JP2020008082A - Transmission for vehicle - Google Patents

Abstract

To provide a transmission for a vehicle capable of miniaturizing the transmission, and preventing deformation of a shift fork.SOLUTION: An automatic transmission 1 includes a first input shaft 8 and a second input shaft 11 to which power from an engine 5 is input, a counter shaft 12 to which power from the first input shaft 8 and the second input shaft 11 is transmitted, an idler shaft 9 and a reverse idler shaft 10, a reverse shaft 13 having a reverse gear, a differential device 14 having a differential gear 14B, and shift forks 53A, 53B, 53C, in a transmission case. The shift fork 53A is disposed to operate a synchronization mechanism of a low speed drive gear and pass between the first input shaft 8 and the idler shaft 9, the shift fork 53C operates a synchronization mechanism of an intermediate speed drive gear, and the shift fork 53B operates a synchronization mechanism of a high speed drive gear.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle transmission.

  2. Description of the Related Art As a transmission of a conventional transmission, a transmission described in Patent Document 1 is known. The transmission described in Patent Literature 1 includes a plurality of shift forks that operate a first synchronization device, a second synchronization device, a third synchronization device, and a fourth synchronization device in order to increase the number of transmissions, and a plurality of these shift forks. A control rod for controlling the shift fork via the shift finger, and a shift fork for operating the second synchro device and a shift fork for operating the third synchro device are controlled by the first shift finger provided on the control rod. Then, the shift fork for operating the first synchro device and the shift fork for operating the fourth synchro device are controlled by the second shift finger provided on the opposite side of the control rod from the first shift finger. .

  In the device described in Patent Document 1, the second synchro device and the third synchro device are controlled by the first shift finger, and the first synchro device and the fourth synchro device are controlled by the second shift finger. For this reason, the switching direction of each synchronizing device can be reversed simply by controlling the first shift finger and the second shift finger whose installation positions on the control rod are changed, so that the speed change operation mechanism is simplified. be able to. Therefore, even in the case of a transmission in which the switching direction of the synchronizing device is reversed, the shift operation mechanism can be simply configured, so that the shift operation mechanism can be compactly configured.

JP 2009-30700 A

  By the way, when the transmission is multi-staged, the number of shift forks increases, and therefore, depending on the arrangement of the shift forks, the transmission may be enlarged. Further, when the shift fork becomes longer when the transmission is multi-staged, the shift fork may be deformed due to a decrease in rigidity. However, the one described in Patent Document 1 does not consider these problems associated with multi-stage transmissions.

  The present invention has been made in view of the above circumstances, and has as its object to provide a vehicular transmission that can reduce the size of a transmission and prevent deformation of a shift fork.

  The present invention provides a first input shaft and a second input shaft to which power from a drive source is input, a counter shaft to which power is transmitted from the first input shaft and the second input shaft, an idler shaft and a reverse idler. A shaft, a reverse shaft having a reverse gear, a differential device having a differential gear, a first shift fork, a second shift fork, and a third shift fork are provided in a transmission case and mounted horizontally on a vehicle. Wherein the first input shaft has a medium-speed drive gear and a first output gear, and the second input shaft has a low-speed drive gear, a high-speed drive gear, An input gear, disposed below and in front of the first input shaft, wherein the counter shaft includes a low-medium-speed driven gear that meshes with the low-speed drive gear and the medium-speed drive gear; A high-speed driven gear that meshes with the gear, and a second output gear that meshes with the differential gear, and are disposed below and behind the input shaft and above and behind the second input shaft, and the idler shaft is A first idler gear that meshes with the first output gear, and a second idler gear that meshes with the first input gear. The first idler gear is lower and forward than the first input shaft, and the first input shaft and the second input shaft. And a second reverse idler gear that is disposed between the first input shaft and a first reverse idler gear that is disposed between the first input shaft and the first output gear. An upper and a rear, and disposed between the first input shaft and the reverse shaft, the reverse shaft further includes a third output gear that meshes with the differential gear. The first shift fork is disposed above and behind the input shaft, and the first shift fork operates a synchronization mechanism of the low-speed drive gear, and is disposed so as to pass between the first input shaft and the idler shaft. The second shift fork operates the synchronization mechanism of the medium-speed drive gear, and the third shift fork operates the synchronization mechanism of the high-speed drive gear.

  As described above, according to the present invention, the transmission can be downsized and the shift fork can be prevented from being deformed.

FIG. 1 is a front view of a vehicle transmission according to one embodiment of the present invention. FIG. 2 is a sectional view taken along the line II-II of FIG. FIG. 3 is a front view of the vehicle transmission according to the embodiment of the present invention in a state where a left case is removed. FIG. 4 is a left side view of the vehicle transmission according to one embodiment of the present invention with the left case removed. FIG. 5 is a sectional view taken in the direction of arrows V-V in FIG. 3. FIG. 6 is a cross-sectional view passing through each shaft of the vehicle transmission according to one embodiment of the present invention. FIG. 7 is a front view of a vehicle transmission according to another embodiment of the present invention with a left case removed. FIG. 8 is a left side view of the vehicle transmission according to another embodiment of the present invention with the left case removed. FIG. 9 is a sectional view taken along arrow IX-IX in FIG.

