JPS58207550A - Speed change gear - Google Patents
Speed change gearInfo
- Publication number
- JPS58207550A JPS58207550A JP57090202A JP9020282A JPS58207550A JP S58207550 A JPS58207550 A JP S58207550A JP 57090202 A JP57090202 A JP 57090202A JP 9020282 A JP9020282 A JP 9020282A JP S58207550 A JPS58207550 A JP S58207550A
- Authority
- JP
- Japan
- Prior art keywords
- gear
- shaft
- input shaft
- speed
- synchronizer
- 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.)
- Granted
Links
Landscapes
- Structure Of Transmissions (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、歯車式変速装置に係り、更に詳細には自動車
等の車輌に用いられ、複数個の変速段を選択的に連成す
る手動式変速装置に係るう自動車等の車輌に用いられる
歯車式変速装置は実用的な変速比による複数個の変速段
を有し、また車載上、小型であることを要求される。特
にエンジン及びこれに接続された変速装置が車輌の幅方
向に配置される、所謂横置き式のものにあっては、所要
個数の変速段が得られた上で変速装置の軸長が短いこと
を車載上要求される。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a gear transmission, and more particularly to a manual transmission that is used in vehicles such as automobiles and selectively couples a plurality of gears. Gear type transmissions used in vehicles such as the above have a plurality of gears with practical gear ratios, and are required to be compact to be mounted on the vehicle. Particularly in the case of so-called horizontal type vehicles in which the engine and the transmission connected to it are arranged in the width direction of the vehicle, it is necessary to obtain the required number of gears and to have a short shaft length of the transmission. is required on-vehicle.
本発明は上述−の姐き要求に鑑みて、実用的な変速比に
よる複数個の変速段を有する変速装置な小型、特に軸長
が短いものとして具用できる歯車式変速装置を提供する
ことを目的としている。In view of the above-mentioned requirements, the present invention aims to provide a gear type transmission which can be implemented as a compact transmission having a plurality of gear stages with a practical transmission ratio, and in particular, as a transmission with a short shaft length. The purpose is
かかる目的は、本発明によれば、互いに平行に設けられ
た入力軸と中間軸と出力軸と、前記入力軸と前記中間軸
とを駆動連結する助力伝達装置と、前記入力軸に回転自
在に設けられた第一の駆動歯車と、前記中間軸に回転自
在１．：設けられた第二の駆動歯車と、前記出力軸に固
定され前記第一の駆Ｉ７Ｉ＠車と前記第二の駆動歯車に
同時に噛合する従動歯車と、前記第一の駆動歯車を選択
的に前記入力軸に回転助力伝達関係に連結する第一の連
結装置と、前記第二の駆動歯車を１択的に前記中間軸に
回転動力伝達関係に連結する第二の連結装置とを有して
いる如き歯車式変速装置によって達成される。According to the present invention, an input shaft, an intermediate shaft, and an output shaft are provided in parallel to each other, an auxiliary power transmission device drivingly connects the input shaft and the intermediate shaft, and an auxiliary power transmission device rotatably connected to the input shaft. a first drive gear provided and a rotatable gear on the intermediate shaft; 1. : A second driving gear provided, a driven gear fixed to the output shaft and meshing with the first driving I7I @ wheel and the second driving gear at the same time, and selectively controlling the first driving gear. a first coupling device that couples the input shaft in a rotational power transmission relationship; and a second coupling device that selectively couples the second drive gear to the intermediate shaft in a rotational power transmission relationship. This is achieved by a gear type transmission such as
かかる構成によれば、軸長が短い変速装置を具現した上
で、何れの変速段に於ても中−間軸が入力軸より高速度
にて遊動回転することがなく、これにより中間軸及びこ
れを支持する軸受装置に作用する負荷が低減し、その軸
受の寿命を向上でき、また軸受の潤滑が楽になる。According to this configuration, in addition to realizing a transmission with a short shaft length, the intermediate shaft does not rotate idly at a higher speed than the input shaft in any gear stage, and as a result, the intermediate shaft and The load acting on the bearing device that supports this is reduced, the life of the bearing can be extended, and the lubrication of the bearing becomes easier.
また連結装置、例えばシンク９ナイザは入力軸と中間軸
とに設けられ、出力軸には設けられていないので、それ
に作用する負荷が出力軸に設けられている時に比して小
さく、変速フィーリングが良くなる。In addition, since a coupling device such as a sink nineizer is provided on the input shaft and intermediate shaft and not on the output shaft, the load acting on it is smaller than when it is provided on the output shaft, resulting in a poor shifting feeling. gets better.
