JPH0523874Y2 - - Google Patents
Info
- Publication number
- JPH0523874Y2 JPH0523874Y2 JP6398886U JP6398886U JPH0523874Y2 JP H0523874 Y2 JPH0523874 Y2 JP H0523874Y2 JP 6398886 U JP6398886 U JP 6398886U JP 6398886 U JP6398886 U JP 6398886U JP H0523874 Y2 JPH0523874 Y2 JP H0523874Y2
- Authority
- JP
- Japan
- Prior art keywords
- shaft
- gear
- gear ratio
- transmission mechanism
- output shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000005540 biological transmission Effects 0.000 claims description 26
- 230000008878 coupling Effects 0.000 claims description 17
- 238000010168 coupling process Methods 0.000 claims description 17
- 238000005859 coupling reaction Methods 0.000 claims description 17
- 230000007935 neutral effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
Description
（産業上の利用分野）
本考案は歯車変速機構、特に車両用の歯車変速
機構に関するものである。
（従来の技術）
この種歯車変速機構は通常、本願出願人が
F4W71B型トランスミツシヨンとして製造、市販
しているように、入力軸からの動力を複数ギヤ比
で変速して出力軸（メインシヤフト）に伝え、こ
の出力軸から変速動力を取出すように構成するの
が普通である。
（考案が解決しようとする問題点）
しかし従来の歯車変速機構では、ギヤ比を複数
段有すると雖もギヤ比変化列が１種類のみである
ため、以下の問題を生じていた。
即ち車両は、市街地走行時平坦直進路が多いた
め、隣接ギヤ比間の変化幅が比較的大きい所謂ワ
イドギヤレシオな歯車変速機構を良しとするが、
山岳地走行時は湾曲坂道が多いため、逆に隣接ギ
ヤ比間の変化幅が比較的小さい所謂クロスギヤレ
シオな歯車変速機構を良しとする。
しかして、ギヤ比変化列が１種類のみである従
来の歯車変速機構では、上記の両要求を同時に満
足することができず、どちらかの走行が犠牲にな
るという問題を免れない。
（問題点を解決するための手段）
本考案は上述の問題に鑑み、ワイドギヤレシオ
とクロスギヤレシオとを使い分け可能な歯車変速
機構を提供しようとするもので、
入力軸と、出力軸とを具え、入力軸からの動力
を種々のギヤ比で変速して出力軸に伝えるように
した歯車変速機構において、
前記入力軸からの動力をカウンターシヤフトを
介し複数ギヤ比での変速下に伝達される第２軸
と、
前記カウンターシヤフトに同軸配置した遊星歯
車組とを設け、
該遊星歯車組の２要素を夫々、前記カウンター
シヤフトおよび第２軸に駆動結合すると共に、残
りの１要素に第３軸を駆動結合し、
前記出力軸を前記第２軸および第３軸の一方に
選択的に駆動係合させる切り換え手段を設けたこ
とを特徴とする。
（作用）
第２軸はカウンターシヤフトを介して入力軸か
らの動力を複数ギヤ比で変速されて入力される。
遊星歯車組は２要素にこれらカウンターシヤフト
及び第２軸からの動力を供給され、上記変速動力
を更に変速して、遊星歯車組を成す残りの１要素
から第３軸へ出力する。ここで、切り換え手段に
より出力軸を第２軸に結合していれば、第２軸へ
の上記変速動力がそのまま出力軸より取出され、
歯車変速機構をワイドギヤレシオとすることがで
きる。他方、切り換え手段により出力軸を第３軸
に結合すれば、遊星歯車組から第３軸への上記更
なる変速動力が出力軸より取出され、歯車変速機
構をクロスギヤレシオとすることができる。
従つて、切り換え手段の切り換えによりワイド
ギヤレシオとクロスギヤレシオとを使い分けるこ
とができ、市街地走行時及び山岳地走行時ともギ
ヤ比変化列を要求にマツチしたものとなし得て、
常時円滑な走行を可能ならしめることとなる。
（実施例）
以下、図示の実施例に基づき本考案を詳細に説
明する。
図面は本考案歯車変速機構の一実施例で、図中
１は入力軸、２は第２軸、３は第３軸、４は出力
軸、５はカウンタシヤフトを示し、これらを変速
機ケース６内に回転自在に支持すると共に、これ
ら軸上に以下の歯車列を組込んで歯車変速機構を
構成する。
入出力軸１，４を同軸に配置し、これらの間に
第２軸２を同軸に介在させる。第３軸３はカウン
タシヤフト５に同軸突合せ関係に配置すると共
に、これらを軸１，２，４に対し平行に配置す
る。
入力軸１の軸端にメインドライブギヤ７を一体
に設け、第２軸２上に１速ギヤ８、２速ギヤ９お
よび３速ギヤ１０を夫々回転自在に支持すると共
に、リバースギヤ１１を一体結合する。ギヤ７〜
１０に噛合するカウンタギヤ１２〜１５をカウン
タシヤフト５に一体に設け、カウンタシヤフト５
に更にギヤ１１と整列するカウンタギヤ１６を一
体に設ける。なお、ギヤ１１，１６間はリバース
アイドラギヤ１７を２点鎖線で示す位置へシフ
トすることにより適宜、このリバースアイドラギ
ヤ１７を介して噛合可能とする。
ギヤ８，９間に第２軸２に駆動結合したカツプ
リングスリーブ１８を介挿し、ギヤ７，１０間に
第２軸２に駆動結合したカツプリングスリーブ１
９を介挿する。カツプリングスリーブ１８は図示
の中立位置より位置へシフトする時１速ギヤ８
を第２軸２に結合可能とし、位置へシフトする
時２速ギヤ９を第２軸２に結合可能とする。又、
カツプリングスリーブ１９は図示の中立位置より
位置へシフトする時３速ギヤ１０を第２軸２に
結合可能とし、位置へシフトする時メインギヤ
７、従つて入力軸１を第２軸２に直結可能とす
る。
第３軸３に近いカウンタシヤフト５の軸端上に
遊星歯車組２０を設け、そのサンギヤ２０Sをカ
ウンタシヤフト５に結着し、キヤリア２０Cを第
３軸３に結着し、リングギヤ２０Rをこれに一体
のギヤ２１および第２軸２に一体のギヤ２２を介
して第２軸２にギヤ結合する。
第３軸３にはギヤ２３を一体に設け、これに噛
合するギヤ２４を出力軸４上に回転自在に支持す
る。そして、ギヤ２４とこれに近い第２軸２の軸
端との間に切り換え手段としてのカツプリングス
リーブ２５を介在させ、このカツプリングスリー
ブは出力軸４に駆動結合されて位置へのシフト
時出力軸４を第２軸２に直結し、位置へのシフ
ト時ギヤ２４を出力軸４に結合するものとする。
上記実施例の作用を次に説明する。
入力軸１の回転はギヤ７，１２を経てカウンタ
シヤフト５に伝わり、これに一体のギヤ１３〜１
６を回転させており、その後ギヤ１３〜１５を経
てギヤ８〜１０をも回転させている。そして従来
の歯車変速機構と同様、カツプリングスリーブ１
８を位置にしてギヤ８を第２軸に結合すると、
第２軸２には入力軸１からの動力が第１速のギヤ
比i1、（ギヤ７，８，１２，１３の歯数が22枚、
38枚、31枚、15枚の場合i1＝3.569）で変速されて
入力され、カツプリングスリーブ１８を位置に
してギヤ９を第２軸２に結合すると第２軸２には
入力軸１からの動力が第２速のギヤ比i2（ギヤ９，
１４の歯数が28枚、19枚の場合i2＝2.007）で変速
されて入力され、カツプリングスリーブ１９を
位置にしてギヤ１０を第２軸２に結合すると第２
軸２には入力軸１からの動力が第３速のギヤ比
i3）ギヤ１０，１５の歯数が26枚、28枚の場合i3
＝1.308）で変速されて入力され、カツプリング
スリーブ１９を位置にして第２軸２を入力軸１
に直結すると第２軸２には入力軸１からの動力が
そのまま第４速のギヤ比i4＝1.000で入力される。
又、リバースアイドラギヤ１７を位置にしてギ
ヤ１１，１６間を駆動連結すると第２軸２には入
力軸１からの動力が逆転下に後退のギヤ比iR（ギ
ヤ１１，１６の歯数が36枚、15枚である場合iR＝
−3.382）で変速されて入力される。
ここで、カツプリングスリーブ２５を位置に
して出力軸４を第２軸２に直結していると、上記
第２軸２への変速動力がそのまま出力軸４より取
出され、歯車変速機をワイドギヤレシオとするこ
とができ、この時の入出力軸１，４の回転数Ni，
Npの比Ni／Npで表わされる変速比Ｉを表に表わ
すと次表の如くである。
(Industrial Application Field) The present invention relates to a gear transmission mechanism, particularly a gear transmission mechanism for a vehicle. (Prior art) This type of gear transmission mechanism is usually
As manufactured and marketed as the F4W71B transmission, it is configured so that the power from the input shaft is shifted through multiple gear ratios and transmitted to the output shaft (main shaft), and the shifting power is extracted from this output shaft. is normal. (Problems to be Solved by the Invention) However, in the conventional gear transmission mechanism, when a plurality of gear ratios are provided, there is only one type of gear ratio change train, so the following problems have occurred. In other words, since vehicles often travel on flat, straight roads when driving in urban areas, a gear transmission mechanism with a so-called wide gear ratio, in which the range of change between adjacent gear ratios is relatively large, is preferable.
