JPS629047A - Gear transmission - Google Patents

Abstract

PURPOSE:To obtain a large driving torque even on a backing stage as well as on a forwarding stage by providing a subsidiary transmission mechanism used in gear change to a first gear and a back gear. CONSTITUTION:An input shaft 10, an output shaft 40, a hollow shaft 41 which is rotatably supported by the output shaft 40, an idler shaft 80, and a subsidiary transmission shaft 62 are provided in parallel in a gear transmission. And, a set of gears 12, 48 for a first gear are provided on the input shaft 10 and output shaft 40, a set of gears 14, 44, 82 for a back gear are provided on the input shaft 10, output shaft 40, and idler shaft 80, and a set of gears 54, 64, 65, 72 for a subsidiary reduction gear, a meshing mechanism 42, 46, 48a for the first gear, a meshing mechanism 82 for the back gear, meshing mechanism 43, 52, 68 for a high speed gear, and a meshing mechanism 70, 72a for a low speed gear, are provided on the output shaft 40 and subsidiary transmission shaft 62. Accordingly, a large change gear ratio can be obtained even on a backing stage.

Description

[Detailed description of the invention] (b) Industrial application fields The present invention relates to a gear transmission.

(b) Conventional technology JP-A-59-1 as a gear transmission with an auxiliary transmission function
There is one shown in Publication No. 30737. In this gear transmission, a sub-transmission is combined with a gear train of a normal transmission to obtain a reduction ratio larger than the first speed reduction ratio.

(c) Problems to be Solved by the Invention However, in this gear transmission, only the forward gear has a large reduction ratio, and in the reverse gear, the auxiliary transmission does not operate and the normal reduction ratio remains. For this reason, when traveling on steep slopes or rough terrain, there is a problem in that the vehicle may not be able to travel backwards because the reverse drive torque is insufficient.

The present invention has been made to solve these problems.

(d) Means for Solving the Problems The present invention solves the above problems by making it possible to obtain a large reduction ratio even in reverse gear. For this purpose, the gear changing machine of the present invention is provided with an auxiliary reduction gear set that can further reduce the output from the first speed gear set and the reverse gear set. That is, the gear transmission of the present invention includes an input shaft (10), an output shaft (40) arranged parallel to the input shaft, and a hollow shaft (41) rotatably supported with respect to the output shaft. An idler shaft (80) arranged parallel to the input shaft and an auxiliary transmission shaft (6
2), a first speed gear set (12, 48) consisting of a pair of gears provided on the input shaft and the output shaft, respectively, and a first gear set (12, 48) consisting of a pair of gears provided on the input shaft, the output shaft, and the idler shaft, respectively; A reverse gear set (14, 44, 82) consisting of gears,
Auxiliary reduction gear set (54, 64° 65.72
), and a first speed meshing mechanism (
42, 46, 48a), a retraction meshing mechanism (82) that connects or disconnects the input shaft and the hollow shaft so as to transmit rotational force via a retraction gear set, and the hollow shaft and the output shaft are directly connected. High-speed meshing mechanism (43° 52.
68), and a low-speed meshing mechanism (70, 72a) that connects or disconnects the hollow shaft and the output shaft through an auxiliary reduction gear set so as to transmit rotational force ( The reference numerals are the reference numerals of corresponding members in the embodiments described later).

(e) When the hollow shaft and output shaft are connected by the high-speed meshing mechanism, rotational force is not transmitted through the auxiliary reduction gear set, so the first speed gear set and the reverse gear set are The gear ratio of the gear set becomes the gear ratio of the transmission. On the other hand, when the low-speed meshing mechanism is brought into mesh, the 5 hollow shaft and the output shaft are connected via the auxiliary reduction gear set, so that the input to the hollow shaft is passed through the 1st speed gear set or the reverse gear set. The rotational force is further reduced by the auxiliary reduction gear set. Therefore, it is possible to select a gear position with auxiliary deceleration for both the first speed and reverse.

