JPS61249123A - Transmission gear for vehicle - Google Patents

Abstract

PURPOSE:To reduce the width of a transmission gear in directions orthogonal to input and output shafts, to make the whole of the transmission gear compact by arranging input and output shafts and a driving shaft, in order, from above. CONSTITUTION:An input shaft 17, an output shaft 18, and driving shafts 7 and 8 are arranged, in order, from above, and a shift piece 63 is fixed to a shift shaft 61 which can be turned around the axial line orthogonal to a shift rod and can be moved back and forth in the direction of the axial line, and the shift shaft 61 and the shift rod are connected to each other through a cross joint 65 having the first turning axial line which is parallel with the shift shaft 61 and is orthogonal to the shift rod and the second turning axial line which is parallel with the shift rod and is orthogonal to the shift shaft 61. Since input and output shafts and driving shafts are arranged, in order, from above, the width of a transmission gear 6 in directions orthogonal to input and output shafts is reduced to make the whole of the gear 6 compact.

Description

Detailed Description of the Invention A8 Object of the Invention (1) Industrial Field of Application The present invention relates to a transmission comprising a gear train of a plurality of gear stages interposed between mutually parallel input and output shafts, and a shift piece for selectively establishing a gear train of the plurality of gears, the shift piece having a drive shaft extending parallel to the output shaft on both sides and a differential device connected to the output shaft; is the input shaft,
The shaft is arranged to enable rotation around an axis perpendicular to the output shaft and the drive shaft and reciprocating movement along the axis, and extends in a direction perpendicular to the input shaft, the output shaft and the drive shaft, and has a longitudinal length that corresponds to the speed change operation. The present invention relates to a vehicle transmission device in which a shift rod capable of directional movement and rotation around an axis is connected to the shift piece.

(2) Conventional technology Conventionally, in such transmission devices, the input and output shafts of the transmission and the drive shaft of the differential are arranged parallel to each other in a substantially horizontal plane, and the shift piece is directly connected to the shift rod. I can do it.

(3) Problems to be Solved by the Invention Incidentally, in the above-mentioned engine-front vehicle equipped with the conventional transmission device, the differential device is disposed on the rear side of the transmission.
Therefore, the cabin volume has to be reduced accordingly.

To solve this problem, the differential device could be placed below the transmission, but in that case, the shift piece could not be directly fixed to the shift rod, and the shift shaft, which extends perpendicular to the shift rod, The shift rod and shift shaft must be connected to each other by disposing the shift rod so as to allow rotation around the shift rod and movement in the axial direction. The simplest connection structure that comes to mind is a bell crank structure, but when using that bell crank structure, the shift shaft and shift rod are connected at a position offset from the plane that includes the axis of the shift shaft. The casing that houses the transmission device must be correspondingly larger.

The present invention has been made in view of the above circumstances, and provides a vehicle transmission device in which an input shaft, an output shaft, and a drive shaft can be arranged vertically without increasing the volume of the casing. The purpose is to

B0 Structure of the Invention (1) Means for Solving the Problems According to the present invention, the input shaft, the output shaft, and the drive shaft are arranged in order from above, and the shift piece can be rotated about an axis perpendicular to the shift rod. The shift shaft is fixed to a shift shaft disposed to allow reciprocating movement in the axial direction, and the shift shaft and the shift rod are parallel to the first rotation axis that is parallel to the shift shaft and orthogonal to the shift rod. and a second rotation axis perpendicular to the shift shaft.

(2) Operation The cross joint rotates around the second rotation axis in response to the rotation of the shift rod, the shift shaft moves in the axial direction, and the cross joint rotates in response to the axial movement of the shift rod. The point rotates around the first rotation axis, and the shift shaft rotates around the axis. Moreover, the shift shaft and the shift rod can be connected within a plane that includes the axis of the shift shaft.

