JP7176261B2 - vehicle transmission - Google Patents

Description

The present invention relates to a vehicle transmission.

2. Description of the Related Art As a transmission device for a conventional transmission, one described in Patent Document 1 is known. The transmission described in Patent Document 1 includes a plurality of shift forks for operating the first synchro device, the second synchro device, the third synchro device, and the fourth synchro device, respectively, and a plurality of these shift forks. and a control rod for controlling the shift fork through the shift finger, and the shift fork for operating the second synchro device and the shift fork for operating the third synchro device are controlled by the first shift finger provided on the control rod. Then, the shift fork that operates the first synchronizer and the shift fork that operates the fourth synchronizer are controlled by the second shift finger provided on the opposite side of the first shift finger of the control rod. .

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

Japanese Patent Application Laid-Open No. 2009-30700

By the way, increasing the number of gears in the transmission increases the number of shift forks. In addition, if the shift fork is lengthened when the transmission is multi-staged, there is a risk that the shift fork will be deformed due to a decrease in rigidity. However, the technique described in Patent Document 1 does not consider these problems associated with the multi-speed transmission.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle transmission capable of reducing the size of the transmission and preventing deformation of the shift fork.

The present invention comprises a first input shaft to which power from a drive source is input, a second input shaft to which power is input from the first input shaft, and power from the first input shaft or the second input shaft. is transmitted, 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. A vehicle transmission provided in a machine case and horizontally mounted 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, and a first input gear, disposed below and forward of the first input shaft, and the counter shaft meshes with the low-speed drive gear and the medium-speed drive gear. a low-medium speed driven gear, a high-speed driven gear meshing with the high-speed drive gear, and a second output gear meshing with the differential gear; 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, and is positioned below and forward of the first input shaft. The reverse idler shaft is arranged between a first input shaft and a second input shaft, and includes a first reverse idler gear meshing with the first output gear and a second reverse idler gear meshing with the reverse gear. and a third output gear disposed above and behind the first input shaft and between the first input shaft and the reverse shaft, the reverse shaft meshing with the differential gear. and arranged above and behind the first input shaft, the first shift fork operating a synchronizing mechanism of the low-speed drive gear so as to pass between the first input shaft and the idler shaft. The second shift fork operates the synchronizing mechanism of the intermediate speed drive gear, and the third shift fork operates the synchronizing mechanism of the high speed drive gear.

As described above, according to the present invention, it is possible to reduce the size of the transmission and prevent deformation of the shift fork.

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

A vehicle transmission according to one embodiment of the present invention includes a first input shaft and a second input shaft to which power from a drive source is input, and power is transmitted 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 arranged in a transmission case. a vehicle transmission transversely mounted on a vehicle, the first input shaft having a medium speed drive gear and a first output gear; the second input shaft having a low speed drive gear; A high-speed drive gear and a first input gear disposed below and forward of the first input shaft, the counter shaft having a low-medium speed driven gear meshing with the low-speed drive gear and the medium-speed drive gear, and a high-speed drive gear a high-speed driven gear meshing with the differential gear; and a second output gear meshing with the differential gear. and a second idler gear that meshes with the first input gear, arranged below and in front of the first input shaft and between 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. Arranged between the reverse shaft, the reverse shaft further has a third output gear that meshes with the differential gear, is arranged above and behind the input shaft, and the first shift fork operates a synchronizing mechanism of the low-speed drive gear. The second shift fork operates the synchronizing mechanism of the medium-speed drive gear, and the third shift fork operates the synchronizing mechanism of the high-speed drive gear. It is characterized by As a result, the vehicle transmission according to the embodiment of the present invention can be downsized, and deformation of the shift fork can be prevented.

A vehicle transmission according to an embodiment of the present invention will be described below with reference to the drawings.

1 to 8 are diagrams showing a vehicle transmission according to one embodiment of the present invention. 1 to 8, the vertical, front, rear, left, and right directions refer to the vertical, front, rear, left, and right directions of the vehicle transmission installed in the vehicle with respect to the vertical, front, rear, left, and right directions of the vehicle. direction, and the height direction of the vehicle transmission is the vertical direction.