(F) Embodiment FIG. 1 shows a gear transmission to which the present invention is applied. The input shaft 10 is connected to the engine crankshaft via a clutch (not shown). Output shaft 4 parallel to input shaft 10
0 is placed. The human power gear 11id+10 includes, in order from the right side in the figure, a first speed manual gear 12, a reverse manual gear 14, and a second gear.
Speed manual gear 16, third gear manual gear 18. A fourth speed manual gear 20 and a fifth speed manual gear 22 are provided. Further, the input shaft 10 is provided with synchro hubs 24 for third and fourth speeds and synchro hubs 26 for fifth speed. 3rd and 4th
The synchro hub 24 for speed and the synchro hub 26 for fifth speed are provided in combination with coupling sleeves 28 for third and fourth speeds and coupling sleeves 30 for fifth speed, respectively. The 3rd speed manual gear 18 and the 4th speed manual gear 20 are the coupling sleeves 2 for 3rd and 4th speeds, respectively.
8, there are latch gears 18a and 20a which can be meshed with each other. Further, the fifth speed manual gear 22 can mesh with the fifth speed coupling sleeve 30, and the latch gear 22 can be engaged with the fifth speed coupling sleeve 30.
It has a. 1st speed manual gear 12. Reverse input gear 14. 2nd speed manual gear 16. The synchro hub 24 for 3rd and 4th speeds and the synchro hub 26 for 5th speed are connected to the input shaft lO
are connected to rotate together. Further, the third speed manual gear 18 and the fourth speed manual gear 20 are rotatably supported with respect to the input shaft 10, and the clutch gears 18a and 2 are supported by the third and fourth gear coupling sleeves 28.
It can be selectively connected to the input shaft 10 via 0a. The fifth speed manual gear 22 is also rotatably supported with respect to the input shaft 10, and the fifth speed coupling sleeve 3
0 allows connection to the input shaft 10 via the clutch gear 22a.

A hollow shaft 41 is rotatably supported on the output shaft 40, and a synchro hub 42 for first and second speeds and a synchro hub 43 for high speed are integrally provided on the hollow shaft 41. The synchro hub 42 for the first and second speeds is provided with a coupling sleeve 46 for the first and second speeds in which a reverse output gear 44 is integrally provided. The reverse output gear 44 is connected to the reverse input gear 1 by moving the reverse idler gear 82 on the idler l1iIh80 in the axial direction.
4 and the rotational force can be transmitted (that is, the reverse idler gear 82 meshes with both the reverse output gear 44 and the reverse manual gear 14). Therefore, the reverse manual gear 1
4. The reverse output gear 44 and the reverse idler gear 82 constitute a reverse gear set, and the reverse idler gear 82
constitutes the retraction engagement mechanism. A first speed output gear 48 and a second speed output gear 5 rotatably supported with respect to the hollow shaft 41 on both sides of the first and second speed synchro hubs 42
0 is set. The first speed output gear 48 is always the first
It meshes with the speed manual gear 12 to constitute a first speed gear set. The second speed output gear 50 is also always meshed with the second speed manual gear 16. 1st speed output gear 48 and 2nd speed output gear 48
The speed output gears 50 are clutch gears 48a and 5, respectively.
0a, whereby the first and second speed synchro hubs 42 are selectively coupled to the first speed output gear 48 or the second speed output gear 50 by the first and second speed coupling sleeves 46. It is possible.

Coupling sleeve 46 for 1st and 2nd speed, 1st and 2nd
The synchro hub 42 for speed and the clutch gear 48a constitute a meshing mechanism for first speed. On the output shaft 40, from the right side in the figure, a high speed clutch gear 52 and a third speed output gear 54 are installed.
．． A fourth speed output gear 56 and a fifth speed output gear 58 are both provided to rotate together with the output shaft 40. Third speed output gear 54. The output gear 56 for the fourth speed and the output gear 58 for the fifth speed are the human power gear 18 for the third speed, respectively.
, are constantly meshed with the fourth speed manual gear 20 and the fifth speed manual gear 22.

A sub-transmission mechanism 60 is arranged on the side of the output shaft 40.

The sub-transmission mechanism 60 includes a sub-transmission shaft 62 arranged parallel to the output shaft 40, a large-diameter gear 64 that rotates together with the sub-transmission shaft 62, a low-speed sick robot gear 6, and a large-diameter gear 64.
A high-speed coupling sleeve 68 having input teeth 65 that mesh with the low-speed synchro hub 66; a low-speed coupling sleeve 70 provided in combination with the low-speed synchro hub 66; 3rd speed output gear 5
4 and a small diameter gear 72 provided to mesh with the small diameter gear 72. The small diameter gear 72 has a clutch gear 72a. The high-speed coupling sleeve 68 is combined with the hollow 1d+41 high-speed synchro hub 43, and by engaging the high-speed coupling sleeve 68 with the high-speed clutch gear 52, the hollow shaft 41 is connected to the output shaft 40. . That is, the high-speed synchro hub 43, the high-speed clutch gear 52, and the high-speed coupling sleeve 6.
8 constitutes a high-speed meshing mechanism. In addition, small diameter gear 7
2 becomes connected to the sub-transmission shaft 62 by engaging the low-speed coupling sleeve 70 with the clutch gear 72a. That is, the synchro hub 66, the clutch gear 72a, and the low speed coupling sleeve 70 constitute a low speed meshing mechanism. The engagement operation of the high-speed coupling sleeve 68 and the low-speed coupling sleeve 70 is performed selectively (that is, one of them is always in the engaged state, and both are never released or engaged at the same time).

Next, the operation of the gear transmission of this embodiment will be explained.

(1) By setting the neutral shift lever (not shown) to the neutral position, the first and second gear coupling sleeves 46, the third and fourth gear coupling sleeves 28, and the fifth gear coupling sleeves 30 The reverse idler gear 82 is all at the neutral position, resulting in a neutral state in which only the rotational force is transmitted from the input shaft 10 to the output shaft 40. This state is the same regardless of whether the high-speed coupling sleeve 68 or the low-speed coupling sleeve 70 is in the connected state.

(2) Reverse (sub-transmission mechanism 60 is in high-speed position) sub-transmission mechanism 6
0 is a high speed state, that is, high speed coupling sleeve 6
8 is in a state where it is engaged with the high speed clutch gear 52. In this state, if you move the shift lever to the reverse selection state,
The reverse idler gear 82 moves to the left in the figure, and meshes with the reverse output gear 44 and the reverse human power gear 14 at the same time. This results in a backward state. That is, the rotational force from the input shaft 10 is applied to the reverse manual gear 14, the reverse idler gear 82, the reverse output gear 44, the first and second speed coupling sleeves 46, the first and second speed synchro hubs 42. Hollow shaft 4-ho high speed synchro hub 43. High speed coupling sleeve 68. and high-speed clutch gear 52
is transmitted to the output shaft 40 via. Since the backward idler gear 82 is interposed in the transmission path, the output shaft 40 rotates in the backward direction. The gear ratio is determined by the ratio of the number of teeth between the reverse manual gear 14 and the reverse output gear 44.

(3) Auxiliary low-speed reverse (auxiliary transmission mechanism 60 is in low-speed position) The auxiliary transmission mechanism 60 is in a low-speed state, that is, the low-speed coupling sleeve 70 is connected to the low-speed synchro hub 66 and the small diameter gear 7
The second clutch gear 72a is now connected.

In this state, when the shift lever is in the reverse position, the rotational force from the first input shaft 10 is applied to the reverse manual gear 14, the reverse idler gear 82, the reverse output gear 44, the first and second gear coupling sleeves 46. 1st and 2nd speed synchro hub 42. Hollow shaft 41. High speed synchro hub 43, high speed coupling sleeve 68, manual gear 65, large diameter gear 6
4, via the sub-transmission shaft 62, the low-speed synchro hub 66, the low-speed coupling sleeve 70, the small diameter gear 72, and the third-speed output gear 54 (which also serves as the output gear of the sub-transmission mechanism 60) It is transmitted to the output shaft 40. The gear ratio at this time is the ratio of the number of teeth between the human power gear 14 for reverse and the output gear 44 for reverse, and the ratio of the number of teeth between the human power gear 65 and the third speed output gear 54 (i.e. 72 and the ratio of the number of teeth of the large diameter gear 64). That is, the speed ratio is further increased by the ratio of the number of teeth between the small diameter gear 72 and the large diameter gear 64 compared to the normal reversing time described in (2) above.