Since there are many curved slopes when driving in mountainous areas, it is preferable to use a so-called cross-gear ratio gear transmission mechanism in which the range of change between adjacent gear ratios is relatively small. However, in the conventional gear transmission mechanism having only one type of gear ratio change train, it is impossible to satisfy both of the above requirements at the same time, and there is an unavoidable problem that one of the driving conditions is sacrificed. (Means for Solving the Problems) In view of the above-mentioned problems, the present invention attempts to provide a gear transmission mechanism that can selectively use a wide gear ratio and a cross gear ratio, and includes an input shaft and an output shaft. In a gear transmission mechanism that transmits power from an input shaft to an output shaft by changing the speed at various gear ratios, a second gear transmission mechanism transmits power from the input shaft through a countershaft while changing speeds at a plurality of gear ratios. a shaft, and a planetary gear set coaxially arranged on the countershaft, two elements of the planetary gear set are drivingly coupled to the countershaft and the second shaft, respectively, and the remaining one element drives a third shaft. The invention is characterized in that a switching means is provided for coupling the output shaft to one of the second shaft and the third shaft for selectively drivingly engaging the output shaft. (Function) The power from the input shaft is inputted to the second shaft via a countershaft after being changed in speed at a plurality of gear ratios.
The two elements of the planetary gear set are supplied with power from these countershafts and the second shaft, and the shifting power is further shifted and output from the remaining one element of the planetary gear set to the third shaft. Here, if the output shaft is coupled to the second shaft by the switching means, the shifting power to the second shaft is directly taken out from the output shaft,
The gear transmission mechanism can have a wide gear ratio. On the other hand, if the output shaft is coupled to the third shaft by the switching means, the additional shifting power from the planetary gear set to the third shaft is taken out from the output shaft, and the gear transmission mechanism can have a cross gear ratio. Therefore, by switching the switching means, it is possible to use the wide gear ratio and the cross gear ratio, and the gear ratio change sequence can be made to match the requirements both when driving in the city and when driving in the mountains.