また本発明による歯車式変速装置の前記動力伝達装置は
所定の減速比を有していてよく、この場合には出力軸と
入力軸との軸間距離と出力軸と中間軸との軸間距離が互
いに等しく、第一の駆動歯車と第二の駆ｖＪｍ車とが同
じ歯車であっても変速比が互いに異なった複数個の変速
段を得ることができる。この場合には第一の駆動歯車と
第二の駆動歯車及び第一の連結装置と第二の連結装置と
を各々共通化することができる。Further, the power transmission device of the gear type transmission according to the present invention may have a predetermined reduction ratio, and in this case, the distance between the output shaft and the input shaft, and the distance between the output shaft and the intermediate shaft. are equal to each other and the first drive gear and the second drive vJm wheel are the same gear, it is possible to obtain a plurality of gear stages with mutually different gear ratios. In this case, the first drive gear, the second drive gear, the first coupling device, and the second coupling device can be made common, respectively.
以下に添付の図を参照して本発明を実施例について詳細
に説明する。The invention will now be described in detail by way of example embodiments with reference to the accompanying drawings.
第１図は本発明による歯車式変速装置の一つの実施例を
示すスケルトン図、第２図は第１図に示された山車式変
速装置の各軸の配役位置を示す配置図である。これらの
図に於て、１は歯車ケースを示しており、この歯車ケー
ス１は、入力軸２と、出力軸３と、中間軸４とを各々軸
受５〜１ｏによって互いに平行に且回転可能に支持して
いる。尚、この実施例に於ては、出力軸３と入力軸２と
の軸間距離と出力軸３と中間軸４との軸間距離は互に等
しくなっている。FIG. 1 is a skeleton diagram showing one embodiment of the gear type transmission according to the present invention, and FIG. 2 is a layout diagram showing the position of each shaft of the float type transmission shown in FIG. 1. In these figures, 1 indicates a gear case, and this gear case 1 has an input shaft 2, an output shaft 3, and an intermediate shaft 4 rotatable parallel to each other by bearings 5 to 1o, respectively. I support it. In this embodiment, the distance between the output shaft 3 and the input shaft 2 and the distance between the output shaft 3 and the intermediate shaft 4 are equal to each other.
入力軸にはその一端にてクラッチ１０１によってエンジ
ン１００に選択的に回転動力伝達関係に連結され、該エ
ンジンにより選択的に回転駆動されるようになっている
。One end of the input shaft is selectively connected to an engine 100 in a rotational power transmission relationship through a clutch 101, so that the input shaft is selectively rotationally driven by the engine.
入力軸２には歯車１１が固定されており、この歯車１１
は出力軸３に回転自在に取付けられた歯車１２に噛合し
ている。また出力軸３は歯車１２と一体の歯車１３を回
転自在に支持しており、この歯車１３は中間軸４に固定
された歯車１４に噛合している。これらｍｓにより入力
軸２の回転力が減速されて中間軸４に伝達される。A gear 11 is fixed to the input shaft 2.
meshes with a gear 12 rotatably attached to the output shaft 3. Further, the output shaft 3 rotatably supports a gear 13 that is integral with the gear 12, and this gear 13 meshes with a gear 14 fixed to the intermediate shaft 4. The rotational force of the input shaft 2 is decelerated by these ms and transmitted to the intermediate shaft 4.
入力軸２には、第３連用駆動歯車１５と、第４速用駆０
歯車１６と、第５連用駆動歯車１７とが各々回転自在に
取付けられている。第３速用駆肋歯車１５と第４速用駆
肋歯車１６との間には第３速−第４連用シンクロナイザ
１８が設けられている。シンクロナイザ１８は、ボルグ
ヮーナ式シンクＯメツシュ装置として知られているそれ
自身周知のイナシャーロツタ式のものであり、入力軸２
に固定されたクラッチハブ１９、第３速及び第４連用駆
動Ｉｌｌ車１５．１６の各々に一体に設けられたスプラ
イン要素２０．２１、クラッチハブ１９にスプライン係
合したハブスリーブ２２等を含んでいる。このシンクロ
ナイザ１８により′第３速用駆動歯車１５と第４速用駆
＃ｊＪｍ車１６の何れが一方が選択的に入力軸２に回転
動力伝達関係に連結される。また第５連用駆動歯車１７
の一方のＩＪｌｌｌには第５連用シンクロナイザ２３が
設けられている。The input shaft 2 includes a third continuous drive gear 15 and a fourth gear drive gear 15.
A gear 16 and a fifth continuous drive gear 17 are each rotatably attached. A third speed-fourth synchronizer 18 is provided between the third speed driving rib gear 15 and the fourth speed driving rib gear 16. The synchronizer 18 is a well-known inertia type synchronizer known as a Borgwana sink-O-mesh device, and is connected to the input shaft 2.
The clutch hub 19 is fixed to the clutch hub 19, the spline elements 20.21 are integrally provided to each of the third speed and fourth drive wheels 15.16, the hub sleeve 22 is spline engaged with the clutch hub 19, etc. There is. This synchronizer 18 selectively connects either the third speed drive gear 15 or the fourth speed drive #jJm wheel 16 to the input shaft 2 in a rotational power transmission relationship. Also, the fifth continuous drive gear 17
A fifth synchronizer 23 is provided in one IJll.
このシンクロナイザもボルグワーナ式シンクロメツシュ
装置として知られているそれ自身周知のイナシャーロッ
ク式のものであり、入力軸２に固定されたクラッチへ７
２４と、第５速用駆ｖＪ歯車１７に一体に設けられたス
プライン要素２５と、クラッチハブ２４にスプライン係
合したハブスリーブ２６等を含んでいる。このシンクロ
ナイザ２３により第５連用駆り歯車１７が選択的に入力
軸２に回転動力伝達関係に連結される。This synchronizer is also of the well-known inertia lock type known as the Borgwana type synchromesh device, and is connected to the clutch fixed to the input shaft 2.
24, a spline element 25 integrally provided with the fifth speed drive VJ gear 17, and a hub sleeve 26 spline-engaged with the clutch hub 24. The synchronizer 23 selectively connects the fifth continuous drive gear 17 to the input shaft 2 in a rotational power transmission relationship.
中間軸４には第１速用駆肋ｍ車２８と第２速用駆！ｌＩ
歯車２９とが各々回転自在に取付けられている。また中
間軸４は後進用駆動歯車３０分一体に有している。第１
速用駆動歯！！２８と第２速用駆肋歯車２つとの間には
＠１速−第２速用シンクロナイザ３１が取付けられてい
る。このシンクロナイザもボルグワーナ式シンクロメツ
シュ装置として知られているそれ自身周知のイナシャー
ロック式のらのであり、中間軸４に固定されたクラッチ
ハブ３２、第１速及び第２速用駆動！！Ｉ車２８．２つ
の各々に一体に設けられたスプライン要素３３．３４、
クラッチハブ３２にスプライン係合したハブスリーブ３
５等を含んでいる。このシンクロナイザ３１により第１
速用駆肋歯車２８と第２連用駆り歯車２９の何れか一方
が選択的に中間軸４に回転助力伝達関係に連結される。The intermediate shaft 4 has a first speed drive wheel 28 and a second speed drive wheel! lI
Gears 29 are each rotatably attached. Further, the intermediate shaft 4 is integrally provided with a 30-minute reverse drive gear. 1st
Speed drive teeth! ! A synchronizer 31 for @1st speed and 2nd speed is installed between 28 and the two driving rib gears for 2nd speed. This synchronizer is also a well-known inertia lock type synchronizer known as a Borgwana synchromesh device, and includes a clutch hub 32 fixed to the intermediate shaft 4, and a clutch hub 32 for driving the first and second speeds. ! spline elements 33.34 integrally provided on each of the two I-cars 28.
Hub sleeve 3 spline engaged with clutch hub 32
Contains 5th grade. This synchronizer 31 causes the first
Either one of the speed drive gear 28 and the second drive gear 29 is selectively connected to the intermediate shaft 4 in a rotation assist transmission relationship.
出力軸３には、第３速用駆ｖＪ歯車１５と第１速用駆Ｄ
ｍ車２８とに同時に噛合する従動歯車３６と、第４連用
駆肋−車１６と第２速用駆肋自車２９とに同時に噛合す
る従動ｉ車３７と、第５速用駆！Ｉｌ＋山車１７に噛合
する第５連用従仙歯車３８と牙一体に有している。また
出力軸３は、後進用従動歯車３つと出力歯車４０とを各
々一体に有している。出力歯車４０には差ａ歯車装置の
入力要素であるリング歯車４１が噛合している。The output shaft 3 has a third speed drive VJ gear 15 and a first speed drive D.
A driven gear 36 that meshes with the m wheel 28 at the same time, a driven i wheel 37 that meshes simultaneously with the 4th drive wheel 16 and the 2nd speed drive wheel 29, and the 5th speed drive wheel 37. It has teeth integrally with the fifth continuous secondary gear 38 that meshes with the Il+ float 17. The output shaft 3 also integrally includes three reverse driven gears and an output gear 40. A ring gear 41, which is an input element of the differential a gear device, meshes with the output gear 40.
また歯車ケース１は軸４２に−よって後進用中間歯車４
３をその軸線方向に移動自在に支持している。後進用中
間歯車４３は図にて左方に移動することにより後進用駆
動歯車３０と後進用従動歯車３９とに同時に噛合して後
進段を達成するようになっている。Further, the gear case 1 is connected to the reverse intermediate gear 4 by the shaft 42.
3 is supported movably in its axial direction. By moving to the left in the figure, the reverse intermediate gear 43 meshes with the reverse drive gear 30 and the reverse driven gear 39 simultaneously, thereby achieving a reverse gear.
次に上述の如き溝成からなる歯車式変速装置の作動につ
いて説明する。Next, the operation of the gear type transmission having the groove structure as described above will be explained.
中立段より第１速段を達成する場合は、第１速−第２速
用シンクロナイザ３１のハブスリーブ３５な中立位置よ
り第１図で児で左方へ移動させ、Ｍ１速用駆肋歯車２８
を中間軸４に回転動力伝達関係に連結する。これにより
入力軸２の回転助力は歯車１１．１２．１３．１４を経
て中間軸４１＼伝淳され、これよりシンクロナイザ３１
、第１速用駆り歯車２８、従動歯車３６を経て出力軸３
へ伝達され、更に出力歯至４０よりリング歯車４つへ伝
達される。To achieve the first gear from the neutral gear, move the hub sleeve 35 of the first-second gear synchronizer 31 from the neutral position to the left in FIG.
is connected to the intermediate shaft 4 in a rotational power transmission relationship. As a result, the rotational force of the input shaft 2 is transmitted to the intermediate shaft 41 via the gears 11, 12, 13, 14, and from this to the synchronizer 31.
, the output shaft 3 via the first speed drive gear 28 and the driven gear 36.
It is further transmitted from the output tooth to four ring gears.
第１速段より第２速段を達成する場合は、第１速−第２
速用シンクロナイザ３１のハブスリーブ３５を第１図で
見て右方へ移動させ、第２速用駆動歯車２つを中間軸４
に回転動力伝達関係に接読する。この時には入力軸２の
回転動力は＠１！１１．１２．１３．１４を経て中間軸
４へ伝達され、これよりシンクロナイザ３１、第２速用
駆動歯車２９、従り歯車３７を経て出力軸３へ伝達され
、更に出力歯車４０よりリング歯車４１へ伝達される。When achieving 2nd gear from 1st gear, 1st gear - 2nd gear
Move the hub sleeve 35 of the second speed synchronizer 31 to the right as seen in FIG.
This is related to rotational power transmission. At this time, the rotational power of the input shaft 2 is transmitted to the intermediate shaft 4 via @1!11.12.13.14, from which it passes through the synchronizer 31, the second speed drive gear 29, and the gear 37, and then the output shaft 3. It is further transmitted from the output gear 40 to the ring gear 41.
第２速段より第３速段を達成する場合は、シンクロナイ
ザ３１のハブスリーブ３５を中立位置に戻し、次に第３
速−第４速用シンクロナイザ１８のハブスリーブ２２を
第１図で見て左方へ移動さ−せ、第３連用駆肋歯車１５
を入力軸２に回転助力伝達関係に連結する。この時には
入力軸２の回転助力はシンクロナイザ１８、第３速用駆
肋歯車１５、従！２Ｉ歯璽３６を経て出力軸３へ伝達さ
れ、更に出力歯車４０よりリング６１ｉ１４１へ伝達さ
れる。When achieving the third gear from the second gear, return the hub sleeve 35 of the synchronizer 31 to the neutral position, then move to the third gear.
Move the hub sleeve 22 of the fourth speed synchronizer 18 to the left as seen in FIG.
is connected to the input shaft 2 in a rotation assist transmission relationship. At this time, the rotational assistance of the input shaft 2 is provided by the synchronizer 18, the third speed driving gear 15, and the slave! The signal is transmitted to the output shaft 3 via the 2I gear 36, and further transmitted from the output gear 40 to the ring 61i141.
次に第３速段より第４速段を達成する場合は、笥３速−
第４速用シンクロナイザ１８のハブスリーブ２２を第１
図で見て右方へ移動させ、第４速用駆ａＳ車１６を入力
軸２に回転助力伝達関係に連結する。この時には入力軸
２の回転動力はシンクロナイザ１８、第４速用駆肋歯車
１６、従動歯車３７を経て出力軸３へ伝達され、更に出
力歯車４０よりリング歯車４１へ伝達される。Next, when achieving 4th gear from 3rd gear, select 3rd gear -
The hub sleeve 22 of the 4th speed synchronizer 18 is
It is moved to the right as viewed in the figure, and the fourth speed aS vehicle 16 is connected to the input shaft 2 in a rotation assist transmission relationship. At this time, the rotational power of the input shaft 2 is transmitted to the output shaft 3 via the synchronizer 18, the fourth-speed drive gear 16, and the driven gear 37, and further transmitted from the output gear 40 to the ring gear 41.
次に第４速段より第５速段を達成する場合は、シンクロ
ナイザ１８のハブスリーブ２２を中立位置に戻し、第５
速用シンクロナイザ２３のハブスリーブ２６を第１図で
見て左方へ移動させ、第５連用駆動歯車１７を入力軸２
に回転動力伝達関係に接続する。この時には入力軸２の
回転動力はシンクロナイザ２３、第５連用駆動ｍ車１７
．第５連用従肋歯車３８を経て出力軸３へ伝達され、更
に出力歯車４０よりリング歯車４１へ伝達される。Next, when achieving the fifth gear from the fourth gear, return the hub sleeve 22 of the synchronizer 18 to the neutral position, and
Move the hub sleeve 26 of the speed synchronizer 23 to the left as seen in FIG.
Connect to the rotational power transmission relationship. At this time, the rotational power of the input shaft 2 is transferred to the synchronizer 23 and the fifth continuous drive m wheel 17.
．． The signal is transmitted to the output shaft 3 via the fifth continuous sub gear 38, and further transmitted from the output gear 40 to the ring gear 41.
また中立段より後進段を達成する場合は後進用中間歯車
４３を第１図で見て左方へ移動させ、これを後進用駆動
歯車３ｏと後進用従動歯車３つとに同時に噛合させる。Further, when achieving the reverse gear from the neutral gear, the reverse intermediate gear 43 is moved to the left as seen in FIG. 1, and is meshed with the reverse drive gear 3o and the three reverse driven gears at the same time.
この時には入力軸２の回転助力は歯車１１．１２．１３
．１°４を径で中間軸４へ伝達され、これより後進用駆
動歯車３ｏ、後進用中間歯車４３、後進用従動歯車３９
ｆ−経て出力軸３へ伝達され、更に出力歯車４０よりリ
ング歯車４１に伝達される。At this time, the input shaft 2 rotation assistance is provided by gears 11, 12, 13.
．． A diameter of 1°4 is transmitted to the intermediate shaft 4, from which a reverse drive gear 3o, a reverse intermediate gear 43, and a reverse driven gear 39 are transmitted.
It is transmitted to the output shaft 3 via f-, and further transmitted from the output gear 40 to the ring gear 41.
尚、第５速段から第ｄ速段、第４速段から第３速段、第
３速段から第２速段、第２速段から第１速段の如きダウ
ンシフト時に於てもシンクロナイザ１８．２３．３１の
切換えが上述した如きアップシフト時と同様の所要の順
序にて行われることにより各変速段が達成される。The synchronizer is also activated during downshifts such as from 5th gear to d gear, 4th gear to 3rd gear, 3rd gear to 2nd gear, and 2nd gear to 1st gear. Each gear stage is achieved by performing the shifts of 18, 23, and 31 in the same required order as in the above-mentioned upshift.
上述の如き各変速段に於ける変速比は表１に示されてい
る。The gear ratios at each gear stage as described above are shown in Table 1.
表１に於ける各数字は各歯車の図面に於ける回帰を示し
ている。Each number in Table 1 indicates the regression in the drawing for each gear.
表２は本発明による歯車式変速装置を一２＠的な乗用車
に適用した場合の各歯車の実用的歯数を示している。Table 2 shows the practical number of teeth of each gear when the gear type transmission according to the present invention is applied to a typical passenger car.
表 ２
上述の如き歯数の歯型が用いられた場合の、出力歯車４
０と入力歯車４１との最終減速比を除いた各変速段の減
速比は表３に示されている。Table 2 Output gear 4 when a tooth profile with the number of teeth as described above is used
Table 3 shows the reduction ratios of each gear stage except for the final reduction ratio of 0 and the input gear 41.
表 ３ 最終減速比は８１／２８〜７８／ ２８程度で良い。Table 3 The final reduction ratio may be about 81/28 to 78/28.
以上に於ては本発明を特定の実Ｍ例について詳細に説明
したが、本発明はこれらに限られるものではなく、本発
明の範囲内にて種々の実施例が可能であることは当業者
にとって明らかであろう。Although the present invention has been described above in detail with reference to specific examples, it will be understood by those skilled in the art that the present invention is not limited to these examples, and that various embodiments are possible within the scope of the present invention. It would be obvious for
第１図は本発明による歯車式変速装置に一つの実施例を
示すスケルトン図、第２図は第１図に示された歯車式変
速装置の各軸の配設位置を示す配置図である。
１・・・歯車ケース、２・−・入力軸、３・・−出力軸
、４・・・中間軸１５〜１ｏ・・・軸受、１１〜１４・
・・歯車。
１５・・・第３速用駆肋歯車、１６・・・第４速用駆動
歯車、１７・・・第５連用駆動歯車、１８・・・第３速
−第４速用シンクロナイザ、１９・・・クラッチハブ、
２０．２１・・・スプライン要素、２２・・・ハブスリ
ーブ。
２３・・・第５速用シンクロナイザ、２４・・・クラッ
チハブ、２５・・・スプライン要素、２６・・・ハブス
リーブ、２８・・・第１速用駆肋歯車、２９・・−第２
速用駆ｔ！Ｉ歯車、３０・・・後進用部ａｍ車、３１・
・・第１速−第２速用シンクロナイザ、３２・・・クラ
ッチハブ。
３３．３４・・−スプライン要素、３５・・・ハブスリ
ーブ、３６．３７・・・従動歯車、３８・・−第５速用
従動歯車、３９・・・後進用従動歯車、４０・・・出力
歯車。
４１・・・リングギア、４２・・−軸、４３・・・後進
用中間歯車
特許出願人 トヨタ自動車工業株式会社株式会社
豊田中央研究所FIG. 1 is a skeleton diagram showing one embodiment of the gear type transmission according to the present invention, and FIG. 2 is a layout diagram showing the arrangement positions of each shaft of the gear type transmission shown in FIG. 1. 1... Gear case, 2... Input shaft, 3... Output shaft, 4... Intermediate shaft 15-1o... Bearing, 11-14.
··gear. 15... 3rd speed drive gear, 16... 4th speed drive gear, 17... 5th continuous drive gear, 18... 3rd speed-4th speed synchronizer, 19...・Clutch hub,
20.21...Spline element, 22...Hub sleeve. 23... Synchronizer for 5th speed, 24... Clutch hub, 25... Spline element, 26... Hub sleeve, 28... Drive gear for 1st speed, 29...-2nd
Quick drive! I gear, 30... Reverse part AM wheel, 31.
... 1st speed - 2nd speed synchronizer, 32... clutch hub. 33.34...-spline element, 35... hub sleeve, 36.37... driven gear, 38...-5th speed driven gear, 39... reverse driven gear, 40... output gear. 41...Ring gear, 42...-shaft, 43...Intermediate gear for reverse drive Patent applicant Toyota Motor Corporation Toyota Central Research Institute
Claims (1)
記入力軸と前記中間軸とを駆動連結する動力伝達装置と
、前記入力軸に回転自在に設けられた第一の駆動歯車と
、前記中間軸に回転自在に設けられた第二の駆動歯車と
、ｆｉ記出力軸に固定され前記第一の駆動ａｍと前記第
二の駆ａｍ車に同時に噛合する従動歯車と、前記第一の
駆動歯車を選択的に前記入力軸に回転動力伝達関係に接
続する第一の連結装置と、前記第二の駆動歯車を選択的
に前記中間軸に回転動力伝達関係に連結する第二の連結
装置とを有している歯車式変速装置。an input shaft, an intermediate shaft, and an output shaft that are provided parallel to each other; a power transmission device that drives and connects the input shaft and the intermediate shaft; a first drive gear that is rotatably provided on the input shaft; a second driving gear rotatably provided on the intermediate shaft; a driven gear fixed to the fi output shaft and meshing with the first driving am and the second driving am wheel at the same time; a first coupling device that selectively couples the drive gear in rotational power transmission relationship to the input shaft; and a second coupling device that selectively couples the second drive gear in rotational power transmission relationship to the intermediate shaft. A gear type transmission device having
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57090202A JPS58207550A (en) | 1982-05-26 | 1982-05-26 | Speed change gear |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57090202A JPS58207550A (en) | 1982-05-26 | 1982-05-26 | Speed change gear |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58207550A true JPS58207550A (en) | 1983-12-03 |
| JPH0553982B2 JPH0553982B2 (en) | 1993-08-11 |
Family
ID=13991897
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57090202A Granted JPS58207550A (en) | 1982-05-26 | 1982-05-26 | Speed change gear |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58207550A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63312540A (en) * | 1987-06-15 | 1988-12-21 | Honda Motor Co Ltd | Transmission for vehicle |
| JPH04331852A (en) * | 1991-05-08 | 1992-11-19 | Honda Motor Co Ltd | Three-axis type automatic transmission |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4922257B2 (en) * | 2008-07-14 | 2012-04-25 | 本田技研工業株式会社 | transmission |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS51109621A (en) * | 1975-03-24 | 1976-09-28 | Toyo Kogyo Co | |
| JPS51109624A (en) * | 1975-03-24 | 1976-09-28 | Toyo Kogyo Co | |
| JPS55142737U (en) * | 1979-03-31 | 1980-10-13 |
-
1982
- 1982-05-26 JP JP57090202A patent/JPS58207550A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS51109621A (en) * | 1975-03-24 | 1976-09-28 | Toyo Kogyo Co | |
| JPS51109624A (en) * | 1975-03-24 | 1976-09-28 | Toyo Kogyo Co | |
| JPS55142737U (en) * | 1979-03-31 | 1980-10-13 |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63312540A (en) * | 1987-06-15 | 1988-12-21 | Honda Motor Co Ltd | Transmission for vehicle |
| JPH0570741B2 (en) * | 1987-06-15 | 1993-10-05 | Honda Motor Co Ltd | |
| JPH04331852A (en) * | 1991-05-08 | 1992-11-19 | Honda Motor Co Ltd | Three-axis type automatic transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0553982B2 (en) | 1993-08-11 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP2520353B2 (en) | Automotive transmission | |
| EP0378900B1 (en) | Automatic planetary gear transmission | |
| US4788887A (en) | Adaptable layshaft type gearbox using a planetary gearset, in particular for automobile vehicles | |
| EP2126411B2 (en) | Multiple-ratio dual clutch vehicle transmission | |
| US20060230854A1 (en) | Change-speed gearbox | |
| JPH02195051A (en) | Epicyclic gear type transmission for car | |
| JPH049933B2 (en) | ||
| JPH05209661A (en) | Gear transmission for car | |
| US4271715A (en) | Transmission equipped with auxiliary speed changing gear | |
| US5385065A (en) | Multispeed manual transmission for motor vehicles | |
| US5881600A (en) | Transmission for motor vehicles | |
| US5591097A (en) | Transmission with a countershaft and a planetary reduction gear unit | |
| EP0034411A2 (en) | Rotary transmission | |
| JPS61286642A (en) | Transmission for car | |
| EP0024454B1 (en) | Power transmission unit for motor vehicles | |
| KR20210055562A (en) | Power train for electric vehicle | |
| JPH0874952A (en) | Planetary gear type transmission | |
| JPS58207550A (en) | Speed change gear | |
| CN101668965A (en) | Gear box for motor vehicles and motor vehicle comprising said gear box | |
| JPS6211224B2 (en) | ||
| JPH052851B2 (en) | ||
| JPH06323375A (en) | Transmission for automobile | |
| JP2007500832A (en) | Gearbox with two clutches and two secondary shafts | |
| US7669494B2 (en) | Gear box with two pinion shafts | |
| JPH0127293B2 (en) |