KR0135956Y1 - Gear train of stick shift - Google Patents

Abstract

The present invention is fixed to the transmission housing 100, the input shaft 102, the intermediate shaft 104 and the output shaft 106 rotatably supported by the transmission housing 100, and the input shaft 102 Single, two and five stage drive gears 108, 110 and 112 that are integrally rotated with the input shaft 102, three and four stage drive gears 114 and 116 rotatably installed on the input shaft 102, and the intermediate shaft 104. And first and second stage driven gears 126 and 128 rotatably mounted to and engaged with the first and second stage drive gears 108 and 110, respectively, and integrally mounted on the intermediate shaft 104 and on the input shaft 102. Counter gear 130 engaged with the three-stage drive gear 114, and five gears rotatably installed on the output shaft 106 and engaged with the five-stage drive gear 112 and the first-stage driven gear 126, respectively. Driven gear 144 and reverse gear 142 and fixed to the output shaft 106, the three- and four-stage drive gear (114,116) And a gear train of a manual transmission composed of three- and four-speed driven gears (146, 148) engaged with each other, wherein both sides of the three-speed drive gear, which are generated when the three-stage drive gear transmits the rotational force of the intermediate shaft, to the output shaft. A thrust bearing is formed which is formed of a needle bearing to support thrust load.

Description

Gear train of manual transmission with thrust bearing for three-stage drive gear

1 is a cross-sectional view showing a gear train of a conventional manual transmission suitable for mounting on a front wheel drive vehicle.

2 is a cross-sectional view showing a gear train of a manual transmission for a front wheel drive vehicle according to the present invention.

3 is an enlarged view showing a thrust bearing provided on both sides of a three-stage drive gear of the input shaft.

* Explanation of symbols for main parts of the drawings

100: transmission housing 102: input shaft

104: intermediate axis 106: output axis

108: 1st Stage Drive Gear 110: 2nd Stage Drive Gear

112: 5-stage drive gear 114: 3-stage drive gear

115: thrust bearing 116: four-stage drive gear

118: 3-4 stage synchronized mesh mechanism 126: 1 stage driven gear

128: two-speed driven gear 130: counter gear

132: 1-2 stage synchronized mesh mechanism 140: longitudinal deceleration drive gear

142: Reversing Gear 144: 5-Step Drive Gear

146: three-speed driven gear 148: four-speed driven gear

150: 5-R synchro mechanism 158: differential gear device

160: differential gear housing 162: longitudinally decelerated driven gear

164: differential carrier 166: differential pinion gear

168: axle shaft 170: side bevel gear

The present invention relates to a manual transmission for a vehicle, and more particularly, to a gear train of a manual transmission having a thrust bearing for supporting a three-stage drive gear.

The transmission is installed between the engine and the differential gear device and transmits the torque and speed of the engine to the driving wheel to suit the driving condition of the vehicle.It is divided into a manual transmission, an automatic transmission, and a continuously variable transmission according to its operation method. . Such a transmission increases the rotational force of the driving wheel in accordance with the driving conditions of the vehicle, prevents the power of the engine from being transmitted to the driving wheel, and reverses the rotational direction of the driving wheel to reverse the vehicle. The ideal transmission should be continuously shifted with no steps, easy to operate, fast, reliable, quiet, with good power transmission efficiency, light weight, trouble free and inexpensive.

Manual transmission has the disadvantage that the shift is made in multiple stages and the operation is inconvenient, but because of the simple structure, less trouble and low price, it is still widely used despite the appearance of automatic transmission or continuously variable transmission. A representative example of a manual transmission is a synchronous clutch transmission, which includes a plurality of transmission gears, a synchromesh mechanism for engaging or releasing a selected transmission gear, and a synchronous mesh mechanism operatively connected to the synchromesh mechanism. And an internal operation mechanism for changing the engagement between the transmission gears by moving the synchro mesh mechanism in an appropriate direction according to the operation of the shift lever. In the present specification, the gear train is to be understood to include the transmission gear and the synchro mesh mechanism unless otherwise stated.

In Fig. 1, a sectional view of a gear train of a manual transmission for a front wheel drive vehicle that has been used in recent years is shown. The gear train is connected to an engine not shown in the drawing via the transmission housing 10 and the clutch mechanism 12 and is parallel to the input shaft 14 and the input shaft 14 rotatably axially fixed to the transmission housing 10. In one relationship, the sub-shaft 16 rotatably shafted in the transmission housing 10 and the idle shaft rotatably rotatable in the transmission housing 10 in a parallel relationship with respect to the input shaft 14 and the sub-shaft 16 18). In practice, the orbital axis 18 forms an delta arrangement with respect to the input axis 14 and the minor axis 16, but is shown as a stepped cross-sectional view as shown in FIG. 1 for convenience in an in-line arrangement. It was.

Four stage drive gear 20, three stage drive gear 22, two stage drive gear 24, backward drive gear 26, first stage drive gear 28 and five stage drive gear 30 are arranged in the input shaft 14. do. Since all of these drive gears 20-30 are press-fitted or integrally attached to the input shaft 14, they always rotate integrally with the input shaft 14. In addition, the sub-shaft 16 has a four-stage driven gear 32, a three-stage driven gear 34, a two-stage driven gear 36, a single-stage driven gear 38, and a five-stage driven gear 40 in turn. And are respectively engaged with the drive gears 20-30 corresponding thereto. Since all of these driven gears 32-40 are fitted around the subshaft 16 via bearings, they can rotate freely about the subshaft 16.

