JPH0721943Y2 - Gear type transmission - Google Patents

Description

[Detailed Description of the Invention] [Industrial field of application] This invention is a gear type for an automobile of a front engine / rear drive system (hereinafter referred to as FR system) having an input shaft and an output shaft on the same axis. It relates to a transmission.

[Prior Art] This type of gear transmission is, for example, as shown in FIG.
The main body of the transmission case 6'is divided into a front case 6a ', a rear case 6b' and a rear cover 6c '. This is because it is necessary to independently form the rear case 6b 'equipped with the bearings 67' and 68 'in order to support both sides of the reverse idle shaft 5'with the bearings 67' and 68 '.

In addition, as in the transmission disclosed in Japanese Utility Model Laid-Open No. 63-28947, a structure in which the transmission case is divided at the position of the reverse idle gear has been proposed. In the transmission case 6 ″ having this structure, as shown in FIG. 4, one bearing 67 ″ of the reverse idle shaft 5 ″ is fixed by a bolt 100 penetrating from the outside. A partition wall 60 "for supporting the intermediate portions of the output shaft 3 and the counter shaft 4, respectively"
By providing the tapered roller type bearing 101 between the insertion hole 105 of the partition wall 60 ″ and the output shaft 3,
The output shaft 3 is axially positioned with respect to the input shaft 2.

[Problems to be Solved by the Invention] Among the conventional transmissions described above, in the former (FIG. 3), since the main body of the transmission case 6'is divided into three parts, the number of the divided cases is large. Not only is it time-consuming to manufacture, but there are many joint surfaces in each split case,
The number of parts such as gaskets increased, and assembly was complicated and took time.

The latter (Fig. 4) is a partition wall inside the front case 6a ".
Since there is 60 ″, it is not possible to manufacture the front case 6a ″ by die casting, which makes the manufacturing time-consuming and costly. Moreover, the tapered roller type bearing 10
Since the output shaft 3 is held at a fixed position with respect to the input shaft 2 by using 1 to 103, the output shaft 3 is positioned by performing shim adjustment or the like, and the bearing 67 ″ of the reverse idle shaft 5 ″ is fixed. Since it is necessary to use the bolt 100 from the outside, the assembly work is complicated and it cannot be assembled by the robot.

This invention has been made in view of the above-mentioned points, facilitates assembly work, enables assembly by a robot, can be manufactured at low cost, and can be manufactured by die casting each case after dividing the transmission case into two parts. It is intended to provide a FR type gear transmission for automobiles.

[Means for Solving the Problems] In order to achieve the above-mentioned object, a gear type transmission of the present invention includes an input shaft and an output shaft on the same axis, and a counter parallel to the input shaft and the output shaft. A front-engine / rear-drive gear-type transmission for automobiles that has a shaft, and is a hollow structure in which the transmission case is divided into two parts at the position of the reverse idle gear, and there is no partition wall inside each divided case. The input shaft and the output shaft are rotatably connected to each other by interposing one or more balls or thrust bearings between the abutting end faces of both shafts, and the drive gear of the input shaft and the counter shaft are connected. The twisting direction of the teeth of the input gear is set so that thrust force acts on the input shaft in the direction of moving the input shaft forward when the power is transmitted from the input shaft to the counter shaft, and The twisting directions of the teeth of the gears on the output shaft and the gears of the counter shaft that mesh with these gears are set so as to move the gears rearward to the output shaft when the power is transmitted from the counter shaft to the output shaft. It is set so that thrust force acts.

As described in claim 2, it is preferable that the peripheral wall of the transmission case is slightly expanded in diameter toward the open end side.

[Operation] According to the gear type transmission of the present invention having the above configuration,
When power is transmitted from the output shaft to the input shaft, such as during engine braking, thrust force acts on the input shaft and the output shaft in the direction of approaching each other, and the input shaft and the output shaft pass through balls or thrust bearings. The thrust forces are canceled by pushing each other. Conversely, when power is transmitted from the input shaft to the output shaft when the engine is driven, thrust forces in the phase separation direction act on the input shaft and the output shaft, and the input shaft is on the front case side and the output shaft is on the rear case side. Supported by each. Also, in the assembly work, since it is only necessary to connect the input shaft and the output shaft by inserting the ball or the thrust bearing, it is not necessary to perform a work such as shim adjustment for accurately positioning the output shaft. Become. Furthermore, since the two divided cases (front case and rear case) that make up the transmission case have a hollow structure with no partition wall and open joint ends, they can be manufactured by die-cast molding, respectively. Since there is only one surface, the assembly work becomes easy. Therefore, the output shaft, the counter shaft, and other components of the transmission can be inserted and assembled into the front case from the open side of the front case. In other words, robot assembly is possible.

In the gear type transmission according to the second aspect, when the transmission case is die cast, it can be easily extracted from the mold.

[Embodiment] An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is an overall vertical sectional view showing an embodiment of a gear type transmission.

As shown in the figure, this gear type transmission 1 is a FR type automobile transmission in which an input shaft 2 and an output shaft 3 are arranged on the same axis line. The input shaft 2 and the output shaft 3 are a transmission case. 6 is rotatably supported by radial bearings 11 and 12 in the center of the shaft 6. In addition, each bearing 11, 12
Are held in place on the input shaft 2 or the output shaft 3 by a snap ring (not shown) or the like without applying preload. Further, in the transmission case 6, below the output shaft 3 and in parallel therewith, a counter shaft 4 is provided with radial bearings 13 and 14.
It is rotatably supported via. In addition, each bearing 13,
14 is fixed to a fixed position on the counter shaft 4 by a circlip (not shown) or the like. Transmission case 6
A reverse idle gear (51) accommodating case portion 61 is integrally formed near the bottom of the reverse idle gear (51), and the reverse idle idle is provided in the case portion 61 in parallel with the output shaft 3 and the counter shaft 4. A shaft 5 is arranged. Three shift rods are installed in the upper part of the transmission case 6.
Reference numerals 81, 82, and 83 are arranged so as to be slidable in the front-rear direction and parallel to the output shaft 3.

The transmission case 6 includes a front wall 62 and a rear wall 63, and a clutch housing 64 integrally extends in front of the front wall 62. Further, the front wall 62 has an insertion hole 65 for the input shaft 2.
However, the insertion holes 66 of the output shaft 3 are respectively formed in the rear wall 63, a part of the input shaft 2 projects forward from the insertion hole 65, and a part of the output shaft 3 projects rearward from the insertion hole 66. .

Transmission case 6 is a reverse idle gear
The front case 6a and the rear case 6b, which are divided into two in the front and rear at the position of 51, each have a hollow structure with no partition wall or the like and an open joint end so that they can be die-cast from aluminum alloy or the like. . The front case 6a, the clutch housing 64, and the rear case 6b have their peripheral walls tapered slightly toward the open end side so that they can be easily extracted from a mold (not shown) during die casting. . Further, support holes 67 and 68 for the reverse idle shaft 5 are formed in the bottom portion 61a of the front case 6a and the bottom portion 61b of the rear case 6b, which form the storage case portion 61 of the reverse idle gear 51.

A rear end portion of the input shaft 2 rotatably supported on the front case 6a side in the transmission case 6 is formed with an insertion hole 21 so as to receive the front end portion of the output shaft 3. And one large diameter ball (hard ball) in the insertion hole 21.
The input shaft 2 and the output shaft 3 are relatively rotated by inserting the front end portion of the output shaft 3 via 22 and supporting the output shaft 3 with respect to the input shaft 2 via a roller bearing 23. Connected possible.

The drive gear 31 integrally provided on the end portion of the input shaft 2 meshes with the input gear 41 integrally provided on the counter shaft 4 so that the counter shaft 4 rotates in conjunction with the rotation of the input shaft 2. Has become.

Further, between the output shaft 3 and the counter shaft 4, from the front side to the rear end, the third speed gear train 32.42, the second speed gear train 33.43,
First-speed gears 34 and 44, reverse gear trains 35 and 44, and fifth-speed (overdrive) gear trains 36 and 46 are sequentially provided.
Of these gear trains, the gears 42 to 46 on the counter shaft 4 side
(Excluding 45), that is, the third speed gear 42, the second speed gear 43,
The first speed gear (and reverse gear) 44 and the fifth speed gear 46 are formed integrally with the counter shaft 4. On the other hand, the gears 32 to 36 on the output shaft 3 side, that is, the third speed gear 32, the second speed gear 33, the first speed gear 34, the reverse gear
The 35th and 5th speed gears 36 are rotatably fitted to the output shaft 3, respectively. In addition, reverse idle gear 51
Is rotatably fitted to the idle shaft 5. In addition,
The distance between the center of the counter shaft 4 and the center of the reverse idle shaft 5 is the radius of the gear having the largest gear diameter on the counter shaft 4, the clearance between the tooth tips, and the clearance for die-casting each case 6a, 6b. The gear diameter of the reverse idle gear 51 is set to be equal to a value obtained by adding the gradient, the radius of the reverse idle shaft 5, and the wall thickness of each case 6a, 6b.

And, between the first speed gear 34 and the second speed gear 33 on the intermediate position of the output shaft 3, a first gear for selectively coupling the gears 33, 34 with the output shaft 3 so as to be integrally rotatable. 1 synchronizer 91
Are arranged. Further, immediately before the third speed gear 32 on the front end position of the output shaft 3, the third speed gear 32 is selectively provided.
A second synchronizing device 92 for rotatably coupling with or directly connecting the input shaft 2 and the output shaft 3 is arranged. Further, between the fifth speed gear 36 and the reverse gear 35 on the rear end position of the output shaft 3, a third gear for selectively coupling the gears 35 and 36 with the output shaft 3 so as to be integrally rotatable. A synchronizer 93 is arranged.

All of the synchronizers 91 to 93 have the same structure, a clutch hub 91a that rotates integrally with the output shaft 3, and a clutch hub sleeve that is spline-fitted on these clutch hubs 91a so as to be slidable in the front-rear direction. 91b and a clutch gear 91 selectively meshed with these clutch hub sleeves 91b.
It is equipped with c and 91d. Then, for example, the first synchronization device 91
The first speed gear 34 is coupled to the output shaft 3 by sliding the clutch hub sleeve 91b to the rear, and the second speed gear 33 causes the second speed gear 33 to be output by sliding the clutch hub sleeve 91b to the front.
It is designed to be combined with. Further, for example, when the clutch hub sleeve 91b of the first synchronizer 91 is operated in the front-rear direction, the lower portion of the control lever 96 is rocked in the front-rear direction in conjunction with the operation of an interlock mechanism (not shown), and the shift rod This is performed by moving the shift fork 91e together with 91 in the front-rear direction. The structure and operation of the second synchronization device 92 and the third synchronization device 93 are the same.
Since the same applies to the above, the description thereof is omitted and the reference numerals a to e of the first synchronizer 91 are used in the figure. Reference numeral 95 in the figure is a select external lever.

By the way, the twisting directions of the teeth of the drive gear 31 of the input shaft 2 and the teeth of the input gear 41 of the counter shaft 4 are the directions in which the input shaft 2 is moved forward when power is transmitted from the input shaft 2 to the counter shaft 4. The thrust force is set to work. The gears 32 to 36 on the output shaft 3 and the gears 42 to 46 (excluding 45) of the counter shaft 4 meshing with these gears are twisted in different directions from the counter shaft 4 to the output shaft 3. The thrust force acts on the output shaft 3 in the direction of moving the output shaft 3 rearward during power transmission.

The transmission case 6 (front case 6a)
A loading port 69 for the control lever 96 is opened on the upper surface of the, and the loading port 69 is closed by attaching a lid member 71 thereto with a bolt 72. An oil seal 73 is provided between the insertion hole 65 of the front case 6a and the input shaft 2.
However, oil seals 74 are provided between the insertion hole 66 of the rear case 6b and the output shaft 3, respectively. Further, a worm screw 75 is provided in front of the oil seal 74 in the rear case 6b so as to be orthogonal to the output shaft 3, and the worm screw 75 is meshed with a worm nut 76 mounted around the output shaft 3. The gears 32 to 36 and the bearings 11 and 12 on the output shaft 3 are held in fixed positions by fixing the worm nut 76 by means of the worm nut 76.

Next, the manner of assembling the respective constituent members of the gear type transmission 1 of the above embodiment will be described.

In FIG. 1, after the input shaft 2 is fitted into the insertion hole 65 from the opening side in the front case 6a, the front case 6a
The output shaft 3, the counter shaft 4, the shift rods 81 to 83, etc. are inserted into the 6a and are arranged at fixed positions. The gears 32 to 36 on the output shaft 3 and the gears 42 to 46 (except 45) on the counter shaft 4 are inserted into the front case 6a with the corresponding gears meshed with each other. Further, the reverse idle gear 51 is also inserted into the storage case portion 61 while being fitted onto the reverse idle shaft 5. Then, after all the constituent members are inserted into fixed positions in the front case 6a, the rear case 6b is integrally joined to the front case 6a. Then, the worm screw 75 is screwed onto the worm nut 76 to fix the worm nut 76, so that the gears 32 to 36, etc. on the output shaft 3 are held in place. In this way, since the gear type transmission 1 can be assembled by inserting all the constituent members from the opening side of the front case 6a, the assembly work using the robot is possible.

Further, according to the gear type transmission 1 of the above-described embodiment, as described in the section of action, power is transmitted from the input shaft 2 to the output shaft 3 directly or via the counter shaft 4 when the engine is driven. At this time, a thrust force acts on the input shaft 2 and the output shaft 3 in the phase separation direction, so that the input shaft 2 is supported by the front case 6a side and the output shaft 3 is supported by the rear case 6b side.
On the contrary, when power is transmitted from the output shaft 3 to the input shaft 2 such as during engine braking, thrust force in the phase approaching direction acts on the output shaft 3 and the input shaft 2, and the output shaft 3 and the input shaft 2 The thrust forces of both shafts 2 and 3 are canceled by the fact that 2 and the balls 22 press each other. Therefore, since it is possible to connect the output shaft 3 to the input shaft 2 while allowing the output shaft 3 to move to a certain degree (usually about 0.5 mm), when connecting the output shaft 3 to the input shaft 2 in the assembly work,
Work such as shim adjustment that is performed to accurately position the output shaft 3 becomes unnecessary. Further, it is not necessary to fix the bearings 11 and 12 on the input shaft 2 and the output shaft 3 to the front case 6a and the rear case 6b with a circlip or the like. This is also one of the factors that make it possible to perform the assembling work of inserting all the components from the opening side of the front case 6a by the robot described above.

FIG. 2 is a partial longitudinal sectional view showing another embodiment of the gear type transmission of the present invention.

The transmission 1 (FIG. 1) of the above embodiment is such that a small-diameter shaft portion 3a is provided on the front end surface of the output shaft 3 and a plurality of small-diameter balls 22 'are provided around the small-diameter shaft portion 3a. The difference is that the input shaft 2 and the output shaft 3 are connected so as to be relatively rotatable. Other structures and operations are the same as those of the transmission 1 of the above-described embodiment, and therefore common parts are denoted by the same reference numerals as in FIG. 1, and description thereof is omitted.

By the way, in the above two embodiments, the input shaft 2 and the output shaft 3 are
A ball 22 or 22 'is interposed between these balls
Alternatively, instead of 22 ', a thrust bearing may be interposed. Further, the loading port 69 of the control lever 96 may be provided on the upper surface of the rear case 6b. Further, the clutch housing 64 is provided in the transmission case 6 when the engine mounted on the vehicle has a special form.
It may be formed separately from the (front case 6a).

[Effects of the Invention] As is apparent from the above description, the gear type transmission of the present invention has the following effects.

(1) With the configuration of claim 1, the output shaft can be connected to the input shaft while allowing a certain amount of movement. Therefore, particularly during assembly work, a ball or thrust is provided between the input shaft and the output shaft. Since it is only necessary to connect via bearings, work such as shim adjustment for accurately positioning the output shaft becomes unnecessary, and the two separate cases (front case and rear case) that make up the transmission case ) Is a hollow structure with no partition wall and open joint ends, and since there is only one joint surface of the split case, assembly work is easy, so output from the open side of the front case to the front case The various components of the transmission, including the shaft and counter shaft, can be inserted and assembled easily and in a short time, enabling robot assembly.

(2) In the transmission according to the second aspect, when the transmission case is die-cast, the transmission can be easily removed from the mold, the production efficiency is improved, and the cost can be reduced.

[Brief description of drawings]

FIG. 1 is an overall longitudinal sectional view showing an embodiment of a gear transmission for an automobile of the present invention, FIG. 2 is a partial longitudinal sectional view showing another embodiment of the present invention, and FIG. 3 is a conventional general sectional view. FIG. 4 is a vertical sectional view showing a conventional gear type transmission, and FIG. 4 is a vertical sectional view showing another conventional gear type transmission. 1 ... Gear type transmission, 2 ... Input shaft, 3 ... Output shaft, 4
…… Counter shaft, 5 …… Reverse idle shaft, 6 …… Transmission case, 6a …… Front case, 6b…
… Rear case, 22, 22 ′ …… Ball, 51 …… Reverse idle gear, 61 …… Reverse idle gear storage case.

Claims (2)

[Scope of utility model registration request] 1. A front-engine / rear-drive gear transmission for an automobile, comprising an input shaft and an output shaft on the same axis, and a counter shaft parallel to the input shaft and the output shaft. The transmission case is divided into two parts at the reverse idle gear position, front and rear, and the inside of each divided case has a hollow structure without a partition wall. The input shaft and the output shaft are placed between the abutting end faces of both shafts.
The balls or thrust bearings are connected so as to be rotatable relative to each other, and the twisting directions of the teeth of the drive gear of the input shaft and the teeth of the input gear of the counter shaft are transmitted from the input shaft to the counter shaft, respectively. Sometimes, the input shaft is set so that a thrust force acts in a direction to move it forward, and the twisting directions of the gears of the output shaft and the teeth of the gears of the counter shaft that mesh with these gears are set. The gear type transmission is characterized in that the thrust force acts on the output shaft in a direction to move the counter shaft backward when the power is transmitted from the counter shaft to the output shaft. 2. A peripheral wall of the transmission case,
The gear type transmission according to claim 1, wherein the diameter is slightly increased in a taper shape toward the open end side.