JPH0776579B2 - Counter shaft type transmission - Google Patents

Description

Detailed Description of the Invention a. Object of the Invention (Industrial field of application) The present invention provides a counter in which a plurality of gear trains are arranged in parallel between shafts arranged in parallel with each other and a gear train is appropriately selected to shift gears. The present invention relates to a shaft type transmission, and more particularly to a transmission in which a one-way clutch clutch is provided in two high load gear trains.

(Prior Art) In a counter shaft type transmission, gears provided on parallel shafts mesh with each other to form a power transmission gear train, and a plurality of such gear trains are arranged in parallel. ing. Then, by selecting a predetermined gear train, a predetermined shift speed is set. Such a counter shaft type transmission is widely used as a transmission for automobiles and the like, and one example thereof is disclosed in JP-A-61-233248.

Further, in such a counter shaft type transmission, there is one in which a one-way clutch that allows only power transmission in the driving direction is provided in the power transmission gear train (particularly, the high load gear train). For example, as proposed by the present applicant in Japanese Patent Application No. 63-180647, there is a transmission in which two one-way clutches are arranged in two sets of high-load gear trains.

However, when the one-way clutch is used, the power transmission in the direction opposite to the driving direction is not performed because the one-way clutch idles, and therefore the engine braking action cannot be obtained as it is. Therefore, it is often the case that an engine clutch is provided to directly connect the input side and the output side of the one-way clutch to hold the lock, and to apply the engine brake as necessary.

(Problems to be Solved by the Invention) When arranging the one-way clutch and the emblem clutch in this manner, a space for disposing the emblem clutch is required, which causes a problem that the shaft span tends to be long, and the disposition is difficult. In particular, the above-mentioned Japanese Patent Application Sho 63
In the case of the transmission proposed in No. -180647, two one-way clutches are arranged in series so that the operation control of both one-way clutches is performed by one emblem clutch. It is necessary to connect the input side and the output side of the other one-way clutch.
For this reason, it is difficult to dispose each gear train and a clutch for selecting each gear train, a member for connecting the gears, and the like, and there is a problem that the transmission tends to be large.

In this arrangement (layout), it is desirable that the high-load gear train is located at the end of the shaft span so that the bending moment and shaft deflection acting on the shaft are as small as possible. Desirably, the high load gear trains of the set are arranged as close together as possible to facilitate the coupling.

It is an object of the present invention to satisfy such requirements, optimize the layout of gear trains and clutches, and reduce the weight and size of the transmission.

B. Configuration of the Invention (Means for Solving the Problems) As means for achieving the above object, a counter shaft type transmission of the present invention includes a plurality of parallel-arranged rotary shafts arranged in parallel with each other. And a one-way clutch that allows only power transmission in the driving direction is arranged in each of two sets of high-load gear trains among the plurality of gear trains. Is disposed so as to sandwich a bearing for rotatably supporting the bearing, and further has a connecting member which passes through the inner diameter side of the bearing and connects one output portion and the other input portion of the one-way clutch. . This connecting member has a split structure composed of two members that can be integrally assembled from both sides of the bearing, and these two members respectively come into contact with the side surfaces of the bearing in the assembled state. There is.

Further, as another means, a counter shaft type transmission of the present invention mounted on a vehicle body or the like is provided with an input shaft and parallel to the input shaft, and is located farther from the vehicle body or the like than the input shaft in the radial direction. Counter shaft and a plurality of gear trains arranged in parallel between the two shafts for transmitting power between the two shafts, the plurality of gear trains including at least one set of three high-load gear trains.
A pair of medium and low load gear trains, and the input shaft and the counter shaft are rotatably supported by the shift housing through bearings at the engine-side end portion, the intermediate portion, and the engine-side end portion, respectively. Composed. Then, a one-way clutch that allows only power transmission in the driving direction is arranged in each of two high load gear trains of the above high load gear trains, and these two high load gear trains rotate the shaft. A bearing for free support is sandwiched and arranged in close proximity to the bearing, and the remaining one set of high-load gear trains is arranged close to the bearing at the end opposite to the engine. Clutch means for selecting the rows are arranged on the couter shaft. The medium-low load gear train is arranged between the bearing on the engine side end and the intermediate bearing.

(Examples) Hereinafter, preferred examples of the present invention will be described with reference to the drawings.

2 and 3 are schematic diagrams showing a power transmission system of a counter shaft type transmission AT according to the present invention.
Is composed of a torque converter 5 and a transmission mechanism 10 arranged inside the transmission housings 2a, 2b, 2c.

