JPH02286951A - Transmission - Google Patents

Abstract

PURPOSE:To simplify the construction of a transmission by sequentially engaging together, a drive gear for extremely low speed of a main gear, an idle gear rotatably supported on a counter shaft, an idle gear rotatably supported on the main shaft and a driven gear for extremely low speed of the counter shaft. CONSTITUTION:Driving force from an internal combustion engine is transmitted from the idle gear 50 of a main shaft 20, through an idle gear 58 rotatably supported on a counter shaft 22 in a side case 74 and an idle gear 52 rotatably supported on the main shaft 20, to the driven gear 64 of the counter shaft 22 in a range for extremely low speed during four wheel drive. Further, the driving force is transmitted from the counter shaft 22 to a back side differential part 24 through final reduction gear trains 66, 89. In this case, repective gears for extremely low speed can be set easily by changing the side gear 74 without change a right case 70 and a left case 72. thus, a construction can be simplified and ease of assembly is improved.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to transmissions, and in particular, it reduces the number of parts by omitting the support shaft of an ultra-low continuous gear mechanism, and improves manufacturability and
The present invention relates to a transmission that is easy to assemble and can be inexpensive.

[Conventional technology]

Vehicles are equipped with a transmission to convert and output the driving force generated by an internal combustion engine mounted as a prime mover according to driving conditions. Transmissions include gear-type transmissions, belt-type transmissions, and the like, and gear-type transmissions are often used because of their low transmission loss of driving force.

As shown in FIG. 3, the transmission includes a main shaft 102 that serves as an input shaft for inputting driving force from an internal combustion engine (not shown), and a main shaft first speed gear disposed at a predetermined position on this main shaft 102. 104, a second main shaft gear 106, a third main shaft gear 10B, a fourth main shaft gear 110, a fifth main shaft gear 112, and a counter shaft 114 arranged parallel to the main shaft 102. ,
A counter shaft first gear 116, a counter shaft second gear 118, a counter shaft third speed gear 120, a counter shaft fourth gear 122, and a counter shaft fifth gear are disposed in a predetermined manner on the counter shaft 114. A gear 124, a final drive gear 126 that constitutes a reduction gear mechanism provided on this counter shaft 114, a final driven gear 128 that meshes with this final drive gear 126, and a rear differential section 130 are assembled. There is.

In addition, in this transmission, the light case 1, which is the engine side case, is located at position A from the internal combustion engine side.
32, a left case 134 which is an intermediate case connected to the right case 132 at the B position, and a side case 136 which is an end case connected to the left case 134 at the C position. In addition, the main shaft fifth speed gear 112 and the counter shaft fifth gear 124 are
is arranged inside the side case 136.

Furthermore, in the transmission, in order to obtain an extremely low continuous range when the vehicle is capable of four-wheel drive, as shown in FIG. , an idle driven gear 146 fixed to the idler shaft 144 to mesh with the main shaft very low speed drive gear 142, and an idle drive gear 146 fixed to the idler shaft 144,
Main shaft idle gear 1 rotatably supported by main shaft 102 to mesh with drive idle gear 148
50, a counter shaft extremely low speed driven gear 152 rotatably supported by the counter shaft 114 to mesh with this main shaft idle gear 150, and a counter shaft idle gear 154 connected to this counter shaft extremely low speed driven gear 152. A sleeve 156 that is moved to connect to this counter shaft idle gear 154 during the extremely low range, and a sleeve support 158 that supports this sleeve 156.
There is a structure having the following.

Furthermore, the structure of such a transmission is as follows:
For example, it is disclosed in Japanese Patent Publication No. 63-54569. The system described in this publication has a first transmission, a second transmission, and a third transmission sequentially arranged from the internal combustion engine side, and each transmission is separately housed in each case. , which eliminates the need for major changes to existing parts, improves mass productivity, and lowers the cost.

[Problem that the invention seeks to solve]

By the way, in conventional transmissions, an idle shaft separate from the main shaft and counter shaft is required to configure the ultra-low rotation gear mechanism, which increases the number of parts and complicates the structure. There was an inconvenience.

[Purpose of the invention]

Therefore, the purpose of this invention is to eliminate the above-mentioned disadvantages.
A main shaft very low speed drive gear fixed to the main shaft, a counter shaft idle gear rotatably supported on the counter shaft to mesh with the main shaft very low speed drive gear, and a counter shaft idle gear fixed to the main shaft to mesh with the counter shaft idle gear °. By providing a rotatably supported main shaft idle gear and a counter shaft extremely low speed driven gear fixed to the counter shaft to mesh with the main shaft idle gear, parts such as the support shaft of the extremely low speed gear mechanism are omitted. To simplify the configuration,
To realize a transmission that is easy to manufacture and assemble, is inexpensive, and requires fewer changes to existing parts.