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

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

3, 4, and 5, a transmission gear mechanism 7 is accommodated in the left case 3. As shown in FIG. The transmission gear mechanism 7 includes a first input shaft 8 extending in the width direction of the vehicle, an idler shaft 9, a reverse idler shaft 10, a second input shaft 11, a counter shaft 12, and an idler shaft 9 arranged parallel to the first input shaft 8, respectively. A reverse shaft 13 is provided. 3, 4, and 5 show the state in which the left case 3 is removed, the transmission gear mechanism 7 is positioned inside the left case 3. As shown in FIG.

A differential device 14 is provided in the left case 3 . The differential device 14 has a differential case 14A and a differential gear 14B attached to the outer peripheral portion of the differential case 14A. Left and right drive shafts 82L and 82R (see FIG. 6) are connected to one end of 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. there is

The engine 5 has a so-called horizontal layout so that the crankshaft extends in the width direction of the vehicle, and the vehicle of this embodiment is a front engine/front drive (FF) vehicle. The automatic transmission 1 is also arranged horizontally so that the internal rotating shaft extends in the width direction of the vehicle.

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

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

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

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 has a pair of low and medium speed driven gears 172 and 173 that mesh with both a pair of low speed drive gears 165 and 166 and a pair of medium speed drive gears 151 and 152, and a pair of high speed drive gears 163 and 164. A mating pair of high speed driven gears 170, 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 moves forward, the transmission gear mechanism 7 transmits the power of the first input shaft 8 from the first output gear 153 through the first idler gear 161 to the idler shaft 9, and then from the second idler gear 162 to the first idler gear 161. It is transmitted to the second input shaft 11 via the input gear 167 . Then, from the second input shaft 11, a pair of low-speed drive gears 165, 166 to a pair of low-medium speed driven gears 172, or a pair of high-speed drive gears 163, 164 to a pair of high-speed driven gears 170, 171. has a first power transmission path that is transmitted to the counter shaft 12 via 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 speed change gear mechanism 7 is such that the power of the first input shaft 8 is transmitted from the pair of medium speed drive gears 151 and 152 to the pair of low and medium speed driven gears 172 via one of the gear stages to the counter shaft. 12 has a second power transmission path. A middle speed stage can be established in the second power transmission path.

When the vehicle is moving backward, 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 the second reverse idler gear. It has a reverse power transmission path from 185 to the reverse shaft 13 via the reverse gear 26 . A reverse speed can be established in the reverse power transmission path.

The differential device 14 is provided with a differential gear 14</b>B 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 is transmitted from the third output gear 187 when the vehicle is moving backward to the differential device 14 via the differential gear 14B. transmitted to the wheel.

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

A lower portion and an upper portion of the shift-and-select shaft 33 are inserted through the cylindrical portions 32a and 32b, respectively. It is supported by the cylindrical portions 32a and 32b so as to rotate about the axis with respect to the plate member 32 in accordance with the shift operation.

1, the hydraulic pressure generator 34 includes a reservoir tank 41, an accumulator 42, an oil pump 43, and a motor 44. The reservoir tank 41, accumulator 42, oil pump 43, and motor 44 are integrally attached to the plate member 32. It is

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 stores oil pressure, and the oil flows through a hydraulic passage (not shown) to a select hydraulic chamber 35a (see FIG. 2) formed in the plate member 32, a first shift hydraulic chamber (not shown), and a second shift hydraulic chamber (not shown). supply.

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

The select solenoid has a switch function to supply or stop the supply of oil to the select hydraulic chamber 35a and a function to adjust the magnitude of the hydraulic pressure supplied to the select hydraulic chamber 35a.

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

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

In FIG. 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 portions of the shift-and-select shaft 33 protrude downward and upward from the upper and lower ends of the tubular member 36, and the tubular member 36 extends along the outer periphery of the intermediate portion of the shift-and-select shaft 33 excluding the lower and upper portions. installed in the part.

Finger portions 36A and 36B, a shift lever 36C, a shift guide 36D, a detent cam 36E, and a magnet 36F are provided integrally with the cylindrical member 36 .

The finger portions 36A and 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 and select shaft 33 from the shift lever 36C and at the same position as the shift lever 36C in the axial direction of the shift and select shaft 33 .

Magnet 36F and shift guide 36D are installed on the opposite side of finger portions 36A and 36B with shift and select shaft 33 interposed therebetween.

