JPS5810613B2 - Jidoshayariyoyougearbox - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a gearbox for a motor vehicle.

The present invention has an input shaft, an output shaft, and an intermediate parallel shaft, between which a plurality of selectively synchronizable and connectable permanent gears provide a plurality of different gear ratios between the input and output shafts. A gold gear train is provided, and a chain gear is provided between the input shaft and the output shaft, one of which is made rotatable on the shaft, and a chain is attached to the chain gear to drive it, and furthermore, a chain gear is provided between the input shaft and the output shaft. The present invention provides a gearbox for an automobile, which is provided with equipment for synchronizing and coupling the chain gear to the shaft thereof, and further provides one more stage of drive between the input and output shafts.

The speed ratio between the input shaft and output shaft given by the above chain drive is 1
It is desirable that the ratio be 1 to 1 or close to this.

Furthermore, this chain is preferably a reverse tooth chain, an example of which is a chain called Hy-Vo (registered trademark).

In one particular construction of the gearbox according to the invention, the input shaft directly drives the intermediate shaft at all times, the output shaft comprises two fixed gears rotating together with it, and the intermediate shaft is connected to the two fixed gears. comprising two rotatable gears in mesh, and further provided with equipment for synchronizing and coupling any one of these two rotatable gears to an intermediate shaft to provide a first speed and a second speed, Further, the input shaft includes a rotatable gear in mesh with one of the rotatable gears on the intermediate shaft, and the chain gear on the input shaft is rotatable on the shaft, and , equipment is provided for synchronously coupling either a chain gear or a rotatable gear on this input shaft to the input shaft to provide maximum speed and third speed, respectively.

In one modification of said arrangement, the gear on the output shaft and providing the first gear ratio is mounted rotatably on that shaft and provision is provided for synchronizing and coupling this gear to the shaft. , whose synchronization and coupling equipment works in conjunction with the previously mentioned synchronization and coupling equipment on the input shaft, and therefore the movement of the latter equipment coupling the chain gear to the input shaft causes the synchronization and coupling equipment on the output shaft to The gears are uncoupled and movement of the device which uncouples the chain gear from the shaft causes the gear to be coupled to the output shaft.

Furthermore, one gear can be fixed to the intermediate shaft, and on the output shaft, spaced apart from said other gear on the intermediate shaft, a reversing gear can be fixed, and this other gear can be fixed to said fixed gear. It can be installed so that it can move to mesh with gears to provide reverse drive.

In another design, an additional shaft is provided rotatably parallel to the intermediate shaft, additional gears in mesh are provided on this additional shaft and the intermediate shaft, and a reversing gear is provided on the output shaft. Although it is in a rotation transmission relationship with the output shaft, it can be slid in the axial direction so that it can be arbitrarily coupled to and separated from the additional gear on the additional shaft, thereby achieving reverse drive.

Two specific embodiments of the invention will now be described with reference to the accompanying drawings.

FIG. 1 is a diagram of a gearbox suitable for any axle engine mounted longitudinally or transversely at the front or rear.

The motion of the engine crankshaft is transmitted to a coaxial first input shaft 11 by a releasable friction clutch 10.
This first human power shaft is provided with a first speed gear, a second speed gear, and a reverse gear 12 that rotates together with the first input shaft 11.

The first shaft 11, which is the input shaft of a transmission gear device with a synchromesh type forward four-speed transmission and a reverse rotation, is connected to a synchro unit 13 for third speed and fourth gear, and its related third gear.
It includes a gear 14 and a sprocket 15.

A third speed gear 14 or a fourth speed sprocket 15 is connected to the first input shaft 11 depending on in which direction the synchro unit is moved from its neutral position by a transmission fork (not shown).

A gear 12 on the first human power shaft 11 is always in mesh with an input gear 16 that rotates integrally with a second shaft parallel to and apart from the input shaft 11, that is, an intermediate shaft 17.

This intermediate shaft 17 also includes a synchro unit 18 for first speed and second speed, and a first speed gear 19 associated therewith.
and a second gear 20, which is still mounted by suitable splines so that a reversing gear 21 rotates in conjunction with the intermediate shaft 17;
It is always in mesh with the third gear 14 attached to 1.

Depending on which direction the speed selection fork (as shown in the figures) moves the synchro unit 18 from the neutral position, it will move either the first gear 19 or the second gear 20, or the intermediate shaft 17. is combined with

The first speed gear 19 and the second speed gear 20 on the intermediate shaft 17 are gears 22 that rotate together with the output shaft 24, respectively.
and 23, and is always in mesh with the output shaft 24.
is arranged parallel to and at a sufficient distance from the input shaft 11 so as not to contact the outer periphery of the engine starting ring gear attached to the flywheel.

