JPH04290646A - Gear type transmission device - Google Patents

Abstract

PURPOSE:To reduce the speed change operation power by cutting the torque transmission to a counter shaft and an idler shaft when neutral position is set, by installing a transmission gear mechanism between an input shaft, counter shaft and an idler shaft. CONSTITUTION:A transmission gear mechanism is installed between an input shaft 10, counter shaft 20, and an idler shaft 40. When a transmission 1 is at a neutral position, only a gear 11 for the first speed and a gear 12 for the second speed an the input shaft 10 revolve, and a counter gear 21 far the first speed and a counter gear 22 far the second speed on the counter shaft 20 are revolved. Since the counter gear 21 for the first speed and the counter gear 22 for the second speed are not connected with the counter shaft 20, the counter shaft 20 does not revolve. Though the gear 15 of a synchronizing device 71 on the counter shaft 20 and a counter reverse gear 41 on an idler shaft 40 are meshed at all times, the torque of the input shaft 10 is not transmitted to the idler shaft 40, since the counter shaft 20 does not revolve.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear transmission.

0002

[Prior Art] In a gear type transmission, an input shaft is connected to a prime mover through a clutch, an output shaft is connected to a drive system, and torque input from the clutch to the input shaft is transmitted through a pair of gears. It is configured to include a counter shaft to be transmitted, and a speed change gear mechanism configured to transmit torque of the input shaft to the output shaft directly or via a transmission path including the counter shaft. There are some.

[0003] This type of gear type transmission is disclosed in, for example, Japanese Unexamined Patent Publication No. 44640/1983. In this gear type transmission, the input shaft and the output shaft are always in a state of transmitting torque through a pair of gears, and a speed change gear mechanism is provided between the counter shaft and the output shaft, and the transmission is forward moving except for the 4th gear. In this stage, the torque of the input shaft is transmitted to the output shaft via this speed change gear mechanism. In addition, in this transmission, the counter shaft and idler shaft are always in a torque transmission state,
It is configured to transmit reverse torque to the output shaft by selectively bringing the idler shaft and the output shaft into a torque transmission state.

0004

[Problem to be Solved by the Invention] However, in this type of transmission, the input shaft and the counter shaft are always in a state of torque transmission, so the counter shaft is rotated even in the neutral state when torque transmission is not required. . Therefore, the inertia of the counter shaft always acts as a load on the speed change gear mechanism. Furthermore, because of the large amount of inertia, a large amount of operating force is required for, for example, shifting from neutral to another gear.

[0005] For this reason, the present applicant has published Japanese Patent Application Laid-Open No. 2-3873
We have proposed a gear type transmission that reduces inertia by cutting off torque transmission to the countershaft when in neutral, as disclosed in Publication No. 6. However, even with this gear type transmission, the idler shaft still rotates when in neutral, so there was room for further improvement. The present invention has been made to solve the above-mentioned problems, and it is possible to cut off torque transmission to the counter shaft and idler shaft when in neutral without complicating the structure of the transmission, thereby improving the speed change operation. The purpose of this invention is to provide a gear type transmission that can reduce the

[0006]

[Means for Solving the Problems] In order to achieve the above object, the present invention provides an input shaft connected to a prime mover via a clutch, and an input shaft disposed coaxially with the input shaft and connected to a driven system. An output shaft, a counter shaft and a reverse gear idler shaft arranged parallel to the input shaft, and the torque transmitted to the input shaft is selectively transmitted to the output shaft through a plurality of transmission paths having different gear ratios. a forward speed change gear mechanism that transmits the torque to the input shaft, and a reverse speed change gear mechanism that reverses the torque transmitted to the input shaft and transmits it to the output shaft through a transmission path including the idler shaft, The forward speed change gear mechanism includes a first transmission means that transmits the torque of the input shaft to the output shaft via the counter shaft, and a second transmission means that transmits the torque of the input shaft directly to the output shaft. a transmission means, the first transmission means has a first synchronization means for cutting off the transmission of torque from the input shaft to the counter shaft or changing the speed of the torque transmission path; The transmission means has a second synchronization means for connecting and disconnecting the input shaft and the output shaft, and the reverse speed change gear mechanism includes:
A reverse gear rotatably supported on the input shaft, an input-side counter reverse gear that meshes with the reverse gear and is supported to rotate integrally with the idler shaft, and is also integral with the idler shaft. a counter reverse gear on the output side supported to rotate, a third transmission means for transmitting torque from the counter reverse gear on the output side to the output shaft via the counter shaft, the reverse gear and the above It is characterized by having a third synchronizing means for connecting and disconnecting from the input shaft.