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 biases 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, the other end of the select piston 45 is applied with hydraulic pressure. As a result, the select piston 45 moves the shift-and-select shaft 33 upward against the biasing 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 biased by the coil spring 47 to move downward. In this manner, 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 to the shift piston 46. As shown in FIG. The shift piston 46 is slidably installed in the hydraulic circuit 35 and has one end inserted into the first shift hydraulic chamber and the other end 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). As a result, the shift piston 46 presses the shift lever 36C, and the shift-and-select shaft 33 rotates in one direction.

When the supply of oil 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 moves to the first shift hydraulic chamber. to the shift hydraulic chamber side (left side).

As a result, the shift piston 46 presses the shift lever 36C, and the shift-and-select shaft 33 rotates in the other direction. Thus, the shift-and-select shaft 33 is rotated about its axis by the shift piston 46 . The select piston 45 of this embodiment constitutes the select operation member of the invention, and the shift piston 46 constitutes the shift operation member of the invention.

The finger portion 36A is selectively fitted to the forked fitting portions (not shown) of the shift yoke 51A and the shift yoke 51B, and the finger portion 36B is fitted to the forked fitting portions (not shown) of the shift yoke 51C and the shift yoke 51D. is selectively mated to the

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 synchronization mechanism 169 for low speed provided on the second input shaft 11 . The low-speed synchronization mechanism 169 is moved by the shift fork 53A to connect 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. As shown in FIG. The shifter shaft 52B is connected to a shifter shaft 52D extending parallel to 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 synchronization mechanism 168 for high speed provided on the second input shaft 11 . A high-speed synchronization mechanism 168 is moved by the shift fork 53B to connect one of the pair of high-speed drive gears 163 and 164 to the second input shaft 11 .

The shift fork 53</b>C is movably fitted to a medium-speed synchronization mechanism 154 provided on the first input shaft 8 . The intermediate-speed synchronization mechanism 154 is moved by the shift fork 53</b>C and connects one of the pair of intermediate-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. As shown in FIG. The shifter shaft 52F is connected via a connecting portion 52G to a shifter shaft 52H extending parallel to the first input shaft 8, and a shift fork 53D is connected to the shifter shaft 52H.

The shift fork 53</b>D is movably fitted to a reverse synchronizing mechanism 188 provided on the reverse shaft 13 . The reverse synchronizing mechanism 188 is moved by the shift fork 53</b>D to connect the reverse gear 26 and the reverse shaft 13 .

In FIG. 2, the transmission 31 is provided with an interlock plate 37 . Interlock plate 37 prevents finger portion 36A from selecting both shift yoke 51A and shift yoke 51B at the same time, and finger portion 36B from simultaneously selecting both shift yoke 51C and 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 36</b>E in a direction orthogonal to the axial direction of the shift-and-select shaft 33 .

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

The detent cam 36E and the detent pin 48 constitute a detent mechanism 38. The detent mechanism 38 moves the moving body 48C along the detent cam 36E when the shift-and-select shaft 33 moves in the axial and rotational directions. Roll.

When the detent cam 36E moves in the axial direction and the rotational direction, the detent mechanism 38 exerts an operating force on the shift-and-select shaft 33 by applying a pressing force of the coil spring 48B that presses the moving body 48C against the detent cam 36E. Give.

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

A guide groove 36d having a shape along the shift pattern is formed in the shift guide 36D, and the tip portion 49a of the 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 tip portion 49a of the guide pin 49 abuts on the wall surface of the guide groove 36d corresponding to the shift stage. As a result, the amount of movement of the shift-and-select shaft 33 in the select direction and the shift direction is restricted, and the shift-and-select shaft 33 is prevented from rattling in the select direction and the shift direction.

A position sensor 50 is provided on the outer peripheral portion of the plate member 32 , and the position sensor 50 faces the magnet 36</b>F in the axial direction of the shift-and-select shaft 33 .

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

3, 4, and 5, the first input shaft 8 is arranged substantially in the center of the transmission case 2 in the vertical direction and the front-rear direction. The second input shaft 11 is arranged below and forward of the first input shaft 8 .