[Means for solving problems]

In order to achieve this object, the present invention changes the gear ratio depending on the meshing state of the main shaft side gear train provided on the main shaft and the counter shaft side gear train provided on the counter shaft, and also changes the gear ratio from the internal combustion engine side to the engine side. In the transmission, the main shaft side gear train and the counter shaft side gear train are enclosed by a transmission case consisting of a case, an intermediate case, and an end side case, and the main shaft is fixed to the main shaft at an extremely low speed. a counter shaft idle gear rotatably supported on the counter shaft so as to mesh with the main shaft drive gear for extremely low speed; and a counter shaft idle gear rotatably supported on the main shaft so as to mesh with the counter shaft idle gear. The present invention is characterized in that a main shaft idle gear and a counter shaft extremely low speed driven gear fixed to the counter shaft so as to mesh with the main shaft idle gear are provided in the end case.

[Effect]

According to the configuration of the present invention, the main shaft extremely low speed drive gear rotates as the main shaft rotates, the counter shaft idle gear rotates due to the rotation of the main shaft extremely low speed drive gear, and the counter shaft idle gear rotates. The main shaft idle gear rotates as the gear rotates, and the rotation of the main shaft idle gear rotates the counter shaft via the counter shaft extremely low speed driven gear, which allows the vehicle to run in the extremely low continuous range. can.

By the way, by providing the ultra-low continuity gear on the main shaft/counter shaft, it is possible to eliminate the need for a support shaft for the gear of the ultra-low continuity gear mechanism. Since an ultra-low continuous gear mechanism is installed with only changes, changes to existing parts can be reduced.
This is practically advantageous.

〔Example〕

Embodiments of the present invention will be described in detail and specifically below based on the drawings.

FIG. 1.2 shows an embodiment of the present invention. In FIG. 0, 2 is a vehicle, 4 is an internal combustion engine installed laterally on the rear side of the vehicle 2, 6 is a transmission (transaxle), 8 is the front differential, 10.10 is the front wheel,
Numerals 2 and 12 are front axles, 14 is a propeller shaft that connects the transmission 6 and the front differential section 8, 16 and 16 are rear wheels, and 18 and 18 are rear axles.

As shown in FIG. 2, the transmission 6 includes a main shaft 20 serving as an input shaft for inputting the driving force from the internal combustion engine 4, a counter shaft 22 disposed approximately parallel to the main shaft 20, and a counter shaft 22 disposed approximately parallel to the main shaft 20. A rear differential portion 24 communicating with the counter shaft 22 is incorporated.

A first main shaft gear 26, a second main shaft gear 28, a third main shaft gear 30, and a fourth main shaft gear 32 are fixed to the main shaft 20 in order from the internal combustion engine 4 side. installed. In addition, this main shaft 20
is rotatably supported by first and second main shaft bearings 34,36.

The countershaft 22 is provided with a countershaft first gear 38 and a countershaft second gear 4 sequentially from the internal combustion engine 4 side.
0, a countershaft third speed gear 42, and a countershaft fourth gear 44 are fixedly attached. This counter shaft 22 is rotatably supported by first and second counter shaft bearings 46,48.

Further, a main shaft extremely low speed drive gear 50 is fixedly attached to the main shaft 20 on the distal end side of the main shaft fourth serial gear 32, and a main shaft idle driven gear that constitutes the main shaft idle gear 52. 54 and a main shaft idle drive gear 56 are integrally and rotatably attached.

On the other hand, a counter shaft idle gear 58 is provided on the counter shaft 22 to mesh with the main shaft very low speed drive gear 50.
A counter shaft idle driven gear 60 and a counter shaft idle drive gear 62 that constitute the main shaft idle drive gear 62 are integrally attached to be rotatable, and a counter shaft extremely low speed driven gear 64 that meshes with the main shaft idle drive gear 56 is fixed. installed.

The diameter of the counter shaft idle driven gear 60 is larger than that of the main shaft extremely low speed drive gear 50 in order to perform deceleration.
It is formed larger than the diameter of.

Further, in order to similarly perform deceleration, the diameter of the counter shaft extremely low speed driven gear 64 is formed to be larger than the diameter of the main shaft idle drive gear 56.

Furthermore, a final reduction drive gear 66, which is a final drive gear forming a reduction gear mechanism 65, is fixedly attached to the end of the counter shaft 22 on the internal combustion engine 4 side.

This final reduction drive gear 66 meshes with a reduction driven gear 68 that is a final driven gear connected to the rear differential section 24.

The rear differential portion 68 is connected to the rear axles 18 .

In the transmission 6, the A position from the internal combustion engine 4 side is covered by a light case 70, which is an engine side case, and the main shaft/counter shaft 1st gear is connected to the light case 70 at the B position. gear 26
・38 and the main shaft/counter shaft second speed gear 28・
40 and the main shaft/counter shaft third speed gear 30/4
2 and the main shaft/counter shaft fourth serial gears 32 and 44
are enclosed by a left case 72 which is an intermediate case, and furthermore, the main shaft extremely low speed gear 50, the main shaft idle gear 52, the counter shaft idle gear 58, and the counter shaft are connected to the right case 72 at the C position. The very low speed gear 64 is covered by the side case 74.

