JPH0238737A - Gear type transmission - Google Patents

Abstract

PURPOSE:To let the shift direction for highest forward speed and reverse speed be identical to the direction of shifting lever actuation in a simple manner by letting the arrangement of an output shaft, a shifting gear on a counter shaft, a counter gear, a reverse gear and a highest speed gear correspond to the position of a shifting lever. CONSTITUTION:A fourth forward and a third forward speed gear 14 and 13, integrally a second forward and a first forward speed gear 12 and 11, a reverse drive gear 16 and a fifth forward speed gear corn 15 are arranged on an input shaft 10 via bearings in order starting from the front end section of it. And a fourth forward and a third forward speed counter gear 24 and 23 integrally, a second forward and a first forward speed counter gear 22 and 21 via bearings and a counter drive gear 25 at the end section are arranged on a counter shaft 20 in order in such a way that spline connection is made. In addition, a synchronizing device 81 composed of a clutch hub 82, a sleeve 83 and a synchronizing ring is provided among the reverse drive gear 16, the gear corn 15 and a drive clutch gear 36. By this constitution, the shift direction for highest forward speed and reverse speed can be made identical to the direction of shift lever actuation in a simple manner.

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to a gear type transmission.

[Conventional technology]

2. Description of the Related Art A type of gear type transmission is known in which the main shaft is divided into an input shaft connected to a prime mover via a clutch and an output shaft connected to a driven system. For example, this type of gear transmission is disclosed in Japanese Patent Laid-Open No. 60-44640. In this transmission, the input shaft and the output shaft are directly connected to form a 4-speed gear stage, and torque is transmitted from the input shaft to the counter shaft to increase the speed, and then transmitted to the output shaft. The structure is such that a drive gear stage is formed.

(Problem to be Solved by the Invention) In this way, the overdrive gear, which is most frequently used under normal driving conditions, is formed by the transmission path via the counter shaft. Therefore, many parts are exposed to rotational wear for a longer period of time.
Moreover, the state under the action of stress becomes longer, which is not preferable from the viewpoint of durability. In order to solve this problem, it is conceivable to adopt a structure in which the overdrive gear stage is formed by directly connecting the input and output shafts of the transmission.

Generally, in a transmission, one of a plurality of striking rods is selected in conjunction with the movement of a shift lever disposed inside the vehicle, and the selected striking rod is shifted in its axial direction. ,
As a result, the gear position corresponding to the movement position of the shift lever is set. The arrangement of the gears on the side of the shift lever is generally as shown in FIG. 4, and in particular the highest gear and reverse gear are selected by a shift operation. In order to simplify the structure of the transmission operating system, it is necessary to design the transmission so that each striking rod can shift in the axial direction to physically correspond to the arrangement of the transmission gears to set the gears of the transmission. It is preferred that the sides also be configured.

Therefore, even in a transmission configured such that the overdrive gear, which is the highest gear, can be formed by directly connecting the input and output shafts of the transmission, the direction physically corresponds to the shift position of the shift lever. It is desirable to be able to shift between the highest gear and the reverse gear by shifting the striking rod.

The object of the present invention has been made in view of the above points, and is to provide a transmission having a structure in which the highest gear and reverse gear are switched by a shift operation, and to provide a shift direction for switching between these gears with a simple structure. The purpose is to match the shift direction of the shift lever.

[Means and operations for solving the problem] In order to achieve the above object, the gear type transmission according to the present invention has an input shaft connected to a prime mover via a clutch, and an input shaft disposed coaxially with the input shaft. An output shaft connected to a driven system, and a synchronizing means disposed between the input shaft and the output shaft to connect and disconnect both axes, the synchronizing means comprising:
positionable at first, second, and third axial positions from the output shaft side toward the input shaft side;
a sleeve that is disconnected from the input shaft side when set to the first position; and an output side connecting member that is integrally formed on the output shaft and that is constantly engaged with the sleeve. an input side connecting member integrally formed on the output shaft and connectable to the connecting member of the output shaft via the sleeve when the sleeve is in the second position; and this input side connecting member. a reverse gear rotatably supported on the input shaft at a position opposite to the output shaft, and to which torque is input in a reversed state from the input shaft side, the reverse gear comprising: When the sleeve is in the third position, it is configured to be coupled to the output-side coupling member via the sleeve.

