear 8 First counter bevel gear 9 Counter shaft 10 Second counter bevel gear 11 Output bevel gear 12 Shift input shaft 17 Dual clutch

Claims (5)

A gear-type multi-stage transmission having an input shaft parallel to an engine output shaft extending in the width direction of the vehicle;
A transmission assembly for a vehicle comprising a bevel gear transmission,
The bevel gear transmission is
An input bevel gear having a rotating shaft core in common with the engine output shaft;
An output bevel gear having a rotation shaft core in common with the input shaft;
A counter shaft extending in a direction perpendicular to the engine output shaft and the input shaft, and having first and second ends facing each other;
A first counter bevel gear provided at the first end of the counter shaft and meshing with the input bevel gear;
A transmission assembly comprising a second counter bevel gear provided at the second end of the counter shaft and meshing with the output bevel gear.   The transmission assembly according to claim 1, wherein the transmission includes a dual clutch gear transmission mechanism having a gear train of at least five speeds.   The transmission assembly according to claim 2, wherein a clutch of the dual clutch gear transmission mechanism is provided in the bevel gear transmission.   2. The transmission assembly according to claim 1, wherein at least one of the first and second ends of the counter shaft is a power take-off shaft.   The transmission assembly according to claim 1, wherein the counter shaft extends obliquely, and the second end portion is higher than the first end portion.

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