JPH0828634A - Transmission device for vehicle - Google Patents

Abstract

PURPOSE:To perform smooth inertial running and improve a fuel consumption ratio by providing a one-way clutch between an overdrive counter gear and a counter shaft, or between a top, an inner diameter part for overdriving and a main shaft. CONSTITUTION:In a transmission device for a vehicle, counter gears 31 to 36 are arranged on a counter shaft 29 to which power is transmitted through meshing between a counter drive gear 30 and a main drive gear 5 rotated by engine power. Main gears 9 to 14 selectively meshing with the counter gears are arranged on a main shaft 6 arranged coaxially with the main drive gear 5. In this case, a one-way clutch 47 is arranged between the overdrive counter gear 31 and the counter shaft 29, which clutch is connected through driving of a driving force transmission side, and sets the drive of a ire side free. Smooth intertial running of the vehicle is thus enabled.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission for a vehicle.

[0002]

BACKGROUND OF THE INVENTION The basic structure of manual transmissions for traveling vehicles, mainly trucks, has not changed for many years. Recently, due to the protection of the global environment and the increase of mileage due to the improvement of road environment, the demand for improvement of fuel consumption has become strict. However, since the current transmission is directly connected to all gears, the rotation of the engine is always determined only by the rotation of the tire and the reduction ratio. Therefore, when the vehicle decelerates like a downhill, the rotation of the tires causes the engine to rotate, resulting in a so-called engine braking state.

The engine braking state by a gear having a low speed ratio on a long descending slope is desirable in terms of protection of the ordinary brake and ease of driving.
In the overdrive position or the top position, this engine braking can hardly feel its effect. That is, for example, when the engine speed is 1000 rpm, the top vehicle speed is 40 km / h.
Is running at 100 km / h, even on a flat road or on a gentle downhill, even if you lift your foot from the accelerator pedal, the vehicle will still run with inertia, so the engine will gradually rotate from 2500 rpm to match it. Will come down as the speed decreases.

At this point, if it is assumed that the vehicle originally traveled only due to the inertia of the vehicle, it is sufficient that the engine idles only to maintain its rotation, that is, about 600 rpm. Therefore, the fuel generated by the rotation of (2500 rpm-600 rpm) is wasted.

[0005]

As described above, when the vehicle gradually decelerates from 100 km / h to 60 km / h, in the conventional transmission, when the foot is lifted above the accelerator pedal, The engine will drop to 1500 rpm while braking the vehicle from 2500 rpm to 600 rpm.

Therefore, there is a problem that the fuel consumption rate cannot be improved. The present invention has been made in view of the above conventional problems, and an object of the present invention is to provide a vehicle transmission that can improve the fuel consumption rate when decelerating from a predetermined vehicle speed.

[0007]

In order to achieve the above-mentioned object, a first invention is a main drive gear, a counter drive gear that meshes with the main drive gear, and a counter gear group provided on a counter shaft. A vehicle transmission having a main gear group that is provided on a main shaft that is provided on the same axis as the main drive gear and that selectively meshes with the counter gear group, wherein an overdrive counter gear and the counter are provided. Between the shafts,
Both sides are supported by bearings, and the drive from the drive force transmission side is connected, and the drive from the tire side is free, and a one-way clutch is provided.

According to a second aspect of the present invention, a main drive gear, a counter drive gear meshing with the main drive gear, a counter gear group provided on a counter shaft, and a main drive gear provided on the same axis. In a transmission for a vehicle having a main gear group which is provided on a main shaft and selectively meshes with the counter gear group, a top provided at a tip of the main shaft and an inner diameter portion of an overdrive hub. And the main shaft, a one-way clutch is provided so that driving from the driving force transmitting side is connected and driving from the tire side is free.

According to a third aspect of the present invention, a main drive gear, a counter drive gear meshing with the main drive gear, a counter gear group provided on a counter shaft, and a main drive gear provided on the same axis. In a transmission for a vehicle having a main gear group that is provided on a main shaft and selectively meshes with the counter gear group, a drive device is provided between the main drive gear and a clutch gear provided on the main drive gear. The one-way clutch is provided so that the drive from the force transmitting side is connected and the drive from the tire side is free.

A fourth invention provides a main drive gear, a counter drive gear meshing with the main drive gear, a group of counter gears provided on a counter shaft, and the same main axis as the main drive gear. In a transmission for a vehicle having a main gear group that is provided on a main shaft and that selectively meshes with the counter gear group, if there is a synchronous meshing device on the counter side,
A one-way clutch is provided between the overdrive main gear that meshes with the overdrive counter gear and the main shaft so that driving from the driving force transmitting side is connected and driving from the tire side is free.

[0011]

In the overdrive or top position, the one-way clutch is in the engaged state when the engine driving force is transmitted to the tire side. That is,
The driving force of the engine is transmitted to the tire side via the one-way clutch. On the other hand, in the overdrive or top position, the vehicle is, for example, 100 km / h.
When gradually decelerating from 60 km / h to 60 km / h, the one-way clutch is disengaged and becomes free when the accelerator pedal is turned off. That is, for example, when the foot is lifted from the accelerator pedal from 100 km / h, the vehicle runs in inertia and the one-way clutch is disengaged and becomes free.

The driving force of the tire is not transmitted to the engine, and the engine is rotated at an idling speed of 600 rpm.
Fall to. Therefore, for example, (2500 rpm-6
(00 rpm) fuel can be saved. Also,
Since the engine brake is not applied, the inertial mileage becomes longer. This is often the case on highways with many mountains and slopes.

Therefore, the fuel consumption rate can be improved.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 3 are views showing a first embodiment of the present invention. First, the configuration will be described. In FIG. 1, reference numeral 1 denotes a main drive shaft rotatably supported by a clutch housing 3 via a bearing 2, and a main drive shaft 1 has a main drive gear 5 having a clutch gear 4. It is integrally formed.

Reference numeral 6 denotes a main shaft rotatably supported by a transmission case 8 via a bearing 7. The main shaft 6 has an overdrive main gear 9, a fourth speed main gear 10, and a third speed main gear 1 in the axial direction.
A first and second speed main gear 12, a first speed main gear 13 and a reverse main gear 14 are rotatably mounted.

Clutch gears 15 to 19 are integrally formed on the overdrive main gear 9, the fourth to first speed main gears 10 to 13, and the reverse main gear 14, respectively, and the main shaft 6 further includes a hub 20 to. Two
3 are mounted by spline fitting. 25-
Reference numeral 28 denotes a coupling sleeve that meshes with the hubs 20 to 23 and the clutch gears 15 to 19 and 4. The coupling sleeves 25 to 28 move to overdrive the first speed to the first speed.
It is switched to the fourth speed or reverse running state.

On the counter shaft 29 provided in parallel with the main shaft 6, the main drive gear 5, the overdrive main gear 9, and the 4th speed to 1st speed main gear 1 are provided.
Counter drive gear 3 meshing with 0 to 13 respectively
0, overdrive counter gear 31, and 4th to 1st
The speed counter gears 32 to 35 are integrally formed. Further, a reverse counter gear 36 is integrally formed at the rear end of the counter shaft 29, and the reverse counter gear 36 is connected to the reverse main gear 14 via an idler gear (not shown).
Mesh with.

Reference numeral 37 is a cover provided on the transmission case 8, and a shift rod 38 is slidably accommodated in the cover 37. Shift rod 38
Shift forks 39 to 42 are connected to the shift forks 39 to 42, and the coupling sleeves 25 to
Move 28. Next, in FIG. 2, the hub 20 is fixed to the main shaft 6 by spline fitting, and the coupling sleeve 25 moved by the shift fork 39 slides axially on the spline cut on the outer periphery of the hub 20. It is fitted freely.

The hub 20 has three parallel shafts parallel to the main shaft 6.
Two grooves are formed, and the insert key 43 is fitted in these grooves, and the insert key 43 is pressed by the spread spring 44 in the radial direction. Normally, the insert key 43 is pressed by the spread spring 44 and engaged with the detent groove of the coupling sleeve 25.

A main drive gear 5 and an overdrive main gear 9 are rotatably inserted into a main shaft 6 on both sides of the hub 20, and between the hub 20 and the main drive gear 5 and the overdrive main gear 9. Balk rings (synchronization rings) 45 and 46 are interposed. Here, for example, when the coupling sleeve 25 is moved to the right side in the figure by the shift fork 39, the insert key 4 elastically urged by the spread spring 44.
3 also moves together in the same direction, pushes the balk ring 46 toward the overdrive main gear 9 side with the end surface of the insert key 43, and the cone surface of the clutch gear 15 provided on the overdrive main gear 9 is attached to the cone surface of the balk ring 46. The surfaces come into contact with each other, the coupling sleeve 25 and the clutch gear of the balk ring 46 come into contact with each other to generate a friction torque, and the spline of the coupling sleeve 25 is pressed against the clutch gear of the balk ring 46.
Overdrive main gear 9 via the boring ring 46
The coupling sleeve 25 is further synchronized, and when the balk ring 46 is further pushed and completely synchronized, the coupling sleeve 25 is engaged with the clutch gear 15 and the shift is completed. Thus, the overdrive position is reached.

On the contrary, when the coupling sleeve 25 is moved to the left side in the figure, the same operation causes the main drive gear 5 and the coupling sleeve 25 to be synchronized with each other via the balk ring 45. There is. This is the top position. Here, a one-way clutch 47 is provided between the overdrive counter gear 31 and the counter shaft 29. The one-way clutch 47 is provided so that driving from the driving force transmitting side is connected and driving from the tire side is free. That is, the driving force from the engine is transmitted to the main drive shaft 1 from the main drive shaft 1 and the counter shaft 29, but the driving force from the tire is transmitted to the main shaft 6.
To counter shaft 29, main drive shaft 1
Is not transmitted to.

A pair of bearings 48 and 49 are provided on both sides of the one-way clutch 47 so that the bearings 48 and 49 receive the force generated by the gear engagement. As shown in FIGS. 3 (A) and 3 (B), the one-way clutch 47 has a ribbon spring 50 and a sprag 51 held by the ribbon spring 50, and only when the counter shaft 29 serving as an inner ring is rotated, Of the overdrive counter gear 31, which serves as an outer ring, and idles in the rotation direction. Reference numeral 52 is a side plate.

Next, the operation will be described. Shift fork 3
When the coupling sleeve 25 is moved to the right in the figure by 9, it becomes the overdrive position. The driving force from the engine is the main drive shaft 1, the main drive gear 5, the counter drive gear 30, the counter shaft 29, the one-way clutch 47, the overdrive counter gear 31, the overdrive main gear 9, the clutch gear 15, the coupling sleeve 25. , Is transmitted to the main shaft 6 via the hub 20. In this case, the one-way clutch 47 is connected and the driving force of the engine is transmitted to the tire side.

Here, the vehicle is now 100 km / h, for example.
When gradually decelerating from 60 km / h to 60 km / h, the one-way clutch 47 becomes free by turning off the clutch pedal. That is, when the foot is lifted from the accelerator pedal from 100 km / h, the vehicle immediately starts inertial running, the one-way clutch 47 is disconnected, and the driving force from the tire side is not transmitted to the engine.

Therefore, the rotation of the engine is reduced to the idling speed of 600 rpm. Thus, for example, (2
Fuel consumption of (500 rpm-600 rpm) can be saved. Further, since the engine brake is not applied, the inertial traveling distance becomes long. On highways with many mountains and slopes, such repetitions are frequent, so that the fuel consumption rate can be improved.

Next, FIGS. 4 and 5 are views showing a second embodiment of the present invention. 4 and 5, reference numeral 53 is a one-way clutch, and the one-way clutch 53 is provided between the inner diameter portion of the hub 20 and the main shaft 6. The one-way clutch 53 is connected when driven from the driving force transmitting side and is free when driven from the tire side.
That is, the driving force from the engine is transmitted from the main shaft 6 to the tire side by the connection of the one-way clutch 53, and the driving force from the tire is transmitted from the one-way clutch 5.
Since 3 is free, it is not transmitted to the engine.

The shift fork 39 moves the coupling sleeve 25 to the right in the drawing to the overdrive position, and to the left to move it to the top position. In the overdrive or top position, for example, a vehicle from 100 km / h to 60 k
When the speed is gradually reduced to m / h, the one-way clutch 53 is disengaged and becomes free by turning off the clutch pedal.

In this embodiment as well, the engine rotation is idling at 600 rpm, and the fuel consumption rate can be improved. Further, in this embodiment, since the radial force is not applied to the one-way clutch 53, the bearings on both sides are unnecessary, and when the counter shaft 29 is attached to the counter drive gear 30, the main drive gear 5 enters the counter drive gear 30. Since the torque can be increased in this way, the capacity of the one-way clutch 53 must be increased, but in the present embodiment, a specification with some margin added to the engine torque is sufficient. further,
Since it can be used for both the drive gear and the overdrive gear with one unit, it is cost effective.

Next, FIGS. 6 and 7 are views showing a third embodiment of the present invention. 6 and 7, 54 is a one-way clutch, and the one-way clutch 54 is
It is provided between the main drive gear 5 and the clutch gear 4 fixed to the main drive gear 5 by spline coupling. The one-way clutch 54 is connected when driven from the driving force transmitting side, and is free when driven from the tire side.

When the coupling sleeve 25 is moved to the left side in the figure by the shift fork 39, it comes to the top position. In the top position, the one-way clutch 54 transmits the driving force of the engine only to the rotation of the main drive gear 5 which is the inner wheel, and idles in the rotating direction of the clutch gear 4 which is the outer wheel, and the driving force of the tire. Is not transmitted to the engine side.

Also in this embodiment, the same effect as that of the above embodiment can be obtained. Next, FIG. 8 is a diagram showing a fourth embodiment of the present invention. In this embodiment, the synchromesh device is provided on the counter side. In FIG. 8, 5
Reference numeral 5 denotes an overdrive counter gear rotatably provided on the counter shaft 29, and an overdrive main gear 56 provided on the main shaft 6 meshes with the overdrive counter gear 55.

Further, at the shaft end of the counter shaft 29,
A hub 57 is provided, and a coupling sleeve 59 meshes with the clutch gear 58 provided on the hub 57 and the overdrive counter gear 55. When the coupling sleeve 59 meshes with the clutch gear 58, the overdrive position is established. A one-way clutch 60 is provided between the main shaft 6 and the overdrive main gear 56.

The one-way clutch 60 is connected from the driving force transmitting side, and is free from the tire side driving. When the coupling sleeve 59 is moved to the left side in the figure, it becomes the overdrive position. In the overdrive position, the one-way clutch 60 transmits the driving force of the engine only to the rotation of the overdrive main gear 55 which is the outer wheel, and idles in the rotation direction of the main shaft 6 which is the inner wheel, and Drive power is not transmitted to the engine side.

Also in this embodiment, the same effect as that of the above embodiment can be obtained. Incidentally, 61 is a 6-speed counter gear provided on the counter shaft 29, and 62 is a 6-speed main gear which is rotatably provided on the main shaft 6 and meshes with the 6-speed counter gear 61.

[0035]

As described above, according to the present invention, between the overdrive counter gear and the counter shaft, or between the inner diameter of the top and the overdrive hub and the main shaft, or the main drive gear. Since the one-way clutch is provided between the clutch gears or between the main shaft and the overdrive main gear so that the drive from the tire side is free, it is possible to improve the fuel consumption rate by inertial running.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram showing a first embodiment of the present invention.

FIG. 2 is a sectional view of a main part.

FIG. 3 is a diagram showing a one-way clutch.

FIG. 4 is an overall configuration diagram showing a second embodiment of the present invention.

FIG. 5 is a sectional view of a main part

FIG. 6 is an overall configuration diagram showing a third embodiment of the present invention.

FIG. 7 is a sectional view of an essential part.

FIG. 8 is an overall configuration diagram showing a fourth embodiment of the present invention.

[Explanation of symbols]

 1: Main drive shaft 2, 7: Bearing 3: Clutch housing 4, 15-19, 58: Clutch gear 5: Main drive gear 6: Main shaft 8: Transmission case 9,56: Overdrive main gear 10-13: 4 1st speed main gear 14: Reverse main gear 20-23, 57: Hub 25-28, 59: Coupling sleeve 29: Counter shaft 30: Counter drive gear 31, 55: Overdrive counter gear 32-35: 4th speed -First speed counter gear 36: Reverse counter gear 37: Cover 38: Shift rod 39-42: Shift fork 43: Insert key 44: Spread spring 45, 46: Balk ring 47, 53, 54, 60: One-way clutch 48, 49 : Beari Grayed 50: ribbon spring 51: sprags 52: side plate 61: 6 speed counter gear 62: 6-speed main gear

Claims (4)

[Claims] 1. A main drive gear, a counter drive gear that meshes with the main drive gear, a group of counter gears provided on a counter shaft, and a main shaft provided on the same axis as the main drive gear. In a transmission for a vehicle, which is provided with a main gear group that selectively meshes with the counter gear group, between the overdrive counter gear and the counter shaft, both sides are supported by bearings, and from the driving force transmitting side, A transmission for a vehicle, which is provided with a one-way clutch that is connected to drive and free from drive from the tire side. 2. A main drive gear, a counter drive gear meshing with the main drive gear, a counter gear group provided on a counter shaft, and a main shaft provided on the same axis as the main drive gear. A vehicle transmission having a main gear group that is provided and selectively meshes with the counter gear group, wherein a top provided at a tip of the main shaft, an inner diameter portion of an overdrive hub, and the main shaft are provided. A transmission for a vehicle, characterized in that a one-way clutch is provided between which a drive from a drive force transmission side is connected and a drive from a tire side is free. 3. A main drive gear, a counter drive gear meshing with the main drive gear, a group of counter gears provided on a counter shaft, and a main shaft provided on the same axis as the main drive gear. In a transmission for a vehicle provided with a main gear group that selectively meshes with the counter gear group, between the main drive gear and a clutch gear provided on the main drive gear, A transmission for a vehicle, which is provided with a one-way clutch that is connected to drive and free from drive from the tire side. 4. A main drive gear, a counter drive gear meshing with the main drive gear, a counter gear group provided on a counter shaft, and a main shaft provided on the same axis as the main drive gear. In a transmission for a vehicle provided with a main gear group that selectively meshes with the counter gear group, if there is a synchronous meshing device on the counter side, an overdrive main gear that meshes with an overdrive counter gear and the above-mentioned A transmission for a vehicle, characterized in that a one-way clutch is provided between the main shafts so that driving from the driving force transmitting side is connected and driving from the tire side is free.