JPH0454353A - Vehicle change gear - Google Patents

Abstract

PURPOSE:To aim at compactness by disposing a pair of gears of the odd number of speed change stages on a side of one counter shaft and a pair of gears of the even number of speed change stages on a side of the other counter shaft between the right and left counter shafts and an output shaft arranged parallel to the counter shafts, respectively. CONSTITUTION:Transmitters such as sears GA, GB are interposed between the central portion of a crankshaft A of an engine and an input shaft 1 of a change gear. Hollow counter shafts 3A, 3B are coaxially disposed on both sides of the input shaft 1. Clutches C1, C2 are arranged in such a manner as to connect and disconnect the input shaft to and from the right and left counter shafts. A pair of gears having the odd number of speed change stages and a pair of gears having the even number of speed change stages are provided on the counter shaft side between the counter shafts and an output shaft 2 and on the output shaft side therebetween, respectively. One gear of each pair is fixed to the counter shaft while the other gear thereof is detachably disposed in the counter shaft via fixing means (synchronizer mechanisms) SR4, S2, S13, S5. Therefore, any interruption of a drive force can be prevented in the speed change without enlarging an engine room even in an FF or RR system.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine-integrated vehicle transmission used in automobiles, industrial vehicles, etc. (herein referred to as vehicles).

(Prior Art) In recent years, technological innovations have been made in all fields, and the field of vehicle technology is no exception.

Under these circumstances, the present applicant has developed a system that does not discontinue the driving force during gear shifting, as shown in FIG.
Furthermore, the present invention provides a transmission whose main part can be used as both an automatic transmission and a manual transmission (Patent Application No.
No. 3976).

In this transmission, as shown in FIG. 2, an output shaft 2 is rotatably coaxially disposed with an input shaft 1, and two counter shafts 3A and 3B are installed on both sides of the output shaft 2. The driving force is selectively transmitted to the input shaft 1 and the counter shafts 3A and 3B via intermittent latches C, C2, and one of the counter shafts 3
On A are gear G4m and gear G4. which constitute even-numbered stages. is connected to the gear G1 and the reverse gear G11. are fixed to the counter shaft 3A via a synchronizer mechanism 526 (in this specification, it is referred to as detachable), and on the other counter shaft 3B are a gear GSm and a gear G constituting an odd number of stages.

is connected to the gear G1m via the synchronizer mechanism SSZ.
are respectively disposed so as to be freely fixed to the counter shaft 3B via a synchronizer mechanism S.

In addition, the output shaft 2 has the gear G611+G5m.
The gear 61' that meshes with the gear GJm, the gear Gb that meshes with the gear G3m, the gear G (+) that meshes with the gear 62a+Glm, and the gear G-' that meshes with the gear GRa via the intermediate gear GRb are fixed. It is set up.

As described above, when changing gears, this transmission device sets the gears to be formed on the counter shaft on the side not connected to the input shaft 1 (non-drive side) after completing the setting. Clutch and other side (drive side)
The clutch on the countershaft is controlled to gradually switch from the driving side to the non-driving side clutch, so that the speed can be changed without interruption of the driving force.

Incidentally, in recent years, in view of increasing the effective living space of vehicles, the so-called FF (front engine/front drive) system has become the most popular vehicle drive system, mainly in small and medium-sized cars.

In this so-called FF type vehicle, the engine is placed in a so-called transverse type, perpendicular to the longitudinal direction of the vehicle, in order to ensure an efficient arrangement of the path for extracting driving force, and the transmission is placed in the longitudinal direction of the vehicle. is arranged parallel to the engine.

The driving force from the engine is transmitted from one end of the engine to one end of the transmission on the same side via gears, chains, etc., and between the input shaft and output shaft of the transmission parallel to the engine crankshaft or counter. The speed is reduced at a predetermined reduction ratio by selecting a plurality of gear trains with different reduction ratios arranged between shafts, and the output shaft of this transmission is connected to the input shaft of a differential gear mechanism provided adjacent to the transmission. transmitted to.