In this side case 74, during the extremely low continuous range, deceleration is first performed by the main shaft extremely low speed drive gear 50 and the counter shaft idle driven gear 60, which has a larger diameter than the main shaft extremely low speed drive gear 50. At the same time, the main shaft idle drive gear 56 and the counter shaft very low speed driven gear 64 having a larger diameter than the main shaft idle drive gear 56 further reduce the speed, thereby obtaining a large reduction ratio.

Next, the operation of this embodiment will be explained.

The driving force from the internal combustion engine 4 is transmitted to a main shaft 20 within the transmission 6.

Then, if desired, the deceleration state is changed by the meshing state of the gear train of the main shaft 20 and the gear train of the counter shaft 22, and the decelerated driving force is transmitted from the rear differential section 24 through the final gear 66. The power is transmitted to the side axles 18, 18, and is also transmitted to the front wheels 10 through the propeller shaft 14 and the front differential section 8.

By the way, when the extremely low continuous range is set in the case of four-wheel drive, etc., an operation switching mechanism (not shown) switches between the main shaft extremely low speed drive gear 50 and the counter having a diameter larger than that of the main shaft extremely low speed drive gear 50. The shaft is first decelerated by the idle driven gear 60. At this time, the rotation of the counter shaft idle driven gear 60 is opposite to the rotation of the main shaft extremely low speed gear 50.

Then, the driving force is generated by the counter shaft idle drive gear 6.
2 to the main shaft idle driven gear 54. At this time, the rotation of the main shaft idle driven gear 54 is opposite to the rotation of the counter shaft idle drive gear 62. Since the main shaft idle driven gear 54 and the main shaft idle drive gear 56 are connected, the main shaft idle drive gear 56 and the counter shaft extremely low speed driven gear 64 having a larger diameter than the main shaft idle drive gear 56 further Slowed down. At this time, the rotation of the counter shaft extremely low speed gear 64 is opposite to the rotation of the main shaft idle drive gear S6, and as a result, the reduction ratio becomes large. The speed is further reduced by the reduction gear mechanism 65, and the driving force is transmitted to the rear axles 18, 18 and the propeller shaft 14 via the rear differential section 24.

As a result, according to the configuration of this embodiment, a separate support shaft is not required to install the ultra-low rotation gear mechanism, which reduces the number of parts, simplifies the configuration, and improves ease of assembly. Manufacturability can be improved and the cost can be reduced.

Moreover, each extremely low transmission gear can be easily assembled by changing only the side case 74 without changing the right case 70 or the left case 72, which is advantageous in practice.

Note that this invention is not limited to the above-mentioned embodiment, and can be modified in various ways. It can also be installed in vehicles with an engine mounted on the front side.

Further, the diameters of the counter shaft idle drive gear and the main shaft idle driven gear can be made the same or different as desired.

By making the counter shaft idler drive gear and the main shaft idle driven gear different in diameter, it is possible to further increase the reduction ratio.

〔Effect of the invention〕

As is clear from the above detailed description, according to the present invention,
A main shaft extremely low speed drive gear fixed to the main shaft, a counter shaft idle gear rotatably supported on the counter shaft to mesh with the main shaft extremely low speed drive gear, and a counter shaft idle gear rotated to mesh with the counter shaft idle gear. By providing a main shaft idle gear that can be supported and a counter shaft extremely low speed driven gear that is fixed to the counter shaft so as to mesh with the main shaft idle gear, parts such as the support shaft for the extremely low speed gear mechanism are provided. The structure can be simplified by omitting the above, improving manufacturability and assemblability, reducing the cost, and reducing the number of changes to existing parts, which can be advantageous in practice.

[Brief explanation of drawings]

1.2 shows an embodiment of the present invention, FIG. 1 is a schematic diagram of a vehicle, and FIG. 2 is a schematic explanatory diagram of the inside of a transmission. FIG. 3 is a schematic explanatory diagram of the inside of a conventional transmission. FIG. 4 is a schematic explanatory diagram of the inside of a side case of a conventional transmission. In the figure, 2 is a vehicle, 4 is an internal combustion engine, 6 is a transmission, 20 is a main shaft, 22 is a counter shaft, 50 is a main shaft very low speed drive gear, 52 is a main shaft idle gear, 58 is a counter shaft idle gear, 64 is the counter shaft extremely low speed driven gear, 70 is the light case, 72
is the left case, and 74 is the side case.

Claims (1)

[Claims] 1. The gear ratio is changed depending on the meshing state of the main shaft side gear train provided on the main shaft and the counter shaft side gear train provided on the counter shaft, and the gear ratio is changed from the internal combustion engine side to the engine side case, intermediate case, and end side case. In a transmission configured by enclosing the main shaft side gear train and the counter shaft side gear train with a transmission case consisting of a main shaft extremely low speed drive gear fixed to the main shaft, and a main shaft extremely low speed drive gear fixed to the main shaft; A counter shaft idle gear rotatably supported on the counter shaft to mesh with the counter shaft idle gear, a main shaft idle gear rotatably supported on the main shaft to mesh with the counter shaft idle gear, and the main shaft idle gear. A transmission characterized in that a counter shaft extremely low speed driven gear fixed to the counter shaft so as to mesh with a gear is provided in the end case.