JPH04302749A - Transmission - Google Patents

Abstract

PURPOSE:To make the whole of a transmission small in size as well as to make the difference in rotation small between mutual steps with the step of gear shifting multiplied, and thereby actuate gear shifting smoothly by making each gear independent, in order to determine each gear ratio, at the low speed side where the gears are greatly changed in the number of teeth, for speed change positions such as first forward speed, second forward speed, third forward speed and reverse, concurrently using the gears commonly at the drive side, which are adjacent to each other while being not so different in the number of teeth, and providing the first forward speed gear and the reverse gear for solid shafts, so that a desired gear ratio is obtained at a short distance between the shafts. CONSTITUTION:In this constitution, a second forward speed input gear 38 out of input gears is fixedly provided for a second input shaft 12, and a second forward speed fist auxiliary shaft gear out of second auxiliary shaft gears which are rotatably meshed with the second forward input gear, is rotatably provided for a first auxiliary shaft 14. And the second forward speed switch-over mechanism 62 is provided, which connects/disconnects the second forward speed first auxiliary shaft gear to and from the first auxiliary shaft, and the second forward speed auxiliary shaft gear out of the second auxiliary shaft gears is fixedly provided for the second auxiliary shaft 16 while being meshed with the second forward speed first auxiliary shaft gear.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission, and more particularly to a transmission that can be miniaturized by shortening the overall length by sharing predetermined gears for each speed, and can smoothly perform gear changes.

0002

2. Description of the Related Art Vehicles are equipped with a transmission connected to the engine in order to convert and extract the driving force of the engine as required depending on the driving conditions.

[0003] As a transmission, there is one shown in FIG. That is, as shown in FIG. 6, the transmission 202 has a first main shaft 2 that is a first input shaft connected to an engine (not shown).
04, a second main shaft 208 which is a hollow second input shaft fitted into the first main shaft 204 and connected to the first clutch 206 on the engine side, and arranged substantially parallel to the first main shaft 204. It has a counter shaft 210, which is a first sub-shaft, and an intermediate shaft 212, which is a second sub-shaft.

A first speed main gear 214, a reverse main gear 216, a third speed main gear 218, and a fifth speed main gear 220, which are input gears, are disposed on the second main shaft 208 in order from the engine side. A first speed switching mechanism 222 is provided on the second main shaft 208 between the speed main gear 214 and the reverse main gear 216, and a third speed/fourth speed switching mechanism is provided on the second main shaft 208 between the third speed main gear 218 and the fifth speed main gear 220. 224 is provided.

The counter shaft 210 also has a first speed counter gear 226 as a first subshaft gear meshed with the first speed main gear 214, a reverse counter gear 228 meshed with the reverse main gear 216, and a third speed main gear 218.
A third speed counter gear 230 that meshes with the main gear 220 and a fifth speed counter gear 232 that meshes with the fifth speed main gear 220 are provided.

Further, the intermediate shaft 212 is provided with a second speed intermediate gear 2 as a second subshaft gear that meshes with the first speed counter gear 226.
32 and 4th speed intermediate gear 234 meshing with 3rd speed counter gear
6-speed intermediate gear 23 meshed with 5-speed counter gear 232
A 2-speed switching mechanism 238 is provided between the 2nd-speed intermediate gear 232 and the 4th-speed intermediate gear 234, and a 4th-speed switching mechanism 238 is provided between the 4th-speed intermediate gear 234 and the 6th-speed intermediate gear 236.
A six-speed switching mechanism 240 is provided.

Furthermore, a flywheel gear 242 is fixedly provided at the end of the first main shaft 204 on the side opposite to the engine. This flywheel gear 242 is connected via an intermediate wheel gear 244 to a second clutch 246 provided at the end of the intermediate shaft 212 opposite to the engine.

In the transmission 202 shown in FIG. 6, the driving force of the engine is output from a small reduction gear 248 fixed to the counter shaft 210.

Further, as a transmission, there is one shown in FIG. That is, in FIG. 7, the transmission 302 includes a first main shaft 304, which is a first input shaft connected to an engine (not shown), and a hollow second shaft fitted into the first main shaft 304. It has a main shaft 306, a first counter shaft 308, which is a first sub-shaft, and an intermediate shaft 310, which is a second sub-shaft, which are arranged substantially parallel to the first main shaft 304. A first clutch 31 is provided at the end of the first main shaft 304 on the engine side.
2 is provided. Further, in parallel with this first clutch 312, a second clutch 314 is disposed on the second main shaft 306.
is provided.

A first speed main gear 316 is fixedly provided on the second main shaft 306. The first speed main gear 316 meshes with a first speed counter gear 320 fixed to a hollow second counter shaft 318 fitted to the first counter shaft 308 .

[0011] Also, a communication gear 322 fixed to the end of the first main shaft 304 opposite to the engine includes an intermediate shaft 31.
A second-speed intermediate gear 324, which is rotatably provided at 0, is in mesh with the second-speed intermediate gear 324.

Furthermore, a third speed main gear 326 is fixedly provided on the second main shaft 306. This third speed main gear 326 meshes with a third speed counter gear 328 rotatably provided on the first counter shaft 308.

A 4-speed main gear 330 is fixedly provided to the communication gear 322. This 4-speed main gear 330 meshes with a 4-speed intermediate gear 332 rotatably provided on the intermediate shaft 310.

A 5-speed main gear 334 is fixedly provided on the second main shaft 306. A fifth-speed intermediate gear 336 rotatably provided on the intermediate shaft 310 meshes with the fifth-speed main gear 334 .

The communication gear 322 includes a reverse counter gear 338 rotatably provided on the second counter shaft 318.
are meshing.

[0016] The first counter shaft 308 has a first speed and a second speed between the first speed counter gear 320 and the third speed counter gear 328.
A speed switching mechanism 340 is provided, and a reverse switching mechanism 342 is provided near the reverse counter gear 338.
is provided.

Further, the intermediate shaft 310 is provided with a 2nd/5th speed switching mechanism 344 between the 2nd speed intermediate gear 324 and the 5th speed intermediate gear 336, and the 4th speed intermediate gear 332
A four-speed switching mechanism 346 is provided nearby.

A counter reduction gear 350 of a final reduction gear mechanism 348 is fixedly provided on the first counter shaft 308 . A large reduction gear 356 fixed to the differential housing 354 of the differential portion 352 meshes with the small counter reduction gear 350 . The intermediate shaft 310 also has a small intermediate reduction gear 3 that meshes with the large reduction gear 356.
58 is fixedly provided.

Furthermore, as a transmission, for example,
It is disclosed in Publication No.-539. The device described in this publication directly combines the direct coupling gear of the input shaft and the counter gear of the counter shaft, and transmits the driving force of the input shaft to the differential device through the direct coupling gear and the counter gear during direct coupling. The number of meshing stages of the gears is two to reduce power loss.

[0020]

However, in the transmission shown in FIG. 6, the first clutch and the second clutch are arranged separately in the axial direction of each shaft, and the second clutch The first speed main gear is provided at the end of the intermediate shaft, and the first speed main gear is provided on the hollow second main shaft, requiring a large number of teeth, which has the disadvantage of making the entire transmission large. .

Furthermore, in the transmission shown in FIG. 7, since the reverse counter gear is provided on the hollow second counter shaft fitted into the first counter shaft, the number of teeth of the reverse counter gear can be increased. This had the disadvantage of increasing the size of the entire transmission. In addition, since the 2nd and 5th speed switching mechanisms are provided on the intermediate shaft so as to sandwich the 1st and 3rd speed switching mechanisms on the first counter shaft, the space in the axial direction becomes large, leading to an increase in the size of the entire transmission. In addition, since the small reduction gear is provided on both the counter shaft and the intermediate shaft, the layout of the counter shaft and the intermediate shaft is restricted, which is disadvantageous in terms of layout.

Furthermore, due to the characteristics of the automatic clutch, the rotation in 1st gear is made low, so the rotation is essentially equal to that of 5th gear and 4th gear, and as a result, the difference in rotation between each gear during gear shifting becomes large. However, there was an inconvenience in that gear shifting was not performed smoothly.