(Problem to be Solved by the Invention) It is naturally desirable that the transmission shown in FIG. The transmission shown in the figure has counter shafts 3A and 3B on both sides of the input shaft 1 and output shaft 2.
, and the clutches C, C2 are arranged on the counter shafts 3A and 3B, respectively, the distance between the respective shafts becomes large, and the transmission becomes bulky in the radial direction. In an arrangement where the longitudinal directions of the engine and transmission are parallel to each other, there is a disadvantage that the engine room must be thicker than the conventional one, otherwise it will not fit.

Further, even when the drive system is a so-called RR (rear engine/rear drive) system, the engine is of a horizontal type, similar to the above-mentioned FF system, and the above-mentioned disadvantages occur.

The present invention has been made in view of the above-mentioned current situation, and an object of the present invention is to provide a compact engine-integrated vehicle transmission suitable for FF or RR vehicles.

(Means for Solving the Problems) A vehicle transmission according to the present invention has an input shaft, an output shaft, and a counter shaft of the transmission arranged parallel to the crankshaft direction of a multi-cylinder engine, and Two clutches are interposed in the drive power transmission path between the shaft and the output shaft, and the configuration is such that when one clutch is engaged, an odd-numbered gear is formed, and when the other clutch is engaged, an even-numbered gear is formed. However, in a vehicle transmission that is configured to gradually switch from a connected clutch to a disengaged clutch during gear shifting so that gears can be shifted without interruption of driving force, the central part of the crankshaft of the engine mentioned above is A transmission means such as gears or a chain is interposed between the input shaft of the transmission and the transmission, and hollow counter shafts are provided on both sides of the input shaft concentrically with the input shaft, and the clutch is connected to the input shaft. are arranged at both ends of the input shaft and the left and right counter shafts intermittently, and between the counter shaft and the output shaft arranged parallel to this axis, on the side of one of the left and right counter shafts. A pair of gears for an odd-numbered gear is arranged on a counter shaft, and a pair of gears for an even-numbered gear are arranged on the other counter shaft, and one gear of each gear pair is fixed to the counter shaft, and the other gear of the gear pair is fixed to the counter shaft. is characterized in that it is freely fixed to the counter shaft via fixing means.

(Function) Therefore, the vehicle transmission configured as described above is
Since a hollow countershaft is arranged concentrically on the input shaft of the transmission, which is arranged parallel to the engine crankshaft, the driving force is transferred from the input shaft to the countershaft at both ends of the input shaft. Since a clutch is provided to transmit the Since the unnecessary space in between can be reduced, it can be made more compact.

Therefore, even in FF or RR vehicles, it is possible to install a transmission device with excellent performance that provides uninterrupted driving force during gear changes without enlarging the engine room.

In addition, the driving force is transmitted from the center of the engine crankshaft to the input shaft of the transmission, resulting in a mechanically well-balanced arrangement for the engine and transmission.
The structure is also advantageous in terms of vibration and strength.

(Embodiment) FIG. 1 is a skeleton diagram showing the configuration of a transmission device according to an embodiment of the present invention.

In the figure, A is the crankshaft of a multi-cylinder engine (four-cylinder engine in this example), 1 is an input shaft arranged parallel to crankshaft A, and 2 is an output shaft arranged parallel to input shaft 1. , 3A, and 3B are hollow counter shafts disposed on both sides of the input shaft (the right side part and the left part) so as to be rotatable and concentric with the input shaft l.

A gear GA is fixedly installed in the center of the crankshaft A, and a gear GL that meshes with the gear G^ is installed on the input shaft 1, so that driving force is transmitted from the crankshaft A to the input shaft 1. be done. In this way, in this embodiment, the gears GA, G are used as transmission means between the crankshaft A and the input shaft 1.
, but a chain, a belt, or a friction transmission mechanism may also be used.

Furthermore, clutches CL and C! are provided at both ends of the input shaft 10. is provided, and connects the input shaft 1 and each of the counter shafts 3A and 3B in an intermittent manner. During gear shifting, these clutches C, , C, shift from the clutch connected to the input shaft 1 (drive side) to the clutch not connected to the input shaft 1 (non-drive side). Control is performed such that switching is performed gradually.

On the counter shaft 3A, one gear G of each pair of gears constituting a reverse gear, a fourth gear which is an even number gear, and a second gear.
Rm, G4a, and G2m are fixedly installed to rotate together.