(3) Embodiment An embodiment of the present invention will be described below with reference to the drawings. First, in FIG.
(not shown) is arranged facing in the width direction of the vehicle V. A transmission device 6 including a clutch 3, a transmission 4, and a differential device 5 is supported and protrudes outward in the axial direction of the crankshaft on the side of the engine E, that is, the side corresponding to the end of the crankshaft. be done. The driving force of the engine E is transmitted to a differential device 5 via a clutch 3 and a transmission 4, and the driving force from the differential device 5 is transmitted to a drive shaft 7 extending from the differential device 5 to both sides. 8, uniform velocity join) 9,10
, transmission shafts 1, , 12 and constant velocity wheels 13.14 to the left and right front wheels 15.16.

Referring also to FIG. 2, the transmission 4 includes an input shaft 17 having the same axis as the crankshaft, and an output shaft 18 arranged in parallel below the input shaft 17. A gear train of a gear stage, for example, a first to fifth gear train, is interposed, and an idle gear shaft 19 disposed diagonally above the input shaft 17 is interposed between the input shaft 17 and the output shaft 17 . A reverse gear train is interposed between 18 and 18. When the clutch 3 is activated, the rotational power of the crankshaft of the engine E is transmitted to the input shaft 17, and the driving force is further transmitted from the input shaft 17 to the output shaft 18 via a selected gear train.

The differential device 5 is disposed below the transmission 4 on the clutch 3 side, and drive shafts 7.8 extending from the differential device 5 to both sides.
is arranged below the output shaft 18 and parallel to the output shaft 18. The output shaft 18 of the transmission 4 and the differential device 5 are connected, and the power from the output shaft 18 is divided into two by the differential device 5 and outputted from the redrive shafts 7 and 8.

Such a transmission 4 and differential device 5 are housed and arranged in the same casing 20, and the drive shaft 7.8 is connected to the casing 2.
It rotatably penetrates the side wall of 0 and protrudes to both sides.

In FIG. 3, a first forkshaft 21 parallel to the input and output shafts 17.18 is fixedly disposed on the inner wall of the casing 20.
A second forkshaft 22 parallel to the second fork shaft 22 is supported so as to be able to reciprocate within a limited range along its axial direction.

The first fork shaft 21 is integrally equipped with a second shift fork 23 (see FIG. 2).
A two-speed switching fork head 24 is slidably supported. Further, a reverse fork head 25 is fixed to the second fork shaft 22, and a third fork shaft 22 is integrally equipped with a shift fork 26 for switching between third and fourth speeds (see FIG. 2).
A 4-speed switching fork head 27 and a 5th gear shift fork head 29 integrally equipped with a 5th gear shift fork 28 (see FIG. 2) are slidably supported.

Between the fork head 24 for switching between the first and second speeds and the first fork shaft 21, a ball 31 is inserted in a direction that fits into three recesses 30 provided at intervals on the outer surface of the first fork shaft 21. A detent mechanism 33 is provided which is biased by a spring 32. This detent mechanism 3
3, the fork head 24 for switching the 1st and 2nd speeds, that is, the shift fork 23 for changing the 1st and 2nd speeds, is moved to the left position in FIG. 3 to establish the first speed gear train;
It is possible to move in moderation between a neutral position in which neither the first gear train nor the second gear train is established, and a position for establishing the second gear train.

Further, on the outer surface of the first forkshaft 21, there are three recesses 34 spaced apart in the axial direction at positions corresponding to the fork head 27 for switching to 3rd and 4th speeds, which is slidably supported by the second forkshaft 22. A ball 35 that can fit into these recesses 34 is held on a protrusion 36 of the fork head 27 for switching between third and fourth speeds, and this ball 35 is pushed toward the first fork shaft 21 by a spring 37. energized. As a result, a detent mechanism 38 is configured, and the fork head 27 for switching the 3rd and 4th speeds, that is, the 3rd
, 4-speed switching shift fork 26 is located at the left position in FIG.
It is possible to move sensibly between a neutral position, in which none of the speed gear trains is established, and a position for establishing the fourth speed gear train, which is the right position in FIG.

The fifth continuous fork head 29 is integrally provided with an arm 39 extending toward the first fork shaft 21, and a sliding hole for slidably inserting the first fork shaft 21 at the tip of the arm 39. 40 are provided. And arm 3
9 is provided with a hole 41 that extends between the first and second fork shafts 2, 22 and is perpendicular to the sliding hole 40. Inside this hole 41, a spring 42 biases the fork shafts in directions away from each other. A pair of balls 43,44 are inserted.

Furthermore, the outer surfaces of the first and second fork shafts 21 and 22 have recesses 45 and 45 for fitting the balls 43 and 44, respectively.
46 is provided, and both balls 43 and 44 are recessed 45
．． 46, the position of the fifth continuous fork head 29 is maintained in a moderate manner. This state is a position in which the fifth speed gear train is not established.

In this state without establishing the fifth speed gear train, the fifth transmission fork head 29 is connected to the third gear train by the side wall of the casing 20.
As shown in the figure, movement to the right is restricted, and movement is only possible to the left in order to establish the fifth speed gear train. That is, at the right end of the second forkshaft 22 in FIG.
7 is provided, and when the second fork shaft 22 is moved to the left, the ball 43 of the fifth continuous fork head 29 escapes from the recess 45 and moves to the first fork shaft 2.
1 and moves to the left side in FIG. 3 while compressing the spring 42. This movement establishes the fifth speed gear train, and the second forkshaft 22 and the fifth gear fork head 29 are substantially integrated by compressing the spring 42 and exerting a large spring force. Therefore, when the second forkshaft 22 moves to the right in FIG. 3, the fifth continuous fork head 29 also moves to the right and returns to the state shown in FIG. 3, and the establishment of the fifth speed gear train is released.

The reverse fork head 25 is integrally provided with an engagement arm 48 that has a U-shaped tip and engages with the first fork shaft 21, and this engagement arm 48 prevents the second fork shaft 22 from rotating. In addition, an engagement pin 49 is integrally protruded from the reverse fork head 25, and this retaining pin 49 is connected to the L-shape provided on the reverse shift fork 50, as shown in FIG. It is engaged with the condition maintaining hole 51. The reverse shift fork 50 is rotatably supported by a holder 53 via a shaft 52 perpendicular to the axis of the second fork shaft 22, and the holder 53 is connected to the casing 20.
Fixed.

The engagement hole 51 has a parallel portion 54 that is parallel to the second fork shaft 22 and an orthogonal portion 55 that is orthogonal to the second fork shaft 22 in an L-shape when the reverse shift fork 50 is in the neutral position. When the second forkshaft 22 is in the neutral position where it does not move to the left or right as shown in FIG. There is.

When the second forkshaft 22 is moved to the right side in FIG. 3, that is, in the direction of the arrow 56, the reverse shift fork 50 is rotated counterclockwise in FIG. 4, and the reverse gear train is rotated. Establish. In addition, to cancel the establishment of the reverse gear train, move the second forkshaft 22 to the left in FIG. 3 to bring it into the state shown in FIG. It becomes a neutral position as shown in Figure 4. Furthermore, when the second forkshaft 22 is moved to the left from the state shown in FIG. 3 in order to establish the fifth speed gear train, the engagement pin 49 only moves along the parallel portion 54 of the engagement hole 51. The reverse shift fork 50 does not rotate.

A detent mechanism (not shown) is provided between the reverse shift fork 50 and the holder 53, and the rotational movement of the reverse shift fork 50 is performed in a moderate manner.

Fork head 24 for switching to 2nd and 2nd speeds, fork head 27 for switching to 3rd and 4th speeds, and fork head 25 for reverse movement.
As shown in FIG. 2, there are a U-shaped locking part 57 for switching between 2nd and 2nd speeds, a locking part 58 for switching between 3rd and 4th speeds, and a locking part 58 for switching between 5th and reverse gears. The portions 59 are each integrally provided, and these portions are arranged adjacent to each other in this order from the first forkshaft 21 toward the second forkshaft 22, that is, from the bottom to the top.

Inside the casing 20, the respective locking portions 57, 58, 59 are provided.
A select/shift mechanism 60 is provided for performing selection operations.

5 and 6, the select and shift mechanism 60 includes an input shaft 17, an output shaft 18, and a drive shaft 7.
．． 8, a shift shaft 61 that extends vertically and is movable in the axial direction and rotatable around the axis and is supported by the casing 20; A shift piece 63 integrally equipped with an engagement protrusion 62 that can be selectively engaged with the shift shaft 61, the input shaft 17, the output shaft 18, and the drive shafts 7 and 8 in the horizontal direction. The shift rod 64 is supported at the lower part of the casing 20 and is movable in the axial direction and rotated about the axis, and a cross joint 65 connects the shift shaft 61 and the shift rod 64.

A spring 66 is interposed between the upper end of the shift shaft 61 and the upper part of the casing 20, and the spring force of the spring 66 urges the shift shaft 61 downward. Further, a recess 6 is provided on the outer peripheral surface of the intermediate portion of the shift shaft 61.
7 is provided, and a bolt 68 screwed onto the casing 20 is engaged with the recess 67. This restricts the axial movement range and rotation range of the shift shaft 61 around the axis.

The shift rod 64 moves in the axial direction or rotates around the axis in response to a speed change operation by the driver of the vehicle V, and is connected to a transmission (not shown) and thrust into the casing 20. .

Moreover, a bellows-shaped cover 69 is provided between the casing 20 and the shift rod 4 at the portion where the shift rod 64 enters the casing 20.

Inside the casing 20, three recesses 70 are provided on the outer surface of the shift rod 64 at intervals in the axial direction, and balls 71 that can fit into these recesses 70 are held in the casing 20, and a spring 72 is biased in the direction of fitting into the recess 70. This constitutes the detent mechanism 73, and the shift rod 64 is moved in the axial direction in a controlled manner.

A first shift arm 74 that extends toward the shift loft 64 in a plane that includes the axis of the shift shaft 61 and is perpendicular to the shift rod 64 is fixedly attached to the lower portion of the shift shaft 61 . In addition, the shift rod 64 is attached to the shift rod 7 door 64.
a second shift arm 75 that extends toward the shift shaft 61 in a plane that includes the axis of the shift shaft 61 and is orthogonal to the shift shaft 61;
is fixed. Moreover, the first and second shift arms 74
The tips of the shift arms 74 and 75 are arranged on a straight line connecting the orthogonal portions of the two planes, and the tips of both shift arms 74 and 75 are connected to each other via the cross-gear intro 5.

The cross joint 65 is rotatable around a first rotation axis 76 that is parallel to the shift shaft 61 and perpendicular to the shift rod 64, and is rotatable around a first rotation axis 76 that is parallel to the shift rod 64 and perpendicular to the shift shaft 61. Moving axis line 77
It can be rotated around the Therefore, the axial movement of the shift rod 64 is converted into a rotational movement of the shift shaft 61 by the cross joint 65, and the rotational movement of the shift rod 64 is converted into a rotational movement of the shift shaft 61 by the cross joint 65.

This is converted into an axial movement of the foot shaft 61.

Referring also to FIG. 7, the cross joint 65 is rotatably supported by a support shaft 78 that has the same axis as the first rotation axis 76 and is fixed to the casing 20. and a connecting member 80 which has a second rotation axis 77 and is rotatably supported by the supporting member 79, and the first and second shift arms 74,75 Connected at both ends.

The casing 20 is provided with support wall portions 81 and 82 that face each other with a cross joint 65 in between, and one of the support wall portions 81 has an insertion hole having a female thread 83 at least on the outer inner surface. 84 is bored in the other support wall part 82, and a support part 85 facing the insertion hole 84 is bored in the other support wall part 82. Furthermore, the support portion 85 is formed to have a smaller diameter than the insertion hole 84.

The support shaft 78 includes a small diameter portion 86 that can be fitted into the support portion 85 and a large diameter portion 87 that can be fitted into the insertion hole 84, which are coaxially connected via a stepped portion 88. 689 are drilled concentrically. Further, the length of the small diameter portion 86 is such that when the end thereof is inserted into the support portion 85, the stepped portion 88 is inserted into the insertion hole 85.
The length of the large diameter portion 87 is set so that the end surface is located in the middle of the insertion hole 84 when the small diameter portion 86 is inserted into the support portion 85. determined.

The support member 79 has an insertion hole 90 through which the support shaft 78 is inserted.
The thickness of the support member 79 in the direction along the axis of the insertion hole 90 is set to be slightly smaller than the distance between the support walls 81 and 82.

A cap 91 is hinged to the female thread 83 of the insertion hole 84,
A coil spring 92 is interposed between the cap 91 and the closed end of the hole 89 in the support shaft 78 . The spring force of the coil spring 92 presses the support shaft 78 toward the support portion 85, thereby preventing the support shaft 78 from shaking in the axial direction and fixing it between the support walls 8, 82. Ru.

Further, a disk-shaped wave washer 93 surrounding the support shaft 78 is interposed between the support member 79 and the other support wall portion 82, and this wave washer 93
A spring force is exerted in the direction of pressing the support shaft 78 toward the stepped portion 88 of the support shaft 78. Therefore, the support member 79 is held between the step portion 88 and the wave washer 93, and can freely rotate around the support shaft 78 while being prevented from shaking in the axial direction.

A support pin 94 that is concentric with the second rotation axis 77 is provided in a protruding manner on the support member 79 . On the other hand, a hole 95 for inserting a support pin 94 is bored approximately in the center of the connecting member 80, and a retaining ring 96 is fitted to the end of the support pin 94 protruding from the hole 95. As a result, the connecting member 80 is rotatably supported by the support member 79 around the second rotation axis 77.

A fitting recess 97 that is open to the first shift arm 74 side is provided at one end of the connecting member 80, and a fitting recess 97 that is open to the first shift arm 74 side is provided.
A spherical head 98 provided at the tip of is fitted into the fitting recess 97. Thereby, the first shift arm 74 and the cross joint 65 are connected to each other while allowing rotation of the connecting member 80 around the first and second rotation axes 76,77.

Further, a spherical head 99 is provided at the other end of the connecting member 80. On the other hand, a connecting member 8 is provided at the tip of the second shift arm 75.
A fitting recess 100 open to the zero side is provided, and the spherical head 99 is fitted into the fitting recess 100. This results in
The second shift arm 75 and the cross joint 65 are connected to each other so as to allow rotation of the connecting member 80 about the first and second rotation axes 76 and 77.

Next, the operation of this embodiment will be explained. By operating the change lever in the speed change operation device according to the shift pattern, the shift rod 64 moves in the axial direction or rotates around the axis, and the operation is performed in a cross-gear manner. This is converted into a rotation about the axis of the shift shaft 61 or a movement in the axial direction via the int 65, and a desired gear train in the transmission 3 is established. That is, when switching between the first speed and the second speed, the shift rod 6
4, the shift shaft 61 moves in the axial direction so that the shift piece 63 comes to a position corresponding to the locking part 57 for switching between 1st and 2nd speeds, and in response to the axial movement of the shift loft 64. As the shift shaft 61 rotates, the shift head 24 for switching between the first and second speeds slides to either the left or right in FIG. 3, and the first speed gear train and the second speed gear train are selectively established. . This also applies to the establishment of the third to fifth speed gear trains and the reverse gear train.

In such a transmission device 6, the differential device 5 has a drive shaft 7 thereof.
．． 8 and placed below the transmission 3 in parallel with the output shafts 17 and 18, compared to the conventional system in which the differential gear 5 was placed behind the engine E, the cabin volume has been reduced. It becomes possible to increase the size by that amount.

Furthermore, since the shift shaft 61 and the shift rod 64 are connected via the cross joint 65, the shift shaft 61 and the shift rod 64 are connected to each other through the cross joint 65.
1 and the shift rod 64, it is possible to avoid enlarging the casing 20 at the connecting portion, and it is possible to contribute to downsizing of the casing 20.

Moreover, by newly adding the cross joint 65, the select and shift mechanism 6o will have an increased number of systems where looseness occurs between the cross joint 65 and the casing 20. Part 81, 8
2, a coil spring 92 and a wave washer 93 are interposed between them, and can absorb slight assembly errors and prevent the cross joint intro 5 from wobbling.

C0 Effects of the Invention As described above, according to the present invention, the input and output shafts and the drive shaft are arranged in order from the top, so the width of the transmission device in the direction orthogonal to the input and output shafts is reduced, making the entire transmission device more compact. It can be summarized as follows.

Further, the shift piece is fixed to a shift shaft which is arranged so as to be able to rotate around an axis perpendicular to the shift rond and reciprocate in the axial direction, and the shift shaft and the shift rond are parallel to the shift shaft and Since they are interconnected via a cross joint having a first rotation axis perpendicular to the shift rond and a second rotation axis parallel to the shift rond and perpendicular to the shift shaft, the plane including the axis of the shift shaft The shift shaft and the shift rond can be connected within the casing, thereby contributing to miniaturization by avoiding increasing the volume of the casing that accommodates them.

[Brief explanation of drawings]

The drawings show one embodiment of the present invention, and FIG. 1 is a front view of a vehicle showing how the device of the present invention is installed, FIG. 2 is a longitudinal side view showing the arrangement within the casing, and FIG. Figure 3 is a sectional view taken along line mm in Figure 2, and Figure 4 is a cross-sectional view taken along line IV-IV in Figure 2.
5 is a cross-sectional view taken along line V-V in FIG. 2, and FIG. 6 is a cross-sectional view taken along line Vl-V in FIG. 5.
FIG. 7 is an enlarged sectional view showing how the cross joint is supported on the casing. 4... Transmission, 5... Differential device, 6... Transmission device, 7゜゜... Drive shaft, 17... Input shaft, 18... Output shaft, 61... Shift shaft , 63...Shift piece, 64...Shift rond, 65...Cross joint, 76...First rotation axis, 77...Second rotation axis Figure 1! Figure 3 Figure 4

Claims (1)

[Claims] A transmission comprising a gear train of a plurality of speeds interposed between mutually parallel input and output shafts, and a drive shaft extending to both sides parallel to the input and output shafts and connected to the output shaft. and a differential device in which the shift piece for selectively establishing the gear train of the plurality of gears rotates about an axis perpendicular to the input shaft, the output shaft, and the drive shaft, and rotates along the axis. The shift rod is disposed so as to be capable of reciprocating movement, extends in a direction perpendicular to the input shaft, output shaft, and drive shaft, and is movable in the longitudinal direction and rotated around an axis in response to a gear shifting operation. In the vehicle transmission device connected to the shift piece, the input shaft, the output shaft, and the drive shaft are arranged in order from above, and the shift piece is capable of rotation around an axis perpendicular to the shift rod and reciprocating movement in the axial direction. The shift shaft and the shift rod are connected to a first rotation axis parallel to the shift shaft and perpendicular to the shift rod, and a first rotation axis parallel to the shift rod and perpendicular to the shift shaft. A vehicle transmission device characterized in that the transmission device is interconnected via a cross joint having two rotation axes.