[0007]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the gear type transmission device of the present invention will be described below with reference to FIGS. 1 to 3. FIG. 1 is a partial sectional view showing the left side of an embodiment of the gear type transmission according to the present invention, FIG. 2 is a partial sectional view showing the right side of an embodiment of the gear type transmission according to the present invention, and FIG. FIG. 3 is a skeleton diagram schematically showing the configuration of the gear type transmission shown in FIGS. 1 and 2. FIG.

First, the overall structure of a gear type transmission will be explained with reference to FIGS. 1 and 2. Reference numeral 1 denotes a transmission, and this transmission 1 is a gear type manual transmission that is attached to a front engine rear drive (FR) type vehicle. 2
is a transmission case, and on the engine (not shown) side of this mission case 2 (on the left side in Fig. 1), a connection between the engine crankshaft (not shown) and the transmission 1 is connected by operation from the driver's seat. A clutch 9 (the outer shape of which is schematically shown by a dashed line) is arranged to engage and engage.

An input shaft 10 is arranged inside the mission case 2, and an output shaft 30 is arranged concentrically with the input shaft 10 behind the input shaft 10. mission case 2
Further inside, a counter shaft 20 and a reverse idler shaft 40 are arranged parallel to the input shaft 10 and the output shaft 30. Note that in FIG. 2, the idler shaft 40 is shown unfolded.

The front end portion of the input shaft 10 is rotatably supported by the transmission case 2 via a bearing 19, and the rear end portion thereof is supported by the output shaft 30 via a needle bearing so as to be relatively rotatable. A first speed gear 11 and a second speed gear 12 are integrally formed on the input shaft 10, and a third speed gear 11 and a second speed gear 12 are integrally formed.
A speed gear 13 and a fourth speed gear 14 are supported through needle bearings so as to be relatively rotatable. Further, a reverse gear 16 is supported at the rear end portion of the input shaft 10 via a needle bearing so as to be relatively rotatable.

A counter shaft 20 is disposed below the input shaft 10, and is rotatably supported within the transmission case 2 by bearings 28 and 29. This counter shaft 20 includes a first speed counter gear 21 and a second speed counter gear 22.
are supported for relative rotation via needle bearings, and a third speed counter gear 23 and a fourth speed counter gear 24 are integrally formed. Furthermore, the counter shaft 20
A drive gear 25 is splined to the rear end portion.

The output shaft 30 has a front end portion that is connected to the input shaft 10.
is supported for relative rotation via a needle bearing, and its rear end portion is rotatably supported within the mission case 2 by a bearing 18. A fifth-speed clutch gear 15 is integrally formed on the front end portion of the output shaft 30. This fifth-speed clutch gear 15 also has a function as a drive gear. 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 outputs drive torque to the rear wheel drive system. ing.

The idler shaft 40 is provided for reverse shifting, and this idler shaft 40 has a bearing 48,
49, it is rotatably supported by the mission case 2. This idler shaft 40 has counter reverse gears 41 and 42 integrally formed at its front end and rear end, respectively. 1st to 4th speed gears 1 on the input shaft 10
1, 12, 13, 14 and the first to fourth speed counter gears 21, 22, 23, 24 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 fifth speed clutch gear 15 on the output shaft 30 are always engaged.

Further, a counter reverse gear 42 formed at the rear end portion of the idler shaft 40 is always engaged with the reverse gear 16 on the input shaft 10.
A counter reverse gear 41 formed at the front end portion of the counter is constantly engaged with a synchronizer 71 provided between a first speed counter gear 21 and a second speed counter gear 22 on the counter shaft (described above). Idler shaft like 40
are shown expanded).

The transmission 1 includes an input shaft 10 and a counter shaft 2.
0 or input shaft 1.
Synchronizers 61 and 71 are provided in order to select the torque transmission path between the gear shifter 0 and the counter shaft 20 in accordance with a speed change operation. The synchronizer 61 is connected between the third speed gear 13 and the fourth speed gear 14 on the input shaft 10, and the synchronizer 71 is connected between the first speed counter gear 21 and the second speed counter gear 22 of the counter shaft 20. are provided between each.

The synchronizer 61 includes a clutch hub 62 splined to the input shaft 10, and a clutch hub 62 connected to the input shaft 10 by a spline.
A sleeve 63 spline-connected to the outer periphery of
4a, and a sleeve 63 engages with a shift fork (not shown) on the striking rod. In this synchronizing device 61, the sleeve 63 slides on the clutch hub 62 in the axial direction due to the movement of the shift fork caused by the shift operation from the driver's seat.
4a, thereby connecting the input shafts 10 and 3.
It functions to selectively connect the speed gear 13 or the fourth speed gear 14.

The synchronizer 71 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, synchronization rings 74, 74, and first-speed counter gears 21 and 2. The sleeve 7 is composed of gear splines 21a and 22a that are integrally formed with the speed counter gear 22, respectively.
3 engages with a shift fork (not shown) on the striking rod. Similarly, in this synchronizer 71, when the shift fork is moved by a shift operation from the driver's seat, the sleeve 73 slides on the clutch hub 72 in the axial direction and meshes with either the gear spline 21a or 22a, and thereby the countershaft 20 and 1st speed counter gear 21
Alternatively, it functions to selectively connect with the second speed counter gear 22. Furthermore, a gear 75 is formed on the outer periphery of the sleeve 73 of this synchronizer 71, and this gear 75 and a counter reverse gear 41 formed at the front end portion of the idler shaft 40 are always engaged.

Furthermore, a reverse gear 16 is supported at the rear end of the input shaft 10 via a needle bearing so as to be relatively rotatable, and a fifth-speed clutch gear 15 is integrally formed at the front end of the output shaft 30. A synchronizer 81 is provided between them. This synchronizer 81 includes a clutch hub 82 spline-coupled to the input shaft 10, a sleeve 83 spline-coupled to the outer periphery of the clutch hub 82, synchronization rings 84, 84, a fifth-speed clutch gear 15, and a reverse gear 16. and gear splines 15a and 16a integrally formed in each, and the sleeve 83 is connected to a shift fork (not shown) on the striking rod.
is engaged with. This synchronizer 81 is activated by the movement of the shift fork caused by the shift operation from the driver's seat.
3 slides in the axial direction on the clutch hub 82 and meshes with either the gear spline 15a or 16a, thereby connecting the fifth speed clutch gear 15 or reverse gear 16 integrally formed with the input shaft 10 and the output shaft 30. It functions to selectively connect.

Next, the operation will be explained with reference to FIG. The transmission 1 includes sleeves 63, 7 of synchronizers 61, 71, 81.
3 and 83 are in a neutral position where they do not mesh with any of the adjacent gear splines, that is, when the transmission 1 is in neutral, the input shaft 1
Only the first speed gear 11 and the second speed gear 12 on the 0 side rotate. The first speed gear 11 and the second speed gear 12 rotate the first speed counter gear 21 and the second speed counter gear 22 on the counter shaft 20, respectively. However, since the first speed counter gear 21 and the second speed counter gear 22 are not connected to the counter shaft 20, the torque of the input shaft 10 is not transmitted to the counter shaft 20, and the counter shaft 20 does not rotate.

Gear 7 of synchronizer 71 on counter shaft 20
5 and the counter reverse gear 41 of the idler shaft 40 are always engaged, but since the counter shaft 20 does not rotate, torque is not transmitted from the counter shaft 20 to the counter shaft 20. The counter reverse gear 42 of the idler shaft 40 is always engaged, but since the synchronizer 81 is in the neutral position and is not in a power transmission state, the torque of the input shaft 10 is transmitted to the idler shaft 40.
is not transmitted. Therefore, the counter shaft 20 does not rotate.

Further, since the synchronizer 81 is in the neutral position, the torque of the input shaft 10 is not transmitted to the output shaft 30 via the fifth speed clutch gear 15, and the torque of the input shaft 10 is not transmitted to the output shaft 30 via the fifth speed clutch gear 15 on the output shaft 30. The counter drive gear 25 on the counter shaft 20 is always meshed with the counter drive gear 25 on the counter shaft 20.
Since the counter shaft 20 does not rotate, no torque is transmitted from the counter shaft 20 to the output shaft 30, and therefore the output shaft 30 also does not rotate.

On the other hand, either of the sleeves 63, 73 of the synchronizers 61, 71 is moved in the axial direction by an operation from the driver's seat, and the adjacent gear splines 13a, 1
4a, 21a, or 22a, the input shaft 1
0 torque is transmitted to the output shaft 30 via the counter shaft 20. For example, when the sleeve 73 of the synchronizer 71 is moved to the side of the first speed counter gear 21 and meshes with the gear spline 21a formed on the counter gear 21, the first speed counter gear 21 and the counter shaft 20 are connected to the gear spline 21a. , sleeve 73, and clutch hub 72. The first speed counter gear 21 is connected to the input shaft 1
0, the torque 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 according to the gear ratio of the first speed gear 11 and the first speed counter gear 21, and the torque transmitted from the input shaft 10 to the counter shaft 20 increases. The torque transmitted to the counter shaft 20 is 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 fifth-speed clutch gear 15 integrally coupled to the output shaft 30. communicated. On the other hand, when the sleeve 73 is moved to the second speed counter gear 22 side, the torque of the input shaft 10 is similarly transmitted to the output shaft 30 via the counter shaft 20.

Furthermore, when the sleeve 63 of the synchronizer 61 is moved to the third speed gear 13 or fourth speed gear 14 side, the input shaft 10 is moved in the same manner as the synchronizer 71 described above.
and the third speed gear 13 or the fourth speed gear 14 are integrally connected. The torque of the input shaft 10 is determined by the third speed gear 13 or 4.
It is transmitted to the counter shaft 20 via the speed gear 14 and the third speed counter gear 23 or the fourth speed counter gear 24. The torque transmitted to the counter shaft 20 is further transmitted from the counter drive gear 25 to the output shaft 30 via the fifth speed clutch gear 15 that is integrally coupled to the output shaft 30.

On the other hand, the sleeve 83 of the synchronizer 81 is moved to the side of the fifth-speed clutch gear 15, and the sleeves 83 and 5
When the gear spline 15a of the speed clutch gear 15 is engaged, the input shaft 10 and the output shaft 30 are connected to the clutch hub 82.
and are integrally connected via the sleeve 83, and the input shaft 1
0 and the output shaft 30 are directly connected. Therefore, input shaft 1
0 and the output shaft 30 are connected to each other without a transmission gear in the fifth gear.

Further, when the sleeve 83 of the synchronizer 81 is moved to the side of the reverse gear 16 and the sleeve 83 and the gear spline 16a of the reverse gear 16 are engaged, the reverse gear 16 and the input shaft 10 are integrally connected. Ru. Further, since the reverse gear 16 and the counter reverse gear 42 of the idler shaft 40 are always engaged, the torque of the input shaft 10 is transmitted to the idler shaft 40 via the reverse gear 16 and the counter reverse gear 42. The torque transmitted to this idler shaft 40 is transmitted to the counter shaft 20 via the gear 75 of the sleeve 73 of the synchronizer 71 on the counter shaft 20 which is meshed with the counter reverse gear 41, and from this counter shaft 20, the torque is transmitted to the counter shaft 20. The signal is transmitted to the output shaft 30 via the drive gear 25 and the fifth-speed clutch gear 15.