In the present invention configured in this way, by moving the sleeve of the synchronizing means disposed between the input and output shafts from the output shaft side to the input shaft side, the state in which both shafts are directly coupled is changed to the reverse gear side. Can make shifts. The direction of this shift operation coincides with the shift direction from the low gear to the high gear in the other forward gears. Therefore, according to the present invention, the soft direction on the transmission side is adjusted so that the forward speed is 5 as shown in FIG.
This can be made to match the shift direction from the highest gear (5th gear) to the reverse gear, which is seen in general/Fut levers in transmissions consisting of 5-speed gears.

[Example] Hereinafter, an example of the present invention will be described in detail based on the accompanying drawings.

FIG. 1 is a sectional view of a gear type transmission according to a first embodiment of the present invention, FIG. 2 is a skeleton diagram schematically showing the configuration of the gear type transmission shown in FIG. 1, and FIG. 2 is an enlarged sectional view of the vicinity of the synchronizer 81 shown in FIG. 1. FIG.

Overall Configuration of Transmission A transmission 1 shown in FIG. 1 is a gear type manual transmission installed in a front engine rear drive (FR) vehicle. The speed increaser 5 is attached to the engine (not shown) side of the mission case 2, and the front side of the speed increaser 5 (
On the left side in FIG. 1), a clutch 9 (outer view schematically indicated by a broken line) is disposed for connecting and disconnecting the engine crankshaft and the transmission 1 by operation from the driver's seat.

The drive shaft 3 of the clutch is supported by a casing 55 by a bearing 54 of the speed increaser 5, and its rear end portion extends into the speed increaser 5 through the casing 55.

On the other hand, an input shaft 10 extending inside the minyon case 2 is connected to the rear of the speed increaser 5 (on the right side in FIG. 1).
0, an output shaft 30 is arranged concentrically with the input shaft 10. Also inside the mission case 2 is an input shaft 10.
A counter shaft 20 and a reverse idler shaft 40 (shown unfolded in the figure) are arranged parallel to the output shaft 30.

The speed increaser 5 is configured as a planetary gear mechanism, and the ring gear 5
1 is integrally formed on the rear end portion of the drive shaft 3, a pinion gear 52 that meshes with a ring gear 51 is rotatably supported by the transmission case 2, and a sun gear 53 that meshes with the pinion gear 52 is spline-coupled to the input shaft 10. ing.

The input shaft 10 has a front end portion rotatably supported by the transmission case 2 by a bearing 19, and a rear end portion supported by the output shaft 30 so as to be relatively rotatable. Input shaft 10
A 4th speed gear 14 and a 3rd speed gear 13 are sequentially supported through needle bearings so as to be relatively rotatable from the front end thereof, and then a 2nd speed gear 12, a single gear 11
A reverse drive gear 16 is further supported behind the reverse drive gear 16 so as to be rotatable, and a 5-gear cone 15 is spline-coupled to the rearmost end portion.

A counter shaft 20 is installed in the transmission case 2 below the input shaft 10, and this counter shaft 20 is connected to a bearing 27.2.
8.29, it is rotatably supported by the mission case 2. This counter shaft 20 is integrally formed with a 4th speed counter gear 24 and a 3rd speed counter gear 23 sequentially from its front end, and then a 2-speed counter gear 21 and an 1-speed counter gear 21 are connected via needle bearings. is supported for relative rotation. Counter axis 2
0 also has a counter drive gear 25 spline connected to its rear end portion.

An output shaft 30 arranged concentrically with the input shaft 10 at the rear of the input shaft 10 is rotatably supported by the transmission case 2 by bearings 38 and 39, and a clutch drive gear is attached to the front end of the output shaft 30. 36 are integrally formed,
A drive gear 35 is spline-coupled to the substantially central portion thereof. The rear end portion of the output shaft 30 extends behind the transmission 1, is connected to a propulsion shaft (not shown) via a universal joint (not shown), and is configured to output drive torque to the rear wheel drive system. It has become.

The transmission 1 is also provided with an idler shaft 40 for reverse shifting, and this idler shaft 40 is rotatably supported by the transmission case 2 by bearings 48 and 49. The idler shaft 40 has a counter reverse gear 41.4.
6 are integrally formed.

Gears 11.12.13 for 1st to 4th speed on input shaft 10
．． 14 and the counter gears 21, 22, 23, 24 for 1st to 4th speeds on the counter shaft 20, the gears of the corresponding gears are always in mesh with each other. Further, the counter drive gear 25 on the counter shaft 20 and the drive gear 35 on the output shaft 30 are always in mesh with each other. The counter gear 21 for continuous use also constantly meshes with the counter reverse gear 41 on the idler shaft 40, and the counter reverse gear 46 on the idler shaft 40 meshes with the reverse drive gear 1 on the input shaft 10.
6 (note that the idler shaft 40 is shown unfolded).