(4) First speed (sub-transmission mechanism 60 is in high-speed position) The sub-transmission mechanism 60 is in a high-speed state, that is, the high-speed coupling sleeve 68 is in mesh with the high-speed clutch gear 52. In this state, when the shift lever is set to the first speed selection state, the first and second speed coupling sleeves 46 move to the right in the figure, and the clutch gear 48 of the first speed output gear 48 moves to the right side in the figure.
a and the first and second speed synchro hubs 42 are connected. This brings the vehicle into the first speed state. That is, the rotational force from the input shaft IO is applied to the first speed manual gear 12, the first speed output gear 4, the first and second speed coupling sleeves 46, the first and second speed synchro hubs 42. Hollow shaft 41. It is transmitted to the output shaft 40 via the high-speed synchro hub 43, the high-speed coupling sleeve 68, and the high-speed clutch gear 52. The gear ratio is determined by the ratio of the number of teeth between the first speed manual gear 12 and the first speed output gear 48.

(5) Auxiliary low-speed first speed (auxiliary transmission mechanism 60 is in low-speed position) The auxiliary transmission mechanism 60 is in a low-speed state, that is, the low-speed coupling sleeve 70 is connected to the low-speed synchro hub 66 and the small diameter gear 7
2 clutch gear 72a is connected to the first speed manual gear 1
2. 1st speed output gear 48, 1st and 2nd speed coupling sleeve 46, hollow shaft 41, high speed synchro hub 43
, high-speed coupling sleeve 68, manual gear 65,
Large diameter gear 64, auxiliary transmission shaft 62, low speed synchro hub 6
6, low speed coupling sleeve 70, small diameter gear 72,
and is transmitted to the output shaft 40 via the third speed output gear 54. The gear ratio at this time is the first gear 12 and the first
Compared to the gear ratio with the Hayakawa output gear 48, the smaller diameter gear 7
2 multiplied by the tooth number ratio of the large diameter gear 64. In other words, the gear 7 is smaller in diameter than in the normal first speed in (4) above.
The gear ratio is further increased by the ratio of the number of teeth between the gear 2 and the large diameter gear 64.

(6) The second speed sub-transmission mechanism 60 is in a high speed state, that is, the high speed coupling sleeve 68 is in mesh with the high speed clutch gear 52. In this state, by setting the shift lever to the second speed selection state, the first and second speed coupling sleeves 46 are moved to the left in the figure, and the second speed output gear 5 is moved to the left side in the figure.
0 and the first and second speed synchro hubs 42 are connected. This brings the vehicle into the second speed state. That is, the rotational force from the input shaft 0 is applied to the second speed manual gear 16, the second speed output gear 50. 1st and 2nd speed coupling sleeve 46. 1st and 2nd speed synchro hub 42° hollow shaft 41. High-speed synchro hub 43, high-speed coupling sleeve 68. and is transmitted to the output shaft 40 via the high-speed clutch gear 52. In this case, the gear ratio is the 2nd speed manual gear 16 and the 2nd gear
It is determined by the ratio of the number of teeth to the speed output gear 50. Note that, if necessary, the low-speed coupling sleeve 70 of the auxiliary transmission mechanism 60 can be operated to select the auxiliary low-speed second speed.

(7) By setting the third speed shift lever to the third speed selection state, the third and fourth speed coupling sleeves 28 are moved to the right side in the figure, and the third speed manual gear 18 and the third and fourth speed Connect with synchro hub 24. Due to stiffness, the car is in 3rd gear.

That is, the rotational force from the input shaft 10 is transmitted through the synchro hub 24 for 3rd and 4th speeds, the coupling sleeve 28 for 3rd and 4th speeds, the human power gear 18 for 3rd speed, and the output gear 54 for 3rd speed. and is transmitted to the output shaft 40. In this third speed, the rotational force does not pass through the sub-transmission mechanism 60.