This enables smooth running at all times. (Example) Hereinafter, the present invention will be explained in detail based on the illustrated example. The drawing shows one embodiment of the gear transmission mechanism of the present invention, in which 1 is an input shaft, 2 is a second shaft, 3 is a third shaft, 4 is an output shaft, and 5 is a countershaft, which are connected to a transmission case 6. The gear transmission mechanism is constructed by incorporating the following gear train on these shafts. The input and output shafts 1 and 4 are arranged coaxially, and the second shaft 2 is coaxially interposed between them. The third shaft 3 is arranged in coaxial abutting relation to the countershaft 5 and these are arranged parallel to the shafts 1, 2, 4. A main drive gear 7 is integrally provided at the shaft end of the input shaft 1, and a first gear 8, a second gear 9, and a third gear 10 are rotatably supported on the second shaft 2, and a reverse gear 11 is integrally supported. Join. Gear 7~
Counter gears 12 to 15 meshing with the counter shaft 5 are integrally provided on the counter shaft 5.
Further, a counter gear 16 aligned with the gear 11 is integrally provided. The gears 11 and 16 can be engaged with each other via the reverse idler gear 17 as appropriate by shifting the reverse idler gear 17 to the position shown by the two-dot chain line. A coupling sleeve 18 drivingly connected to the second shaft 2 is inserted between the gears 8 and 9, and a coupling sleeve 1 drivingly connected to the second shaft 2 is inserted between the gears 7 and 10.
Insert 9. The coupling sleeve 18 is connected to the first gear 8 when shifting from the illustrated neutral position to the position shown in FIG.
can be coupled to the second shaft 2, and the second gear 9 can be coupled to the second shaft 2 when shifting into position. or,
The coupling sleeve 19 allows the third gear 10 to be coupled to the second shaft 2 when shifting from the neutral position shown in the figure to the position, and allows the main gear 7 and therefore the input shaft 1 to be directly coupled to the second shaft 2 when shifting to the position. shall be. A planetary gear set 20 is provided on the shaft end of the countershaft 5 near the third shaft 3, its sun gear 20S is connected to the countershaft 5, a carrier 20C is connected to the third shaft 3, and a ring gear 20R is connected. is gear-coupled to the second shaft 2 via a gear 21 integral with this and a gear 22 integral with the second shaft 2. A gear 23 is integrally provided on the third shaft 3, and a gear 24 meshing with the third shaft 3 is rotatably supported on the output shaft 4. A coupling sleeve 25 serving as a switching means is interposed between the gear 24 and the shaft end of the second shaft 2 near the gear 24, and this coupling sleeve is drivingly coupled to the output shaft 4 and outputs the output when shifting to a position. The shaft 4 is directly connected to the second shaft 2, and the gear 24 is connected to the output shaft 4 when shifting to a position. The operation of the above embodiment will be explained next. The rotation of the input shaft 1 is transmitted to the countershaft 5 via gears 7 and 12, and gears 13 to 1 integrated therewith are transmitted to the countershaft 5 through gears 7 and 12.
6 is rotated, and thereafter gears 8 to 10 are also rotated via gears 13 to 15. And like the conventional gear transmission mechanism, the coupling sleeve 1
When gear 8 is connected to the second shaft with position 8,
The power from the input shaft 1 is applied to the second shaft 2 at the first speed gear ratio i 1 (the number of teeth of gears 7, 8, 12, 13 is 22,
In the case of 38 sheets, 31 sheets, and 15 sheets, the speed is changed and input at i 1 = 3.569), and when the coupling sleeve 18 is placed in position and the gear 9 is connected to the second shaft 2, the second shaft 2 receives the input signal from the input shaft 1. The power of 2nd speed gear ratio i 2 (gear 9,
14 has 28 teeth and 19 teeth, the gear is changed and input at i 2 = 2.007), and when the gear 10 is connected to the second shaft 2 with the coupling sleeve 19 in position, the second
The power from input shaft 1 is transferred to shaft 2 through the third gear ratio.
i 3 ) When the number of teeth of gears 10 and 15 is 26 and 28, i 3
= 1.308) and is input, and with the coupling sleeve 19 in position, the second shaft 2 is connected to the input shaft 1.
When directly connected to the second shaft 2, the power from the input shaft 1 is directly inputted to the second shaft 2 at the fourth speed gear ratio i 4 =1.000.
Also, when the reverse idler gear 17 is placed in the position and the gears 11 and 16 are connected for driving, the power from the input shaft 1 is transferred to the second shaft 2 at the reverse gear ratio i R (the number of teeth of the gears 11 and 16 is If there are 36 sheets and 15 sheets, i R =
−3.382) and input. Here, if the output shaft 4 is directly connected to the second shaft 2 with the coupling sleeve 25 in position, the shifting power to the second shaft 2 is directly taken out from the output shaft 4, and the gear transmission is set to a wide gear ratio. In this case, the number of revolutions N i of the input and output shafts 1 and 4 is
The following table shows the gear ratio I expressed by the ratio N i /N p of N p .
【表】
次に、カツプリングスリーブ２５を位置にし
ている場合を説明するに、遊星歯車組２０はサン
ギヤ２０Sをカウンタシヤフト５により一体回転
されており、又リングギヤ２０Rを第２軸２によ
りギヤ２２，２１を介し増速回転されている。従
つて、遊星歯車組２０のキヤリア２０Cから第３
軸３への回転数をN3とし、サンギヤ２０Sの歯数
RSおよびリングギヤ２０Rの歯数RRの比RS／RRを
λとし、リングギヤ２０Rの回転数をNRとし、カ
ウンタシヤフト５の回転数をNCとすると、次式
が成立する。
（１＋λ）N3＝NR＋λNC ……(1)
しかして、NRは第２軸２の回転数をN2、第２軸
２およびリングギヤ２０R間のギヤ比（ギヤ２１，
２２のギヤ比）をｊとすると、
NR＝−N2／ｊ
で表わされ、従つてカウンタシヤフト５及び第２
軸２間のギヤ比（変速段によつて異なる）をｉ、
入力軸１及びカウンタシヤフト５間のギヤ比（ギ
ヤ７，１２の歯数比）をｋとすると、上式は
NR＝NC／ji
＝−Ni／jik ……(2)
に書換えることができる。但し、このNRは前進
時で、後退時はリングギヤ２０Rの逆転のため
NR＝−Ni／jik ……(3)
となる。又、NCは
NC＝Ni／ｋ ……(4)
で表わされ、更にN3は第３軸３および出力軸４
間のギヤ比（ギヤ２３，２４の歯数比）をＣとす
ると、
N3＝−CHp ……(5)
で表わされる。
故に前進時は(1)，(2)，(4)，(5)式により
（１＋λ）CNp＝（１／jik＋λ／ｋ）Ni
が求まり、よつてＩ＝Ni／Npは
Ｉ＝jik（１＋λ）Ｃ／１＋jiλ ……(6)
となる。又後退時は(1)，(3)，(4)，(5)式より
（１＋λ）CNp＝（λ／ｋ−１／jik）Ni
が求まり、よつてＩ＝Ni／Npは
Ｉ＝jik（１＋λ）Ｃ／jiλ−１ ……(7)
となる。
ここで前記よりｋ＝31／21＝1.409であり、又第１
速時ｉ＝38／15＝2.533、第２速時ｉ＝28／19＝1.473、
第３速時ｉ＝26／28＝0.928、第４速時ｉ＝22／31＝
0.032、後退時ｉ＝−36／15＝−2.40であるが、λ＝
１／1.4とし、ギヤ２１，２２の歯数を夫々19枚、28
枚としてｊ＝19／28＝0.679とし、ギヤ２３，２４の
歯数を夫々22枚、31枚としてＣ＝31／22＝1.409とし
た場合の変速比Ｉを前記(6)，(7)式より試算する
と、次表の如くになり、前記第１表よりクロスギ
ヤレシオな歯車変速機構が得られる。[Table] Next, to explain the case where the coupling sleeve 25 is in the position, in the planetary gear set 20, the sun gear 20S is integrally rotated by the countershaft 5, and the ring gear 20R is rotated by the second shaft 2. The rotation speed is increased through gears 22 and 21. Therefore, the third carrier 20 C of the planetary gear set 20
The number of rotations to shaft 3 is N 3 , and the number of teeth of sun gear 20 S is
If the ratio R S /R R of the number of teeth R R of R S and the ring gear 20 R is λ, the rotation speed of the ring gear 20 R is N R , and the rotation speed of the countershaft 5 is N C , the following equation holds true. . (1+λ)N 3 =N R +λN C ... (1) Therefore, N R is the rotational speed of the second shaft 2 is N 2 , and the gear ratio between the second shaft 2 and the ring gear 20 R (gear 21,
22 gear ratio) is j, it is expressed as N R =-N 2 /j, and therefore,
The gear ratio between shaft 2 (varies depending on the gear stage) is i,
If the gear ratio between the input shaft 1 and the countershaft 5 (ratio of the number of teeth of gears 7 and 12) is k, then the above formula can be rewritten as N R = N C /ji = -N i /jik ...(2) be able to. However, this N R is when moving forward, and when moving backward, the ring gear 20 R is reversed, so N R =-N i /jik (3). Also, N C is expressed as N C =N i /k (4), and N 3 is expressed by the third shaft 3 and the output shaft 4.
If the gear ratio between them (ratio of the number of teeth of gears 23 and 24) is C, it is expressed as N 3 =-CH p (5). Therefore, when moving forward, (1+λ)CN p = (1/jik+λ/k)N i is determined by equations (1), (2), (4), and (5), and therefore I=N i /N p is I =jik(1+λ)C/1+jiλ...(6) Also, when moving backward, (1+λ)CN p = (λ/k-1/jik)N i can be found from equations (1), (3), (4), and (5), so I=N i /N p is I=jik(1+λ)C/jiλ−1...(7). Here, from the above, k = 31/21 = 1.409, 1st gear i = 38/15 = 2.533, 2nd gear i = 28/19 = 1.473, 3rd gear i = 26/28 = 0.928 , in 4th gear i = 22/31 = 0.032, in reverse i = -36/15 = -2.40, but λ = 1/1.4 and the number of teeth of gears 21 and 22 is 19 and 28, respectively. When j = 19/28 = 0.679, the number of teeth of gears 23 and 24 is 22 and 31, respectively, and C = 31/22 = 1.409, calculate the gear ratio I from equations (6) and (7) above. The result is as shown in the following table, and from Table 1 above, a gear transmission mechanism with a cross gear ratio can be obtained.
【表】
なお、もつとクロスギヤレシオな使い方をした
い場合、ワイドギヤレシオ第１速、クロスギヤレ
シオ第１速、クロスギヤレシオ第２速、クロスギ
ヤレシオ第３速、クロスギヤレシオ第４速、ワイ
ドギヤレシオ第４速のギヤ比変化列を使用した
り、或いはワイドギヤレシオ第１速、クロスギヤ
レシオ第１速、クロスギヤレシオ第２速、クロス
ギヤレシオ第３速、ワイドギヤレシオ第３速、ワ
イドギヤレシオ第４速のギヤ比変化列を使用する
ことで目的を達成することができる。又、この場
合前進６段の変速機として実用可能である。
（考案の効果）
かくして本考案歯車変速機構は上述の如く、ワ
イドギヤレシオとクロスギヤレシオとを走行条件
に応じて使い分け得る構成としたから、走行条件
毎に好適なギヤレシオを使用して、常時円滑な走
行を可能にし得る。[Table] If you want to use a cross gear ratio, wide gear ratio 1st speed, cross gear ratio 1st speed, cross gear ratio 2nd speed, cross gear ratio 3rd speed, cross gear ratio 4th speed, wide gear ratio 4th speed or use wide gear ratio 1st speed, cross gear ratio 1st speed, cross gear ratio 2nd speed, cross gear ratio 3rd speed, wide gear ratio 3rd speed, and wide gear ratio 4th speed. You can achieve your goal by using columns. Further, in this case, it can be put to practical use as a transmission with six forward speeds. (Effect of the invention) As mentioned above, the gear transmission mechanism of the present invention has a structure that allows the wide gear ratio and the cross gear ratio to be used depending on the driving conditions. It may be possible to run.
図面は本考案歯車変速機構の一実施例を示す概
略側面図である。
１……入力軸、２……第２軸、３……第３軸、
４……出力軸、５……カウンタシヤフト、６……
変速機ケース、７……メインギヤ、８……１速ギ
ヤ、９……２速ギヤ、１０……３速ギヤ、１１…
…リバースギヤ、１２〜１６……カウンタギヤ、
１７……リバースアイドラギヤ、１８，１９……
カツプリングスリーブ、２０……遊星歯車組、２
１〜２４……伝動ギヤ、２５……カツプリングス
リーブ（切り換え手段）。
The drawing is a schematic side view showing one embodiment of the gear transmission mechanism of the present invention. 1...Input axis, 2...Second axis, 3...Third axis,
4... Output shaft, 5... Counter shaft, 6...
Transmission case, 7... Main gear, 8... 1st gear, 9... 2nd gear, 10... 3rd gear, 11...
...Reverse gear, 12-16...Counter gear,
17... Reverse idler gear, 18, 19...
Coupling sleeve, 20... Planetary gear set, 2
1 to 24...Transmission gear, 25...Coupling sleeve (switching means).
Claims (1)
を種々のギヤ比で変速して出力軸に伝えるように
した歯車変速機構において、 前記入力軸からの動力をカウンターシヤフトを
介し複数ギヤ比での変速下に伝達される第２軸
と、 前記カウンターシヤフトに同軸配置した遊星歯
車組とを設け、 該遊星歯車組の２要素を夫々、前記カウンター
シヤフトおよび第２軸に駆動結合すると共に、残
りの１要素に第３軸を駆動結合し、 前記出力軸を前記第２軸および第３軸の一方に
選択的に駆動係合させる切り換え手段を設けたこ
とを特徴とする歯車変速機構。[Claims for Utility Model Registration] In a gear transmission mechanism comprising an input shaft and an output shaft, the power from the input shaft is transmitted to the output shaft by changing the speed at various gear ratios, the power from the input shaft being transmitted to the output shaft. a second shaft through which the information is transmitted through a countershaft while changing gears at multiple gear ratios, and a planetary gear set coaxially disposed on the countershaft, and two elements of the planetary gear set are connected to the countershaft and the second shaft, respectively. A switching means is provided for drivingly coupling the output shaft to the two shafts, drivingly coupling the third shaft to the remaining one element, and selectively drivingly engaging the output shaft with one of the second shaft and the third shaft. Features a gear transmission mechanism.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6398886U JPH0523874Y2 (en) | 1986-04-30 | 1986-04-30 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6398886U JPH0523874Y2 (en) | 1986-04-30 | 1986-04-30 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62176541U JPS62176541U (en) | 1987-11-10 |
| JPH0523874Y2 true JPH0523874Y2 (en) | 1993-06-17 |
Family
ID=30899729
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6398886U Expired - Lifetime JPH0523874Y2 (en) | 1986-04-30 | 1986-04-30 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0523874Y2 (en) |
-
1986
- 1986-04-30 JP JP6398886U patent/JPH0523874Y2/ja not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62176541U (en) | 1987-11-10 |
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