In the embodiment of the present invention configured as described above, unlike the conventional transmission, a speed change gear mechanism is provided between the input shaft 10, the counter shaft 20, and the idler shaft 40. In the neutral state, the counter shaft 20 and the idler shaft 40 are not rotated idly. As a result, the equivalent inertia of the counter shaft 20 and the idler shaft 40 relative to the speed change gear mechanism can be reduced more than ever before, and the operating force of the synchronizers 61, 71, 81 can be reduced.

Furthermore, the 5th speed clutch gear 15 is integrally formed on the output shaft 30, and this 5th speed clutch gear 15 also has the function of a dedicated drive gear, which was previously required. The dedicated drive gear that was available can be omitted. For this reason, the output shaft 30 was conventionally provided with two bearings on both sides of the drive gear, but in the present invention, the drive gear can be omitted, so only one bearing 28 needs to be provided on the output shaft 30. Furthermore, since the drive gear can be omitted, the axial length of the transmission 1 can also be shortened.

In the case of further reverse movement, the speed is reduced in two stages by the reverse gear 16, the counter reverse gears 41 and 42 of the idler shaft 40, the gear 75 of the sleeve 73 of the synchronizer 71, the counter drive gear 25, and the fifth speed clutch gear 15. Therefore, the reduction ratio can be increased. Further, the fifth speed clutch gear 15 and the reverse gear 16 can be operated with one sleeve sleeve 83.

[0029]

As explained above, according to the present invention, torque transmission to the counter shaft and idler shaft can be cut off when in neutral without complicating the structure of the transmission.
This reduces the need for gear shifting operations.

[Brief explanation of the drawing]

FIG. 1 is a partial sectional view showing the left part of an embodiment of a gear type transmission device of the present invention.

FIG. 2 is a partial sectional view showing the right side of an embodiment of the gear type transmission device of the present invention.

FIG. 3 is a skeleton diagram schematically showing the configuration of the gear type transmission shown in FIGS. 1 and 2. FIG.

[Explanation of symbols]

1 Transmission 2 Mission case 9 Clutch 10 Input shaft 11 1st gear gear 12 2nd speed gear 13 3rd gear gear 14 4th gear 15 5th speed clutch gear 16 Reverse gear 19 Bearing 20 Counter axis 21 1st speed counter gear 22 2nd speed counter gear 23 3rd speed counter gear 24 4th speed counter gear 25 Counter drive gear 30 Output shaft 40 Idler shaft 41 Counter reverse gear 42 Counter reverse gear 61 Synchronization device 71 Synchronization device 75 Gear 81 Synchronization device

Claims (1)

[Claims] Claim 1: 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, a counter shaft arranged parallel to the input shaft, and an idler shaft for reverse gear; a forward transmission gear mechanism that selectively transmits the torque transmitted to the input shaft to the output shaft via a plurality of transmission paths with different gear ratios; and a reverse speed change gear mechanism that reverses the torque generated by the input shaft and transmits it to the output shaft via a transmission path including the idler shaft, and the forward speed change gear mechanism reverses the torque of the input shaft to the output shaft. A first transmission means for transmitting torque of the input shaft to the output shaft directly via a counter shaft, and a second transmission means for transmitting torque of the input shaft directly to the output shaft, the first transmission means being connected to the input shaft. The first synchronizing means cuts off the transmission of torque from the to the counter shaft or changes the speed of the torque transmission path, and the second transmission means connects and disconnects the input shaft and the output shaft. The reverse transmission gear mechanism includes a second synchronization means, and the reverse gear mechanism is rotatably supported on the input shaft;
an input-side counter reverse gear that meshes with the reverse gear and is supported so as to rotate integrally with the idler shaft; and an output-side counter reverse gear that is also supported so as to rotate integrally with the idler shaft. ,
a third transmission means for transmitting torque from the counter reverse gear on the output side to the output shaft via the counter shaft; and a third synchronization means for connecting and disconnecting the reverse gear and the input shaft. A gear transmission characterized by having.