[0023]

[Means for Solving the Problems] Therefore, in order to eliminate the above-mentioned disadvantages, the present invention provides a first input shaft that is provided with input gears in multiple stages and is connected to an engine, and a first input shaft that is connected to the engine. a hollow second input shaft that is fitted and rotatable; a first subshaft that is located substantially parallel to the first input shaft and is provided with a plurality of first subshaft gears; and the first input shaft. a second subshaft located substantially parallel to the shaft and provided with a plurality of second subshaft gears;
A transmission including a first clutch provided at the engine-side end of the first input shaft, and a second clutch provided at the engine-side end of the second input shaft,
A 2nd speed input gear among the input gears is fixed to the second input shaft, and a 2nd speed first countershaft gear among the first countershaft gears that meshes with the 2nd speed input gear is fixed to the first countershaft. is rotatably provided, and a two-speed switching mechanism is provided that connects and disconnects the second speed first subshaft gear from the first subshaft, and the second subshaft is meshed with the second speed first subshaft gear, and the second subshaft is engaged with the second speed first subshaft gear. 2nd speed 2nd in 2nd countershaft gear
It is characterized by a fixed subshaft gear.

[0024]

[Operation] According to the structure of the present invention, in determining the gear ratio, the gears on the low speed side, 1st gear, and
The 2nd speed, 3rd speed, and reverse gears can be made independent, and adjacent drive side gears that do not have much difference in number of teeth can be shared, and the 1st speed gear and reverse gear can be connected to the first input shaft, which is a solid shaft. It is possible to obtain a gear ratio with a short distance between the shafts and to downsize the entire transmission. Also,
By providing multiple gears, it is possible to reduce the rotational difference between the gears and to perform gear shifts smoothly.

[0025]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described in detail and specifically with reference to the drawings. 1 to 5 show embodiments of this invention. In FIG. 1, 2 is a transmission connected to a vehicle engine (not shown), 4 is a light case 6
This is a transmission case consisting of a left case 8 and a left case 8. The transmission 2 includes a first main shaft 10 that is a first input shaft connected to the engine, and a second main shaft 12 that is a hollow second input shaft that is fitted into the first main shaft 10. and the first
A first sub-shaft disposed substantially parallel to the main shaft 10
It has a counter shaft 14 and an intermediate shaft 16 which is a second sub-shaft.

The first main shaft 10 has first and second shafts held by the first and second left walls 8a and 8b of the rest case 8.
It is rotatably provided by main bearings 18 and 20. A first clutch 22 that connects and disconnects the driving force from the engine is provided at the end of the first main shaft on the engine side.

This first main shaft 10 has a hollow second shaft.
A main shaft 12 is fitted and arranged concentrically so as to be freely rotatable on the first main shaft 10 . A second clutch 24 is provided at the end of the second main shaft 12 on the engine side to connect and disconnect the driving force from the engine.

The counter shaft 14 is similarly rotatably mounted on first and second counter bearings 26 and 28 held by the first and second left wall portions 8a and 8b of the left case 8, respectively. Further, the first intermediate shaft 16 is similarly rotatably provided in first and second intermediate bearings 30 and 32 held by the first and second left wall portions 8a and 8b of the rest case 8. .

A first speed main gear 34 is fixedly provided as an input gear at the end of the first main shaft 10 on the side opposite to the engine. The counter shaft 14 at a location opposite to the first speed main gear 34 is provided with the first speed main gear 34.
A first speed counter gear 36 is rotatably provided as a first subshaft gear meshing with the first subshaft gear.

Further, the hollow second main shaft 12 has two
A speed main gear 38 is fixedly provided. The counter shaft 14 at a location opposite to the second speed main gear 38 has a
A second speed counter gear 40 that meshes with the speed main gear 38 is rotatably provided. This second speed counter gear 40 has
A second speed intermediate gear 42, which is a second subshaft gear fixed to the intermediate shaft 16, is engaged with the intermediate shaft 16.

A third speed main gear 44 is fixedly provided on the first main shaft 10 closer to the engine than the first speed main gear 34. A third speed counter gear 46 is rotatably provided on the counter shaft 14 at a location facing the third speed main gear 44 .

A 1st/3rd speed switching mechanism 48 is provided on the counter shaft 14 between the 1st speed counter gear 36 and the 3rd speed counter gear 46. This 1st/3rd speed switching mechanism 48 has a 1st/3rd speed gear 50 fixed to the counter shaft 14 and a 1st/3rd speed switching sleeve 52, and has a 1st/3rd speed switching sleeve 52.
6 and the third speed counter gear 46 are engaged with the counter shaft 14.
It is something that separates.

A first idler gear 54 is connected to the first main shaft 10 between the first speed main gear 34 and the third speed main gear 44.
is fixedly installed. This first idler gear 54
A second idler gear 58 rotatably provided on the reverse shaft 56 and a third idler gear 66 connected to the first/third speed switching sleeve 52 mesh with each other. This constitutes a reverse system.

Further, the counter shaft 14 is provided with a two-speed switching mechanism 62 that engages and separates the second-speed counter gear 40 from the counter shaft 14. The 2-speed switching mechanism 62 includes a 2-speed gear 64 fixed to the counter shaft 14 and a 2-speed switching sleeve 66, and engages and separates the 2-speed counter gear 40 from the counter shaft 14.

A 4-speed intermediate gear 68 is rotatably provided on the intermediate shaft 16.

Further, a fifth speed main gear 7 is connected to the first main shaft 10 which is closer to the engine than the third speed main gear 44.
0 is rotatably provided. This 5 speed main gear 7
A fifth-speed counter gear 72 that meshes with the fifth-speed main gear 70 is fixedly provided on the counter shaft 14 at a location opposite to the fifth-speed main gear 70 . This 5th speed counter gear 72 includes the 4th gear.
A high speed intermediate gear 68 is engaged.

A 6th speed intermediate gear 74 is rotatably provided on the intermediate shaft 16 on the side closer to the engine than the 4th speed intermediate gear 68.

A 7th speed main gear 76 is rotatably provided on the first main shaft 10 closer to the engine than the 5th speed main gear 70. A 7th speed counter gear 78 is fixedly provided on the counter shaft 14 at a location opposite to the 7th speed main gear 76 . The 7th speed counter gear 78 is meshed with the 6th speed intermediate gear 74 .

A 5-speed/7-speed switching mechanism 8 is provided on the first main shaft 10 between the 5-speed main gear 70 and the 7-speed main gear 76.
0 is set. The 5-speed switching mechanism 80 includes a 5-speed/7-speed gear 82 fixed to the first main shaft 10 and a 5-speed/7-speed gear 82 fixed to the first main shaft 10.
It has a 7-speed switching sleeve 84, and engages and separates the 5-speed main gear 70 and the 7-speed main gear 76 from the first main shaft 10.

Further, a 4th/6th speed switching mechanism 86 is provided on the intermediate shaft 16 between the 4th speed intermediate gear 68 and the 6th speed intermediate gear 74. This 4-speed/6-speed switching mechanism 86 is connected to the intermediate shaft 1
6 and a 4th/6th speed switching sleeve 90, which engages and separates the 4th speed intermediate gear 68 and the 6th speed intermediate gear 74 from the intermediate shaft 16.

A small reduction gear 94 of a final reduction gear mechanism 92 is fixedly provided at the end of the counter shaft 14 on the engine side. This small reduction gear 94 meshes with a large reduction gear 100 fixed to a differential housing 98 of the differential section 96. The differential section 96 includes a differential unit 102,
Left wheel axle 104-1 connected to this differential unit 102
and a right wheel axle 104-2.

As a result, in this transmission 2, as shown in FIG.
As shown in FIG. 3, a first transmission system is constructed that includes 1st, 3rd, 5th, and 7th speeds, four forward speeds and one reverse speed related to the first clutch 22, and as shown in FIG. In association with the second clutch 24, a second transmission system with three forward speeds of 2nd speed, 4th speed, and 6th speed is configured.

Furthermore, the first main shaft 10 and the counter shaft 14
The intermediate shaft 16, reverse shaft 56, and wheel axle 104 are arranged as shown in FIG.

Furthermore, as shown in FIG. 5, for example, when the vehicle is running in any of the 1st, 3rd, 5th, and 7th gear trains of the first clutch 22 system, the second clutch 24 system is 2nd speed, 4th
The gear that is predicted to be required next in either 1st or 6th gear is engaged in advance, and by simply switching the second clutch 24, the gear change operation can be performed without cutting off the engine's driving force. It is something that can be done.

Next, the operation of this embodiment will be explained.

The driving force from the engine is transmitted to the first main shaft 1.
0, is transmitted from the reduction gear 94 to the differential section 96 side via the second main shaft 12, counter shaft 14, intermediate shaft 16, etc.

By the way, according to the gear train in this embodiment, the gears of the counter shaft 14 and the intermediate shaft 16 can be shared especially in the 4th to 5th speeds and the 6th to 7th speeds, and the number of teeth of the gears can be increased. Significantly different low speed gears, 1
The speed, 2nd, 3rd, and reverse gears are independent, and adjacent drive-side gears that do not differ much in number of teeth can be shared, reducing overall length and miniaturization, as well as lowering manufacturing costs. Can be done.

Furthermore, since the first speed gear and reverse gear can be provided on the first main shaft 10, which is the central shaft, the gear ratio can be obtained with a short distance between the shafts, and the entire transmission 2 can be made smaller. can.

Furthermore, as shown in FIG. 4, when the vehicle is traveling with the gear of one clutch, the gear predicted to be needed next is already engaged, so when the other clutch is switched, Switching can be done without cutting off the engine's driving force.

Furthermore, by increasing the number of stages of the transmission 2, the difference in rotation between the stages is reduced, so that gear changes can be carried out smoothly and the engine speed can be maintained at a more suitable position.

Furthermore, compared to a multi-stage transmission equipped with a torque converter, it is possible to improve fuel efficiency and acceleration because the driving force of the engine is continuous.

[0052]

Effects of the Invention As is clear from the above detailed description, according to the present invention, the second speed input gear of the input gears is fixed to the hollow second input shaft, and the second speed input gear is fixed to the first sub-shaft. A 2-speed first countershaft gear in the first countershaft gear that meshes with the gear is rotatably provided, and the 2-speed first countershaft gear is intermittently connected to the second countershaft.
A speed switching mechanism is provided, and the second countershaft meshes with the 2nd speed first countershaft gear, and the second countershaft is provided with the 2nd speed second countershaft gear of the second countershaft gear fixed. As a result, the overall length can be reduced to reduce the size of the entire transmission, and the rotational difference between the respective gears can be reduced to ensure smooth gear shifting.

[Brief explanation of drawings]

FIG. 1 is a skeleton diagram of a transmission.

FIG. 2 is an explanatory diagram of each speed by the first clutch.

FIG. 3 is an explanatory diagram of each speed by the second clutch.

FIG. 4 is an explanatory diagram showing the positional relationship of each axis.

FIG. 5 is an explanatory diagram of the position state of each speed change.

FIG. 6 is a schematic configuration diagram of a conventional six-speed transmission.

FIG. 7 is a schematic configuration diagram of a conventional five-speed transmission.

[Explanation of symbols]

2 Transmission 10 1st main axis 12 Second main axis 14 Counter axis 16 Intermediate shaft 22 1st clutch 24 Second clutch 38 2nd speed main gear 40 2nd speed counter gear 42 2nd speed intermediate gear 62 2-speed switching mechanism

Claims (1)

[Claims] 1. A first input shaft provided with a plurality of stages of input gears and connected to an engine; a hollow second input shaft fitted into the first input shaft and rotatable; a first subshaft located substantially parallel to the input shaft and provided with a plurality of stages of first subshaft gears; and a first subshaft located substantially parallel to the first input shaft and provided with a plurality of stages of second subshaft gears. a second sub-shaft, a first clutch provided at the engine-side end of the first input shaft, and a second clutch provided at the engine-side end of the second input shaft. In the transmission, a second-speed input gear among the input gears is fixed to the second input shaft;
A second speed first countershaft gear of the first countershaft gears that meshes with the second speed input gear is rotatably provided on the countershaft, and the second speed first countershaft gear is disconnected from the first countershaft. A two-speed switching mechanism is provided, and a two-speed second countershaft gear of the second countershaft gear is fixedly provided on the second countershaft in mesh with the two-speed first countershaft gear. transmission.