The transmission 1 also has a mechanism for cutting off torque transmission between the input shaft 10 and the counter shaft 20, or for selecting a torque transmission path between the input shaft 10 and the counter shaft 20 in accordance with the speed change operation. In order to
A synchronizer 61 is provided between the speed gear 14 and a synchronizer 71 between the first speed counter gear 21 and the double counter gear 22 on the counter shaft 20.

The synchronizer 61 includes a clutch hub 62 spline-coupled to the input shaft, a sleeve 63 spline-coupled to the outer circumference 1 of the Clatchino H Pro 3, and synchronization rings 64, 64.
Consisting of gear splines 13a and 14a integrally formed with the third speed gear 13 and the fourth speed gear 14, respectively,
A sleeve 63 engages a shift fork (not shown) on the striking loft. This synchronizer 61 is
When the shift fork is moved by a shift operation from the driver's seat, the sleeve 63 is slid in the axial direction on the Clatchino Pro 2 and meshes with either the gear spline 13a or the gear spline 14a), and thereby the input shaft 1
It functions to selectively connect 0 and 3rd speed gear 13 or 4th speed gear 14.

The synchronizer 71 also includes a clutch hub 72 spline-coupled to the counter shaft 20, a sleeve 73 spline-coupled to the outer periphery of the clutch hub 72, and a double-cone synchronizer ring 74, 74 consisting of an inner ring, an outer ring, and a cone ring. and L speed counter gears 21 and 2.
A sleeve 63 is engaged with a shift fork (not shown) on a striking rod. Similarly to the synchronizer 61, in the synchronizer 71, the sleeve 73 is slid in the axial direction on the clutch knob λ knob 72 by the movement of the strike-in-blonde shift fork caused by the shift operation from the driver's seat, and the sleeve 73 is slid on the clutch knob λ knob 72 to connect the gear spline 21a or the synchronizer 61. It meshes with one of the gear splines 22a, thereby functioning to selectively connect the counter shaft 20 and the first-speed counter gear 21 or the double-speed counter gear 22.

Moreover, between the reverse gear 16 and the 5th gear gear cone 15 supported on the rear end portion of the input shaft 10 and the drive clutch gear 36 supported on the front end portion of the output shaft 30,
A synchronizer 81 is provided.

As shown in FIG. 3, the synchronizer 81 includes an input shaft 10 (which is spline-coupled to the input shaft 10, which is supported by a spline-coupled inner race 17 for relative rotation via a bearing, or a noise drive gear 16, which is spline-coupled to the input shaft 10). gear cone 1
5 and a drive clutch gear 36 formed integrally with the output shaft 30. This synchronizer 81
The clutch hub 82 is relatively rotatably supported via a bearing on the cylindrical extension portion 15a of the gear cone 15 spline-coupled to the input shaft 10;
It is generally composed of a sleeve 83 connected to the outer periphery of the sleeve 83 by splines, and a synchronization ring 84.84. sleeve 8
3, a spline 83b is formed on the inner circumferential portion of a cylindrical extension portion 83 extending rearward, and this spline 8
3b is always engaged with the drive clutch gear 36. Furthermore, a spline 83C is formed on the inner periphery of the front end portion of the sleeve 83. Sleeve 83 also engages a shift fork (not shown) on the striking rod that is moved by operation from the driver's seat. The timing device 81 moves the sleeve 8 by the movement of the shift fork.
3 is moved from position I to position ■ or position ■, and spline 83c and gear cone 15 or gear spline 16a
selectively mesh with. Thus, reverse drive gear 17 or gear cone 15 and drive clutch gear 3
6 are selectively connected via the sleeve 83, allowing torque transmission therebetween. In addition, at position H, the gear cone 15 and the drive clutch gear 36 are connected, that is, the transmission 1 is in a 5th speed shift state, while at position 2, the reverse drive gear 16 and the drive clutch gear 36 are connected, that is, the transmission 1 is in the 5th speed shift state. Machine 1 enters a reverse shift state.

Furthermore, synchronizing rings 84 and 84 are inserted between the sleeve 63 and the gear spline 16a or the gear cone 15, respectively.
functions to synchronize the drive reverse gear 16 or the gear cone 15 and the drive clutch gear 36 by synchronizing the difference in rotational speed, so as to achieve so-called synchronization.

The transmission 1 is configured as described above, but here the second
The operation of the transmission I will be explained with reference to the drawings.