Torque converter 5 arranged in the transmission housing 2a
Comprises a pump 6a connected to the engine output shaft 1, a turbine 6b connected to an output shaft (transmission mechanism input shaft) 11 and a stator 6c fixedly held, and further, a pump 6a and a turbine 6b.
It has a lockup mechanism 7 that can engage and disengage.

The transmission mechanism 10 arranged in the transmission housings 2b, 2c is
An input shaft 11 integrated with a torque converter output shaft, a counter shaft 12 extending parallel to the input shaft 11, and a counter shaft 12 and an output shaft arranged below the input shaft 11 (positions apart from the vehicle body side member 3 in the radial direction).
Have 13. Between the input shaft 11 and the counter shaft 12, five sets of gear trains meshing with each other, that is, first speed gear trains 21a, 21b, second speed gear trains 22a, 22b, third speed gear trains 23a, 23b,
A fourth speed gear train 24a, 24b and a reverse gear train 25a, 25b, 25c are arranged. Hydraulic actuating clutches 14 to 18 for selecting each gear train are provided as drive gears or driven gears of each gear train, and by selectively actuating these hydraulic actuating clutches 14 to 18 The power transmission path is selectively switched, and gear shifting is performed. A hydraulic control valve 3 for this shift control is attached to the lower surface of the transmission housing 2b covered with an oil pan 4.

Output gear trains 29a, 29b are arranged between the counter shaft 12 and the output shaft 13, and the power changed as described above is transmitted to the output shaft via the output gear trains 29a, 29b. .

In the transmission mechanism 10 having such a configuration, the force acting on the gears in each gear train increases as the drive gear diameter decreases, if the torque of the input shaft 11 is the same. Therefore, the first gear train 21
a and 21b are the highest load gear trains, and are the second, third, and fourth gears.
The load decreases in the order of high speed gear train. The reverse gear trains 25a, 25b, 25c have a drive gear 25a with a diameter of 1st speed drive gear 21a.
And the reverse gear train is one of the highest load gears.

Here, power transmission in the driving direction from the engine is allowed to the first-speed driven gear 21b and the second-speed driven gear 22b, which are high-load gears, but the power transmission in the opposite direction (engine braking action direction) is idling. The one-way clutches 26 and 27 are installed so that they will not be performed. The first speed one-way clutch 26 attached to the first speed driven gear 21b has its input side connected to the first speed driven gear 21b and its output side connected to the input side of the second speed one way clutch 27 attached to the second speed driven gear 22b. There is. The input side of the second speed one-way clutch 27 is further
It is connected to the second speed driven gear 22b, and the output side is connected to the counter shaft 12.

Further, an emblem clutch 19 for locking and holding the one-way clutches 26, 27 is provided. The emblem clutch 19 is a clutch for engaging and disengaging the input side of the first speed one-way clutch 26 and the output side of the second speed one-way clutch 27, depending on whether it is ON (engaged) or OFF (non-engaged). The power transmission will be described separately.

First, the case where the emblem clutch 19 is OFF (non-engaged) will be described. In this case, when the first speed clutch 14 is engaged, the engine output transmitted to the input shaft 11 is transmitted to the counter shaft 12 via the first speed gear trains 21a and 21b and both one-way clutches 26 and 27. . On the other hand, in the deceleration state in which power is transmitted from the wheel side (output shaft 13) side to the engine side, the one-way clutches 26, 27 run idle, so that the counter shaft 12
Is not transmitted from the input shaft 11 to the input shaft 11, and no engine braking action occurs.

When the engine clutch 19 is off and the second speed clutch 15 is on (engaged), the engine output is transmitted from the input shaft 11 to the counter shaft 12 via the second speed gear trains 22a, 22b and the second speed one-way clutch 27. However, the reverse power transmission is blocked by the idling of the one-way clutch 27, and the engine braking action does not occur.

Next, a case where the emblem clutch 19 is ON (engaged) will be described. In this case, the engine output is transmitted from the input shaft 11 to the counter shaft 12 when the first speed clutch 14 is ON or the second speed clutch 15 is ON
And the one-way clutches 26 and 27, respectively.

The reverse power transmission, that is, the transmission of the driving force from the wheel side such as deceleration of the vehicle, is performed via the emblem clutch 19 and the first gear trains 21b and 21a when the first gear clutch 14 is ON. Be seen. When the second speed clutch 15 is ON, it is performed via the emblem clutch 19, the first speed one-way clutch 26 and the second speed gear trains 22b and 22a. Although the power is transmitted through the first-speed one-way clutch 26, the power transmission in the first-speed one-way clutch 26 in this case is transmission in the driving direction, and the power transmission is performed through the one-way clutch 26. Therefore, when the emblem clutch 19 is ON, the power transmission path in which the engine braking is effective is set in both the first speed and the second speed.

