JPS6037443A - Speed change gear for car - Google Patents

Abstract

PURPOSE:To shorten the length of a shaft, to attain large torque and to improve torque transmission efficiency by forming transmission gears with an input shaft, an intermediate shaft and an output shaft and disposing necessary gear constituent elements on these shafts. CONSTITUTION:Transmission shafts are formed by an input shaft 1, an intermediate shaft 22 and an output shaft 23. A second speed clutch mechanism C2 is disposed on the input shaft 21, a first speed clutch mechanism C1 on the intermediate shaft 22, and a third speed clutch mechanism C3 on the output shaft 23. The respective clutch mechanisms C1-C3 are provided with intermittent gears g1-g3 for the first to third speed. This arrangement can shorten the shaft length of a speed change gear, and the first speed and reversing are accomplished by reducing the speed in three stages so as to attain large torque. Forwarding speed change step of more than the second speed can be accomplished by reducing the speed in one stage so as to heighten torque transmission efficiency.

Description

[Detailed description of the invention]

The present invention relates to a gear transmission used as a vehicle transmission device. Conventionally, for example, as shown in FIG. 1, an input shaft 21 and an output shaft 17 are arranged parallel to each other in a transmission case, and these components include a reverse gear 91', a third gear fixed gear g3, and a one-way clutch F1. A first continuous gear G1 that is always in mesh with the first continuous intermittent gear 01 through a forward/reverse switching dog clutch, a second speed gear G2 and an idler gear that are always in mesh with the second speed gear g2 via a forward/reverse switching dog clutch. Rear general gear Gr, which is always engaged with the third speed fixed gear G3, is in constant mesh with the third speed fixed gear G11!
A G3, the first clutch mechanism CI, the second clutch mechanism 02, and the third speed river ramp machine! A vehicular gear transmission has been proposed in which a gear train with multiple forward stages is obtained by selectively shifting the clutch. (For example, Japanese Patent Publication No. 57-23822) However, this type of conventional small gear transmission has the following problems. 1) In the case of combining a 1 to 1 to 100 mph converter and a gear transmission, for example, the multi-speed r-a ratio of a three-speed forward automatic transmission is: 1st gear: 2.80 2nd gear: 1.5G 3rd gear: 1.006 - It is desirable that the reverse speed be about 2.25, but since it is necessary to pass the shaft through the first gear, the outer diameter of the first continuous gear is large, and the T gear ratio is not too high. I can't go back. 2) When changing gears, especially the 13th! When upshifting from 2nd gear to 2nd gear, it is desirable to use a one-sided clutch when disengaging the 1st consecutive gear to prevent shock, but if the one-sided clutch is engaged in the conventional 1st consecutive intermittent self-right gear, the engine will shift to 1st gear. The brakes no longer work, making it inconvenient to go down steep slopes. 3) The 3-phase multi-plate clutch and the connecting gear for forward/reverse switching are arranged side by side, so the overall length is improved. The constant-mesh automatic transmission that is combined with the 4N-lux converter selects the gear pair that is always in mesh at the 6-speed connection ratio with the 0N10FF of the multi-disc clutch connected to it, so the gear ratio is too large for just one gear mesh. is difficult to obtain. 5) If multi-stage meshing is performed between two shafts, the number of gears will increase, so it is possible to use a three-shaft system, but a pair of gears is required to transmit power to the intermediate shaft, which reduces the total number of gears. There will be more. The object of the present invention is l-Record 1! The object of the present invention is to shorten the axial length of a single-mesh type vehicle gear transmission by making it a three-shaft type, and to provide a highly practical vehicle transmission. The vehicular gear transmission of the present invention has an input shaft, an intermediate shaft, and an intermediate shaft driven by an engine via a 1-lux converter, each of which has a value set in a transmission case.
: and an output shaft, a differential mechanism, and a fixed gear fixed to these transmission shafts;
A forward gear and a reverse gear, which are supported by the transmission shaft and are connected to the intermediate shaft via a dog ramp for forward/reverse switching, are rotatably supported by the transmission shaft, and are connected to the intermediate shaft through a wet multi-disc clutch. an intermittent gear connected to the transmission shaft and constantly engaged with the reverse gear via the fixed gear, the forward gear or the reverse idler gear, and selectively engages the front multi-disc clutch. In addition, one independent wet-type multi-disc clutch is provided on each transmission shaft, which constitutes 11 rows of teeth in each gear pair of multiple forward speeds. Of the multiple gears, the first gear and reverse are achieved by 2-3 gears of deceleration between the four transmission shafts, and the second and higher forward gears are achieved by one gear between the three transmission shafts. The fixed gear and the intermittent gear are arranged to provide speed reduction. The vehicle gear transmission of the first invention having the above configuration is as follows:
In addition to having three axes: input shaft, intermediate shaft, and output shaft, these three
By arranging the necessary gears, clutches, and other central components on one transmission shaft, the shaft length of the transmission can be shortened, and the degree of freedom in the arrangement of the main parts is increased, so the FF width is suitable for light rain. Especially effective. The transmission of the first invention performs first gear and reverse in three stages of deceleration, so it obtains a large gear ratio and has a greater degree of freedom in setting the gear ratio. 11 children can obtain the required optimal 1 to 1000 kg. The speed change of the first aspect of the present invention is such that the forward speed of the second speed or higher is performed in one step of deceleration, thereby increasing the torque transmission efficiency and improving the transmission effect of the transmission. 1' for vehicles according to the second invention (invention described in claim 2)! l! The one-vehicle transmission further includes the first aspect of the first invention.
The fixed gear and the intermittent gear are arranged so that a part of the gear train is shared by a plurality of forward gears and reverse gears. A gear transmission for a vehicle according to a second aspect of the invention having a series of configurations achieves the effects of the first invention described above, and further has the following features:
It is possible to share a part of the gear pair in the forward gears from 1st gear forward and in multiple reverse gears, to minimize the number of gears and reduce the number of transmission components by 61 points. This has the advantage that the entire transmission can be made compact. This twelfth invention may take the following embodiments when put into practice. 10- In the vehicle gear transmission of the first embodiment, in the second invention, a part of the gear train is shared by a plurality of forward gears and reverse gears from the first gear to the first gear, as described above. The input shaft has a fixed gear G13 for 1.3 speed and a 1st continuous intermediate intermittent variable gear 01-.
and a second continuous intermittent gear g2 that rotates integrally with the intermittent gear gi.