Transmission operating engine torque T is transmitted to the drive shaft 3 via the clutch 9.
and is transmitted to the speed increaser 5. The speed increaser 5 is configured as a planetary gear mechanism shown in FIG. Rotates at Vl (Vl>V). As a result, the torque T of the drive shaft 9 is reduced by the speed increaser 5 and transmitted to the input shaft IO as torque TI (Tl<T).

The transmission 1 is connected to the sleeve 63 of the synchronizer 61.71.81.
．． 73 and 83 are in a neutral position where they do not mesh with any of the adjacent gear splines as shown, that is, when the transmission 1 is in neutral, the input shaft 10
Only the upper I-speed gear 11, 2nd-speed gear 2, and 5th-speed clutch gear 15 rotate. Gear 11 for 1st speed and 2nd speed
．． 12 rotates the 1-speed counter gear 21 and the 2-speed counter gear 22 on the counter shaft 20, respectively. However, since the counter gears 21 and 22 are not connected to the counter shaft 20, the torque of the input shaft 10 is transferred to the counter shaft 2.
Therefore, the counter shaft 20 does not rotate.

Note that the fifth-speed clutch gear 15 is not always meshing with any gear, and is therefore idling.

The l-speed counter gear 21 also transmits the torque of the input shaft 10 to the idler shaft 40 via a counter reverse gear 41 that is always in mesh with the counter gear 21. The torque transmitted to the idler shaft 40 is further transmitted through the counter reverse gear 46 to the reverse drive gear 36, which is always in mesh with the counter reverse gear 46, to the first gear 11.
Rotate in the opposite direction. However, the synchronizer 81
Since the sleeve 83 is in the neutral position, the reverse drive gear 36 is not transmitting torque to the output shaft 30.

In contrast, the sleeve 63 of the synchronizer 61.71.81
．． 73 or 83 is moved in the axial direction by operation from the driver's seat, and the adjacent gear splines 13a, 1
4a, 21a, 22a, the torque T1 at the input shaft l port is transmitted to the output shaft 3 via the counter shaft 20.
0.

For example, when the sleeve 73 of the synchronizer 71 is moved to the side of the single-unit counter gear 21 and meshes with the gear spline 21a formed on the counter gear 21, the counter gear 2I and the counter shaft 20 are connected to each other. 73 and are integrally connected via the clutch hub 72. The counter gear 21 is always in mesh with the single gear 11 on the input $1i 110, and as a result, the torque T1 of the input shaft 10 is transmitted to the counter shaft 20. In this power transmission path, a speed change (in this case, deceleration) is performed in accordance with the gear ratio of the gear 12 and the counter gear 22, and the torque transmitted from the input shaft 10 to the counter shaft 20 increases. The torque transmitted to the counter shaft 20 is further transmitted from the counter drive gear 25 spline-coupled to the rear end portion of the counter shaft 20 to the output shaft 30 via the drive gear 35, and is output to the rear wheel drive system as torque T'. be done.

Also when the sleeve 73a is moved to the dual counter gear 22 side, the torque TI of the input shaft 10 is transmitted to the output shaft 30 via the counter shaft 20, and is output to the rear wheel drive system as torque T'. Ru. In this case, due to the gear ratio of the 2nd gear 12 and the 2nd gear counter gear 22, which are different from the gear ratio of the 1st gear, the torque T' becomes the torque T' in the 1st gear.
Needless to say, it is smaller.

Furthermore, when the sleeve 73 of the synchronizer 61 is moved to the side of the third speed gear 13 or the fourth speed gear, the input shaft lO and the third speed gear 13 or 4 are connected in the same way as in the case of the synchronizer 71 described above. The speed gear 14 is integrally connected. Input shaft 1
Torque TI of 0 is 3rd gear gear 13 or 4th gear gear 1
4 and the triple-speed counter gear 23 or the 4-speed counter gear 24 to the counter shaft 20. The torque transmitted to the counter shaft 20 is further transmitted to the output shaft 30 via the counter drive gear 25 and the drive gear 35, and is output as torque T' from the output shaft 30 to the rear wheel drive system.

On the other hand, when the sleeve 83 of the synchronizer 81 moves toward the fifth-speed clutch gear 15 and the sleeve 83 and the gear cone I5 are engaged, the input shaft 10 and the output shaft 30 are connected to the gear cone 15, the sleeve 83, and the drive clutch. They are integrally connected via a gear 36, and the input shaft 10 and output shaft 30 are directly connected. Therefore, the input shaft 10 and the output shaft 30 are connected without a transmission gear in the 5th gear, and rotate at the same rotational speed v1. However, since the rotation speed 1 of the input shaft 10 has already been increased by the speed increaser 5, the 5th speed gear in the transmission 1 is in an overdrive shift state.