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

In addition, the idler shaft 9 has a first idler gear 161 and a second idler gear 162 at both ends in the axial direction. It is arranged between the second input shaft 11 and the second input shaft 11 .

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

The reverse idler shaft 10 is arranged 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 arranged so as to pass between the first input shaft 8 and the idler shaft 9 . The shift fork 53A is arranged near the idler shaft 9 so as to 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 arranged 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 passes between the first idler gear 161 and the second idler gear 162 of the idler shaft 9. are arranged as

The shift fork 53C is arranged between the idler shaft 9 and the reverse idler shaft 10 and between the shifter shaft 52B and the shifter shaft 52F. The shift fork 53D is arranged near the reverse idler shaft 10 so as to 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 53</b>D extends above the reverse idler shaft 10 to a position above the reverse shaft 13 .

6, the interior 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 accommodated 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 constant mesh transmission gear mechanism 7 consisting of 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 the crankshaft 5A of the engine 5 via the torque converter 6, and an idler shaft 9 and a reverse idler shaft respectively installed in parallel with the first input shaft 8. 10, a second input shaft 11, a counter shaft 12 and a reverse shaft 13 (see FIGS. 4 and 5). The engine 5 is a transverse engine installed with a crankshaft 5A extending 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. It constitutes a fluid coupling that transmits power through.

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

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

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

The first input shaft 8 has a turbine shaft 8a in which an oil passage is formed in the center of the shaft, and a hollow first input shaft 8 provided coaxially with the turbine shaft 8a on the 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 arranged to be relatively rotatable via needle bearings.

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. As shown in FIG.

The transmission gear mechanism 7 has a planetary gear mechanism 7A. The planetary gear mechanism 7A is provided coaxially with the turbine shaft 8a on the outer periphery of the turbine shaft 8a and the first input shaft 8, and is installed on the engine 5 side with respect to the first input shaft 8. As shown in FIG.

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

A one-way clutch 25 is installed between the planetary gear mechanism 7A and one end of the first input shaft 8, and the one-way clutch 25 shifts the rotational speed of the first input shaft 8 from the turbine shaft 8a to the first input shaft 8. , and does not transmit power in a direction to increase the rotation speed from the first input shaft 8 to the turbine shaft 8a.

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

The transmission gear mechanism 7 has a braking device 131 . The braking device 131 is installed radially outwardly of the turbine shaft 8a and coaxially with the turbine shaft 8a. When the brake device 131 is differentially operated, power is transmitted from the turbine shaft 8 a 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 of the turbine shaft 8 a (the left end in the drawing) and the other end of the first input shaft 8 , and the clutch device 141 is accommodated in the clutch cover 93 .

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

A medium-speed drive gear 151 for the fourth speed and a medium-speed drive gear 152 for the fifth speed are supported by the first input shaft 8 so as to be relatively rotatable. rotates together.

When the synchronizing mechanism 154 is shifted to the 4th speed or 5th speed by a shift operation, the synchronizing mechanism 154 shifts from the neutral position to the middle speed drive gear 151 for the 4th speed or the middle speed drive gear 151 for the 5th speed by a shift fork (not shown). It is moved to the speed drive gear 152 side.

For example, when an automatic shift operation is performed, the synchronizing 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 operates a synchronizing mechanism 154 and synchronizing mechanisms 168 and 169, which will be described later, on the basis of a shift map preset with the throttle opening and the vehicle speed as parameters. to control the gear stage.

The actuator also operates a synchronizing mechanism 188, which will be described later, when the shift lever is shifted to the reverse range. Synchronizing mechanisms 154, 168, 169, and 188 are general synchronizing mechanisms having a sleeve and a synchronizer ring, and detailed descriptions of their configurations are omitted.

When the synchronizing mechanism 154 moves from the neutral position to the intermediate speed driving gear 151 for the fourth speed, the intermediate speed driving gear 151 for the fourth speed is engaged with the synchronizing mechanism 154 , so that the second gear is driven through the synchronizing mechanism 154 . The 1st input shaft 8 and the medium speed drive gear 151 for the 4th speed are connected, and the medium speed drive gear 151 for the 4th speed rotates integrally with the first input shaft 8 .

When the synchronizing mechanism 154 moves from the neutral position toward the middle-speed drive gear 152 for the fifth speed, the middle-speed driving gear 152 for the fifth speed engages with the synchronizing mechanism 154 . The first input shaft 8 and a medium speed drive gear 152 for the fifth speed are connected, and the medium speed drive gear 152 for the fifth speed 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 smaller in diameter than the first idler gear 161 . The first idler gear 161 meshes with the first output gear 153 and transmits power from the first output gear 153 to the idler shaft 9 .

On the second input shaft 11, from the side of the clutch device 141 to the side of the torque converter 6, a high-speed drive gear 163 for the 1st-2nd gear, a high-speed drive gear 164 for the 3rd-speed, and a low-speed drive gear 165 for the 6th gear are provided. , a low-speed drive gear 166 and a first input gear 167 for the seventh gear.

A high-speed drive gear 163 for the 1st-2nd gear to a low-speed drive gear 166 for the 7th gear are provided on the second input shaft 11 so as to be relatively rotatable. rotates together. The first input gear 167 meshes with the second idler gear 162 of the idler shaft 9 , and power is transmitted from the second idler gear 162 to the first input gear 167 .

A synchronization mechanism 168 is provided between a high-speed drive gear 163 for the 1st-2nd speed stage and a high-speed drive gear 164 for the 3rd-speed stage, and a low-speed drive gear 165 for the 6th-speed stage and a low-speed drive gear 165 for the 7th-speed stage. A synchronization mechanism 169 is provided between the low-speed drive gear 166 and the low-speed drive gear 166 .

When the synchronizing mechanism 168 is shifted to 1st or 2nd speed by a shift operation, the high-speed drive gear 163 for 1st-2nd speed is connected to the second input shaft 11 and shifted to 3rd speed by a shift operation. Then, the high-speed drive gear 164 for the 3rd gear is connected to the second input shaft 11 .

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

A high-speed driven gear 170 for 1st-2nd-4th speed, a high-speed driven gear 171 for 3rd-5th speed, and a low/middle speed driven gear 171 for 6th speed are mounted on the counter shaft 12 from the clutch device 141 side toward the torque converter 6 side. A speed driven gear 172, a low/middle speed driven gear 173 for the 7th gear, and a forward second output gear 174 are provided.

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

A high-speed driven gear 170 for 1-2-4 gear meshes with a medium-speed drive gear 151 for 4-speed and a high-speed drive gear 163 for 1-2 gear. The high speed driven gear 171 meshes with the high speed drive gear 164 for the 3rd speed stage and the medium speed drive gear 152 for the 5th speed stage.

The 6th speed low-medium speed driven gear 172 meshes with the 6th speed low-speed drive gear 165, and the 7th speed low-medium speed driven gear 173 meshes with the 7th speed low-speed drive gear 166. are engaged.

The forward second output gear 174 meshes with the differential gear 14B of the differential device 14 . As a result, the power of the counter shaft 12 is transmitted to the differential device 14 via the forward second output gear 174 and the differential gear 14B.

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

Left and right driving 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 and 82R by a differential mechanism 14C and transmits the power to the left and right drive wheels 83L and 83R.

A first reverse idler gear 184 and a second reverse idler gear 185 smaller in diameter than the first reverse idler gear 184 are provided on the reverse idler shaft 10. The first reverse idler gear 184 and the second reverse idler gear 185 are , rotate integrally with the reverse idler shaft 10 . The first reverse idler gear 184 meshes with the first output gear 153 .

The reverse shaft 13 is provided with a reverse gear 26 and a reverse third 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 . to rotate.

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 synchronizing mechanism 188 is provided on the reverse shaft 13 . The synchronizing mechanism 188 connects the reverse gear 26 to the reverse shaft 13 when shifted to the reverse gear by the shift operation.

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

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

As described above, the automatic transmission 1 of this 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. is transmitted, 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 inside the machine case 2 .

In the automatic transmission 1 of this 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 drive gears 163 and 164 , and a first input gear 167 , which are arranged below and in front of the first input shaft 8 and below the idler shaft 9 .

The counter shaft 12 also includes a low-medium speed driven gear 172 that meshes with the low-speed drive gears 165, 166 and the medium-speed drive gears 151, 152, high-speed driven gears 170, 171 that mesh with the high-speed drive gears 163, 164, and a differential gear 14B. and a second output gear 174 that meshes with the second input shaft 11 .