  In a vehicle transmission according to an embodiment of the present invention, power is transmitted from a first input shaft and a second input shaft to which power from a drive source is input, and from the first input shaft and the second input shaft. A counter shaft, an idler shaft and a reverse idler shaft, a reverse shaft having a reverse gear, a differential device having a differential gear, a first shift fork, a second shift fork, and a third shift fork are provided in a transmission case. A vehicle transmission mounted laterally on a vehicle, wherein the first input shaft has a medium speed drive gear and a first output gear, and the second input shaft has a low speed drive gear; A low-medium-speed driven gear meshing with the low-speed driving gear and the medium-speed driving gear; and a high-speed driving gear. A high-speed driven gear that meshes with the second gear; a second output gear that meshes with the differential gear; the second output gear is disposed below and behind the input shaft and above and behind the second input shaft; A first idler gear meshing with the first input gear, a second idler gear meshing with the first input gear, and disposed below and in front of the first input shaft and between the first input shaft and the second input shaft; The idler shaft has a first reverse idler gear that meshes with the first output gear, and a second reverse idler gear that meshes with the reverse gear, and is located above and behind the first input shaft, and is reverse to the first input shaft. The reverse shaft is further disposed between the input shaft and the rear shaft, and the first shift fork is provided with a low output shaft. The synchronous mechanism of the drive gear is operated so as to pass between the first input shaft and the idler shaft, the second shift fork operates the synchronous mechanism of the medium speed drive gear, and the third shift fork is operated at a high speed. It is characterized by operating a gear synchronizing mechanism. Thus, the vehicle transmission according to one embodiment of the present invention can reduce the size of the transmission and prevent the shift fork from being deformed.

  Hereinafter, a vehicle transmission according to one embodiment of the present invention will be described with reference to the drawings.

  1 to 8 are views showing a vehicle transmission according to an embodiment of the present invention. 1 to 8, the up, down, front, rear, left and right directions are the up, down, front, rear, left, and right directions of the vehicle transmission arranged in the vehicle with reference to the up, down, front, rear, right, and left directions of the vehicle. Direction, the height direction of the vehicle transmission is the up-down direction.

  First, the configuration will be described. In FIG. 1, a vehicular transmission 1 (hereinafter, simply referred to as an automatic transmission) mounted on a vehicle such as an automobile is composed of, for example, an AMT (Automated Manual Transmission).

  The automatic transmission 1 includes a transmission case 2. The transmission case 2 includes a left case 3 and a right case 4, and an engine 5 as a drive source is connected to a right end of the right case 4. The light case 4 houses a torque converter 6 composed of a fluid coupling.

  3, 4, and 5, the transmission gear mechanism 7 is housed in the left case 3. The transmission gear mechanism 7 includes a first input shaft 8 extending in the width direction of the vehicle, and an idler shaft 9, a reverse idler shaft 10, a second input shaft 11, a counter shaft 12 each arranged in parallel with the first input shaft 8. And a reverse shaft 13. 3, 4, and 5 show a state in which the left case 3 is removed, but the transmission gear mechanism 7 is located inside the left case 3.

  The left case 3 is provided with a differential device 14. The differential device 14 has a differential case 14A and a differential gear 14B attached to an outer peripheral portion of the differential case 14A. One ends of left and right drive shafts 82L and 82R (see FIG. 6) are connected to the differential case 14A, and left and right drive wheels 83L and 83R (see FIG. 6) are connected to the other end of the drive shaft. I have.

  The engine 5 is constituted by an engine having a so-called horizontal layout so that the crankshaft extends in the width direction of the vehicle. The vehicle of this embodiment is an FF (front engine / front drive) vehicle. Similarly, the automatic transmission 1 is also arranged horizontally so that the rotation shaft inside the automatic transmission 1 extends in the width direction of the vehicle.

  The first input shaft 8 is connected to the torque converter 6, and the torque converter 6 transmits the power of the engine to the first input shaft 8. The first input shaft 8 is provided with a pair of medium-speed drive gears 151 and 152 and a first output gear 153.

  The idler shaft 9 is provided with a first idler gear 161 meshing with the first output gear 153 at one axial end, and a second idler gear 162 at the other axial end.

  On the reverse idler shaft 10, a first reverse idler gear 184 meshing with the first output gear 153 is provided at one end in the axial direction, and a second reverse idler gear 185 is provided at the other end in the axial direction.

  The second input shaft 11 is provided with a first input gear 167 that meshes with the second idler gear 162, a pair of low-speed drive gears 165 and 166, and a pair of high-speed drive gears 163 and 164.

  The counter shaft 12 meshes with a pair of low and medium speed driven gears 172 and 173 meshing with both the pair of low speed driving gears 165 and 166 and the pair of medium speed driving gears 151 and 152, and a pair of high speed driving gears 163 and 164. A pair of high-speed driven gears 170 and 171 and a second output gear 174 are provided.

  The reverse shaft 13 is provided with a reverse gear 26 that meshes with the second reverse idler gear 185 and a third output gear 187.

  When the vehicle is moving forward, the transmission gear mechanism 7 transmits the power of the first input shaft 8 from the first output gear 153 to the idler shaft 9 via the first idler gear 161, and then transmits the power from the second idler gear 162 to the first idler gear 162. The power is transmitted to the second input shaft 11 via the input gear 167. Thereafter, any one of the gear stages of the pair of low-speed driven gears 165 and 166 from the second input shaft 11 to the pair of low-medium-speed driven gears 172 or the pair of high-speed driven gears 163 and 164 to the pair of high-speed driven gears 170 and 171 And a first power transmission path which is transmitted to the counter shaft 12 through the first power transmission path. A low speed stage or a high speed stage can be established in the first power transmission path.

