JP5655624B2 - Transmission with auxiliary transmission mechanism - Google Patents

Description

  The present invention relates to a transmission with a sub-transmission mechanism, and more particularly to a transmission with a sub-transmission mechanism having a range gear stage as a sub-transmission on the output side of a main transmission.

  2. Description of the Related Art A transmission mounted on a vehicle is required to secure a wide speed ratio range (hereinafter referred to as an overall range) in order to ensure fuel saving and startability. When the overall range is expanded while keeping the number of gears constant, the gear ratio is widened, so the change in the number of revolutions at the time of shifting is also large. Therefore, the wide range is accompanied by an increase in the number of gear stages, that is, a multi-stage. As a technique for realizing such multi-stage transmission, there is known a technique in which, for example, a sub-transmission called a splitter gear stage or a range gear stage is provided in addition to the main transmission.

  For example, Patent Document 1 discloses a vehicle multi-stage transmission in which a splitter gear stage as a sub-transmission is provided on the input side of the main transmission, and a range gear stage as a sub-transmission is provided on the output side of the main transmission. It is disclosed.

JP 2001-173775 A

  By the way, in a vehicle that transports heavy objects etc., a normal gearbox lacks a reduction ratio during loading and running, so a high reduction ratio is realized by setting a large final reduction ratio or providing a so-called hub reduction mechanism. doing. However, when such a speed reduction mechanism is used, the maximum speed side is greatly restricted during an unloading operation in which a heavy object is not conveyed, and there is a possibility that fuel efficiency and maneuverability are deteriorated.

  The present invention has been made in view of these points, and an object of the present invention is to provide a transmission with a sub-transmission mechanism that can obtain a large reduction ratio suitable for transporting heavy objects.

  To achieve the above object, a transmission with a subtransmission mechanism according to the present invention includes a main shaft to which rotational power from an engine is transmitted, an output shaft disposed coaxially with respect to the main shaft, the main shaft, and the main shaft. A transmission gear train is provided between the counter shaft disposed in parallel to the output shaft, the idler shaft disposed in parallel between the output shaft and the counter shaft, and the main shaft and the counter shaft. A main transmission unit, a sub-transmission unit including a planetary gear mechanism that communicates the main shaft and the output shaft, and a transmission case that houses at least the sub-transmission unit, wherein the sub-transmission unit includes the counter shaft A first reduction gear provided on the idler shaft, an idler gear provided on the idler shaft and meshed with the first reduction gear, a second reduction gear supported rotatably on the output shaft and meshed with the idler gear, Configure planetary gear mechanism A rotation stopping means capable of stopping the rotation of the ring gear with respect to the transmission case; and a selective coupling means capable of selectively coupling the ring gear with either the output shaft or the second reduction gear. It is characterized by.

  The main transmission unit may have only a forward gear train as a transmission gear train.

  Further, a splitter gear stage capable of two-speed shifting of a high speed stage and a low speed stage may be further provided on the input side of the main transmission unit.

  According to the transmission with the auxiliary transmission mechanism of the present invention, a large reduction ratio suitable for heavy object transportation or the like can be obtained.

It is a skeleton figure which shows the transmission with an auxiliary transmission mechanism which concerns on one Embodiment of this invention. It is a skeleton figure which shows the state which set the range gear stage of the transmission with an auxiliary transmission mechanism which concerns on one Embodiment of this invention to the low speed stage position. It is a skeleton figure which shows the state which set the range gear stage of the transmission with an auxiliary transmission mechanism which concerns on one Embodiment of this invention to the high speed stage position. It is a skeleton figure which shows the state which set the range gear stage of the transmission with an auxiliary transmission mechanism which concerns on one Embodiment of this invention to the super-low speed stage position. It is a figure which shows the relationship between the gear stage in each range of the transmission with an auxiliary transmission mechanism which concerns on one Embodiment of this invention, and an output shaft rotational speed. 1 is a skeleton diagram showing a configuration in which a reverse gear train of a main gear stage is omitted in a transmission with an auxiliary transmission mechanism according to an embodiment of the present invention. It is a skeleton figure which shows the transmission with an auxiliary transmission mechanism which concerns on other embodiment of this invention.

  Hereinafter, based on FIGS. 1-5, the transmission with an auxiliary transmission mechanism which concerns on one Embodiment of this invention is demonstrated. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A transmission with an auxiliary transmission mechanism (hereinafter simply referred to as a transmission) 10 according to an embodiment of the present invention changes the rotational power of the engine 1 and transmits it to drive wheels (not shown) of the vehicle. As shown in FIG. 1, a clutch 3 is provided between the engine 1 and the transmission 10. The clutch 3 has a drive plate 6 connected to the crankshaft 2 of the engine 1, a driven plate 7 disposed opposite to the drive plate 6, and a pressure plate 8 that sandwiches the driven plate 7 between the drive plate 6. .

  As shown in FIG. 1, the transmission case 11 of the transmission 10 includes a front case portion 11a and a rear case portion 11b. The front case portion 11a accommodates a main gear stage 72 as a main transmission and a splitter gear stage 71 as an auxiliary transmission connected to the input side of the main gear stage 72. Further, the rear case portion 11b accommodates a range gear stage 73 as an auxiliary transmission connected to the output side of the main gear stage 72. Hereinafter, a detailed configuration of the transmission 10 will be described.

  The transmission 10 includes an input shaft 12, a main shaft (main shaft) 13 disposed coaxially with the input shaft 12, and an output shaft (output shaft) 14 disposed coaxially with the main shaft 13. The counter shaft (counter shaft) 15 disposed in parallel with the shafts 12, 13, and 14 and the output shaft 14 and the counter shaft 15 between the shafts 14 and 15 are arranged in parallel. An idler shaft (idler shaft) 60 is provided.

  The input shaft 12 is rotatably supported by the transmission case 11 by a bearing (not shown) with its front end protruding outward from the front case portion 11a. The driven plate 7 is connected to the front end portion of the input shaft 12, and the first spline 16 is fixed to the rear end portion. An input gear 17 is supported on the input shaft 12 accommodated in the front case portion 11a so as to be relatively rotatable. Further, a first gear spline 18 capable of selecting the gear is fixed to the rear side portion of the input gear 17.

  The countershaft 15 is rotatably supported by the transmission case 11 by a bearing (not shown) with the front end projecting outward from the front case 11a. The front end portion of the countershaft 15 is connected to the countershaft brake 58. Further, the counter shaft 15 accommodated in the front case portion 11a has an input counter gear 19, a third speed counter gear 20, a second speed counter gear 21, a first speed counter gear 22 and a gear that mesh with the input gear 17 in order from the front side. The reverse counter gear 23 is fixed. Further, a counter reduction gear 52 that meshes with an output idler gear 61 described later is fixed to the counter shaft 15 accommodated in the rear case portion 11b. Note that the counter reduction gear 52 of the present embodiment corresponds to the first reduction gear of the present invention.

  The main shaft 13 is rotatably supported by the transmission case 11 by a bearing (not shown) with the front side accommodated in the front case portion 11a and the rear side accommodated in the rear case portion 11b. A sun gear 42 constituting a planetary gear mechanism 41 to be described later is fixed to the rear end portion of the main shaft 13. The main shaft 13 accommodated in the front case portion 11a is provided with a third speed main gear 24, a second speed main gear 25, a first speed main gear 26, and a reverse main gear 27 so as to be relatively rotatable in order from the front side. The third speed main gear 24 meshes with the third speed counter gear 20, the second speed main gear 25 meshes with the second speed counter gear 21, and the first speed main gear 26 meshes with the first speed counter gear 22. Further, the reverse main gear 27 meshes with the reverse counter gear 23 via the reverse idler gear 28.

  A second gear spline 30 is fixed to the front side of the third speed main gear 24, and a third gear spline 31 is fixed to the rear side. A fourth gear spline 32 is fixed to the front side portion of the second speed main gear 25, and a fifth gear spline 33 is fixed to the rear side portion of the first speed main gear 26. A sixth gear spline 34 is fixed to the front side portion of the reverse main gear 27.

  A second spline 35 is fixed to the main shaft 13 located between the third gear spline 31 and the fourth gear spline 32. A third spline 36 is fixed to the main shaft 13 located between the fifth gear spline 33 and the sixth gear spline 34.

  The first spline 16 is provided with a first sleeve 37 that is movable in the axial direction and can be engaged with the adjacent first spline 16 and the first gear spline 18 or the first spline 16 and the second gear spline 30. Yes. Further, the second spline 35 is provided with a second sleeve 38 that can be engaged with the second spline 35 and the third gear spline 31 or the second spline 35 and the fourth gear spline 32 that move in the axial direction and are adjacent to each other. It has been. Further, the third spline 36 is provided with a third sleeve 39 that can be engaged with the third spline 36 and the fifth gear spline 33 or the third spline 36 and the sixth gear spline 34 that move in the axial direction and are adjacent to each other. It has been.

  The planetary gear mechanism 41 includes a sun gear 42, a plurality of planetary gears 43 disposed on the outer periphery of the sun gear 42 and meshing with each other, a carrier 44 that pivotally supports each planetary gear 43, and an inner circumferential surface that meshes with each planetary gear 43. And a ring gear 45 on which teeth are formed. The sun gear 42 is fixed to the rear end portion of the main shaft 13, and the carrier 44 is fixed to the front end portion of the output shaft 14. Between the ring gear 45 and the transmission case 11, a brake (rotation stop means) 51 capable of stopping the rotation of the ring gear 45 in the transmission case 11 is provided. A cylindrical portion 46 extending in the axial direction is integrally formed on the rear side portion of the ring gear 45, and the cylindrical portion 46 is fitted on the outer periphery of the output shaft 14 so as to be relatively rotatable. That is, the cylindrical part 46 constitutes a double axis together with the output shaft 14.

  A ring gear spline 47 is fixed to the rear end portion of the cylindrical portion 46. In addition, an output reduction gear 53 that meshes with an output idler gear 61, which will be described later, is supported on the cylinder portion 46 so as to be relatively rotatable. Further, a seventh gear spline 48 is fixed to the rear side portion of the output reduction gear 53. Note that the output reduction gear 53 of the present embodiment corresponds to the second reduction gear of the present invention.

  The idler shaft 60 is rotatably supported by the transmission case 11 by a bearing (not shown) while being accommodated in the rear case portion 11b. An output idler gear 61 that meshes with both the counter reduction gear 52 and the output reduction gear 53 is fixed to the idler shaft 60. Note that the output idler gear 61 of the present embodiment corresponds to the idler gear of the present invention.

  The output shaft 14 is rotatably supported by the transmission case 11 by a bearing (not shown) with the rear end projecting outward from the rear case portion 11b. The rear end portion of the output shaft 14 is connected to a propeller shaft (not shown). Furthermore, a fourth spline 49 is fixed to the output shaft 14 located behind the ring gear spline 47.

  The ring gear spline 47 is provided with a fourth sleeve 50 (selective coupling means) that can move in the axial direction and engage with the adjacent ring gear spline 47 and the seventh gear spline 48 or the ring gear spline 47 and the fourth spline 49. ing.

  A shift arm (not shown) is engaged with each sleeve 37, 38, 39, 50, and this shift arm is connected to an actuator (not shown). In other words, the sleeves 37, 38, 39, 50 are moved in the axial direction by the actuator to selectively connect the splines to each other so that a shift operation to an arbitrary gear stage is performed. Hereinafter, the shift operation of the transmission 10 according to the embodiment of the present invention will be described in the order of the splitter gear stage 71, the main gear stage 72, and the range gear stage 73.

  In the splitter gear stage 71, when the first sleeve 37 is positioned on the first spline 16 (neutral position), the rotation of the input shaft 12 is not transmitted to the input gear 17. That is, the counter shaft 15, the main shaft 13, and the output shaft 14 are stopped.

  On the other hand, when the first sleeve 37 is moved onto the first spline 16 and the first gear spline 18 (high speed position), the rotation of the input shaft 12 is transferred to the counter shaft 15 via the input gear 17 and the input counter gear 19. The speed is increased and transmitted.

  Further, when the first sleeve 37 is switched and moved on the first spline 16 and the second gear spline 30 (low speed position), the rotation of the input shaft 12 is transmitted via the third speed main gear 24 and the third speed counter gear 20. It is decelerated and transmitted to the countershaft 15. That is, in the splitter gear stage 71, a two-speed shift of a high speed stage and a low speed stage is performed.

  In the main gear stage 72, when the second sleeve 38 and the third sleeve 39 are positioned on the second spline 35 and the third spline 36 (neutral position), respectively, the main gears 24 to 27 idle on the main shaft 13. . That is, the main shaft 13 does not rotate.

  On the other hand, when the third sleeve 39 is positioned on the fifth gear spline 33 and the third spline 36, the first speed is achieved, and the main shaft 13 rotates at the first speed. When the second sleeve 38 is positioned on the second spline 35 and the fourth gear spline 32, the second speed is achieved, and the main shaft 13 rotates at the second speed. Similarly, when the second sleeve 38 is positioned on the third gear spline 31 and the second spline 35, the third speed is achieved, and the main shaft 13 rotates at the third speed. That is, a six-speed shift (2 × 3 = 6) is performed by the splitter gear stage 71 and the main gear stage 72.

  In the range gear stage 73, the sun gear 42 fixed at the rear end of the main shaft 13 rotates at the same speed as the main shaft 13. As shown in FIG. 2, when the fourth sleeve 50 is positioned on the ring gear spline 47 and the brake 51 stops the rotation of the ring gear 45 (low speed stage position), the rotation of the sun gear 42 is caused by the planetary gear mechanism 41. And is transmitted to the output shaft 14 (hereinafter also referred to as a range L).

