JP4877196B2 - transmission - Google Patents

Description

  The present invention relates to a manual transmission mounted on an automobile, and belongs to the technical field of an automobile transmission.

  In general, a transmission mounted in a horizontally engine-type vehicle has an input shaft to which engine output is input and a counter shaft provided with an output gear for a differential device arranged in parallel, and between the two shafts. A plurality of gear trains having different gear ratios are arranged, and any gear train is selectively placed in a power transmission state to obtain a desired gear stage. An attempt has been made to make the entire transmission compact by providing a plurality of counter shafts and distributing a gear train to these counter shafts.

  As an example of such a transmission, Patent Document 1 includes a first counter shaft and a second counter shaft for a forward shift stage in addition to an input shaft and a reverse speed output shaft (reverse shaft). A gear train for 5th and 6th speeds is disposed between the input shaft and the first counter shaft, and a gear train for 1st to 4th speeds is disposed between the input shaft and the second counter shaft. Yes.

Japanese National Patent Publication No. 10-502160

  However, since the transmission described in Patent Document 1 has a configuration in which a drive gear is provided for each forward shift stage and is arranged on the input shaft, the shaft length of the input shaft becomes long, and the entire transmission is compact. There is a dislike that conversion is not fully achieved. In addition, adding or reducing gear positions changes the shaft length of the input shaft, which is the most basic component of the transmission. Changes are required.

  Therefore, the present invention suppresses an increase in the shaft length of the input shaft by combining a predetermined drive gear on the input shaft with a plurality of shift stages in a transmission equipped with two counter shafts. It is an object of the present invention to make it possible to change the number of shift stages by changing the design of a part of the configuration excluding the input shaft.

  In order to solve the above problems, the present invention is configured as follows.

  According to a first aspect of the present invention, there is provided a first counter shaft and a second counter which are arranged in parallel to an input shaft to which engine output is input, and are provided in parallel with the input shaft, and are each provided with an output gear to the differential device. A plurality of speed change drive gears provided on the input shaft, a plurality of speed change drive gears provided on the input shaft, and a plurality of speed change gears provided on the first counter shaft, the second counter shaft and the reverse shaft. A transmission provided with a drive gear, wherein the first shift stage drive gear fixed to the input shaft and the first counter shaft are detachably supported by the first counter shaft; A first driven gear for the first gear and a first intermediate gear supported by the reverse shaft and meshed with the driven gear for the first gear. A free-wheeling support on the gear and the reverse shaft, with respect to the first intermediate gear A second intermediate gear which is a detachably, fixed to the first counter shaft, and having a driven gear for second gear which is meshed with the second intermediate gear.

  According to a second aspect of the present invention, in the transmission according to the first aspect of the present invention, the first shift stage that is loosely supported by the second countershaft and is detachably supported and fixed to the input shaft. And a driven gear for the third shift stage meshed with the driving gear for use.

  According to a third aspect of the present invention, in the transmission according to the first or second aspect, the first-speed drive gear fixed to the input shaft and the first counter shaft can be engaged and disengaged. The first-speed driven gear meshed with the first-speed drive gear and the reverse speed meshed with the reverse shaft and detachably supported and meshed with the first-speed driven gear. And a driven gear.

  Further, the invention according to claim 4 is the transmission according to claim 2 or claim 3, wherein the first shift speed is 2nd speed, and the second shift speed is 7th speed, The third gear is in the third speed, and a first-speed driven gear, a second-speed driven gear, and a seventh-speed driven gear are arranged on the first countershaft, and the reverse shaft Further, a reverse speed driven gear, a first intermediate gear, and a second intermediate gear are disposed, and the first counter shaft and the reverse shaft are disposed higher than the input shaft. To do.

  According to a fifth aspect of the present invention, in the transmission according to the fourth aspect, the fourth speed driven gear, the third speed driven gear, and the sixth speed driven gear are arranged on the second counter shaft. The fifth counter driven gear is disposed, and the second counter shaft is disposed at a position lower than the input shaft.

  With the above configuration, according to each invention, the following effects can be obtained.

  In other words, according to the first aspect of the present invention, first, the driven gear for the first shift stage that is idled and supported on the first countershaft is engaged with the first countershaft. For example, the engine output is transmitted from the input shaft to the first counter shaft via the first gear drive gear fixed to the input shaft and the first gear driven gear. In addition, the signal is transmitted from the output gear provided on the first counter shaft to the differential device. Thereby, the first gear stage is obtained.

  On the other hand, if the first intermediate gear and the second intermediate gear, which are idle-supported on the reverse shaft, are engaged with the first gear to be driven and the first counter shaft separated. The engine output is transmitted from the drive gear for the first shift stage fixed to the input shaft to the driven gear for the first shift stage, as in the case of the first shift stage. And is transmitted to the second gear driven gear fixed to the first counter shaft via the first gear driven gear and the first and second intermediate gears. Further, the signal is transmitted from the output gear provided on the first counter shaft to the differential device. As a result, the second shift speed is obtained.

  In this case, the drive gear for the first shift stage fixed to the input shaft is used as a drive gear for transmitting power from the input shaft to the counter shaft side even in the second shift stage. The second shift stage is realized without providing a dedicated drive gear on the shaft, and an increase in the shaft length of the input shaft due to the multi-stage shift stage is avoided.

  Then, the first and second intermediate gears that are supported idle on the reverse shaft are provided, and the driven gear for the second shift stage is fixed on the first counter shaft, thereby changing the input shaft. The second shift speed is realized only by adding a part of the configuration that is not present.

  According to the second aspect of the present invention, if the driven gear for the third shift stage that is slidably supported by the second countershaft is engaged with the second countershaft, The engine output is transmitted from the input shaft to the second countershaft via a first gear driving gear fixed to the input shaft and the third gear driven gear. Further, the signal is transmitted from the output gear provided on the second counter shaft to the differential device. As a result, the third shift speed is obtained.

  In that case, the drive gear for the first shift stage fixed to the input shaft is also used as a drive gear for transmitting power from the input shaft to the counter shaft side in the third shift stage. There is no need to provide a drive gear for the third shift stage on the input shaft, and a further increase in the number of shift stages can be realized without increasing the shaft length of the input shaft.

  On the other hand, according to the third aspect of the present invention, when the first-speed driven gear that is slidably supported on the first countershaft is engaged with the first countershaft, the engine output is The signal is transmitted from the input shaft to the first counter shaft via the first-speed driving gear and the first-speed driven gear fixed to the input shaft, and further from the output gear provided on the first counter shaft. Will be transmitted to the moving device. Thereby, 1st speed is obtained.

  Further, when the reverse speed driven gear, which is idle-supported on the reverse shaft, is engaged with the reverse shaft in a state where the first speed driven gear and the first counter shaft are separated, the engine output is The first-speed drive gear fixed to the input shaft is transmitted from the input shaft to the reverse-speed driven gear via the first-speed driven gear, and further provided on the shaft via the reverse shaft. It is transmitted from the output gear to the differential device. Thereby, the reverse speed is obtained.

  In this case, the first-speed drive gear for the input shaft is used for power transmission from the input shaft to the counter shaft or the reverse shaft even at the reverse speed. The shaft length of the input shaft is shortened as compared with the case where the gears are arranged in parallel.

  According to the fourth aspect of the present invention, the first speed driven gear, the second speed (first gear) driven gear, and the seventh speed (second gear) are arranged on the first counter shaft. ) Driven gears are arranged, and the reverse speed driven gear, the first intermediate gear, and the second intermediate gear are arranged on the reverse shaft, and the corresponding gears are engaged with each other. However, in a transmission equipped with 7 forward speeds and reverse speeds, only three speed change gears are arranged on each of the first counter shaft and the reverse shaft. It becomes possible to set.

  Since the first counter shaft and the reverse shaft are arranged at a position higher than the input shaft, the axial dimension of the upper portion of the transmission can be shortened, and when mounted in the engine room, for example, the transmission It is possible to dispose the lower part of the transmission below the side frame while avoiding interference between the upper part of the engine and the side frame arranged in the engine room, and the transmission can be mounted on the vehicle body. Will improve.

  According to the fifth aspect of the present invention, the fourth speed driven gear, the third speed driven gear, the sixth speed driven gear, and the fifth speed driven gear are arranged on the second counter shaft. As a result, four shift gears are arranged on the second counter shaft, so that the shaft length is longer than that of the first counter shaft and the reverse shaft. However, since the second counter shaft is disposed at a lower position than the input shaft, it is possible to lengthen only the axial dimension of the lower portion of the transmission, and this lower portion is also recessed below the side frame. As a result, good mountability to the vehicle body is ensured.

  Embodiments of the present invention will be described below.

  FIG. 1 is a skeleton diagram of a laterally-advanced seven-speed transmission according to the present embodiment, and FIG. 2 is a cross-sectional view showing the transmission expanded so that a plurality of shafts are positioned on the same plane. As shown in these drawings, the transmission 1 includes an input shaft 10 connected to an output shaft B of the engine A via a clutch C so as to be connectable and disconnectable, and a first shaft disposed in parallel with the input shaft 10. It has a counter shaft 20, a second counter shaft 30, and a reverse shaft 40, and both ends of these shafts 10, 20, 30, 40 are rotatably supported by the transmission case 3 via bearings 2 ... 2, respectively. Has been.

  Further, the transmission 1 is integrally provided with a differential device 50, and a first counter shaft, a second counter shaft 30, and a reverse shaft 40 are fixed to the engine-side end portions of the first counter shaft 20, the second counter shaft 30, and the reverse shaft 40, respectively. The output gear 21, the second output gear 31, and the third output gear 41 are respectively meshed with a ring gear 51 that is an input gear of the differential device 50, and left and right through the differential device 50 depending on the output of the transmission 1. The axles D and D are driven.

  Here, as shown in FIG. 3, the first counter shaft 20 and the reverse shaft 40 are disposed at a position higher than the input shaft 10, and the second counter shaft 30 is disposed at a position lower than the input shaft 10. The first, second, and third output gears 21, 31, 41 fixed to the shafts 20, 30, 40 mesh with the ring gear 51 of the differential device 50 in the positional relationship as shown in the figure. Has been.

  On the other hand, on the input shaft 10, from the engine side, a fourth speed drive gear 11, a first reverse drive gear 12, a second speed third speed drive gear 13, a sixth speed drive gear 14, and a fifth speed are provided. A driving gear 15 is provided. Of these, the 4-speed drive gear 11, the 1-speed reverse-speed drive gear 12, and the 2-speed 3-speed 7-speed drive gear 13 are fixed to the input shaft 10 by spline fitting or integral molding, and are driven for 6-speed. The gear 14 and the fifth-speed drive gear 15 are supported idle on the input shaft 10.

  The 6-speed drive gear 14 or the 5-speed drive gear 15 is selectively engaged with the input shaft 10 between the 6-speed drive gear 14 and the 5-speed drive gear 15 by the sliding of the sleeve 16a. A 5-speed 6-speed synchronous meshing device 16 to be combined is arranged.

  The first counter shaft 20 is provided with the first output gear 21, the first speed driven gear 22, the second speed driven gear 23, and the seventh speed driven gear 24 from the engine side. Yes. Of these, the 7th speed driven gear 24 is fixed to the first counter shaft 20 by spline fitting, and the 1st speed driven gear 22 and the 2nd speed driven gear 23 are supported idle on the input shaft 10. Has been.

  The first-speed driven gear 22 or the second-speed driven gear 23 is selectively inserted between the first-speed driven gear 22 and the second-speed driven gear 23 by sliding the sleeve 25a. A first-speed / second-speed synchronous meshing device 25 to be engaged with the one counter shaft 20 is disposed.

  Further, the second counter shaft 30 is connected to the second output gear 31, the fourth speed driven gear 32, the third speed driven gear 33, the sixth speed driven gear 34, and the fifth speed gear from the engine side. A driven gear 35 is provided. Among them, the 6-speed driven gear 34 and the 5-speed driven gear 35 are fixed to the second counter shaft 30 by spline fitting, and the 4-speed driven gear 32 and the 3-speed driven gear 33 are The second countershaft 30 is supported idle.

  Then, the 4-speed driven gear 32 or the 3-speed driven gear 33 is selectively inserted between the 4-speed driven gear 32 and the 3-speed driven gear 33 by the sliding of the sleeve 36a. A synchronous gear device for 3rd and 4th gears that is engaged with the 2 counter shaft 30 is disposed.

  Further, the reverse shaft 40 is provided with the third output gear 41, the reverse drive gear 42, and the first intermediate gear 43 and the second intermediate gear 44 used at the seventh speed from the engine side. Is also supported by the reverse shaft 40 in an idle manner.

  Further, on the side of the first and second intermediate gears 43 and 44, a 7-speed synchronous meshing device 45 that couples both the intermediate gears 43 and 44 by the slide of the sleeve 45a is disposed, and the reverse speed On the side of the driven gear 42, there is disposed a reverse speed synchronization meshing device 46 that engages the reverse speed driven gear 42 with the reverse shaft 40 by sliding of the sleeve 46a.

  Next, the operation of the transmission 1 will be described.

  First, if the sleeve 25a of the first-speed / second-speed synchronization meshing device 25 on the first countershaft 20 is slid to the first-speed side (the right side in the figure) by manual operation, the first-speed driven gear 22 is The power from the engine A, which is engaged with the counter shaft 20 and input to the input shaft 10 via the clutch C, is engaged with the first-speed reverse speed drive gear 12 fixed to the input shaft 10 and the gear. This is transmitted to the first counter shaft 20 via the first-speed driven gear 22 on the first counter shaft 20.

  The power transmitted to the first countershaft 20 is input from the first output gear 21 fixed to the first countershaft 20 to the ring gear 51 of the differential device 50 and transmitted to the left and right axles D and D. Is done. In this case, the first speed with a large reduction ratio can be obtained by setting the gear ratio between the first-speed reverse speed drive gear 12 and the first-speed driven gear 22.

  Further, if the sleeve 25a of the first-speed / second-speed synchronization meshing device 25 on the first countershaft 20 is slid to the second-speed side (left side in the drawing), the second-speed driven gear 23 is moved to the first countershaft 20. The power from the engine A that is input to the input shaft 10 is engaged with the second-speed, third-speed, and seventh-speed drive gear 13 fixed to the input shaft 10 and the first counter shaft 20 that meshes therewith. Is transmitted to the first countershaft 20 through the second-speed driven gear 23.

  The power transmitted to the first countershaft 20 is output to the differential device 50 from the first output gear 21 fixed to the first countershaft 20, as in the case of the first speed, and the left and right axles D and D are transmitted. In this case, the second gear having a reduction ratio smaller than the first gear can be obtained by setting the gear ratio between the second gear, the third gear, and the seventh gear.

  Next, if the sleeve 36a of the third gear 4-speed synchronous meshing device 36 on the second countershaft 30 is slid to the third speed side (left side in the figure), the third-speed driven gear 33 is moved to the second countershaft. The power from the engine A that is engaged with the input shaft 10 and input to the input shaft 10 is driven by the second-speed, third-speed, and seventh-speed drive gear 13 fixed to the input shaft 10 and the second countershaft 30 that meshes with the drive gear 13. This is transmitted to the second countershaft 30 via the upper third-speed driven gear 33.

  The power transmitted to the second countershaft 30 is output from the second output gear 31 fixed to the second countershaft 30 to the differential device 50 and transmitted to the left and right axles D and D. In this case, the third speed having a reduction ratio smaller than the second speed can be obtained by setting the gear ratio between the second speed, third speed, and seventh speed drive gear 13 and the third speed driven gear 33.

  Further, if the sleeve 36a of the third-speed / four-speed synchronous meshing device 36 on the second countershaft 30 is slid to the fourth-speed side (right side in the figure), the fourth-speed driven gear 32 is moved to the second countershaft 30. Power from the engine A that is input to the input shaft 10 and the fourth-speed drive gear 11 fixed to the input shaft 10 and the fourth-speed drive on the second counter shaft 30 that meshes with the drive gear 11 It is transmitted to the second countershaft 30 via the driven gear 32.

  The power transmitted to the second countershaft 30 is output to the differential device 50 from the second output gear 31 fixed to the second countershaft 30 as in the case of the third speed, and the left and right axles are D and D are transmitted. In this case, by setting the gear ratio between the fourth speed driving gear 11 and the fourth speed driven gear 32, a fourth speed having a reduction ratio smaller than the third speed can be obtained.

  Next, if the sleeve 16a of the 5-speed 6-speed synchromesh device 16 on the input shaft 10 is slid to the 5th speed side (left side in the figure), the 5th speed drive gear 15 is engaged with the input shaft 10. The power from the engine A input to the input shaft 10 is transmitted via the 5-speed driven gear 35 fixed to the 5-speed drive gear 15 and the second counter shaft 30 meshing therewith. It is transmitted to the second counter shaft 30.

  The power transmitted to the second countershaft 30 is output to the differential device 50 from the second output gear 31 fixed to the second countershaft 30, as in the case of the third speed and the fourth speed. It is transmitted to the left and right axles D, D. In this case, the fifth speed having a reduction ratio smaller than the fourth speed can be obtained by setting the gear ratio between the fifth speed driving gear 15 and the fifth speed driven gear 35.

  Further, if the sleeve 16a of the 5-speed 6-speed synchromesh device 16 on the input shaft 10 is slid to the 6-speed side (right side in the figure), the 6-speed drive gear 14 is engaged with the input shaft 10, The power from the engine A input to the input shaft 10 is transmitted through the 6-speed driven gear 34 fixed to the 6-speed drive gear 14 and the second counter shaft 30 meshing therewith. 2 is transmitted to the counter shaft 30.

  The power transmitted to the second countershaft 30 is transferred from the second output gear 31 fixed to the second countershaft 30 to the differential device 50 as in the case of the third speed, the fourth speed, and the fifth speed. Is output and transmitted to the left and right axles D, D. In this case, the sixth speed having a reduction ratio smaller than the fifth speed can be obtained by setting the gear ratio between the sixth speed driving gear 14 and the sixth speed driven gear 34.

  Further, if the sleeve 45a of the seventh gear synchronous meshing device 45 on the reverse shaft 40 is slid to the seventh speed side (left side in the figure), the first intermediate gear 43 and the first intermediate gear 43 supported by the reverse shaft 40 and The two intermediate gears 44 are coupled in the idle state.

  In this case, the first intermediate gear 43 is always meshed with the second-speed driven gear 23 that is idle-supported by the first counter shaft 20, and the second-speed driven gear 23 is connected to the input shaft 10. It is always meshed with the fixed drive gear 13 for 2nd speed 3rd speed 7th speed. The second intermediate gear 44 is always meshed with a 7-speed driven gear 24 fixed to the first counter shaft 20.

  Therefore, when the first and second intermediate gears 43 and 44 are coupled by the sliding of the sleeve 45a, the power from the engine A input to the input shaft 10 is transmitted to the second gear, the third gear, the seventh gear drive gear 13, It is transmitted to the first counter shaft 20 through the second speed driven gear 23, the first intermediate gear 43, the second intermediate gear 44, and the seventh speed driven gear 24, similarly to the case of the first speed and the second speed. The first output gear 31 fixed to the first counter shaft 20 is output to the differential device 50 and transmitted to the left and right axles D, D. In that case, the reduction ratio is smaller than the sixth speed by setting the diameters of the first and second intermediate gears 43 and 44, setting the gear ratio of the second intermediate gear 44 and the driven gear 24 for the seventh speed, and the like. Seven speed is obtained.

  Further, if the sleeve 46a of the reverse speed synchronizing device 46 on the reverse shaft 40 is slid to the reverse side (left side in the figure), the reverse speed driven gear 42 supported by the reverse shaft 40 is supported. The reverse shaft 40 is engaged. The reverse speed driven gear 42 is always meshed with the first speed driven gear 22 that is idle-supported on the first counter shaft 20, and the first speed driven gear 22 is fixed to the input shaft 10. It is always meshed with the first reverse drive gear 12 provided.

  Therefore, the power from the engine A input to the input shaft 10 is transmitted to the reverse shaft 40 via the first-speed reverse speed drive gear 12, the first-speed driven gear 22, and the reverse-speed driven gear 42. The first output gear 31 fixed to the reverse shaft 40 is input to the differential device 50 and transmitted to the left and right axles D and D.

  In this case, the reduction ratio is set to be large by setting the gear ratio between the first reverse drive gear 12 and the reverse drive gear 42, and the drive gear 12 and the driven gear 42 are between them. When the first-speed driven gear 22 is interposed as an idle gear, a reverse speed whose rotational direction is opposite to the forward shift stage is obtained.

  As described above, in the transmission 1, the second speed, the third speed, and the seventh speed drive gear 13 fixed to the input shaft 10 are the second speed, the third speed, and the seventh speed from the input shaft 10 to the counter shafts 20, 30. Since this is used as a drive gear for transmitting power to the side, the shaft length of the input shaft 10 is shortened as compared with the case where drive gears dedicated to these shift stages are provided on the input shaft 10 respectively.

  Similarly, a first-speed reverse speed drive gear 12 fixed to the input shaft 10 is used as a drive gear for transmitting power from the input shaft 10 to the counter shaft 20 or the reverse shaft 40 side at the first speed and the reverse speed. Therefore, the shaft length of the input shaft 10 is shortened as compared with the case where drive gears dedicated to these shift stages are provided on the input shaft 10 respectively.

  As described above, according to the transmission 1, a total of eight shift speeds including the forward 7 speed and the reverse speed are achieved by the five drive gears 11 to 15 on the input shaft 10, and all the shift speeds are achieved. Therefore, the input shaft 10 whose shaft length is difficult to be shortened is effectively shortened because it is necessary to transmit power, and consequently the axial dimension of the entire transmission is shortened.

  In the transmission 1, as shown in FIG. 3, the first counter shaft 20 and the reverse shaft 40 are arranged at a higher position than the input shaft 4. There are only three speed gears: a first speed driven gear 22, a second speed driven gear 23, and a seventh speed driven gear 24, and the reverse shaft 40 also has a gear for shifting. Since only the three gears of the reverse speed driven gear 42, the first intermediate gear 43, and the second intermediate gear 44 are arranged, the shafts 20, 40 arranged higher than the input shaft 40 are arranged. The axial length can be shortened.

  On the other hand, the second counter shaft 30 disposed at a position lower than the input shaft 10 includes a fourth speed driven gear 32, a third speed driven gear 33, a sixth speed driven gear 34, and a gear for shifting. Four gears, a fifth-speed driven gear 35, are arranged, and the shaft length is longer than that of the first counter shaft 20 and the reverse shaft 30.

  Accordingly, the overall shape of the transmission 1 is such that the axial dimension of the portion where the input shaft 10 is disposed, that is, the portion above the output shaft B of the engine A, is short, and the position where the input shaft 40 is disposed or below. It becomes possible to make a shape with a long axial dimension of a part.

  By adopting such a shape, when the transmission 1 is mounted in the engine room, as shown in FIGS. 2 and 3, the upper part of the transmission 1 and the side part in the engine room are front and rear. It is possible to dispose the lower part of the transmission 1 below the side frame X while avoiding interference with the side frame X arranged in the direction, and the mountability of the transmission 1 to the vehicle body can be improved. improves.

  Further, in this transmission 1, the second-speed, third-speed, and seventh-speed drive gear 13 on the input shaft 10 and the second-speed driven gear 23 on the first counter shaft 20 are also used in the seventh speed. The first and second intermediate gears 43, 44 on the reverse shaft 40, the seventh-speed synchronous meshing device 45 that engages and disengages them, and the seventh-speed driven gear 24 on the first counter shaft 20 include the following components: Therefore, as shown in FIG. 4, the forward 6-speed transmission 1 'is immediately realized by removing these dedicated components for the 7-speed.

  That is, the transmission 1 'shown in FIG. 4 has an input shaft 10', a first counter shaft 20 ', a second counter shaft 30', and a reverse shaft 40 ', and the input shaft 10' is driven for four speeds. Gear 11 ', 1st reverse drive gear 12', 2nd and 3rd drive gear 13 ', 6th drive gear 14', 5th drive gear 15 ', and 5th and 6th synchronous meshing device 16 ', And the first counter shaft 20' is provided with a first output gear 21 ', a first-speed driven gear 22', a second-speed driven gear 23 ', and a first-speed / second-speed synchronous meshing device 25'. The second counter shaft 30 'is provided with a second output gear 31', a 4-speed driven gear 32 ', a 3-speed driven gear 33', a 6-speed driven gear 34 ', and a 5-speed drive gear. A driven gear 35 ′ and a third and fourth speed synchronous meshing device 36 ′ are provided, and a third output is provided to the reverse shaft 40 ′. Ya 41 ', driven gear 42 for reverse speed', and a reverse speed synchromesh device 46 'is provided. A differential device 50 'to which power is input from the output gears 21', 31 ', 41' via the ring gear 51 'is integrally provided.

  These configurations are exactly the same as those of the transmission 1 shown in FIGS. 1 to 3. Therefore, based on the forward 6-speed transmission 1 ′, the first countershaft 20 ′ has a 7-speed driven gear. The first and second intermediate gears and a synchronous meshing device for engaging and disengaging the first and second intermediate gears are provided on the reverse shaft 40 ', and the shaft lengths of the first counter shaft 20' and the reverse shaft 40 'are set as necessary. By extending this, the forward 7-speed transmission 1 shown in FIGS. 1 to 3 is obtained.

  In that case, the input shaft 10 ′, the second counter shaft 30 ′, the gears 11 ′ to 15 ′, 31 ′ to 35 ′ provided on these shafts 10 ′ and 30 ′, and the synchronous meshing devices 16 ′ and 36 ′. Thus, no change is required at all, and therefore, a forward 7-speed transmission 1 and a forward 6-speed transmission 1 'can be obtained without requiring a significant design change or manufacturing equipment change. .

  As described above, according to the present invention, since the drive gear provided on the input shaft is also used in a plurality of shift stages and the shaft length of the input shaft is kept short, the overall axial dimension can be reduced. It is possible to obtain a transmission that can be suppressed and that can add or reduce gear positions only by changing a part of the configuration. Therefore, it may be suitably used in the field of manufacturing automobile transmissions.

1 is a schematic diagram of a transmission according to an embodiment of the present invention. It is an expanded sectional view of the transmission. FIG. 3 is a schematic end view showing an arrangement of shafts of the transmission. FIG. 3 is a skeleton diagram of a transmission in which the number of shift stages is reduced based on the transmission.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Transmission 10 Input shaft 11 4th speed drive gear 12 1st speed reverse speed drive gear 13 2nd speed 3rd speed 7th speed drive gear 14 6th speed drive gear 15 5th speed drive gear 16 5th speed 6th speed synchronous mesh Device 20 First counter shaft 21 Output gear 22 First-speed driven gear 23 Second-speed driven gear 24 Seven-speed driven gear 25 First-speed second-speed synchronous meshing device 30 Second counter-shaft 31 Output gear 32 Fourth-speed Driven gear 33 3rd speed driven gear 34 6th speed driven gear 35 5th speed driven gear 36 3rd speed 4th gear synchronous gear 40 reverse shaft 41 output gear 42 reverse speed driven gear 43 1st Intermediate gear 44 Second intermediate gear 45 Seven-speed synchronous meshing device 46 Reverse speed synchronous meshing device

Claims (5)

An input shaft to which engine output is input;
A first counter shaft, a second counter shaft, and a reverse shaft, which are arranged in parallel to the input shaft and each provided with an output gear to the differential device;
A plurality of speed change drive gears provided on the input shaft;
A transmission provided on the first counter shaft, the second counter shaft, and the reverse shaft, and a plurality of driven gears for shifting that are linked to the driving gear;
A drive gear for the first shift stage fixed to the input shaft;
A first driven gear for a first gear that is slidably supported by the first countershaft and meshed with a driving gear for the first gear;
A first intermediate gear that is idle-supported on the reverse shaft and meshed with the driven gear for the first shift stage;
A second intermediate gear supported loosely on the reverse shaft and capable of being engaged and disengaged with respect to the first intermediate gear;
A transmission having a driven gear for a second shift stage fixed to the first counter shaft and meshed with the second intermediate gear. The transmission according to claim 1, wherein
A third gear stage driven gear meshed with a first gear driving gear fixedly coupled to the input shaft; Characteristic transmission. In the transmission according to claim 1 or 2,
A first-speed drive gear fixed to the input shaft;
A first-speed driven gear that is slidably supported by the first countershaft and is meshed with the first-speed drive gear;
A reverse speed driven gear that is slidably supported on the reverse shaft and engages with the first speed driven gear. In the transmission according to claim 2 or 3,
The first gear stage is second gear;
The second gear is 7th gear;
The third shift speed is the third speed, and
A first-speed driven gear, a second-speed driven gear, and a seventh-speed driven gear are disposed on the first counter shaft,
A reverse speed driven gear, a first intermediate gear, and a second intermediate gear are disposed on the reverse shaft,
The transmission is characterized in that the first counter shaft and the reverse shaft are arranged at a position higher than the input shaft. The transmission according to claim 4, wherein
A 4-speed driven gear, a 3-speed driven gear, a 6-speed driven gear, and a 5-speed driven gear are arranged on the second counter shaft,
The transmission is characterized in that the second counter shaft is arranged at a position lower than the input shaft.

Images