  When the vehicle is moving forward, the transmission gear mechanism 7 supplies the power of the first input shaft 8 to the counter shaft via one of the pair of low-medium-speed driven gears 172 from the pair of medium-speed driving gears 151 and 152. 12 has a second power transmission path. A middle speed stage can be established in the second power transmission path.

  When the vehicle is traveling in reverse, the transmission gear mechanism 7 transmits the power of the first input shaft 8 from the first output gear 153 to the reverse idler shaft 10 via the first reverse idler gear 184, and then controls the second reverse idler gear. A reverse power transmission path is transmitted from the motor 185 to the reverse shaft 13 via the reverse gear 26. The reverse gear can be established in the reverse power transmission path.

  The differential device 14 is provided with a differential gear 14B that meshes with both the second output gear 174 and the third output gear 187. As a result, the power of the engine 5 is transmitted from the second output gear 174 when the vehicle is moving forward, and from the third output gear 187 when the vehicle is moving backward to the differential device 14 via the differential gear 14B, and then driven right and left. It is transmitted to the wheel.

  In FIG. 1, a transmission 31 is provided above the left case 3. 2, an upper part of the left case 3 is provided with an inclined part 3A that is inclined upward from the front side to the rear side of the left case 3, and the transmission 31 is attached to the inclined part 3A.

  The transmission 31 includes a plate member 32, a shift and select shaft 33, a hydraulic pressure generator 34, and a hydraulic circuit 35.

  An opening 3a is formed in the inclined portion 3A of the left case 3, and the plate member 32 is attached to the inclined portion 3A so as to cover the opening 3a. The shift and select shaft 33 is provided inside the plate member 32, and extends in the same direction as the inclination direction of the inclined portion 3A. That is, the shift and select shaft 33 is inclined upward from the front side to the rear side of the left case 3.

  The plate member 32 is provided with a cylindrical portion 32a extending downward from the lower side wall 32A of the plate member 32 and a cylindrical portion 32b extending upward from the upper side wall 32B.

  The lower and upper parts of the shift and select shaft 33 are inserted through the tubular portions 32a and 32b, respectively, and the shift and select shaft 33 is movable in the axial direction with respect to the plate member 32 in accordance with the select operation, and It is supported by the cylindrical portions 32a and 32b so as to rotate around the axis with respect to the plate member 32 in response to a speed change operation.

  In FIG. 1, the hydraulic pressure generating device 34 includes a reservoir tank 41, an accumulator 42, an oil pump 43, and a motor 44. The reservoir tank 41, the accumulator 42, the oil pump 43, and the motor 44 are integrally mounted on the plate member 32. Have been.

  The reservoir tank 41 stores oil for operating the transmission 31. The oil stored in the reservoir tank 41 is pressurized and supplied to the accumulator 42 through an oil passage (not shown) formed integrally with the plate member 32.

  The accumulator 42 accumulates oil pressure and passes through a hydraulic passage (not shown) to a select hydraulic chamber 35a (see FIG. 2) formed in the plate member 32 and to a first shift hydraulic chamber and a second shift hydraulic chamber (not shown). Supply.

  In FIG. 1, the hydraulic circuit 35 has a not-shown select solenoid, a first shift solenoid, and a second shift solenoid.

  The select solenoid has a switch function of supplying or stopping supply of oil to the select hydraulic chamber 35a, and a function of adjusting the magnitude of hydraulic pressure supplied to the select hydraulic chamber 35a.

  The first shift solenoid has a switch function of supplying or stopping the supply of oil to a first shift hydraulic chamber (not shown) and a function of adjusting the magnitude of the hydraulic pressure supplied to the first shift hydraulic chamber.

  The second shift solenoid has a switch function of supplying or stopping supply of oil to a second shift hydraulic chamber (not shown) and a function of adjusting the magnitude of hydraulic pressure supplied to the second shift hydraulic chamber.

  2, a cylindrical member 36 is attached to the outer periphery of the shift and select shaft 33 by a pin member (not shown), and the cylindrical member 36 moves integrally with the shift and select shaft 33.

  The upper and lower parts of the shift and select shaft 33 project downward and upward from the upper and lower ends of the cylindrical member 36, and the cylindrical member 36 is formed on the outer periphery of an intermediate part excluding the lower and upper parts of the shift and select shaft 33. Mounted on the part.

  The tubular member 36 is integrally provided with finger portions 36A and 36B, a shift lever 36C, a shift guide 36D, a detent cam 36E, and a magnet 36F.

  The finger portions 36A, 36B and the shift lever 36C are arranged side by side in the axial direction of the shift and select shaft 33 on the same side surface of the cylindrical member 36, that is, on the inner side surface of the left case 3.

  The detent cam 36E is installed on the opposite side of the shift lever 36C with respect to the shift and select shaft 33, and at the same position as the shift lever 36C in the axial direction of the shift and select shaft 33.

  The magnet 36F and the shift guide 36D are provided on the opposite side of the shift and select shaft 33 from the finger portions 36A and 36B.

  The hydraulic circuit 35 has a select piston 45, and the select piston 45 is slidably provided in the select hydraulic chamber 35a. A concave spring receiver 36a is formed at the upper end of the cylindrical member 36, and a coil spring 47 is interposed between the spring receiver 36a and the side wall 32B. The coil spring 47 urges the shift and select shaft 33 downward in the axial direction.

  One end of the select piston 45 is in contact with the lower end of the shift and select shaft 33, and when the select solenoid supplies the oil of the accumulator 42 to the select hydraulic chamber 35a, hydraulic pressure acts on the other end of the select piston 45. Thus, the select piston 45 moves the shift and select shaft 33 upward against the urging force of the coil spring 47.