(8) By setting the 4th gear shift lever to the 4th gear selection state, the coupling sleeve 28 for 3rd and 4th gears is moved to the left side in the figure, and the human gear 20 for 4th gear and the gear for 3rd and 4th gears are moved to the left side in the figure. The coupling sleeve 28 is connected. This results in the fourth speed state. That is, the rotational force from the first input shaft 10 is transmitted to the synchro hub 24 for third and fourth speeds, the coupling sleeve 28 for third and fourth speeds, the human power gear 20 for fourth speed. and is transmitted to the output shaft 40 via the fourth speed output gear 56. Even in this fourth speed, the rotational force does not pass through the sub-transmission mechanism 60.

(9) By setting the ms speed shift lever to the 5th speed selection state, the 5th speed coupling sleeve 30 is moved to the right side in the figure, and the 5th speed human power gear 22 and the 5th speed synchro hub 26 are connected to each other. Link. This brings the vehicle into the fifth speed state. In other words, the rotational force from the input shaft 10 is transmitted to the fifth speed synchro hub 26,
The output shaft 4 is passed through the fifth speed coupling sleeve 30, the fifth speed human gear 22, and the fifth speed output tooth ¥1L5B.
0. Even in this fifth speed, the rotational force does not pass through the sub-transmission mechanism 60.

As explained above, during first gear and reverse, the auxiliary transmission mechanism 6
By interposing 0, the reduction ratio can be further increased. Therefore, a large driving torque can be obtained in both the forward gear and the reverse gear. Sub-transmission mechanism 6
Since the amount of increase in the axial dimension due to the arrangement of 0 is small, it can also be configured as a transversely mounted transmission.

Although this embodiment is based on a gear transmission with five forward speeds and one reverse speed, the number of forward speeds can be set arbitrarily.

(G) Effects of the Invention As is clear from the above description, according to the present invention, the effect of the invention is as follows. An auxiliary transmission mechanism has been added to the main transmission that can further increase the gear ratio as needed during forward and reverse gears, making it possible to obtain a large gear ratio not only in forward gear but also in reverse gear. can.

[Brief explanation of drawings]

FIG. 1 is a diagram showing a gear transmission according to an embodiment of the present invention. 10...Input shaft, work 2...1st speed manual gear, 14
... Reverse human power gear, 40... Output shaft, 41...
Hollow shaft, 42... 1st and 2nd speed river synchro hub, 43
... Synchronous hub for high speed, 44... Output gear for reverse, 46... Coupling sleeve for 1st and 2nd speed, 4
8... Output gear for 1st speed, 48a... Clutch gear, Te 2... Clutch gear for high speed, 54°°° Output gear for 3rd speed, 60... Sub-transmission mechanism, 62...・Sub-transmission shaft, 64... Large diameter gear, 65... Human gear, 68.
...Coupling sleeve for high speed, 70...Coupling sleeve for low speed, 72...Small diameter gear, 72a...
・Clutch gear, 80... Idler shaft, 82... Reverse idler gear. Patent applicant Nissan Motor Co., Ltd. Representative Patent attorney Toshiyuki Miyauchi

Claims (1)

[Claims] an input shaft, an output shaft arranged parallel to the input shaft, a hollow shaft rotatably supported relative to the output shaft, an idler shaft arranged parallel to the input shaft, and an idler shaft arranged parallel to the input shaft. A first speed gear set consisting of a sub-transmission shaft, a pair of gears provided on the input shaft and the output shaft, and three gears provided on the input shaft, output shaft, and idler shaft, respectively. Rotational force is transmitted between the reverse gear set, the auxiliary reduction gear set consisting of two pairs of gears provided on the output shaft and the sub-transmission shaft, and the input shaft and the hollow shaft through the first speed gear set. A first speed meshing mechanism that connects or disconnects the input shaft and the hollow shaft, a retraction meshing mechanism that connects or disconnects the input shaft and the hollow shaft so that rotational force can be transmitted through a gear set for retraction, and the hollow shaft and the output shaft. A gear having a high-speed meshing mechanism that directly connects or disconnects the hollow shaft and the output shaft, and a low-speed meshing mechanism that connects or disconnects the hollow shaft and the output shaft so that rotational force can be transmitted via an auxiliary reduction gear set. transmission.