  On the other hand, as shown in FIG. 3, when the fourth sleeve 50 is moved onto the ring gear spline 47 and the fourth spline 49 and the brake 51 releases the rotation stop of the ring gear 45 (high speed position), the sun gear 42 rotates. Is transmitted to the output shaft 14 in a directly connected state (hereinafter also referred to as a range H).

  Further, as shown in FIG. 4, when the fourth sleeve 50 is switched over on the seventh gear spline 48 and the ring gear spline 47 and the brake 51 releases the rotation stop of the ring gear 45 (very low speed position), the counter The rotation of the shaft 15 is transmitted to the ring gear 45 through the counter reduction gear 52, the counter idler gear 61, and the output reduction gear 53. The ring gear 45 rotates in the same direction as the counter shaft 15 and the rotation speed of the carrier 44 becomes lower than the low speed stage (range L), so that the ring gear 45 is operated at the low speed stage (range L) and the high speed stage (range H). Is driven at a different rotational speed (a rotational speed lower than the range L) (hereinafter also referred to as a range S). That is, the transmission 10 of the present embodiment is configured to be capable of 18-speed shift (2 × 3 × 3 = 18) by the splitter gear stage 71, the main gear stage 72, and the range gear stage 73.

  As described above, according to the transmission 10 according to the embodiment of the present invention, the rotation of the counter shaft 15 is transmitted to the ring gear 45 via the idler shaft 60, and the rotation speed of the carrier 44 is set to the low speed range (range L). By making the following, it becomes possible to provide a plurality of gear stages (range S) in the ultra-low speed range lower than the low speed stage (range L) as shown in FIG. That is, the number of shift stages is greatly increased with a simple configuration in which the counter reduction gear 52, the output reduction gear 53, the idler shaft 60, the counter idler gear 61, and the brake 51 are added to the conventional example (1. 5 times) and a large reduction gear ratio suitable for carrying heavy objects can be obtained.

  Further, as shown in FIG. 5, when the gear ratio of the main gear stage 72 is low, the carrier 44 of the planetary gear mechanism 41 is reversely rotated, so that it is possible to create a reverse in the ultra-low speed stage (range S). Therefore, for example, as shown in FIG. 6, the reverse gear trains 23, 27, and 28 of the main gear stage 72 can be omitted, and the transmission 10 can be downsized.

  In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can change suitably and can implement.

  For example, as shown in FIG. 7, a counter reduction gear 52 is rotatably provided on the counter shaft 15, and a spline 54 fixed to the transmission case 11 and a spline 55 fixed to the rear side portion of the counter reduction gear 52. Alternatively, a sleeve 57 that can be engaged with the spline 55 and a spline 56 fixed to the countershaft 15 may be provided. In this case, the brake 51 that stops the rotation of the ring gear 45 may be omitted.

1 Engine 10 Transmission (Transmission with auxiliary transmission mechanism)
11 Transmission case 13 Main shaft (main shaft)
14 Output shaft (output shaft)
15 Counter shaft (Counter shaft)
41 planetary gear mechanism 45 ring gear 50 fourth sleeve (selective coupling means)
51 Brake (Rotation stop means)
52 Counter reduction gear (first reduction gear)
53 Output reduction gear (second reduction gear)
60 idler shaft (idler shaft)
61 Output idler gear (idler gear)
71 Splitter gear stage (sub transmission)
72 Main gear stage (main transmission)
73 Range gear stage (sub transmission)

Claims (3)

A main shaft to which rotational power from the engine is transmitted; an output shaft disposed coaxially with respect to the main shaft; a counter shaft disposed in parallel with the main shaft and the output shaft; and the output shaft An idler shaft disposed in parallel between the main shaft and the counter shaft, a main transmission portion having a transmission gear train between the main shaft and the counter shaft, and a planetary gear that connects the main shaft and the output shaft A sub-transmission unit including a mechanism, and a transmission case accommodating at least the sub-transmission unit,
The auxiliary transmission unit includes a first reduction gear provided on the counter shaft, an idler gear provided on the idler shaft and meshing with the first reduction gear, and an idler gear rotatably supported on the output shaft. A meshing second reduction gear; rotation stopping means capable of stopping rotation of the ring gear constituting the planetary gear mechanism with respect to the transmission case; and the ring gear as one of the output shaft and the second reduction gear. And a selective coupling means capable of being selectively coupled to the transmission. The transmission with a subtransmission mechanism according to claim 1, wherein the main transmission unit has only a forward gear train as a transmission gear train. The transmission with a sub-transmission mechanism according to claim 1 or 2, further comprising a splitter gear stage capable of two-speed shifting of a high speed stage and a low speed stage on an input side of the main transmission unit.

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