On the other hand, on the counter shaft 3B, one gear G1 of each pair of gears constituting the first, third, and fifth gears, which are odd-numbered gears, is mounted on the counter shaft 3B.
1I+ GS*r G5m is fixedly installed to rotate integrally.

On the output shaft 2, a gear GR1 meshes with the gear Gla via an intermediate gear GRc, and a gear G4.
A synchronizer mechanism (
Fixing means) The gear G2b meshing with the gear G1m can be selectively fixed to the output shaft 2 via Sia, and the gear G2b meshing with the gear G1m can be fixed to the output shaft 2 via the synchronizer mechanism 52. The gear Glb that meshes with the gear Glb and the gears G and b that mesh with the gear Gffm are selectively fixed to the output shaft 2 via a synchronizer mechanism 513 between them, and the gear G5b that meshes with the gear GSm is a synchronizer. They are respectively disposed so as to be freely attachable to the output shaft 2 via a mechanism S.

The power is then transmitted from one end (right end in the figure) of the output shaft 2 to a differential gear mechanism via gears Gmr and Gb, and from this differential gear mechanism to left and right wheels 4A and 4B. Further, the signal is transmitted from the other end of the output shaft 2 (the left end in the figure) to the second drive shaft 5 via the gears G, , G, and from the second drive shaft 5 to the rear wheel differential located at another location. It is configured so that the driving force is transmitted to a gear mechanism or an auxiliary machine (winch), etc. Further, at this time, a clutch C3 may be disposed in the middle of the second drive shaft 5 so as to selectively transmit the driving force from the second drive shaft.In the above embodiment, the gears GR, , G ,,, G2. ,
GIm+ Gzi, G5m to counter shaft 3A,
Fixed to 3B, gear GRb, Cr4h-G2b+ G
Synchronizer Ib+ G3b2G5b to output shaft 2
Although it is arranged so that it can be fixed freely via a mechanism, on the contrary, the gear GR*+ Ga@.

G2a+ Glm, Gsm, and G5m are freely fixed to the counter shafts 3A and 3B via a synchronizer mechanism, and the gear G is formed. , G4b, Gzb, clb
, 'lb, and Gsb may be fixed to the output shaft 2. In addition, only one side has a reverse configuration, that is, one side of the counter shafts 3A and 3B has a gear fixedly attached, and the other side is arranged so that it can be fixed freely via a synchronizer-m structure, and the output shaft 2 side has the opposite configuration. It may also be a configuration.

Further, as the fixing means, a friction type clutch, an electromagnetic clutch, or the like may be used instead of the synchronizer mechanism.

Therefore, the present transmission device configured as described above has the first
As shown in the figure, hollow countershafts 3A and 3B are disposed concentrically on the input shaft 1 of the transmission, which is disposed parallel to the crankshaft A of the engine. Since clutches C+ and Cz are installed at both ends of the input shaft to transmit the driving force from the input shaft to the counter shaft, the arrangement dimensions in the direction of the distance between each shaft can be minimized, and these can be integrated into a single casing. By housing the transmission in the E0, a very compact engine-integrated transmission can be formed, which is ideal for FF or RR vehicles.

Moreover, according to the configuration of this embodiment, even when using the normal FF system or RR system, if the second drive shaft 5 is extended to the differential gear mechanism (not shown) on the rear wheel side or the front wheel side, the so-called so-called It is also easy to adapt to a 4WD (four-wheel drive) transmission.

Furthermore, in the case of a so-called 4WD transmission, driving force is equally transmitted from both ends of the output shaft to the front and rear wheels, resulting in a well-balanced transmission. Then, the second drive shaft 5 is
From NJ, rOFF Jt, it is possible to easily switch between the so-called 2WD (two-wheel drive system) system and 4WD system even in the drive state (driving state).