Further, when the sleeve 83 of the synchronizer 81 moves toward the reverse drive gear 16 (position II) and meshes with the gear spline 36a, the reverse drive gear 16 and the output shaft 30 are integrally connected, and the input shaft The torque T1 of 10 is transmitted to the output shaft 30 via the 1st speed gear 11.1st speed counter gear 21, counter reverse gear 41, idler shaft 40, counter reverse gear 46 and reverse drive gear 16, and is further transmitted to the output shaft 30. 30 is output to the rear wheel drive system.

In this manner, in the transmission 1, the rotational speed (■) of the drive shaft 3 is increased by the speed increaser 3 and transmitted to the input shaft IO, so that the input shaft 10 and the output shaft 30 are directly connected. An overdrive shift condition is obtained.

Further, in the transmission 1, unlike conventional transmissions, the counter shaft does not idle in the neutral state.

As a result, the synchronizer 61.71.81 of the countershaft 30
The equivalent inertia for can be reduced.

In the transmission 1 having the above configuration, the gears for shifting and the counter gear on the input shaft and the counter shaft are sequentially arranged from the front.
They are arranged in this order for 4th speed, 3rd speed, 2nd speed, and I speed, and furthermore, a reverse drive gear 16 and a 5th speed gear 15 are arranged in this order on the input shaft. This gear arrangement corresponds to the position of the shift lever installed in the driver's seat, and therefore there is no need to provide a reversing mechanism in the speed change operation system, thus simplifying the structure of the speed change operation system. can.

Further, in this transmission 1, the reverse drive gear 16 is a 5th speed gear 15 that is directly connected to the input shaft lO and the output shaft 3o.
Despite being located in front of the input shaft 10, a single synchronizer 81 allows switching to reverse gear and fifth gear. In addition, due to its configuration, the synchronizer 81 hardly increases the overall length of the transmission 1 in the axial direction.

Furthermore, in the transmission 1, since the torque of the idler shaft 40 is taken out from the single gear counter gear 21, the reduction ratio in the reverse stage can be increased.

Although the present invention has been described above with respect to a transmission installed in a PR type vehicle, the present invention can also be applied to various types of transmissions such as a gear type transmission installed in a front engine/front drive (FF) type vehicle. Needless to say, it can be applied.

〔effect〕

In the gear type transmission having the above configuration, the highest gear and the reverse gear are switched by a shift operation.
With a simple structure, the shift direction for changing these gears can be made to match the direction of the shift lever.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a gear transmission equipped with a synchronizer according to a first embodiment of the present invention, and FIG. 2 schematically shows the configuration of the gear transmission shown in FIG. 1. It is a skeleton diagram. FIG. 3 is an enlarged sectional view of the synchronizer 81 shown in FIG. FIG. 4 is a plan view schematically showing the general arrangement of the respective gears on the soft lever side. 1...Transmission, 2...Mission case, 3...
Drive shaft, 5... Speed increaser, 10... Input shaft, 11 to 14... Gear for 1st to 4th speed, 15... 5
Clutch gear for speed, 0 ・ 1 to 2 5 ・ 0 ・ 5 ・ 6 ・ 0 ・ 1, 4 2 ・ 3 ・ 1, 7 ・Counter shaft, 4...Counter gear for 1st to 4th speed, ・Counter drive Gear, ・Output shaft, ・Drive gear, ・Reverse drive gear, ・Idler shaft, 6...Counter reverse gear, ・Ring gear, ・Pinion gear, ・Sun gear, l, 81...Synchronizer.

Claims (1)

[Scope of Claims] An input shaft connected to a prime mover via a clutch, an output shaft arranged coaxially with the input shaft and connected to a driven system, and arranged between the input shaft and the output shaft. and a synchronizing means for connecting and disconnecting both shafts, the synchronizing means is configured to connect and disconnect the shafts in the first, second and third axial directions from the output shaft side to the input shaft side. a sleeve that can be positioned at the first position and is disconnected from the input shaft side when set at the first position;
an output-side coupling member integrally formed on the output shaft and with which the sleeve is always engaged; and an output-side coupling member integrally formed on the output shaft and with which the sleeve is in the second position; an input-side connecting member that can be coupled to the connecting member of the output shaft via the input-side connecting member; and a reverse gear into which torque is input in a reversed state from the shaft side, and the reverse gear is coupled to the output side connecting member via the sleeve when the sleeve is in the third position. A gear type transmission characterized by: