JPH0546455B2 - - Google Patents
Info
- Publication number
- JPH0546455B2 JPH0546455B2 JP57032617A JP3261782A JPH0546455B2 JP H0546455 B2 JPH0546455 B2 JP H0546455B2 JP 57032617 A JP57032617 A JP 57032617A JP 3261782 A JP3261782 A JP 3261782A JP H0546455 B2 JPH0546455 B2 JP H0546455B2
- Authority
- JP
- Japan
- Prior art keywords
- gear
- shaft
- clutch
- transmission
- adjustment
- 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 45
- 230000007246 mechanism Effects 0.000 claims description 34
- 230000001360 synchronised effect Effects 0.000 description 15
- 230000004323 axial length Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 1
Description
この発明は、第１クラツチと第２クラツチとを
有し、第１クラツチ側からのトルク伝達と、第２
クラツチ側からのトルク伝達とが選択的に得られ
るツインクラツチタイプの歯車変速機に関するも
のである。
This invention has a first clutch and a second clutch, and transmits torque from the first clutch side and from the second clutch side.
This invention relates to a twin clutch type gear transmission in which torque transmission is selectively achieved from the clutch side.
従来、所定数の変速段、例えば４段の変速段を
得るために、トランスミツシヨンケース内に配設
される一方のシヤフトに対し、第１速から第４速
用の変速ギヤ並びにシンクロメツシユ機構が配設
され、これら第１〜第４速用の変速ギヤに噛合う
ドリブンギヤが他方のシヤフトに対し配設された
もの、例えば、特開昭56−94050号公報、特開昭
56−127841号公報に開示されたものが知られてい
る。
Conventionally, in order to obtain a predetermined number of gears, for example, four gears, transmission gears for 1st to 4th gears and synchronizer meshes are provided to one shaft disposed in a transmission case. A mechanism is disposed, and a driven gear that meshes with the transmission gears for the first to fourth speeds is disposed on the other shaft, for example, JP-A-56-94050, JP-A-Sho.
The one disclosed in Japanese Patent No. 56-127841 is known.
ところで、一方のシヤフトに対し第１速から第
４速用の変速ギヤやシンクロメツシユ機構を配設
すると、シヤフトの軸長が長くなり、これによつ
て変速機が軸方向に大型化する傾向にある。さら
に、変速比の設定は、各変速ギヤと、これに噛合
うドリブンギヤとの歯車比によつて行なわれるた
め、変速比の幅がせまくなりがちで所定の変速比
を得ることが困難となる場合がある。
この発明の目的は、上記の理由に鑑み、変速ギ
ヤが配設されるシヤフトの軸長を短かくなし得、
この分だけ変速機全体の軸方向長さの短縮化を図
り得、しかも変速比を幅広く設定し得、所望とす
る変速比の設定を容易になし得る歯車変速機を提
供することである。
By the way, if a transmission gear or a synchronized mesh mechanism for 1st to 4th speeds is installed on one shaft, the axial length of the shaft becomes longer, which tends to make the transmission larger in the axial direction. It is in. Furthermore, since the gear ratio is set by the gear ratio of each gear and the driven gear that meshes with it, the width of the gear ratio tends to be narrow, making it difficult to obtain the desired gear ratio. There is. In view of the above reasons, an object of the present invention is to shorten the axial length of a shaft on which a transmission gear is disposed;
To provide a gear transmission in which the axial length of the entire transmission can be shortened by this amount, the gear ratio can be set over a wide range, and the desired gear ratio can be easily set.
上記目的を達成するために、この発明は、第１
クラツチと第２クラツチとを有し、第１クラツチ
側からのトルク伝達と、第２クラツチ側からのト
ルク伝達とが選択的に得られるツインクラツチタ
イプの歯車変速機であつて、
トランスミツシヨンケース内にはインプツトシ
ヤフト、アウトプツトシヤフト及びカウンタシヤ
フトの三軸が平行状に配設され、
前記インプツトシヤフトの軸回りには前記第１
クラツチを介してチユーブラシヤフトが回転自在
に配設され、
前記チユーブラシヤフトの軸上には変速ギヤ及
び第１シンクロメツシユ機構が設けられ、前記カ
ウンタシヤフトの軸上には変速ギヤ及び第２シン
クロメツシユ機構が設けられるとともに、前記第
１、第２の両シンクロメツシユ機構は前記各シヤ
フトの軸方向と直交する縦方向に配列され、前記
アウトプツトシヤフトの軸上には前記各変速ギヤ
とそれぞれ噛合う中間ギヤが設けられ、
前記三軸の各軸上には変速比調整用の第１、第
２及び第３調整ギヤが相互に噛合つて配設され、
前記アウトプツトシヤフトに配設される第２調
整ギヤは、同シヤフトに対し回転自在に支持さ
れ、
前記インプツトシヤフトに配設される第１調整
ギヤと前記カウンタシヤフトに配設される第３調
整ギヤとのうち、一方の調整ギヤは、そのシヤフ
トに対して固定され、他方の調整ギヤは、そのシ
ヤフトに対し前記第２クラツチを介して設けられ
ている。
In order to achieve the above object, the present invention provides the first
A twin clutch type gear transmission comprising a clutch and a second clutch and selectively transmitting torque from the first clutch side and from the second clutch side, the transmission case comprising: Three axes, an input shaft, an output shaft, and a countershaft, are disposed in parallel within the input shaft, and the first shaft is disposed around the axis of the input shaft.
A tubular shaft is rotatably disposed via a clutch, a transmission gear and a first synchronizing mechanism are provided on the shaft of the tubular shaft, and a transmission gear and a second synchronization mechanism are provided on the shaft of the countershaft. A synchronizing mesh mechanism is provided, and both the first and second synchronizing mechanisms are arranged in a vertical direction perpendicular to the axial direction of each of the shafts, and each of the speed change gears is arranged on the axis of the output shaft. intermediate gears that mesh with each other are provided, and first, second, and third adjustment gears for gear ratio adjustment are provided on each of the three shafts in mesh with each other, and are provided on the output shaft. The second adjustment gear is rotatably supported on the shaft, and is one of the first adjustment gear disposed on the input shaft and the third adjustment gear disposed on the countershaft. The adjusting gear is fixed to the shaft, and the other adjusting gear is connected to the shaft via the second clutch.
上記したように構成される歯車変速機におい
て、チユーブラシヤフトの軸上に変速ギヤ及び第
１シンクロメツシユ機構が、カウンタシヤフトの
軸上に変速ギヤ及び第２シンクロメツシユ機構が
それぞれ設けられ、第１、第２の両シクロメツシ
ユ機構が各シヤフトの軸方向と直交する方向に配
列されることで、共通のシヤフト上に各変速ギヤ
及び第１、第２の両シンクロメツシユ機構が配設
される従来のものと比し、各シヤフトの軸長が短
縮化される。
また、第１クラツチが接続状態とされ、第２ク
ラツチが非接続状態とされたときには、インプツ
トシヤフトのトルクは、第１クラツチ→チユーブ
ラシヤフト→第１シンクロメツシユ機構→チユー
ブラシヤフトの変速ギヤ→中間ギヤ→アウトプツ
トシヤフトの順に伝達され、前記変速ギヤ及び中
間ギヤのギヤ比に基づく変速がなされる。
また、第１クラツチが非接続状態とされ、第２
クラツチが接続状態とされたときには、インプツ
トシヤフトのトルクは、第１〜第３調整ギヤ及び
第２クラツチ→カウンタシヤフト→第２シンクロ
メツシユ機構→カウンタシヤフトの変速ギヤ→中
間ギヤ→アウトプツトシヤフトの順に伝達され、
前記変速ギヤ、中間ギヤ及び第１〜第３調整ギヤ
のギヤ比に基づく変速がなされる。
In the gear transmission configured as described above, a speed change gear and a first synchromesh mechanism are provided on the axis of the tube brush shaft, and a speed change gear and a second synchromesh mechanism are provided on the axis of the countershaft, By arranging both the first and second cyclomesh mechanisms in a direction perpendicular to the axial direction of each shaft, each transmission gear and both the first and second synchro-mesh mechanisms are arranged on a common shaft. The axial length of each shaft is shortened compared to the conventional one. Furthermore, when the first clutch is in the connected state and the second clutch is in the disengaged state, the torque of the input shaft is changed from the first clutch to the tube brush shaft to the first synchronized mesh mechanism to the tube brush shaft. The transmission is performed in the order of gear→intermediate gear→output shaft, and the speed is changed based on the gear ratio of the transmission gear and the intermediate gear. Also, the first clutch is in a disconnected state and the second clutch is in a disconnected state.
When the clutch is in the connected state, the input shaft torque is applied to the first to third adjustment gears and the second clutch → countershaft → second synchronized mesh mechanism → countershaft transmission gear → intermediate gear → output shaft are transmitted in the order of
A speed change is performed based on the gear ratios of the speed change gear, the intermediate gear, and the first to third adjustment gears.
以下、この発明の一実施例を図面にしたがつて
説明する。
第１図に示すこの実施例において、トランスミ
ツシヨンケース１内には、第１シヤフト（インプ
ツトシヤフト）２と、第２シヤフト（アウトプツ
トシヤフト）３と、第３シヤフト（カウンタシヤ
フト）４との三軸がそれぞれ平行して回転可能に
配設されている。エンジンの駆動によつて回転さ
れる第１シヤフト２の片側（図中左側）には第１
クラツチ５が配設されており、この第１クラツチ
５のデイスク５ａには第１シヤフト２の軸回りに
配設されるチユーブラシヤフト７の一端が固定さ
れている。このチユーブラシヤフト７の軸上には
第２速ギヤ８と第４速ギヤ９とがそれぞれ回転自
在に配設されるとともに、これら両ギヤ８，９の
間には第１シンクロメツシユ機構（周知のボルグ
ワーナタイプのシンクロメツシユ機構）１０が配
設されている。
一方、第３シヤフト４の片側（図中右側）には
第２クラツチ６が配設されており、この第２クラ
ツチ６のデイスク６ａは第３シヤフト４に固着さ
れている。さらに、第３シヤフト４の軸上には第
１速ギヤ１１と第３速ギヤ１２とがそれぞれ回転
自在に配設されるとともに、これら両ギヤ１１，
１２の間には第２シンクロメツシユ機構１３が配
設されている。そして、第１シヤフト２と第３シ
ヤフト４との間に配設される第２シヤフト３の軸
上には、第１速ギヤ１１及び第２速ギヤ８に常時
噛み合つてこれらギヤ１１と８とのドリブンギヤ
を兼用する第１中間ギヤ１４と、第３速ギヤ１２
及び第４速ギヤ９に常時噛み合つてこれらギヤ１
２と９とのドリブンギヤを兼用する第２中間ギヤ
１５とが配設されている。
上記第１、第２及び第３シヤフト２，３，４の
片側（図中右側）には変速比調整用の第１、第２
及び第３調整ギヤ１６，１７，１８相互に常時噛
み合つてそれぞれ配設されている。そして、第１
調整ギヤ１６は第１シヤフト２の軸上に固着さ
れ、第２調整ギヤ１７は第２シヤフト３の軸上に
回転自在に配設され、さらに、第３調整ギヤ１８
は第２クラツチ６のクラツチケース６ｂに固着さ
れている。
また、第２シヤフト３の軸上にはリバースギア
１９が固着される一方、このリバースギヤ１９に
対しリバースアイドラギヤ２０を介して噛合うカ
ウンタリバースギヤ２１は、第１シンクロメツシ
ユ機構１０ハブスリーブ１０ａの外周に設けられ
ている。
さらに、第２シヤフト３の片側（図中左側）に
はフアイナルドライブギヤ２２が固着されてお
り、このフアイナルドライブギヤ２２はデイフア
レンシヤル装置２３のリグギヤ２３ａと噛合う。
なお、上記の第１及び第２の各クラツチ５，６
並びに各シンクロメツシユ機構１０，１３は、周
知のオートマチツクトランスミツシヨンの制御技
術を用いて自動的に速比選択を達成するように作
動される。
上記の構成において、第１速段及び第３速段は
第２クラツチ６側からのトルク伝達で達成され、
第２速段、第４速段、及び後進は第１クラツチ５
側からのトルク伝達で達成される。すなわち、第
１速段の場合、エンジンの駆動によつて回転され
る第１シヤフト２のトルクは、第１〜第３調整ギ
ヤ１６，１７，１８及び第２クラツチ６を経て第
３シヤフト４に伝達され、その後、第２シンクロ
メツシユ機構１３、第１速ギヤ１１及び第１中間
ギヤ１４を経て第２シヤフト（アウトプツトシヤ
フト）３に伝達される。
第２速段の場合、第１シヤフト２のトルクは、
第１クラツチ５を経てチユーブラシヤフト７に伝
達され、その後、第１シンクロメツシユ機構１
０、第２速ギヤ８及び第１中間ギヤ１４を経て第
２シヤフト３に伝達される。
第３速段の場合、第１シヤフト２のトルクは、
第１〜第３調整ギヤ１６，１７，１８、第２クラ
ツチ６、第３シヤフト４、第２シンクロメツシユ
機構１３、第３速ギヤ１２及び第２中間ギヤ１５
を経て第２シヤフト３に伝達される。
第４速段の場合、第１シヤフト２のトルクは、
第１クラツチ５、チユーブラシヤフト７、第１シ
ンクロメツシユ機構１０、第４速段ギヤ９及び第
２中間ギヤ１５を経て第２シヤフト３に伝達され
る。
後進の場合、第１シヤフト２のトルクは、第１
クラツチ５、チユーブラシヤフト７、第１シンク
ロメツシユ機構１０のハブスリーブ１０ａに設け
られたカウンタリバースギヤ２１、リバースアイ
ドラギヤ２０及びリバースギヤ１９を経て第２シ
ヤフト３に伝達される。
なお、上記実施例においては、第１クラツチ５
側からのトルク伝達で第２速段、第４速段、及び
後進を達成し、第２クラツチ６側からのトルク伝
達で第１速段及び第３速段を達成したが、各前進
ギヤ８，９，１１，１２及び第１〜第３調整ギヤ
１６，１７，１８の歯車比を設定することで、第
１速ギヤ１１、第２速ギヤ８、第３速ギヤ１２及
び第４速ギヤ９をそれぞれ第２速ギヤ、第１速ギ
ヤ、第４速ギヤ及び第３速ギヤにそれぞれ変更で
き、第１クラツチ５側からのトルク伝達で第１速
段、第３速段、及び後進を達成し得、第２クラツ
チ６側からのトルク伝達で第２速段及び第４速段
を達成し得る。さらに、第１〜第３調整ギヤ１
６，１７，１８の歯車比を適宜に設定すること
で、第１速ギヤ１１と第２速ギヤ８との共通化及
び第３速ギヤ１２と第４ギヤ９との共通化を図る
ことが可能となる。
第２図に示すものは、上記第１シヤフト２の入
力側にトルクコンバータ２５を配設した実施例を
示すもので発進性能や変速特性の一層の向上を図
り得る。その他の部分は上記実施例のものと同様
であるので同一部材に対し同一符号を付してその
説明は省略する。
第３図に示すものは、第１シヤフト２の両側に
第１クラツチ５と第２クラツチ６とをそれぞれ配
設した実施例を示すもので、第１クラツチ５のデ
イスク５ａには第１シヤフト２の軸回りに配設さ
れるチユーブラシヤフト７の一端が固定され、こ
のチユーブラシヤフト７の軸上には第２速ギヤ
８、第４速ギヤ９及び第１シンクロメツシユ機構
１０が配設される。一方、第３シヤフト４の軸上
には第１速ギヤ１１、第３速ギヤ１２及び第２シ
ンクロメツシユ機構１３が配設され、第２シヤフ
ト３の軸上には、第１、第２の両中間ギヤ１４，
１５が配設される。さらに、第１〜第３シヤフト
２，３，４の図中左側には。変速比調整用の第１
〜第３調整ギヤ１６，１７，１８が相互に常時噛
合つて配設される。そして、第１調整ギヤ１６
は、第１シヤフト２の軸回りに配設されかつ一端
が第２クラツチ６のデイスク６ａに固着されるチ
ユーブラシヤフト２６の他端に固着され、第２調
整ギヤ１７は第２シヤフト３の軸上に回転自在に
配設され、第３調整ギヤ１８は第３シヤフト４の
軸上に固着される。
上記の構成において、第１速段及び第３速段は
第２クラツチ６側からのトルク伝達で達成され、
第２速段及び第４速段は第１クラツチ５側からの
トルク伝達で達成される。
第４図に示すものは、第１シヤフト２の両側に
第１クラツチ５と第２クラツチ６とをそれぞれ配
設し、さらに６速段が達成し得る実施例を示すも
ので、第１クラツチ５のデイスク５ａに一端が固
着されかつ第１シヤフト２の軸回りに配設される
チユーブラシヤフト７の軸上には第２速ギヤ８、
第４速ギヤ９及び第１シンクロメツシユ機構１０
の他に、第６速用のギヤ２７と第３シクロメツシ
ユ機構２８とがそれぞれ配設される。一方、第３
シヤフト４の軸上には、第１速ギヤ１１、第３速
ギヤ１２及び第２シクロメツシユ機構１３の他
に、第５速用のギヤ２９と第４シンクロメツシユ
機構３０とが配設される。そして、第２シヤフト
３の軸上には、第１中間ギヤ１４及び第２中間ギ
ヤ１５の他に第５速ギヤ２９及び第６速ギヤ２７
に常時噛み合つてこれらギヤ２９と２７とのドリ
ブンギヤを兼用する第３中間ギヤ３１が配設され
る。なお、１９はリバースギヤ、２０はリバース
アイドラギヤ、２１はカウンタリバースギヤであ
る。さらに、第１〜第３シヤフト２，３，４の図
中右側には、変速比調整用の第１〜第３調整ギヤ
１６，１７，１８が相互に常時噛合つて配設され
ている。そして、第１調整ギヤ１６は、第１シヤ
フト２の軸回りに配設されかつ一端が第２クラツ
チ６のデイスク６ａに固着されるチユーブラシヤ
フト３２の他端に固着され、第２調整ギヤ１７は
第２シヤフト３の軸上に回転自在に配設され、第
３調整ギヤ１８は第３シヤフト１８の軸上に固着
される。
上記の構成において、第１速段、第３速段及び
第５速段は第２クラツチ６側からのトルク伝達で
達成され、第２速段、第４速段、第６速段及び後
進は第１クラツチ５側からのトルク伝達で達成さ
れる。
An embodiment of the present invention will be described below with reference to the drawings. In this embodiment shown in FIG. 1, a transmission case 1 includes a first shaft (input shaft) 2, a second shaft (output shaft) 3, and a third shaft (counter shaft) 4. The three axes are arranged in parallel and rotatable. On one side (left side in the figure) of the first shaft 2, which is rotated by the drive of the engine, there is a first
A clutch 5 is disposed, and one end of a tubular shaft 7 disposed around the axis of the first shaft 2 is fixed to a disk 5a of the first clutch 5. A second speed gear 8 and a fourth speed gear 9 are rotatably disposed on the axis of the tubular shaft 7, and a first synchronized mesh mechanism ( A well-known Borgwana type synchronized mesh mechanism 10 is provided. On the other hand, a second clutch 6 is disposed on one side (right side in the figure) of the third shaft 4, and a disk 6a of the second clutch 6 is fixed to the third shaft 4. Further, a first gear 11 and a third gear 12 are rotatably disposed on the axis of the third shaft 4, and both gears 11,
A second synchromesh mechanism 13 is disposed between the two synchronizers 12 . On the shaft of the second shaft 3 disposed between the first shaft 2 and the third shaft 4, the gears 11 and 8 are constantly meshed with the first speed gear 11 and the second speed gear 8. A first intermediate gear 14 that also serves as a driven gear, and a third speed gear 12
and 4th speed gear 9, these gears 1
A second intermediate gear 15 that also serves as a driven gear for gears 2 and 9 is provided. On one side of the first, second, and third shafts 2, 3, and 4 (on the right side in the figure) are first and second shafts for adjusting the gear ratio.
and third adjustment gears 16, 17, and 18 are arranged so as to always mesh with each other. And the first
The adjustment gear 16 is fixed on the axis of the first shaft 2, the second adjustment gear 17 is rotatably arranged on the axis of the second shaft 3, and the third adjustment gear 18 is fixed on the axis of the second shaft 3.
is fixed to the clutch case 6b of the second clutch 6. Further, a reverse gear 19 is fixed on the axis of the second shaft 3, and a counter reverse gear 21 that meshes with the reverse gear 19 via a reverse idler gear 20 is connected to the first synchronized mesh mechanism 10 hub sleeve. It is provided on the outer periphery of 10a. Further, a final drive gear 22 is fixed to one side (left side in the figure) of the second shaft 3, and this final drive gear 22 meshes with a rig gear 23a of a differential device 23. Note that each of the first and second clutches 5 and 6 described above
Additionally, each synchromesh mechanism 10, 13 is operated to automatically accomplish ratio selection using well-known automatic transmission control techniques. In the above configuration, the first speed and the third speed are achieved by torque transmission from the second clutch 6 side,
For 2nd gear, 4th gear, and reverse, the first clutch 5
This is achieved by transmitting torque from the side. That is, in the case of the first gear, the torque of the first shaft 2 rotated by the engine is transferred to the third shaft 4 via the first to third adjustment gears 16, 17, 18 and the second clutch 6. Thereafter, the signal is transmitted to the second shaft (output shaft) 3 via the second synchronized mesh mechanism 13, the first speed gear 11, and the first intermediate gear 14. In the case of the second gear, the torque of the first shaft 2 is
The transmission is transmitted to the tubular shaft 7 via the first clutch 5, and then to the first synchronized mesh mechanism 1.
0, is transmitted to the second shaft 3 via the second speed gear 8 and the first intermediate gear 14. In the case of the third gear, the torque of the first shaft 2 is
First to third adjustment gears 16, 17, 18, second clutch 6, third shaft 4, second synchronized mesh mechanism 13, third speed gear 12, and second intermediate gear 15
The signal is transmitted to the second shaft 3 via. In the case of the fourth gear, the torque of the first shaft 2 is
The signal is transmitted to the second shaft 3 via the first clutch 5, the tubular shaft 7, the first synchronized mesh mechanism 10, the fourth gear 9, and the second intermediate gear 15. In the case of reverse movement, the torque of the first shaft 2 is
The signal is transmitted to the second shaft 3 via the clutch 5, the tubular shaft 7, the counter reverse gear 21 provided on the hub sleeve 10a of the first synchronized mesh mechanism 10, the reverse idler gear 20, and the reverse gear 19. In addition, in the above embodiment, the first clutch 5
The second gear, fourth gear, and reverse were achieved by torque transmission from the side of the second clutch 6, and the first and third gears were achieved by torque transmission from the second clutch 6 side, but each forward gear 8 , 9, 11, 12 and the gear ratios of the first to third adjustment gears 16, 17, 18, the first gear 11, second gear 8, third gear 12, and fourth gear 9 can be changed to 2nd gear, 1st gear, 4th gear, and 3rd gear, respectively, and the 1st gear, 3rd gear, and reverse can be changed by torque transmission from the first clutch 5 side. The second speed and the fourth speed can be achieved by transmitting torque from the second clutch 6 side. Furthermore, the first to third adjustment gears 1
By appropriately setting the gear ratios of gears 6, 17, and 18, it is possible to make the first gear 11 and the second gear 8 common, and the third gear 12 and the fourth gear 9 common. It becomes possible. The one shown in FIG. 2 shows an embodiment in which a torque converter 25 is disposed on the input side of the first shaft 2, which can further improve starting performance and shifting characteristics. The other parts are the same as those of the above embodiment, so the same reference numerals are given to the same members and the explanation thereof will be omitted. The one shown in FIG. 3 shows an embodiment in which a first clutch 5 and a second clutch 6 are respectively disposed on both sides of the first shaft 2. One end of a tubular shaft 7 disposed around an axis is fixed, and a second gear 8, a fourth gear 9, and a first synchronized mesh mechanism 10 are disposed on the axis of the tubular shaft 7. be done. On the other hand, on the axis of the third shaft 4, a first speed gear 11, a third speed gear 12, and a second synchromesh mechanism 13 are arranged, and on the axis of the second shaft 3, first and second gears are arranged. Both intermediate gears 14,
15 are arranged. Furthermore, on the left side in the figure of the first to third shafts 2, 3, and 4. 1st gear ratio adjustment
~Third adjustment gears 16, 17, and 18 are disposed in constant meshing with each other. And the first adjustment gear 16
is fixed to the other end of a tubular shaft 26 which is arranged around the axis of the first shaft 2 and whose one end is fixed to the disc 6a of the second clutch 6, and the second adjustment gear 17 is arranged around the axis of the second shaft 3. The third adjustment gear 18 is rotatably disposed on the third shaft 4 and is fixed on the axis of the third shaft 4 . In the above configuration, the first speed and the third speed are achieved by torque transmission from the second clutch 6 side,
The second speed and the fourth speed are achieved by torque transmission from the first clutch 5 side. The one shown in FIG. 4 shows an embodiment in which a first clutch 5 and a second clutch 6 are respectively disposed on both sides of the first shaft 2, and furthermore, six gears can be achieved. A tubular shaft 7 has one end fixed to the disk 5a and is disposed around the axis of the first shaft 2. A second speed gear 8,
Fourth speed gear 9 and first synchronized mesh mechanism 10
In addition, a gear 27 for sixth speed and a third cyclomesh mechanism 28 are provided. On the other hand, the third
On the axis of the shaft 4, in addition to the first speed gear 11, the third speed gear 12, and the second cyclomesh mechanism 13, a fifth speed gear 29 and a fourth synchromesh mechanism 30 are arranged. . On the axis of the second shaft 3, in addition to the first intermediate gear 14 and the second intermediate gear 15, there are a fifth speed gear 29 and a sixth speed gear 27.
A third intermediate gear 31 is provided which is always in mesh with the gears 29 and 27 and serves as a driving gear for these gears 29 and 27. Note that 19 is a reverse gear, 20 is a reverse idler gear, and 21 is a counter reverse gear. Further, on the right side of the first to third shafts 2, 3, and 4 in the drawing, first to third adjustment gears 16, 17, and 18 for adjusting the gear ratio are disposed in constant meshing with each other. The first adjustment gear 16 is fixed to the other end of a tubular shaft 32 which is disposed around the axis of the first shaft 2 and whose one end is fixed to the disk 6a of the second clutch 6, and the second adjustment gear 17 is rotatably arranged on the axis of the second shaft 3, and the third adjustment gear 18 is fixed on the axis of the third shaft 18. In the above configuration, the first, third, and fifth gears are achieved by torque transmission from the second clutch 6 side, and the second, fourth, sixth, and reverse gears are achieved by torque transmission from the second clutch 6 side. This is achieved by transmitting torque from the first clutch 5 side.
以上例示したように、この発明によれば、各シ
ヤフトの軸長を短縮化することができ、この分だ
け変速機全体の軸方向長さの短縮化を図り得、こ
れによつて車両のボデイに対する変速機のレイア
ウトを容易になし得る。
しかも、変速比の設定は、各変速ギヤ、中間ギ
ヤ並びに第１〜第３調整ギヤの歯車比によつて幅
広く設定し得、所望とする変速比の設定を容易に
なし得る。
さらに、第１〜第３調整ギヤの歯車比を適宜に
設定することで、チユーブラシヤフトの変速ギヤ
とカウンタシヤフトの変速ギヤとの共通化が可能
となる。
As exemplified above, according to the present invention, the axial length of each shaft can be shortened, and the axial length of the entire transmission can be shortened by this amount. The layout of the transmission can be easily made. Furthermore, the gear ratio can be set over a wide range depending on the gear ratios of each transmission gear, intermediate gear, and first to third adjustment gears, and a desired gear ratio can be easily set. Furthermore, by appropriately setting the gear ratios of the first to third adjustment gears, it becomes possible to use the same transmission gear as that of the tubular shaft and that of the countershaft.
図面はこの発明の一実施例を示すもので、第１
図は歯車変速機のスケルトン図、第２図は第１シ
ヤフトの入力側にトルクコンバータが配設される
実施例を示す歯車変速機のスケルトン図、第３図
は第１シヤフトの両側に第１クラツチと第２クラ
ツチとがそれぞれ配設される実施例を示す歯車変
速機のスケルトン図、第４図は第１シヤフトの両
側に第１クラツチと第２クラツチとがそれぞれ配
設されかつ６速段が達成し得る実施例を示す歯車
変速機のスケルトン図である。
１……トランスミツシヨンケース、２……第１
シヤフト（インプツトシヤフト）、３……第２シ
ヤフト（アウトプツトシヤフト）、４……第３シ
ヤフト（カウンタシヤフト）、５……第１クラツ
チ、６……第２クラツチ、８……第２速ギヤ、９
……第４速ギヤ、１０……第１シンクロメツシユ
機構、１１……第１速ギヤ、１２……第３速ギ
ヤ、１３……第２シンクロメツシユ機構、１４…
…第１中間ギヤ、１５……第２中間ギヤ、１６…
…第１調整ギヤ、１７……第２調整ギヤ、１８…
…第３調整ギヤ、１９……リバースギヤ。
The drawings show one embodiment of the invention.
The figure is a skeleton diagram of a gear transmission, Figure 2 is a skeleton diagram of a gear transmission showing an embodiment in which a torque converter is disposed on the input side of the first shaft, and Figure 3 is a skeleton diagram of a gear transmission showing an embodiment in which a torque converter is disposed on the input side of the first shaft. FIG. 4 is a skeleton diagram of a gear transmission showing an embodiment in which a clutch and a second clutch are respectively disposed, and FIG. FIG. 2 is a skeleton diagram of a gear transmission showing an example in which this can be achieved. 1...transmission case, 2...first
Shaft (input shaft), 3... Second shaft (output shaft), 4... Third shaft (counter shaft), 5... First clutch, 6... Second clutch, 8... Second speed gear, 9
...Fourth speed gear, 10...First synchronized mesh mechanism, 11...First speed gear, 12...Third speed gear, 13...Second synchronized mesh mechanism, 14...
...First intermediate gear, 15...Second intermediate gear, 16...
...First adjustment gear, 17...Second adjustment gear, 18...
...Third adjustment gear, 19...Reverse gear.
Claims (1)
クラツチ側からのトルク伝達と、第２クラツチ側
からのトルク伝達とが選択的に得られるツインク
ラツチタイプの歯車変速機であつて、 トランスミツシヨンケース内にはインプツトシ
ヤフト、アウトプツトシヤフト及びカウンタシヤ
フトの三軸が平行状に配設され、 前記インプツトシヤフトの軸回りには前記第１
クラツチを介してチユーブラシヤフトが回転自在
に配設され、 前記チユーブラシヤフトの軸上には変速ギヤ及
び第１シンクロメツシユ機構が設けられ、前記カ
ウンタシヤフトの軸上には変速ギヤ及び第２シン
クロメツシユ機構が設けられるとともに、前記第
１、第２の両シンクロメツシユ機構は前記各シヤ
フトの軸方向と直交する縦方向に配列され、前記
アウトプツトシヤフトの軸上には前記各変速ギヤ
とそれぞれ噛合う中間ギヤが設けられ、 前記三軸の各軸上には変速比調整用の第１、第
２及び第３調整ギヤが相互に噛合つて配設され、 前記アウトプツトシヤフトに配設される第２調
整ギヤは、同シヤフトに対し回転自在に支持さ
れ、 前記インプツトシヤフトに配設される第１調整
ギヤと前記カウンタシヤフトに配設される第３調
整ギヤとのうち、一方の調整ギヤは、そのシヤフ
トに対して固定され、他方の調整ギヤは、そのシ
ヤフトに対し前記第２クラツチを介して設けられ
ていることを特徴とする歯車変速機。[Claims] 1. A first clutch and a second clutch;
It is a twin clutch type gear transmission that can selectively transmit torque from the clutch side and from the second clutch side, and the transmission case includes an input shaft, an output shaft, and a counter. The three axes of the shaft are arranged in parallel, and the first shaft is arranged around the axis of the input shaft.
A tubular shaft is rotatably disposed via a clutch, a transmission gear and a first synchronizing mechanism are provided on the shaft of the tubular shaft, and a transmission gear and a second synchronization mechanism are provided on the shaft of the countershaft. A synchronizing mesh mechanism is provided, and both the first and second synchronizing mechanisms are arranged in a vertical direction perpendicular to the axial direction of each of the shafts, and each of the speed change gears is arranged on the axis of the output shaft. intermediate gears that mesh with each other are provided, and first, second, and third adjustment gears for gear ratio adjustment are provided on each of the three shafts in mesh with each other, and are provided on the output shaft. The second adjustment gear is rotatably supported on the shaft, and is one of the first adjustment gear disposed on the input shaft and the third adjustment gear disposed on the countershaft. A gear transmission characterized in that the adjusting gear is fixed to the shaft, and the other adjusting gear is connected to the shaft via the second clutch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57032617A JPS58149444A (en) | 1982-03-01 | 1982-03-01 | Speed change gears |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57032617A JPS58149444A (en) | 1982-03-01 | 1982-03-01 | Speed change gears |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58149444A JPS58149444A (en) | 1983-09-05 |
| JPH0546455B2 true JPH0546455B2 (en) | 1993-07-14 |
Family
ID=12363809
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57032617A Granted JPS58149444A (en) | 1982-03-01 | 1982-03-01 | Speed change gears |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58149444A (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4876920A (en) * | 1988-07-07 | 1989-10-31 | Ford Motor Company | Dual range infinitely variable transmission |
| JP4499084B2 (en) * | 2000-03-10 | 2010-07-07 | 日立オートモティブシステムズ株式会社 | Automatic transmission for automobile and automobile using the same |
| EP1262684A4 (en) | 2000-03-10 | 2009-11-04 | Hitachi Ltd | Automatic transmission, dynamo-electric machine, and car |
| JP2013024391A (en) * | 2011-07-25 | 2013-02-04 | Aichi Machine Industry Co Ltd | Transmission device, and electric vehicle equipped with the same |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5550016U (en) * | 1978-09-25 | 1980-04-01 | ||
| JPS56127841A (en) * | 1980-02-18 | 1981-10-06 | Automotive Prod Co Ltd | Transmission |
-
1982
- 1982-03-01 JP JP57032617A patent/JPS58149444A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5550016U (en) * | 1978-09-25 | 1980-04-01 | ||
| JPS56127841A (en) * | 1980-02-18 | 1981-10-06 | Automotive Prod Co Ltd | Transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58149444A (en) | 1983-09-05 |
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