In the transmission device configured as described above, when changing gears, the first speed is established by turning the clutch C2 "ON" and operating the synchronizer mechanism 513 to the left in FIG. Axis A → Manual shaft operator → Clutch C2 → Counter shaft 3B → Gear G1m → Gear Glb →
The output shaft 2 is transmitted through the path ``output shaft 2→...''. Also, the second
The speed is determined by turning the clutch C1 "ON" and operating the synchronizer mechanism 52 to the right in FIG.
→ Counter shaft 3A → Gear G, → Gear G2b → Output shaft 2 →
−・” is transmitted through the route.

The third speed is established by operating the clutch C2 to rONj and the synchronizer mechanism 31□ to the right in FIG. 'la → Gear G3b
→output shaft 2→..." is transmitted through the path. 4th speed is established by operating the clutch CI rONJ and the synchronizer mechanism SR4 to the right in Fig. 1, and the driving force is "crankshaft A→input shaft 1→clutch C1→counter shaft 3A→gear CaW→gear G4b→output shaft 2→..." is transmitted through the path. The fifth speed is established by operating the clutch C2 to rONJ and the synchronizer mechanism 55 to the right in FIG.
→ Counter shaft 3B → Gear G.

-→Gear csb→Output shaft 2→...J.

Also, reverse movement is achieved by turning clutch C3 ON and operating synchronizer mechanism SR4 to the left in FIG. GRa → Gear G11
c→gear Glt+→output shaft 2→...".

When shifting from the above two gears to the adjacent gear, for example, from the first gear to the second gear, the synchronizer mechanism 52 is operated to the right in FIG. By gradually switching from clutch C2 in the connected state M (“ON” state) to clutch C5 in the disconnected state (rOFFJ state B) in the first gear, it is possible to shift gears without interruption of the driving force. can.

In addition, although the above explanation describes the embodiments and effects of the FF system, RR system, and 4WD system, what can be implemented as an FR (front engine rear drive) system using only the second output shaft 5 in the above embodiment is Needless to say.

(Effects of the Invention) The present invention is configured as described above and produces the above-mentioned effects, so even in the conventional FF system or RR system, it is possible to functionally change gears without enlarging the engine room. It is possible to provide a transmission device in which driving force is not interrupted.

Furthermore, since a 4WD type transmission device can be easily implemented, it becomes possible to provide a 4WD type vehicle, which has conventionally been expensive, at a low cost.

Furthermore, in terms of manufacturing technology, the engine and transmission, which have conventionally been separate large components, can be integrated into a unit, which greatly promotes rationalization of the vehicle manufacturing process.

[Brief explanation of drawings]

FIG. 1 is a skeleton diagram showing the configuration of a transmission according to an embodiment of the present invention, and FIG. 2 is a skeleton diagram showing the configuration of a conventional transmission. A...Crankshaft, ■...Input shaft, 2...Output shaft, 3A, 3B...Counter shaft, GA, GW...
・Gear (transmission means), C1...clutch that transmits the driving force for even gears, C2...clutch that transmits the driving force for odd gears, Gla, clb, G2s+G
Zb+ G3M, Gsb, G4s. G411. G5a, G5b, G+n+ Guc
, Gs+b...gear (?J [gear pair of numbers), SR
a, Sz, S+3. Ss, . . . synchronizer mechanism (fixing means).

Claims (1)

[Claims] The input shaft, output shaft, and counter shaft of the transmission are arranged parallel to the crankshaft direction of the multi-cylinder engine, and two Clutches are interposed, and when one clutch is connected, an odd-numbered gear is formed, and when the other clutch is connected, an even-numbered gear is formed. In a vehicle transmission system that is configured to gradually switch to the connected clutch and shift gears without interruption of driving force, a gear or chain, etc. is installed between the center of the engine crankshaft and the input shaft of the transmission system. A transmission means is interposed, hollow counter shafts are provided on both sides of the input shaft concentrically with the input shaft, and the clutches are installed at both ends of the input shaft between the input shaft and the left and right counter shafts. Between the counter shaft and an output shaft disposed parallel to this shaft, a pair of gears for odd-numbered gears is placed on one of the left and right counter shafts, and a pair of gears is placed on the other side. Gear pairs of even-numbered gears are arranged on the shaft, and one gear of each gear pair is fixed to the counter shaft, and the other gear pair is freely fixed to the counter shaft via a fixing means. A vehicle transmission device characterized in that: