JPS58207551A - Speed change gear associated with subgear - Google Patents

Abstract

PURPOSE:To prevent abnormal noise from subgear at the idling of engine, by providing a subgear between the output side gear at the high speed stage and the output shaft. CONSTITUTION:A planetary gear supporter 26 of a subgear 25 secured integrally with the output side fourth speed gear 24 and output side third speed gear 23 is pivoted to the output shaft through one way clutch 27. A ring gear supporter 28 for the subgear 25 is secured to the left end of the output gear 10. A direct- couple clutch 29 and a ring gear 30 are secured integrally to the ring gear supporter 28. A friction disc supporter 31 is pivoted slidably in the axial direction between the fourth gear 24 and the planetary gear supporter 26, and when moving in the axial direction, the direct-couple clutch 29, OD brake 34 and the friction disc 33 are friction engaged.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transformer with an auxiliary transmission for a vehicle.

This type of Kame transmission is known as JP-A-56-66545.
``Vehicle transmission'' disclosed in No. 1 is known. In this stationary arrangement, an intermediate shaft is provided between the input shaft and the output shaft of the transmission, and the intermediate shaft is provided concentrically with the input shaft, and the input side gear of the transmission is provided on this intermediate shaft.1. The speed is changed between the output side gear provided on the output shaft, and an auxiliary fluid M machine is provided between the input shaft and the intermediate shaft using a planetary gear, and the speed of the input of the intermediate shaft is changed. It is.

However, since this transmission has an auxiliary transmission installed between the input shaft and the intermediate shaft, for example, when the engine is turned on when the vehicle is stopped, this auxiliary transmission is installed when the transmission is in the neutral position. It is easy to hear rattling noise from the gear shift section due to engine rotational fluctuations and backlash between each gear.Also, in order to increase speed between the input shaft and intermediate shaft, the input side gear provided on the intermediate shaft and the intermediate shaft The difference in rotation increases, and the load on the synchronizing action by synchronized mesh etc. increases. Furthermore, when suddenly starting the POW vehicle, the engine torque should be reduced by 2 to 2.
Five times the iI impact torque is applied to the input shaft of the transmission, but this torque is also applied to the auxiliary transmission.

This requires the sub-transmission to have considerable mechanical strength, making it unavoidable to increase the size, weight, and cost of the sub-transmission.

The purpose of the present invention is to solve the problem with conventional transmissions with auxiliary transmissions, to prevent knocking noise caused by backlash, and to increase the size of the entire transmission machine by providing an auxiliary liquid storage moat. It is an object of the present invention to obtain a transmission unit with an auxiliary transmission which can avoid the increase in wax modification, δ, and cost.

In order to achieve this objective, the MJ variable transmission according to the present invention has a gear shift system in which gears are set between the input shaft and the output shaft. Install a synchronizer or dog clutch on input @ 1Fi11,
The special feature is that a 1m-gear gear is installed between the output shaft of the high-speed stage and the output shaft. In this way, by providing the secondary gear between the output side gear of the high speed gear and the output shaft, not only can the knocking noise of the image be reduced even when the engine idle is R15 and the upper comb is in the neutral position, When the vehicle starts, the torque is not applied to the auxiliary transmission, and when the auxiliary transmission increases the speed of the high-speed gear, the high torque that is applied when the vehicle starts is not applied, and the engine torque is transferred to the gear ratio of the high-speed gear. Since the torque multiplied (for example, 1 to 1.3 times) is applied, the mechanical strength required of the sub-liquid Mm is low, and the sub-transmission can be made smaller and lighter. In addition, unlike the conventional transmission with sub-transmission described above, the human power shaft, which was originally an integrated structure, did not have to be significantly modified to have a double structure, and the output shaft was originally a separate structure from the output shaft. Since the sub-transmission is provided between the high-speed gear on the side and the output shaft, an increase in cost due to the provision of the sub-transmission can be suppressed.

The system 2 of the present invention will be described below with reference to the drawings.

FIG. 1 is a skeleton diagram showing the structure of an embodiment of a transmission with an auxiliary transmission according to the present invention. The input shaft 1 is connected to an engine (not shown), and both ends are supported by bearings 2.3, and the input @ 1st N gal, input side reverse gear 5, and input side second arrest gear 6 are fixed together. It is. Input side 3rd
The M gear 7 and the input-side fourth arresting gear 8 are rotatably fitted to the human-powered shaft, and a high-speed stage synchronizer 9 disposed between them is engaged with the input fIlIIl, and this synchronizer 9 causes the input side The 43rd speed gear 7 and the input 111111 4th speed gear 8 are selectively connected to the human power shaft 1 so that they can rotate together. The output shaft 10, which is arranged parallel to the human power shaft, is supported by bearings 11 and 12, and the drive pinion formed integrally with the output shaft 10 is connected to the differential gust-integrated noring gear 15 of the driving equipment fil 14. and configures the final drive. The output side stray gear 16 and the output side second speed gear 17 are always disengaged from the input side first speed gear 4 and the input side second speed gear 6, respectively, and are rotatably fitted to the output shaft 10. There is. A low gear synchronizer 8 disposed between these gears 16 and 17 is splined to the output shaft 10, and this synchronizer 18 selectively controls the output +tlii first gear 16 and output side fourth gear 17. It is connected to the output shaft 1o so that it rotates integrally. In addition, the output side reverse gear 9 is spline engaged with the coupling sleeve of this synchronizer 18, and the reverse idler gear 22, which is slidably and rotatably pivotally connected to the bearing 20, 21, is connected to the input end reverse gear 5 and the output side reverse gear 5. The gear 19 can be selectively engaged with the gear 19.

Output side third speed gear 23. The planetary gear support 26 of the auxiliary transmission 25 to which the output side fourth speed gear 24 is fixed integrally has a one-way clutch 27 that engages the clutch when rotating in the forward direction and releases the clutch when rotating in the reverse direction. It is pivotally connected to the output shaft 1o via the shaft 1o. A ring gear support 28 of a sub-transmission 25 is fixed to the left end of the output shaft 10. A direct coupling clutch 29 and a ring gear 3o are attached to the gear support 28.
and are fixed together. A friction disc support 31 is provided between the output side fourth speed gear 24 and the planetary gear support 26.
is pivoted so that it can freely slide in the axial direction. Sun gear a2 and friction disk 33 are attached to friction disk support body a.
are fixed together, and by moving this support body 81 in the axial direction, the direct coupling clutch 29 and the OD band brake 34 can be brought into frictional engagement. The planetary gear a5 rotatably pivoted to the planetary gear support 26 is the ring gear 3.
0 and sun gear 32 are always engaged.Next, the operation of this transmission will be explained. When shifting to the first gear, the coupling sleeve of the low gear synchronizer 18 is moved to the right in FIG. ] 0, the engine power inputted to the input shaft ] is transmitted to the output shaft 1G via the input side first gear 4 and the output side first gear 16, drive pinion ] 3, ring gear ] 5, The signal is transmitted to the drive wheels of the vehicle (not shown) via the differential gear 14. At this time, the high speed synchronizer 9 is in the neutral position, and the reverse idler gear 22 is not engaged with the input reverse gear 5 and the output reverse gear 9. When shifting to the second speed, the coupling sleeve of the low speed synchronizer 18 is moved to the left in FIG. 1 and engaged with the output side second linked gear 17. As a result, the second speed gear on the output side is connected to the output shaft, and the power of the engine is transmitted from the input shaft 1 to the output shaft 〈0゜ through the manual gIII second speed gear 6 and the M2 speed gear 17 on the output side. At this time, the high speed synchronizer 9 and reverse idler gear 22 are in the same position as during the 1M shift. When shifting to reverse gear, the high speed synchronizer 9 and the low speed synchronizer 1B are set to neutral positions,
The reverse idler gear 22 is meshed with the input side reverse gear 5 and the output side +1 berth gear 19. As a result, the engine power transmitted to the input shaft 1 is transmitted from the input side reverse gear 5 to the output shaft IO via the reverse idler gear 22, the output side reverse gear 19, and the low speed gear synchronizer 8. The direction of rotation is opposite to that during the first and second speed shifts. The auxiliary liquid i8 gear 25 is used to increase speed when shifting to 8th and 4th speeds, but when the auxiliary transmission 25 does not increase speed when shifting to 3rd and 4th speeds, friction is generated. The disk support 81 is moved to the left in FIG. 1, and the friction disk 83 is engaged with the direct coupling clutch 29. As a result, the ring gear δO and the sun gear 32 are fixed together, the planetary gear 35 does not rotate, the ring gear support 27 and the planetary gear support 26 are fixed together, and the output side 8th speed gear 23 and the output 11111 gear are fixed together. 4th gear 24
is fixed integrally with the output shaft lO and rotates together with it. In this state, when shifting to third speed, the high speed synchronizer 9 is moved to the right in FIG. 1 to engage the input side eighth speed gear 7. As a result, the input side a 3rd speed gear 7 is connected to the input shaft 1, and the engine power transmitted to the input @l is transferred to the input side 3rd speed gear 7.
The signal is transmitted to the output shaft 10 via the speed gear 7 and the output side vehicle a-speed gear 28. At this time, the low speed synchronizer 18 is in the neutral position, and the reverse idler gear 22 is in a position where it does not engage with the input 1M reverse gear 5 and the output side reverse gear 19. When shifting to the 4th gear, move the high-speed gear synchronizer 9 to the left in FIG. ] The engine power transmitted to the input side
It is transmitted to the output shaft 0 via the speed gear 8 and the output side fourth speed gear 24. At this time, the low gear synchronizer 18 and the reverse idler gear 22 are in the same position as during the 8th shift. Note that when the auxiliary transmission 25 does not increase the speed, the output side 3rd gear 23 and Output 11! l The fourth speed gear 24 and the output shaft 10 are not only fixed by the engagement of the direct coupling clutch 29 and the friction disc 83, but also engaged by the one-way clutch 27 in the direction of rotation when the vehicle moves forward, where force is particularly applied. will be stopped. When the auxiliary transmission 25 increases speed during the third and fourth speed shifts, the friction disk support 31 is moved to the right in FIG. 1 to bring the friction disk 33 and the OD band brake 34 into frictional engagement. As a result, the sun gear a2 attached to the friction disc support 31 becomes fixed, and the engine is transferred from the input side third speed gear 7 or input fIIl fourth gear 8 to the output side first speed gear 23 or output side eighth gear 24. When the power is transmitted and the planet gear support 26 rotates, the planet gear 85 rotates while meshing with the stopped sun gear 32, and the gear ratio of the planet gear 35 is set to 1, and the gear ratio of the sun gear 32 is added to this. The rotational speed of the ring gear support 2 to the rotational speed of the planetary gear support 26 in the ratio
Increase the rotation speed of 8. Shifting to 3rd and 4th speeds during speed increase using this sub-transmission 25 is the same as when no speed increase is performed, but such a sub-transmission is used for overdrive in normal usage. In many cases, when the high speed synchronizer 9 is engaged with the input fourth speed gear 8, the auxiliary transmission 25 increases the speed and uses this as an overdrive. Note that when the sub-transmission 25 is increasing speed, the one-way clutch 27
is idling.

As described in detail above, the transmission with an auxiliary transmission of the present invention has the auxiliary transmission installed between the output side gear of the high speed stage and the output shaft.
No abnormal noise is generated from the auxiliary transmission when the engine is idling, and since the auxiliary transmission does not increase speed on the input side, the negative square of the synchronizer does not become large by providing the auxiliary transmission, and the auxiliary 1117 Since the transmission acts only on the high gear, the impact torque at the time of a sudden start is not applied to the auxiliary transmission, making it possible to make the auxiliary transmission smaller and more compact.Furthermore, the synchronizer for the high gear is installed on the input shaft side. In this case, the gear on the output shaft side of the high-speed stage and the output shaft are often originally separate parts, so the sieve has various advantages in that the cost increase due to the provision of the sub-transmission is small.

[Brief explanation of drawings]

FIG. 1 is a skeleton diagram showing the structure of an embodiment of a transmission with an auxiliary transmission according to the present invention. l... Input shaft, 2.8... Bearing, 4... Input side first speed gear, 5... Input side reverse gear, 6... Input side second speed gear, 7... Input side 8th arrest gear, 8... Input side 4th speed gear, 9... High speed gear synchronizer, 10...
Output shaft,] 1,1g... Bearing, ]3... Drive pinion, ]4... Differential gear, 15... Ring gear, ]6... Output side 1st M gear, 17... Output side 2nd
speed gear, 18...low speed stage synchronizer, 19...output side reverse gear, 20°21...bearing, 22...reverse idler gear, 23...output side third speed, gear,
24... Output side 4th speed gear, 25... Sub-transmission, 2
6... Planetary gear support, 27... One-way clutch, j! 8... Ring gear support, 2g,... Direct clutch, 80... 11 Ring gear, 31... Friction disc support, 82... Sun gear, 33
...Friction disc, 34...OD band brake, 35...Planetary gear. Patent Applicant: Nissan Motor Co., Ltd. Representative Patent Attorney Hide Sugi + “tl Yaki Figure 1

Claims (1)

[Claims] L: Provided between the input shaft and the output shaft? & In a gear transmission that changes speed using gears of the same type, the same zero device or dog clutch of the high speed gear is installed on the input shaft side, and the gap between these is installed between the output shaft side gear of the high speed speed and the output shaft. A transmission with an auxiliary transmission characterized by being provided with an auxiliary transmission capable of transmitting power. 2. The auxiliary transmission according to claim 1, wherein the auxiliary transmission changes gears using a planetary gear set. 3. The auxiliary transmission according to claim 1, wherein a one-way clutch is provided between the output shaft side of the high speed gear and the output shaft.