The output shaft 24 is provided with a chain gear 26 that still rotates integrally with the shaft, and this chain gear is connected to the fourth speed (top) chain gear 15 on the input shaft 11 by a Hy-Vo reverse gear chain 27. has been done.

Chain gear 26 and chain gear 15 have different numbers of teeth and constitute an indirect top gear.

For example, assume that the chain gear 26 has 28 teeth and the chain gear 15 has 29 teeth.

At the end of the output shaft 24 farthest from the transmission gear, there is a final drive assembly (not shown in the figure) consisting of a differential unit and a shaft with a universal joint for driving the running wheels of the vehicle. ) and the differential unit is located forward of the face of the flywheel remote from the transmission gearing.

In contrast to the reversing gear 25 fixed to the output shaft 24 and the reversing gear 21 on the intermediate shaft 17, another gear (as shown in the figure) is rotatably and slidably mounted on a suitable shaft. At the same time, a suitable reversing selection fork is provided which still selectively engages (not shown in the figures).

In the case of reverse drive, this additional gear is replaced by the reverse gear 21.
and the reversing gear 25, the synchro units 13 and 18 are placed in the neutral position, and the input shaft 11 is brought into mesh with the reverse gear 25.
Upper second gear 14, chain gear 15 and intermediate shaft 17
When the upper first speed gear 19 and second speed gear 20 are in an idle state, rotation is transmitted from the reverse gears 12 and 16, which are always in mesh, to the reverse gear 21, and then to the reverse gear 21 via the additional gear. 25, and the output shaft 24 is driven in the same direction as the intermediate shaft 17.

In this case, since the chain gear 15 is freely rotating on the input shaft 11, its rotation on the input shaft 11 is in the same direction as the output shaft 24.

The synchro unit 13 is operated by a U-section selection fork (not shown) that engages on the outer periphery of the unit, while the synchro unit 18 has a projection that engages in a groove on the outer periphery of the unit. It is operated by a selection fork (not shown) with a

In the first speed state, the synchro unit 13 is in a neutral position, and therefore the gear 14 and the chain gear 15 freely rotate.

The rotation is transmitted from the gear 12 to the gear 16 and further by the second gear 19 to the gear 22 on the output shaft 24, in which case the second gear 19 is connected to the synchronizer unit 18 by means of a suitable selection fork. Operate the intermediate shaft 17
join to.

In the case of the second speed, the synchronizer unit 13 is also placed in a neutral position, and the gear 14 and the chain gear 15 freely rotate.

Rotation is transmitted from the reversing gear 12 to the input gear 16, and further transmitted to the gear 23 on the output shaft 24 via the second speed gear 20. In this case, the gear 20 moves the synchronizer unit 18 by a suitable selection fork. and connect it to the intermediate shaft.

In the case of the third gear, the synchro unit 18 remains in the neutral position, while the synchro unit 13 is moved out of the neutral position by means of a suitable selection fork so that the gear wheel 14 is coupled to the input shaft 11 and the rotational movement is The signal is transmitted from the trigear 14 to the gear 23 via the gear 20 which is always in mesh with the gear 14 and the gear 23, and the gear 20 is in a state where it freely rotates on the intermediate shaft 17 because the second synchronization unit 18 is in the neutral position. The intermediate shaft 17 is also connected to the chain drive 2.
7 and is in an idle state along with the rest of the gear system.

In fourth gear, i.e. top gear, the second synchro unit 18 remains in the neutral position again, while the synchro unit 13 is moved out of the neutral position by means of a suitable selection fork, so that the fourth gear chain gear 15 is connected to the input shaft 11. The rotary movement is transmitted by a reverse gear chain 27 directly to a chain gear 26 on the output shaft 24 .

In another design of the reservoir for providing a reversing gear, the additional gear in the arrangement described above is provided in a fixed position in permanent mesh with the reversing gear 21 of the intermediate shaft 17;
The reversing gear 25 is slidably mounted on the spline of the output shaft 24 and can be coupled to and detached from the fixed gear.

Still, the shape of the adjacent part of the casing 29 is also similar to this gear 2.
It has been modified to allow 5 movements.

The selector of the reversing gear is connected to the reversing gear 25 so that it can impart this movement to the gear.