In addition, 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. The idler shaft 9 is arranged 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 arranged 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 arranged above and behind the first input shaft 8 and below and behind the reverse idler shaft 10 .

In addition, the shift fork 53A operates a synchronization mechanism 169 for 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 gears 151 and 152 operate the synchronization mechanism 154 for medium speed, and the shift fork 53B operates the synchronization mechanism 168 for high speed driving gears 163 and 164 for high speed.

As a result, since the shift fork 53A is arranged so as to pass between the shafts, it is possible to prevent the shift fork 53A from spreading outward in the radial direction of the shaft rather than passing through the outer side of the shaft, thereby increasing the size of the transmission. .

In addition, since the shift fork 53A for moving the synchronization mechanism 169 for low speed with a large synchronization load and the shift fork 53D for moving the synchronization mechanism 188 for reverse movement can be formed linearly and shortened, the length of each shift fork can be 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 the synchronization mechanism 188 for reverse movement of the reverse gear 26 is provided, and the shift fork 53D passes between the first input shaft 8 and the reverse idler shaft 10 .

As a result, the transmission can be made compact, and deformation of the shift fork can be prevented.

In the automatic transmission 1 of this 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 53D is arranged near the reverse idler shaft 10 so as to pass through a portion of the reverse idler shaft 10 where no gear is arranged.

As a result, 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 can be secured. can. This ensures the rigidity of the shift fork.

In addition, since the shift fork 53D passes through a portion near the reverse idler shaft 10 where no gear is arranged, 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. This ensures the rigidity of the shift fork.

As a result, deformation of the shift fork can be prevented, and since there is no need to increase the size of the shift fork to prevent deformation, the transmission can be made compact.

In the automatic transmission 1 of this embodiment, the shift fork 53B is arranged 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 is provided at both ends of the idler shaft 9. It is arranged so as to pass between the gears.

As a result, 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. Therefore, the rigidity of the shift fork can be secured. As a result, deformation of the shift fork can be prevented, and since there is no need to increase the size of the shift fork to prevent deformation, the size of the transmission can be reduced.

The automatic transmission 1 of the present embodiment is composed of an AMT (Automated Manual Transmission) that is gear-shifted by an actuator, but may be composed of an MT (Manual Transmission).

Although 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 (transmission for vehicle), 5... Engine (driving 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 (3rd shift fork), 53C...Shift fork (2nd shift fork), 53D...Shift fork (4th shift fork)

Claims (4)

a first input shaft to which power from a drive source is input ;
a second input shaft to which power is input from the first input shaft ;
a counter shaft to which power is transmitted from the first input shaft or 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 provided with 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 arranged 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, arranged below and behind the first 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. 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. arranged between the first input shaft and the reverse shaft;
the reverse shaft further has a third output gear that meshes with the differential gear, and is arranged above and behind the first input shaft;
The first shift fork operates a synchronizing mechanism of the low-speed drive gear and is arranged to pass between the first input shaft and the idler shaft,
The second shift fork operates a synchronizing mechanism of the medium speed drive gear,
A transmission for a vehicle, wherein the third shift fork operates a synchronization mechanism of the high-speed drive gear. 2. The vehicle according to claim 1, further comprising a fourth shift fork for operating a synchronizing mechanism of said reverse gear, said fourth shift fork passing between said first input shaft and said reverse idler shaft. gearbox for. A fourth shift fork that operates the synchronization mechanism of the reverse gear,
The idler shaft and the reverse idler shaft each have gears at both ends in the axial direction,
The first shift fork is arranged near the idler shaft so as to pass through a portion of the idler shaft where no gear is arranged,
3. The fourth shift fork according to claim 1, wherein the fourth shift fork is arranged near the reverse idler shaft so as to pass through a portion of the reverse idler shaft where no gear is arranged. Vehicle transmission. The idler shaft and the reverse idler shaft each have gears at both ends in the axial direction,
The third shift fork is arranged to pass through a side opposite to the first input shaft with respect to the idler shaft or the reverse idler shaft, and to pass between the gears at both ends of the idler shaft. 4. A transmission for a vehicle according to any one of claims 1 to 3, characterized in that it is arranged.

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