Although the transmission AT is configured as described above, the first-speed gear trains 21a and 21b, the second-speed gear trains 22a and 22b, and the reverse gear train 25, which are high-load gear trains in the transmission AT, are provided.
The arrangement of a, 25b, 25c will be described with reference to FIG.

The input shaft 11 and the counter shaft 12 have an intermediate portion,
Ball bearings 41,42 mounted in housing 2b
Is rotatably supported by the ball bearings 45 and 46 mounted on the housing 2c at the right end thereof. The first speed gear trains 21a, 21b are arranged on the left side of the ball bearings 41, 42 in the vicinity thereof, and the second speed gear trains 22a, 22b are provided.
Are arranged on the right side of the ball bearings 41, 42 in proximity to them. That is, the first speed gear train and the second speed gear train are arranged on both sides of the ball bearings 41 and 42 so as to sandwich them.

In this way, the first-speed and second-speed gear trains 21 which are high-load gear trains
Since a, 21b and 22a, 22b are arranged close to the ball bearings 41, 42 supporting the shafts 11, 12, the bending moment generated on the shafts 11, 12 under the force acting on these gears Is small, and the bending deflection of the shafts 11 and 12 is also small.

The 1st speed one-way clutch 2 is installed on the inner diameter of the 1st speed driven gear 21b.
An input side of the first speed one-way clutch 26 is connected to the first speed driven gear 21b, and an output side of the first speed one-way clutch 26 is connected to the first connecting member 31. A second speed one-way clutch 27 is disposed inside the second speed driven gear 22b, and the input side of the second speed one-way clutch 27 is connected to the second speed driven gear 22b. The output side is connected to the counter shaft 12 via the hub member 33. Further, a second connecting member 32, which is integrally formed with the side surface of the second speed driven gear 22b and is connected to the first connecting member 31 by the spline 32a, is arranged on the inner diameter side of the ball bearing 426.

The emblem clutch 19 includes a first speed driven gear 21b and a counter shaft 1
This is a clutch that can be engaged and disengaged with the 2nd.
The output side of can be engaged and disengaged.

In such a configuration, both one-way clutches 26, 27
Are arranged on both sides of the ball bearing 42, and the output side of the first speed one-way clutch 26 and the second speed one-way clutch.
Members (first and second connecting members) 31 and 32 for connecting the input side of 27 are arranged through the inner diameter side of the ball bearing 42. Therefore, the structure of the connecting members 31, 32 is simple. Further, since the connecting members 31 and 32 are spline-connected, the parts around the first speed driven gear are assembled from the left side,
The parts around the second speed driven gear can be assembled from the right side, and the assembly is easy.

The ball bearing 42 has an inner diameter portion press-fitted into the second connecting member 32, and the first speed driven gear 21b (and the second connecting member 32) and the bearing 42 which are press-fitted and integrated as described above, It can be assembled as it is. A shim 34 is provided between the right end surface of the first connecting member 31 and the left side surface of the bearing 42. The shim 34 is tightened by the lock nut 35, and the three thrust bearings 36a, 36b,
The shim is adjusted so that the mounting gap of 36c is proper and there is no play. Further, in this way, the right end surface of the first connecting member 31 and the left end surface of the inner side member of the bearing 42, which are integrally spline-coupled and assembled on the counter shaft 12, are pressed and abutted via the shim 34. Cage, second connecting member
The left end face of 32 and the right end face of the inner member of the bearing 42 are in direct pressure contact with each other. Therefore, the connecting members 31 and 32 and the inner member of the bearing 42 are integrally supported by the one-way clutches 26 and 27 as a unit.

On the other hand, another high load gear train, reverse gear train 25
a, 25b, 25c are located at the right end of the transmission AT, and are arranged adjacent to the ball bearings 45, 46 that are attached to the transmission housing 2c and support the right ends of the input shaft 11 and the counter shaft 12 on the rotating member. It is set up. Therefore, the force acting on the reverse gear train 25a, 25b, 25c, which is a high-load gear train, receives the force acting on the shaft 11,
The bending moment generated in 12 is also small, and the bending deflection of the shafts 11 and 12 at this time is also small.

Further, a reverse clutch 18 for selecting power transmission by the reverse gear trains 25a, 25b, 25c is arranged on the counter shaft 12. The end of the input shaft 11 has a body member 3
Interference with (for example, floor panel) tends to be a problem,
As much as possible, it is desirable to keep the outward protrusion of this end as small as possible. Therefore, by disposing the reverse clutch 18 having a large outer diameter on the counter shaft 12 as described above, the reverse drive gear 25a having a small diameter is disposed on the input shaft 11, so that The outward protrusion amount of the housing 2c at the end portion is suppressed to be small as illustrated. For this reason, an extra space for disposing the vehicle body side member 3 can be increased, the shape restriction of the vehicle body side member 3 can be reduced, and the rigidity of the vehicle body side member 3 can be increased.

C. As described above, according to the present invention, two sets of high-load gear trains having a one-way clutch are arranged so as to sandwich a bearing that rotatably supports a rotating shaft,
Further, since a member for connecting one output portion and the other input portion of the one-way clutch is arranged on the inner diameter side of the bearing, it acts on the shaft by receiving the force acting on the high load gear train. It is possible to reduce the bending moment and the bending of the shaft. Further, two sets of high-load gear trains having a one-way clutch are arranged close to each other, so that the input side of one one-way clutch and the output side of the other one-way clutch can be easily connected and compact. Therefore, the layout of each gear train and clutch in the transmission can be optimized, and the transmission can be configured to be lightweight and compact. Further, the connecting member has a two-part structure in which it is integrally assembled with the bearing from both sides, and the assembled connecting member abuts both side surfaces of the bearing to sandwich the bearing. Therefore, the assembly around the high load gear train can be easily and efficiently performed from both sides of the bearing, and after the assembly, the connecting member and the bearing can be integrally supported by both one-way clutches stably. It is possible to suppress the occurrence of vibrations in the high load gear train.

Further, according to the present invention, two sets of high-load gear trains are arranged so as to sandwich the rotary shaft support bearing, and
The third high load gear train other than these two sets of high load gear trains,
Since the clutch means for selecting the third high load gear train is arranged on the counter shaft in the vicinity of the bearing at the end of the transmission on the side opposite to the engine,
It is possible to suppress the outward projection of the transmission at the input shaft end portion, where interference with the vehicle body side member is likely to be a problem. For this reason, a margin space for disposing the vehicle body side member can be increased, the shape restriction of the vehicle body side member can be reduced, and the rigidity of the vehicle body side member 3 can be increased.

[Brief description of drawings]

FIG. 1 is an enlarged sectional view showing a part of a counter shaft type transmission according to the present invention, FIG. 2 is a schematic view showing a power transmission system in the transmission, and FIG. 3 is a whole of the transmission. FIG. 10 …… Transmission mechanism, 11 …… Input shaft 12 …… Counter shaft, 13 …… Output shaft 21a, 21b …… 1st gear train 22a, 22b …… 2nd gear train 25a, 25b, 25c …… Reverse gear train 26,27 …… One-way clutch 31,32 …… Coupling member

Claims (2)

[Claims] 1. Two rotary shafts arranged parallel to each other,
A countershaft type transmission having a plurality of gear trains arranged in parallel between the two rotary shafts for transmitting power between the both rotary shafts, wherein two sets of high load gear trains among the plurality of gear trains are provided. A one-way clutch that allows only power transmission in the driving direction is arranged in each of the two sets, and these two sets of high-load gear trains are arranged so as to sandwich a bearing for rotatably supporting the rotary shaft. A connecting member is provided to connect one of the output portion and the other input portion, the connecting member is disposed through the inner diameter side of the bearing, and the connecting member is integrally assembled from both sides of the bearing. It has a separable structure composed of two possible members, and these two members are respectively brought into contact with the side surface of the bearing in an assembled state. Countershaft type transmission, wherein. 2. An input shaft connected to an engine, a counter shaft extending parallel to the input shaft and arranged on a side radially separated from the vehicle body with the input shaft interposed therebetween, the input shaft and the counter shaft. And a plurality of gear trains for power transmission that are arranged in parallel with each other, the plurality of gear trains being three sets of high load gear trains and at least one set of gear trains. A medium-low load gear train, wherein the input shaft and the counter shaft are rotatable by a transmission housing via bearings at the engine-side end portion, the intermediate portion, and the engine-side end portion, respectively. One-way clutches that allow only power transmission in the driving direction are respectively disposed in two sets of high load gear trains of the high load gear trains. Bearing Mutotomoni disposed proximate to the intermediate portion bearing, the remaining set of high-load gear train of the high load gear train,
Clutch means arranged near the bearing at the end opposite to the engine and for transmitting power by the remaining one set of high-load gear trains is arranged on the counter shaft, The counter shaft type transmission, wherein the gear train is arranged between the bearing on the engine side end and the bearing on the intermediate portion.