In another embodiment, the transmission gear arrangement is the same as that shown in FIG. 1, but the output shaft 24a (corresponding to shaft 24 in FIG. 1) is in this case As shown in FIG. 2, a synchronizer unit 28 is provided, and a gear 22a (corresponding to the gear 22 in the first embodiment) can be coupled to and detached from an output shaft 24a for the purpose described below.

A gear selection mechanism (not shown) for operating the synchro unit 28 is configured so that when the fork can move the synchro unit 13, the synchro unit 28 can also be moved in the same direction.

When the synchronizer unit 13 is in the neutral position or moves to couple the third speed gear 14 to the input shaft 11, the gear 22a remains coupled to the output shaft 24a.

When the synchro unit 13 moves, for example, so that the fourth speed gear 15 is coupled to the input shaft, the synchro unit 28 also moves by a corresponding distance, and as a result, the gear 22a is separated from the output shaft 24a. , remains in constant mesh with the -th speed gear 19 on the intermediate shaft 17.

In this way, the gear 22a and the gear 19 freely rotate on their respective shafts, and the idle speed of the first gear 19 becomes considerably lower than the idle speed of the intermediate shaft 17.

The bottom of the gearbox casing 29 serves as a sump for lubricating oil for the gearing.

As shown in the figure, the lower part of the reverse gear chain 27 is
Since it is submerged in oil, the part of the chain that moves upwards will always carry oil away from the sump.

Most of this oil is thrown off the chain and hits the inside of the gearbox wall.

In order to utilize the oil dispersion effect of this chain to lubricate the input shaft 11, intermediate shaft 17A, and their associated gears, an upwardly opening groove (not shown in the figure) is formed integrally with the inner wall of the gearbox casing. ) extending substantially horizontally over the entire length of the casing.

The front end of this groove is a dead end, and the rear end is led to a conduit or gear rally provided in a suitable manner in the rear end 30 of the gear casing, and the oil collected in the groove is conducted to a conduit provided in the rear cover. , that is, input shaft 1 through the gear rally.
1 and intermediate shaft 17, and from there to the bearings of the respective gears through holes drilled in the shaft in the radial direction.

To facilitate oil passage from the groove to the conduit, the groove may be sloped slightly downward toward the conduit in the rear cover.

As mentioned above, by coupling the input shaft and output shaft of the gearbox by direct chain drive, the spaced top gear ratio is relatively quiet compared to a gear train that includes the input shaft, intermediate shaft, and output shaft. can be obtained.

Furthermore, the transmission ratio of the top gear can be easily changed by replacing the two chain gears 15 and 26.

Moreover, since the inertia of the chain does not constitute part of the load to be synchronized, when shifting, the rotational components of the gearbox that need to be synchronized, especially the inertia load for synchronizing the first and third gears, are reduced. It can be reduced.

Regarding the above arrangement, without departing from the scope of the present invention,
Many modifications are possible.

For example, a one-piece casting could be used for both the gearbox casing and the clutch housing.

It is also possible to change the plane in which the input shaft, intermediate shaft, and output shaft rotate.

An air barrier may also be provided inside the gearbox to reduce emulsification of the lubricating oil in the oil sump.

The short length of the gearbox allows the rotating shaft to be short, providing greater resistance to deflection than comparable longer shafts.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a gearbox for an automobile;
FIG. 2 is a cross-sectional view of a portion of the modified gearbox. 10...Friction clutch, 11...Input shaft, 12...
・Reverse gear, 13... Synchro unit, 14...
- Third speed gear, 15... Fourth speed chain gear, 16... Input gear, 17... Intermediate shaft A1-8... Second speed synchro unit, 19... -th speed gear, 20... Second speed gear, 21... Final gear, 22... Gear, 22a...
・Gear, 23... Gear, 24... Output shaft, 24a.
...output shaft, 25...gear, 26...chain gear, 27
... Reverse gear chain A28... Synchro unit gA29...
・Garbox casing.

Claims (1)

[Claims] 1, an output shaft and an intermediate shaft are provided in parallel, and a plurality of selectively synchronized and connectable permanently meshed gear trains are provided between them, and a plurality of gear trains are provided between the input shaft and the output shaft. In an automobile gearbox providing different gear ratios, the chain gear 15 rotates freely on the input shaft 11 and the other chain gear 26 rotates freely on the input shaft 11.
is fixed to the output shaft 24, and the reverse gear chain 27 is drivingly connected to the two chain gears, and there is also a synchronized synchronizer unit 13, which connects the freely rotating chain wheel and the reverse gear chain 27 to the input shaft. A gearbox for an automobile, characterized in that a drive is applied between an input shaft and an output shaft through the input shaft.