  When the select solenoid stops supplying oil from the accumulator 42 to the select hydraulic chamber 35a, the shift and select shaft 33 is urged by the coil spring 47 to move downward. Thus, the shift and select shaft 33 moves in the axial direction.

  The hydraulic circuit 35 has a shift piston 46 (not shown). The shift lever 36C is fitted on the shift piston 46. The shift piston 46 is slidably installed in the hydraulic circuit 35, and one end is inserted into the first shift hydraulic chamber and the other end is inserted into the second shift hydraulic chamber.

  When oil is supplied from the accumulator 42 to the first shift hydraulic chamber by the first shift solenoid, the shift piston 46 moves to the second shift hydraulic chamber side (right side). Thereby, the shift lever 36C is pressed by the shift piston 46, and the shift and select shaft 33 rotates to one side.

  When the oil supplied from the accumulator 42 to the first shift hydraulic chamber is stopped by the first shift solenoid and the oil is supplied to the second shift hydraulic chamber by the second shift solenoid, the shift piston 46 is moved to the first position. Shift to the hydraulic chamber side (left side).

  Accordingly, the shift lever 36C is pressed by the shift piston 46, and the shift and select shaft 33 rotates in the other direction. Thus, the shift and select shaft 33 is rotated around the axis by the shift piston 46. The select piston 45 of the present embodiment constitutes a select operation member of the present invention, and the shift piston 46 constitutes a shift operation member of the present invention.

  The finger portion 36A is selectively fitted to a not-shown bifurcated fitting portion of the shift yoke 51A and the shift yoke 51B, and the finger portion 36B is a not-shown bifurcated fitting portion of the shift yoke 51C and the shift yoke 51D. To be selectively fitted to.

  3, 4, and 5, the shift yoke 51A is connected to a shifter shaft 52A extending parallel to the first input shaft 8, and a shift fork 53A is connected to the shifter shaft 52A.

  The shift fork 53A is movably fitted to a low-speed synchronization mechanism 169 provided on the second input shaft 11. The low-speed synchronization mechanism 169 is moved by the shift fork 53A and connects one of the pair of low-speed drive gears 165 and 166 to the second input shaft 11.

  The shift yoke 51B is connected to a shifter shaft 52B extending parallel to the first input shaft 8. The shifter shaft 52B is connected to a shifter shaft 52D extending in parallel with the first input shaft 8 via a connecting portion 52C, and a shift fork 53B is connected to the shifter shaft 52D.

  The shift fork 53B is movably fitted to a high-speed synchronization mechanism 168 provided on the second input shaft 11. The high-speed synchronization mechanism 168 is moved by the shift fork 53 </ b> B to connect one of the pair of high-speed drive gears 163 and 164 to the second input shaft 11.

  The shift fork 53C is movably fitted to a middle-speed synchronization mechanism 154 provided on the first input shaft 8. The medium speed synchronization mechanism 154 is moved by the shift fork 53C to connect one of the pair of medium speed drive gears 151 and 152 to the first input shaft 8.

  The shift yoke 51D is connected to a shifter shaft 52F extending parallel to the first input shaft 8. The shifter shaft 52F is connected to a shifter shaft 52H extending in parallel with the first input shaft 8 via a connecting portion 52G, and a shift fork 53D is connected to the shifter shaft 52H.

  The shift fork 53D is movably fitted to a reverse synchronization mechanism 188 provided on the reverse shaft 13. The reverse synchronization mechanism 188 is moved by the shift fork 53D to connect the reverse gear 26 to the reverse shaft 13.

  In FIG. 2, an interlock plate 37 is provided in the transmission 31. The interlock plate 37 prevents the finger portion 36A from simultaneously selecting both the shift yoke 51A and the shift yoke 51B, and prevents the finger portion 36B from simultaneously selecting both the shift yoke 51C and the shift yoke 51D.

  A boss portion 32C is provided on the plate member 32, and a detent pin 48 is provided on the boss portion 32C. The detent pin 48 faces the detent cam 36E in a direction perpendicular to the axial direction of the shift and select shaft 33.

  The detent pin 48 is slidably received in the cylindrical holding portion 48A fixed to the boss portion 32C, the coil spring 48B held in the cylindrical holding portion 48A, and the boss portion 32C. And a moving body 48C pressed by 36E.

  The detent cam 36E and the detent pin 48 constitute a detent mechanism 38. When the shift and select shaft 33 moves in the axial direction and the rotation direction, the moving body 48C moves along the detent cam 36E. To roll.

  The detent mechanism 38 applies an operating force to the shift and select shaft 33 by applying a pressing force of a coil spring 48B for pressing the moving body 48C to the detent cam 36E when the detent cam 36E moves in the axial direction and the rotation direction. Give.

  A boss 32D is provided on the plate member 32, and a guide pin 49 is provided on the boss 32D. The guide pin 49 faces the shift guide 36D in a direction orthogonal to the axial direction of the shift and select shaft 33.

  A guide groove 36d is formed in the shift guide 36D along the shift pattern, and a tip portion 49a of a guide pin 49 is inserted into the guide groove 36d. The guide groove 36d moves along the guide pin 49 as the shift and select shaft 33 moves in the select direction and rotates in the shift direction.

  After the shift is completed, the distal end portion 49a of the guide pin 49 comes into contact with the wall surface of the guide groove 36d corresponding to the shift speed. This restricts the amount of movement of the shift and select shaft 33 in the select direction and the shift direction, and prevents the shift and select shaft 33 from rattling in the select direction and the shift direction.

  A position sensor 50 is provided on the outer periphery of the plate member 32, and the position sensor 50 faces the magnet 36F in the axial direction of the shift and select shaft 33.

  Specifically, the position sensor 50 faces the magnet 36F in a state where the shift and select shaft 33 is located at the neutral position. The position sensor 50 detects that the shift and select shaft 33 is at the neutral position, and transmits a detection signal to a control circuit (not shown). The magnet 36F of the present embodiment constitutes the magnetic body of the present invention.

  3, 4, and 5, the first input shaft 8 is disposed substantially at the center in the up-down direction and the front-back direction of the transmission case 2. The second input shaft 11 is disposed below and in front of the first input shaft 8.

  Further, the counter shaft 12 is arranged below and behind the first input shaft 8 and above and behind the second input shaft 11.

  Further, the idler shaft 9 has a first idler gear 161 and a second idler gear 162 at both ends in the axial direction, and is located below and forward of the first input shaft 8, and It is arranged between the second input shaft 11.

  The reverse shaft 13 is disposed above and behind the first input shaft 8.

  The reverse idler shaft 10 is disposed above and behind the first input shaft 8 and between the first input shaft 8 and the reverse shaft 13.

  The shift fork 53A is disposed so as to pass between the first input shaft 8 and the idler shaft 9. The shift fork 53A is arranged so as to pass near the idler shaft 9 and pass through a portion of the idler shaft 9 where the first idler gear 161 and the second idler gear 162 are not arranged.

  The shift fork 53B is disposed so as to pass on the opposite side of the first input shaft 8 with respect to the idler shaft 9 or the reverse idler shaft 10, and passes between the first idler gear 161 and the second idler gear 162 of the idler shaft 9. Are arranged as follows.

  The shift fork 53C is arranged between the idler shaft 9 and the reverse idler shaft 10, and further between the shifter shaft 52B and the shifter shaft 52F. The shift fork 53D is arranged so as to pass near the reverse idler shaft 10 and pass through a portion of the reverse idler shaft 10 where the first idler gear 161 and the second idler gear 162 are not arranged.

  The shift fork 53D extends above the reverse idler shaft 10 to a position above the reverse shaft 13.

  In FIG. 6, the inside of the transmission case 2 is partitioned by a partition wall 94 into a torque converter chamber 91A and a gear chamber 92A. The torque converter chamber 91A is a space inside the torque converter housing 91, and the torque converter 6 is housed in the torque converter chamber 91A.

  The gear chamber 92A is a space inside the transmission case 92, and the gear chamber 92A accommodates the constantly meshing transmission gear mechanism 7 including a parallel shaft gear mechanism. The transmission 1 of this embodiment has seven forward speeds and one reverse speed.

  The transmission gear mechanism 7 includes a first input shaft 8 to which power is transmitted from a crankshaft 5A of the engine 5 via a torque converter 6, an idler shaft 9 installed in parallel with the first input shaft 8, and a reverse idler shaft. 10, a second input shaft 11, a counter shaft 12, and a reverse shaft 13 (see FIGS. 4 and 5). The engine 5 is configured by a horizontal engine that is installed so that the crankshaft 5A extends in the vehicle width direction.

  The torque converter 6 includes a front cover 6B connected to the crankshaft 5A via a drive plate 6A, and a shell 6C connected to the front cover 6B, and supplies oil between the engine 5 and the transmission 1. A fluid coupling for transmitting power via the fluid coupling is constituted.

  A pump impeller (not shown) is fixed to an inner surface of a shell 6C connected to the crankshaft 5A. A turbine runner (not shown) is installed inside the shell 6C so as to face the pump impeller, and the turbine runner is connected to the first input shaft 8. A stator (not shown) is provided between the pump impeller and the turbine runner.

  In the torque converter 6, when the crankshaft 5A rotates, the front cover 6B, the shell 6C, and the pump impeller rotate integrally via the drive plate 6A. At this time, a flow from the pump impeller to the turbine runner is generated in the fluid inside the torque converter 6 by the centrifugal force due to the rotation of the pump impeller.

  The turbine runner is rotated by the flow of the fluid, and the first input shaft 8 connected to the turbine runner is rotated. The stator amplifies the power of the engine 5 by converting the flow of the fluid from the turbine runner along the rotation direction of the pump impeller.

  The first input shaft 8 includes a turbine shaft 8a having an oil passage formed at the center of the shaft, and a hollow first input shaft 8 provided coaxially with the turbine shaft 8a on an outer peripheral portion of the turbine shaft 8a. The turbine shaft 8a is inserted into the first input shaft 8, and the turbine shaft 8a and the first input shaft 8 are relatively rotatably arranged via a needle bearing.

  A torque converter 6 is connected to one end (right end in the drawing) of the turbine shaft 8a, and the power of the engine 5 is transmitted to the turbine shaft 8a via the torque converter 6.

  The transmission gear mechanism 7 has a planetary gear mechanism 7A. The planetary gear mechanism 7A is provided on the outer periphery of the turbine shaft 8a and the first input shaft 8 on the same axis as the turbine shaft 8a, and is provided on the engine 5 side with respect to the first input shaft 8.

  The planetary gear mechanism 7A connects the turbine shaft 8a to one end of the first input shaft 8, and is configured to be able to transmit the rotation to the first input shaft 8 while reducing the rotation of the turbine shaft 8a.

  A one-way clutch 25 is provided between the planetary gear mechanism 7A and one end of the first input shaft 8, and the one-way clutch 25 is connected to the first input shaft 8 from the turbine shaft 8a. Is transmitted so as not to transmit the power in the direction of increasing the rotation speed from the first input shaft 8 to the turbine shaft 8a.

  Thereby, one-way clutch 25 enables transmission of power from turbine shaft 8a to first input shaft 8, and disables transmission of power from first input shaft 8 to turbine shaft 8a.

  The transmission gear mechanism 7 has a brake device 131. The brake device 131 is installed coaxially with the turbine shaft 8a radially outward of the turbine shaft 8a. When the brake device 131 differentially operates, power is transmitted from the turbine shaft 8a to the first input shaft 8 via the one-way clutch 25.

  By arbitrarily setting the gear ratio of the planetary gear mechanism 7A, the rotation transmitted from the rotation of the turbine shaft 8a can be reduced and transmitted to the first input shaft 8. That is, the planetary gear mechanism 7A functions as a speed reducer.

  A clutch device 141 is provided at the other end (the left end in the figure) of the turbine shaft 8a and the other end of the first input shaft 8, and the clutch device 141 is housed in the clutch cover 93.

  In the axial direction of the first input shaft 8, between the torque converter 6 and the clutch device 141, a medium speed drive gear 151 for the fourth speed, a medium speed drive gear 152 for the fifth speed, a first output gear 153, and a synchronization mechanism 154 are provided.

  A middle speed drive gear 151 for the fourth speed stage and a middle speed drive gear 152 for the fifth speed stage are rotatably supported by the first input shaft 8, and the first output gear 153 is connected to the first input shaft 8. And rotate together.

  When the synchronization mechanism 154 is operated to the fourth speed or the fifth speed by the shift operation, the synchronization mechanism 154 is moved from the neutral position by a shift fork (not shown) to the middle speed drive gear 151 for the fourth speed or the middle speed for the fifth speed. It is moved to the high speed drive gear 152 side.

  For example, when an automatic shift operation is performed, the synchronization mechanism 154 is driven by an actuator (not shown). When the shift lever operated by the driver is shifted to the drive range, the actuator uses the synchronization mechanism 154 and the synchronization mechanisms 168 and 169 described later based on a shift map in which the throttle opening and the vehicle speed are set in advance as parameters. Is operated to control the shift speed.

  The actuator operates a synchronization mechanism 188 described later in a state where the shift lever is shifted to the reverse range. Note that the synchronization mechanisms 154, 168, 169, and 188 are general synchronization mechanisms having a sleeve and a synchronizer ring, and a detailed description of the configuration will be omitted.

  When the synchronization mechanism 154 moves from the neutral position to the side of the fourth-speed middle-speed drive gear 151, the fourth-speed middle-speed drive gear 151 is fitted to the synchronization mechanism 154, and the The 1st input shaft 8 and the 4th speed middle speed drive gear 151 are connected, and the 4th speed middle speed drive gear 151 rotates integrally with the first input shaft 8.

  When the synchronization mechanism 154 moves from the neutral position to the side of the fifth-speed middle-speed drive gear 152, the fifth-speed middle-speed drive gear 152 is fitted to the synchronization mechanism 154, so that the fifth-speed middle gear drive gear 152 engages the synchronization mechanism 154. The 1st input shaft 8 and the 5th speed middle speed drive gear 152 are connected, and the 5th speed middle speed drive gear 152 rotates integrally with the first input shaft 8.

  The idler shaft 9 is provided with a first idler gear 161 and a second idler gear 162 having a smaller diameter than the first idler gear 161, and the first idler gears 161 and 162 rotate integrally with the idler shaft 9. The first idler gear 161 meshes with the first output gear 153, and transmits the power from the first output gear 153 to the idler shaft 9.

  From the clutch device 141 side to the torque converter 6 side, the second input shaft 11 has a high-speed drive gear 163 for the first-second speed, a high-speed drive gear 164 for the third speed, and a low-speed drive gear 165 for the sixth speed. , A low-speed drive gear 166 and a first input gear 167 for the seventh speed.

  The high-speed drive gear 163 for the first-second speed stage to the low-speed drive gear 166 for the seventh speed stage are provided on the second input shaft 11 so as to be relatively rotatable, and the first input gear 167 is connected to the second input shaft 11. And rotate together. The first input gear 167 meshes with the second idler gear 162 of the idler shaft 9, and power is transmitted to the first input gear 167 from the second idler gear 162.

  A synchronization mechanism 168 is provided between the high-speed drive gear 163 for the first-second speed and the high-speed drive gear 164 for the third-speed, and the low-speed drive gear 165 for the sixth speed and the seventh-speed gear are provided. A synchronization mechanism 169 is provided between the low-speed drive gear 166 and the low-speed drive gear 166.

  When the shift mechanism is shifted to the first gear or the second gear by the shift operation, the synchronization mechanism 168 connects the high-speed drive gear 163 for the 1-2 gear to the second input shaft 11, and shifts to the third gear by the shift operation. Then, the high-speed drive gear 164 for the third speed is connected to the second input shaft 11.

  The synchronization mechanism 169 connects the low-speed drive gear 165 for the sixth gear to the second input shaft 11 when the gear is shifted to the sixth gear by the shift operation. The low-speed drive gear 166 for the step is connected to the second input shaft 11. The synchronization mechanisms 168 and 169 operate similarly to the synchronization mechanism 154.

  The counter shaft 12 has a high-speed driven gear 170 for the 1-2-4th speed, a high-speed driven gear 171 for the 3-5th speed, and a low-medium for the 6th speed from the clutch device 141 toward the torque converter 6 side. A high-speed driven gear 172, a low-medium-speed driven gear 173 for the seventh speed, and a second output gear 174 for forward movement are provided.

  The high-speed driven gear 170 to the low-medium-speed driven gear 173 are spline-fitted to the counter shaft 12 and rotate integrally with the counter shaft 12. The forward second output gear 174 is formed integrally with the counter shaft 12 and rotates integrally with the counter shaft 12.

  The high-speed driven gear 170 for the 1-2-4 speed is meshed with the medium speed drive gear 151 for the 4th speed and the high speed drive gear 163 for the 1-2 speed, and is used for the 3-5 speed. The high-speed driven gear 171 meshes with the high-speed drive gear 164 for the third speed and the medium-speed drive gear 152 for the fifth speed.

  The low-medium-speed driven gear 172 for the sixth gear is engaged with the low-speed drive gear 165 for the sixth gear, and the low-medium-speed driven gear 173 for the seventh gear is connected to the low-speed drive gear 166 for the seventh gear. Are engaged.

  The second forward output gear 174 meshes with the differential gear 14 </ b> B of the differential device 14. Thus, the power of the counter shaft 12 is transmitted to the differential device 14 via the second output gear 174 for forward movement and the differential gear 14B.

  The differential device 14 has a differential case 14A, a differential gear 14B attached to an outer peripheral portion of the differential case 14A, and a differential mechanism 14C housed in the differential case 14A.

  Left and right drive wheels 83L, 83R are connected to the differential mechanism 14C via left and right drive shafts 82L, 82R. The differential device 14 distributes the power of the engine 5 to the left and right drive shafts 82L, 82R by a differential mechanism 14C and transmits the power to the left and right drive wheels 83L, 83R.

  The reverse idler shaft 10 is provided with a first reverse idler gear 184 and a second reverse idler gear 185 having a smaller diameter than the first reverse idler gear 184. The first reverse idler gear 184 and the second reverse idler gear 185 are , And rotates integrally with the reverse idler shaft 10. The first reverse idler gear 184 is meshed with the first output gear 153.

  The reverse shaft 13 is provided with a reverse gear 26 and a third reverse output gear 187 having a smaller diameter than the reverse gear 26. The reverse third output gear 187 is integrated with the reverse shaft 13. Rotate with.

  The reverse gear 26 meshes with the second reverse idler gear 185, and the third reverse output gear 187 meshes with the differential gear 14B.

  A synchronization mechanism 188 is provided on the reverse shaft 13. When the synchronous mechanism 188 is shifted to the reverse gear by the shift operation, the reverse gear 26 is connected to the reverse shaft 13.

  At this time, power is transmitted from the third reverse output gear 187 to the differential gear 14B, and the differential gear 14B rotates in a direction opposite to that in the forward movement, and the vehicle moves backward. Note that the synchronization mechanism 188 operates in the same manner as the synchronization mechanism 154, and a detailed description of the configuration will be omitted.

  Note that, as shown in FIGS. 7, 8, and 9, the shift fork 53D may be disposed so as to pass between the first input shaft 8 and the reverse idler shaft 10.

  As described above, the automatic transmission 1 according to the present embodiment includes the first input shaft 8 and the second input shaft 11 to which the power from the engine 5 is input, and the power from the first input shaft 8 and the second input shaft 11. , The idler shaft 9 and the reverse idler shaft 10, the reverse shaft 13 having the reverse gear 26, the differential device 14 having the differential gear 14B, and the shift forks 53A, 53B, 53C, 53D. It is provided in the machine case 2.

  In the automatic transmission 1 according to the present embodiment, the first input shaft 8 has medium speed drive gears 151 and 152 and a first output gear 153, and the second input shaft 11 has low speed drive gears 165 and 166. , High-speed driving gears 163 and 164, and a first input gear 167, and are disposed below and in front of the first input shaft 8 and below the idler shaft 9.

  The counter shaft 12 includes a low-medium-speed driven gear 172 meshing with the low-speed driving gears 165 and 166 and the medium-speed driving gears 151 and 152; high-speed driven gears 170 and 171 meshing with the high-speed driving gears 163 and 164; And a second output gear 174 meshing with the first input shaft 8 and disposed above and behind the second input shaft 11.

  The idler shaft 9 has a first idler gear 161 that meshes with the first output gear 153, and a second idler gear 162 that meshes with the first input gear 167, and is disposed below and in front of the first input shaft 8. The reverse idler shaft 10 has a first reverse idler gear 184 that meshes with the first output gear 153, and a second reverse idler gear 185 that meshes with the reverse gear 26, and is disposed above and behind the first input shaft 8. The reverse shaft 13 further has a third output gear 187 that meshes with the differential gear 14B, and is disposed above and behind the input shaft and below and behind the reverse idler shaft 10.

  The shift fork 53A operates the low-speed synchronization mechanism 169 of the low-speed drive gears 165 and 166, and is disposed so as to pass between the first input shaft 8 and the idler shaft 9. The shift fork 53B operates the high-speed synchronization mechanism 168 of the high-speed drive gears 163 and 164 by operating the medium-speed synchronization mechanism 154 of the gears 151 and 152.

  Thus, since the shift fork 53A is disposed so as to pass between the shafts, it is possible to prevent the shift fork 53A from being enlarged radially outside the shaft rather than passing outside the shaft, thereby making it possible to reduce the size of the transmission. .

  Further, the shift fork 53A for moving the low-speed synchronization mechanism 169 having a large synchronization load and the shift fork 53D for moving the reverse synchronization mechanism 188 can be formed linearly and shortened. Rigidity can be increased, and deformation of the shift fork can be prevented.

  As a result, the size of the transmission can be reduced, and deformation of the shift fork can be prevented.

  A shift fork 53D for operating a reverse synchronization mechanism 188 for the reverse gear 26 is provided. The shift fork 53D passes between the first input shaft 8 and the reverse idler shaft 10.

  This makes it possible to reduce the size of the transmission and prevent deformation of the shift fork.

  In the automatic transmission 1 of the present embodiment, the idler shaft 9 and the reverse idler shaft 10 each have gears at both ends in the axial direction, and the shift fork 53A is located near the idler shaft 9 and the gear of the idler shaft 9. The shift fork 53 </ b> D is arranged so as to pass through a portion where the gears of the reverse idler shaft 10 are not arranged and near the reverse idler shaft 10.

  Thus, the shift fork 53A passes through a portion near the idler shaft 9 where no gear is arranged, so that the idler shaft 9 can be arranged closer to the center of the transmission, and the width of the shift fork 53A is secured. it can. Thereby, the rigidity of the shift fork can be secured.

  In addition, the shift fork 53D passes through a portion near the reverse idler shaft 10 where no gear is arranged, so that the reverse idler shaft 10 can be arranged closer to the center of the transmission, and the axial width of the shift fork 53D can be reduced. Can be secured. Thereby, the rigidity of the shift fork can be secured.

  As a result, it is possible to prevent the shift fork from being deformed, and it is not necessary to increase the size of the shift fork in order to prevent the deformation, so that the transmission can be downsized.

  In the automatic transmission 1 according to the present embodiment, the shift fork 53B is disposed so as to pass through the side opposite to the first input shaft 8 with respect to the idler shaft 9 or the reverse idler shaft 10, and at both ends of the idler shaft 9. It is arranged to pass between the gears.

  Thus, the shift fork 53B passes through the shaft portion of the idler shaft 9, so that the idler shaft 9 can be arranged closer to the center of the transmission, and the width of the shift fork 53B can be secured. For this reason, the rigidity of the shift fork can be secured. Accordingly, the shift fork can be prevented from being deformed, and the transmission can be downsized because it is not necessary to increase the size of the shift fork to prevent the deformation.

  The automatic transmission 1 according to the present embodiment is configured by an AMT (Automated Manual Transmission) that is operated to change the speed by an actuator, but may be configured by an MT (Manual Transmission).

  While embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

  1. Automatic transmission (vehicle transmission), 5. Engine (drive source), 8. First input shaft, 9 ... Idler shaft, 10 ... Reverse idler shaft, 11. ..Second input shaft, 12 ... counter shaft, 13 ... reverse shaft, 14 ... differential device, 14B ... differential gear, 53A ... shift fork (first shift fork), 53B. ..Shift fork (third shift fork), 53C ... shift fork (second shift fork), 53D ... shift fork (fourth shift fork)

Claims (4)

A first input shaft and a second input shaft to which power from a drive source is input;
A counter shaft to which power is transmitted from the first input shaft and the second input shaft;
An idler shaft and a reverse idler shaft,
A reverse shaft having a reverse gear;
A differential device having a differential gear;
A vehicle transmission comprising a first shift fork, a second shift fork, and a third shift fork in a transmission case, and mounted horizontally on a vehicle,
The first input shaft has a medium-speed drive gear and a first output gear,
The second input shaft has a low-speed drive gear, a high-speed drive gear, and a first input gear, and is disposed below and in front of the first input shaft,
The counter shaft has a low-medium-speed driven gear that meshes with the low-speed drive gear and the medium-speed drive gear, a high-speed driven gear that meshes with the high-speed drive gear, and a second output gear that meshes with the differential gear, Disposed below and behind the input shaft and above and behind the second input shaft,
The idler shaft has a first idler gear that meshes with the first output gear, and a second idler gear that meshes with the first input gear. The first idler shaft is located below and forward of the first input shaft. And the second input shaft,
The reverse idler shaft has a first reverse idler gear that meshes with the first output gear, and a second reverse idler gear that meshes with the reverse gear, and is located above and behind the first input shaft, Disposed between a first input shaft and the reverse shaft;
The reverse shaft further includes a third output gear that meshes with the differential gear, and is disposed above and behind the input shaft,
The first shift fork operates a synchronization mechanism of the low-speed drive gear, and is disposed so as to pass between the first input shaft and the idler shaft.
The second shift fork operates a synchronization mechanism of the medium-speed drive gear,
The transmission for a vehicle, wherein the third shift fork operates a synchronization mechanism of the high-speed drive gear.   The vehicle according to claim 1, further comprising a fourth shift fork for operating a synchronization mechanism of the reverse gear, wherein the fourth shift fork passes between the first input shaft and the reverse idler shaft. Transmission. The idler shaft and the reverse idler shaft each have gears at both ends in the axial direction,
The first shift fork is arranged so as to pass through a portion where the gear of the idler shaft is not arranged near the idler shaft,
The said 4th shift fork is arrange | positioned so that it may pass through the part where the gear of the reverse idler shaft is not arrange | positioned in the vicinity of the said reverse idler shaft. Transmission for vehicles.   The third shift fork is disposed so as to pass through a side opposite to the first input shaft with respect to the idler shaft or the reverse idler shaft, and passes between gears at both ends of the idler shaft. The vehicle transmission according to any one of claims 1 to 3, wherein the transmission is arranged.

Images