[P, the intermediate shaft includes a 1st speed variable intermittent gear g1 that constantly meshes with the 1st and 3rd speed fixed gear G13, a forward gear G that constantly meshes with the intermittent variable gear g1-, and a forward gear G that constantly meshes with the 2nd continuous gear G1-. A reverse gear Qr, which is always engaged with the intermittent gear g2 through an idler gear, is rotatably provided, and the fixed gear 7G1 is attached to the output shaft.
The input gear 31 of the differential mechanism 3 is always engaged with the second continuous fixed gear G2, which is always engaged with the second continuous intermittent gear G2, and the input gear 31 of the differential mechanism 3. The transmission of the first embodiment has the following advantages: a) A large gear ratio is obtained, and the freedom 1G of setting the gear 1t is greatly increased. 41!J has published that it is possible to obtain the desired H-appropriate torque while obtaining a large torque. b) 2nd gear and 1 forward gear are decelerated by 1 step ( Therefore, it has the advantage of increasing torque transmission efficiency and increasing the dynamic efficiency of the transmission. The ratio can be kept in the range of 1.11 to 1.8. d) A part of the C gear train is shared among the forward gears of the first forward gear and the rear gears C. JjJ number of sheets
It is possible to reduce the number of components of the transmission.
This has the advantage of simplifying the structure of the transmission and making it possible to build the entire transmission into a single unit. A second real IAqf gear transmission for a vehicle is a3 different from the second invention. , the human power shaft has a fixed gear G13 for 1.3 speed and a fixed gear G13 for 4th speed.
4 is set (], and a second speed intermediate intermittent gear g2 that rotates integrally with the first speed intermediate variable gear g1' and the intermittent variable gear 01' is set 4J,I)'l F+1! The intermediate shaft has a first gear that constantly meshes with the 1st and 3rd speed fixed gear G13.
A forward gear Gf that is always meshed with the high speed intermittent gear g1, etc., and a reverse gear G that is constantly meshed with the second high speed intermittent gear g2 via an idler gear.
r is rotatably provided, and the fixed gear G is provided on the output shaft.
13, the third speed variable intermittent gear 93 always meshes with the second speed variable intermittent gear g2, and the second continuous fixed gear/7G2 constantly meshes with the fourth continuous fixed gear G4. A fourth continuous intermittent gear Q4 and an output key 725 that constantly meshes with the input gear 31 of the differential mechanism 3 are provided. The transmission of the second embodiment has the following advantages in addition to the advantages of the first embodiment described above. e) A 4th speed gear train is added to the gear train of the first embodiment, which further expands the shifting range. It has the advantage of lowering engine revolutions at high speeds.
do. . [) 1st, 2nd, and 33rd forward speed! By sharing a part of the gear train for 4th gear, J: and reverse, the number of gears can be kept to a minimum, and the number of components of the gear shift can be reduced, simplifying the construction of the transmission and improving the overall It has the advantage that it can be used in combinations of 1 to 1. The present invention will be explained with reference to Figures IJl and t. Fig. 1232 shows a first embodiment belonging to the first invention or the second invention of interference, in which 1 is a fluid type 1 torque converter, 2 is a combination of 1 tooth width, 3 forward speeds and 1 reverse speed. 3 is a differential mechanism, and 4 is a transmission case in which these are housed. Transmission case 4 is the second
As shown in the figure, the inverter housing 41
The transmission case 42 and the rear cover 43
It has a three-part structure. The inverter 1 has a known configuration and has an en-14
= Torque converter input shaft 11 connected to the engine output shaft
, a cover 12 to the Freon 1 connected to the human power shaft 11, a pump 13 connected to the Freon 1 to the cover 12, and a turbine disposed between the pump 13 and the Freon 1 to the cover 12 facing the pump 13. 14, a stator 16 connected to the transmission case via a one-way clutch 15, and a 1-lux converter output shaft 1 connected to the turbine 14;
Consists of 7. The gear transmission 2 has an output shaft 17 of the torque converter 1.
It includes an input shaft 21 which is integral with the human power shaft 21, an intermediate shaft 22 and an output shaft 23 which are arranged parallel to the human power shaft 21. The input J-shaft 21 has a side opposite to the 1-lux converter 1 (hereinafter referred to as the left side), and a fixed gear G13 for 1st and 3rd speeds is installed at the end thereof.
is arranged, and one member of a wet multi-disc type second continuous clutch mechanism 02 is arranged at the right-hand side end, and the input shaft 21 etc. can be freely connected/disconnected by a hollow shaft 24 formed integrally with the other member. is connected to. The second speed clutch mechanism C2 includes a first clutch C21 of a wet multi-disc clutch, a second clutch C22 of a wet multi-disc type parallel to the first clutch C21, a second clutch C22, etc., and an intermediate intermittent gear g for the first speed.
The one-way clutch F2 installed on the l911 between the 1- and the 1-. At the end of the intermediate shaft 22, a first continuous intermittent gear g1, which is constantly engaged with the first and third fixed gear G13, is rotatably supported, and on the right side, a forward gear G [and A reverse gear Qr is rotatably supported.The first gear g1 is intermittently connected to the intermediate shaft 22 by a wet multi-plate first continuous clutch mechanism C1. The clutch mechanism 01 for
11, a second clutch C12 parallel to the first clutch C11, and a directional clutch F1 mounted on a straight line 91) between the second clutch C]12 and the first speed intermittent gear g1. Become. Forward 1! The 9° output shaft 23 is selectively connected to the intermediate shaft 22 by the forward/reverse switching dog clutch CO. The speed intermittent gear g3 is rotatably supported, and a wet multi-plate third speed clutch machine WJc
s, and a second speed fixed gear G2 is provided on its right side, and an output gear 25 and a parking gear 26 are further provided on its right side. A hollow shaft 24 rotatably disposed on the input shaft 21 has a first speed intermediate intermittent gear g1' meshed with the forward gear Gf fixed at one end, and a second speed intermediate gear g1' meshed with the forward gear Gf is fixed to one end thereof. The other member of the second speed intermittent gear g2 and the second speed clutch device mC2, which are always meshed with the fixed gear G2, is fixed. This second speed intermittent self-right gear g2 is an idler gear G
It meshes with the reverse gear Gr via i. The differential mechanism 3 is provided with an input gear 31 that is constantly meshed with the output gear 25. Next, the operation of this vehicle gear transmission will be explained. Switching between forward and reverse is performed by dog clutch CO. When the dog clutch CO is set to the forward side (gear 0 is connected to the intermediate shaft 22), the first speed is achieved by the engagement of the first speed river clutch 411C,1, and the second speed is The third speed is achieved by releasing the first gear clutch mechanism 01 and engaging the second gear clutch R mechanism 02, and the third gear is achieved by releasing the second clutch mechanism 02 and engaging the third clutch mechanism 03. When the number of teeth of each -1 gear is set as shown in Table 1, the reduction ratio of each tooth is set as shown in Table 2. Table 1 18- Table 2 This vehicle gear transmission uses a three-shaft type to shorten the overall length, obtain a large gear ratio, and increase the degree of freedom in setting the gear ratio, increasing transmission efficiency. In addition, in this embodiment, a part of the gear train is shared between 1st speed and 3rd speed, so the number of gears can be kept to a minimum and the structure can be simplified. Since it is a mesh, the gear ratio is within the range of 1.5 to 1.8, making it possible to make the transmission more compact. Furthermore, this embodiment provides the following effects. ``) By incorporating a one-sided clutch into the first continuous clutch mechanism C1, the engine brake becomes effective.
This is convenient when going down a steep slope. 9) Lay one layer on the same cross section so that the clutches do not overlap? I- especially J, =>'(The distance between the shafts can be shortened and it can be made into one product. 11) The kickdown lli'+ response time is long like the synchronized transmission that was applied for earlier. Because there is no gear shift, the single gear shifting becomes difficult. i) It can be machined from the outside and should be easy to machine.A gear train can be constructed from both gears, i.e. 111 gears in the external teeth.
Compared to transmissions with conventional torque converters that use planetary gear trains, which are difficult to process, they are easier to manufacture and also have a stop-down effect. j) Since the shaft is short, the deflection of the shaft is reduced, so the shaft diameter can be made thinner, which has the advantage of reducing bearing friction. FIG. 3 shows a second embodiment, and the same as FIG. In this embodiment, the third speed clutch mechanism 03 of the first embodiment is disposed at the left end as shown in the figure, and the same effects are achieved. FIG. 4 shows a third embodiment belonging to the first to third inventions described above. In this embodiment, a fourth fixed gear G4 is provided at the left end of the input shaft 21 in the first embodiment.
A fourth continuous intermittent gear g4, which is always in mesh with the gear g4, is rotatably supported and is intermittably connected to the output shaft 23 via a wet multi-plate clutch mechanism 04 for the first I speed, thereby providing four forward speeds. The operation of this vehicle gear transmission will be explained. Switching between forward and reverse is performed by dog clutch CO. When the dog clutch GO is set to the forward side (gear G
f is connected to the intermediate shaft 22), the first speed is achieved by engaging the first speed clutch mechanism C1, and the second speed is achieved by disengaging the first clutch mechanism 01 and engaging the second general clutch mechanism C2. 3rd speed is achieved by releasing the 2nd speed clutch mechanism 02 and releasing the 3rd speed clutch mechanism 02.
The fourth speed is achieved by the engagement of the speed clutch 21-1114MC5, and the fourth speed is achieved by releasing the third speed clutch l[c3 and engaging the fourth speed clutch mechanism 04. When the number of teeth of each gear is set as shown in Table 3, the reduction ratio of each tooth is set as shown in Table 1. Table 4 22- The transmission of the third embodiment having the above-described configuration and operation has the same functions and effects as the first embodiment, and also has the following features:
By adding one gear train and a clutch, the 4th forward gear train is roughly changed to 1, so if you widen the shifting range, 4) set the Δ-part knob to 01 to adjust the T engine when driving at high speed in light rain. It is said that the rotation is increased by 1Z (11 fish are included. Fig. 5 shows a fourth embodiment belonging to the first invention or the second invention described in J. In this embodiment, the third embodiment is The arrangement of the third clutch mechanism 03 and the fourth clutch mechanism 1/lc4 is reversed, and the transmission case 4 is moved from 1 to The clutch gear of the fourth speed is arranged next to the rear cover 43. The transmission of the fourth embodiment having the above-mentioned configuration has the same effects as the third embodiment, and also has the transmission case 4 in three parts.
By adopting a split structure, the number of screws is improved, and the fourth gear clutch gear is placed next to the rear cover 43. 1 herk on the machine] Mbātahar “Nozing visit, 1
ξ oil conversion of Herans Smithyon Kuss 42 can be carried out.

[Brief explanation of drawings]

Figure 11 is a skeleton diagram of a conventional vehicle gear transmission, Figure 2 is a skeleton diagram of a vehicle transmission using the vehicle gear transmission according to the first embodiment of the present invention, and Figure 3 is a skeleton diagram of a vehicle gear transmission according to the first embodiment of the present invention. FIG. 4 is a skeleton diagram of a vehicle transmission using the vehicle gear transmission according to the second embodiment of the present invention, and FIG. 4 is a skeleton diagram of the vehicle transmission using the vehicle gear transmission according to the third embodiment of the present invention. (Figure 8 and Figure 1?'i are skeleton diagrams of a vehicle transmission using a vehicle gear transmission according to the fourth example of the present invention. In the figure, 21... human power shaft 22.・Intermediate shaft 23・・
・Output shaft 24...Hollow shaft 3...Differential mechanism C1...1st gear clutch mechanism C2...2nd clutch mechanism 03...3rd gear clutch mechanism C4...1st gear clutch mechanism One knot IR side 11... 4th station fixed gear G13... 1st and 3rd speed fixed gear G
2...Second continuous fixed gear gl...First speed variable intermittent gear 92...Second speed variable intermittent gear g3...
3rd continuous intermittent gear g4... 1st continuous speed...i continuous variable gear 25- Fig. 1

Claims (1)

[Claims] 1) An input shaft, an intermediate shaft, an output shaft, and a gay differential mechanism each driven by an engine via torque converters arranged in parallel in a transmission tars, and their transmission. a fixed gear fixed to the shaft, a forward gear and a reverse gear rotatably supported by the intermediate shaft and connected to the intermediate shaft via a forward/reverse switching dog clutch; an intermittent gear that is freely supported and connected to the transmission shaft via a wet multi-plate clutch, and that is constantly engaged with the reverse gear via the fixed gear, the forward gear, or the reverse idler gear; and configuring each of the gear trains of the plurality of forward gears so that the gear trains of the plurality of forward gears are rotated by selective engagement of the wet multi-disc clutch. One independent wet type multi-disc clutch is installed in each of the predetermined transmissions. The forward gears higher than the second speed are achieved by one step of deceleration between the three transmission shafts.
2) A gear transmission with a medium thickness I1 characterized by the above-mentioned fixed 1" axle and an intermittent self-sustaining 1t axle. 2) 1~
The input shaft, the intermediate shaft, the output shaft, and the differential 'J'l are driven by the engine via the converter.
When the Renschall II structure, the fixed gear fixed to these transmission shafts, and the intermediate shaft are rotatably supported,
A forward gear and a reverse gear are connected to the intermediate shaft via a forward switching dog clutch, and a forward gear and a reverse gear are rotatably supported by the transmission shaft and connected to the transmission shaft via a wet multi-type clutch. and a freely disengageable gear that is connected to the fixed gear, the forward gear, or the reverse gear through the reverse idler gear, and is configured to provide a plurality of forward speeds by selective engagement of the wet multi-disc clutch. In addition, one independent wet-type multi-disc clutch for configuring and covering each gear train of the gear trains of the plurality of forward gears is installed on a predetermined transmission shaft. 1st gear and reverse are achieved by three gear shifts between the three transmission shafts, and forward gears from 2nd to L are achieved by one gear reduction between the three transmission shafts, and 3) The fixed gear and the intermittent gear are arranged so that a part of the gear train is shared by a plurality of forward gears higher than the first gear and a plurality of reverse gears. A part of the gear train is shared by a plurality of forward gears higher than the first gear and reverse gears.
Fixed gear G13 for 3rd speed and intermediate intermittent variable gear 9 for 1st speed
1' and a second continuous intermittent variable gear g2 which rotates integrally with the variable intermittent gear g1-;
A speed intermittent gear g1, a forward gear GfJ3 that constantly meshes with the intermittent gear 111-, and a reverse gear Qr that constantly meshes with the second continuous intermittent gear g2 through an idler gear are rotatably installed. The output shaft L6ri has a third variable intermittent gear g that is always engaged with the fixed gear G13.
3, and an output gear 25 that is always engaged with the input gear 31 of the differential mechanism 3, such as the second continuous fixed gear G2 that is always engaged with the second continuous intermittent gear 02. The gear transmission for a vehicle according to item 2. 4) A part of the gear train is shared by a plurality of forward gears and reverse gears from 1st to 1st.
．． 33! A river fixed gear G13 and a fourth continuous fixed gear G4 are installed, and a first continuous intermediate intermittent variable gear 01' and a second continuous intermittent variable gear 92 that rotate integrally with the intermittent variable gear g1' are provided. The front 6I is on the intermediate shaft! The 1st speed fixed gear (, 13) is in constant engagement with the 1st speed intermittent variable gear 01, the forward gear Gf is always in mesh with the intermittent variable gear g1', and the 2nd speed variable intermittent gear 02 marked #g. A reverse gear Gr that is always in mesh with the idler gear is rotatably provided, and the output shaft is provided with a third speed intermittent variable gear 03 that is always in mesh with the fixed gear (313), and a second continuous intermittent variable gear o2. The second continuous fixed gear G is always engaged with the
2nd, a 4th speed variable intermittent gear 04 that is always meshed with the 4th speed fixed gear G4, and a differential gear M43;
3. The automatic transmission for a vehicle according to claim 2, further comprising an output gear 25 which is always in mesh with the human-powered gear 31.