Between the single stage driven gear 38 and the second stage driven gear 36, a 1-2 stage synchronized mesh mechanism 42 for selectively fixing either of the gears 38 and 36 to the sub-shaft 16 is provided. Is placed. The 1-2-stage synchromesh mechanism 42 is slidably coupled to the sub-shaft 16 by a spline to rotate integrally with the clutch hub gear 44 and the outer circumference of the clutch hub gear 44 in the axial direction. The clutch sleeve 46 fitted in such a way that the clutch sleeve 46 is slid in the axial direction and engaged with the side gear portion (dog body) of the single stage driven gear 38 or the second stage driven gear 36. It consists of a synchronizer ring 48 to facilitate the operation. In addition, the outer circumference of the clutch sleeve 46 is provided with an annular groove 50 and a reverse driven gear 52 for accommodating the 1-2 step shift forks not shown in the drawing.

Between the three-speed driven gear 34 and the four-speed driven gear 32, a three-fourth stage synchronized mesh mechanism 54 for selectively fixing either of the gears 34 and 32 to the sub-shaft 16 is provided. Is placed. The 3-4 stage synchromesh mechanism 54 is coupled to the subshaft 16 by a spline and is capable of sliding axially on the outer periphery of the clutch hub gear 56 and the clutch hub gear 56. When the clutch sleeve 58 and the clutch sleeve 58 are slid in the axial direction and are engaged with the side gear portions of the three-speed driven gear 34 or the four-speed driven gear 32, the engagement action is smoothly performed. It consists of a synchronizer ring (60). And the outer periphery of the said clutch sleeve 58 is provided with the annular groove 62 for accommodating the 3-4 stage fork which is not shown in figure.

The rear end of the sub-shaft 16 is provided with a five-stage synchronized mesh mechanism 64 for selectively fixing the five-stage driven gear 40 to the sub-shaft 16. The five-speed synchro mesh mechanism 64 is splined to the subshaft 16 and is integrally rotated so that the clutch hub gear 66 and the outer periphery of the clutch hub gear 66 are fitted so as to be axially slid. A clutch sleeve 68 and a synchronizer ring 70 for smooth engagement when the clutch sleeve 68 is slid in the axial direction and engaged to the side gear portion of the five-stage driven gear 40. do. An outer circumference of the clutch sleeve 68 is formed with an annular groove 72 for accommodating the five-step shift fork 74. A longitudinal deceleration drive gear 76 is attached to the tip of the subshaft 16 to rotate integrally with the subshaft.

On the other hand, the idle shaft 78 is freely slid in the axial direction and the rotation is freely installed on the idle shaft 18. An annular groove 80 for accommodating a reverse shift fork not shown in the figure is provided on the side of the reverse idle gear 78. According to the operation of the reverse shift fork, the reverse idle gear 78 slides to the right to be engaged with the reverse drive gear 26 and the reverse driven gear 52 at the same time. At this time, since the reverse drive gear 26 is not engaged with the reverse driven gear 52, the rotational force of the input shaft 14 is transmitted to the sub shaft 16 via the reverse idle gear 78.

A differential gear device is installed below the transmission housing 10. The differential gear device is integrally fixed to the differential gear housing 82, the longitudinally-reduced driven gear 84 engaged with the longitudinally-reduced drive gear 76 of the subshaft 16, and the longitudinally-reduced driven gear 84. And a differential carrier (86) rotatably supported by the differential gear housing (82), a differential pinion gear (90) held by the differential carrier (86) via the pinion shaft (88), and a drive wheel (on the outer end). And an axle shaft 92 on which an axle shaft 92 is attached, and a side bevel gear 94 fixed to an inner end of the axle shaft 92 and engaged with the differential pinion gear 90. The differential pinion gear 90 revolves with the side bevel gear 94 when the rolling resistance applied to both driving wheels is the same, but the pinion when the rolling resistance of one driving wheel is larger than the rolling resistance of the other driving wheel. Rotation about the axis 88 allows both drive wheels to rotate at different speeds.

Referring to each shift stage of the conventional manual transmission having the configuration as described above in turn as follows. In the first gear, the clutch sleeve 46 of the 1-2 gear synchro mesh mechanism 42 is moved to the left in FIG. 1 so that the single-speed driven gear 38 and the clutch hub gear 44 can be integrally rotated. Connect. In this state, the rotational force of the input shaft 14 passes through the first stage drive gear 28, the first stage drive gear 38, the clutch hub gear 44, the sub shaft 16, and the longitudinal reduction drive gear 76. Is delivered to.

In the second gear, the clutch sleeve 46 of the 1-2 gear synchronized mesh mechanism 42 is moved to the right in FIG. 1 so that the two-stage driven gear 36 and the clutch hub gear 44 can be integrally rotated. Connect. In this state, the rotational force of the input shaft 14 passes through the two-stage drive gear 24, the two-stage driven gear 36, the clutch hub gear 44, the sub-shaft 16, and the longitudinal reduction drive gear 76 to the differential gear device. Delivered.

In the third gear, the clutch sleeve 58 of the 3-4 stage synchromesh mechanism 54 is moved to the left in FIG. 1 so that the three-speed driven gear 34 and the clutch hub gear 56 can be integrally rotated. Connect. In this state, the rotational force of the input shaft 14 passes through the three-stage drive gear 22, the three-stage driven gear 34, the clutch hub gear 56, the sub-shaft 16, and the longitudinal reduction drive gear 76 to the differential gear device. Delivered.

In the fourth gear, the clutch sleeve 58 of the 3-4 stage synchro mesh mechanism 54 is moved to the right in FIG. 1 so that the four-speed driven gear 32 and the clutch hub gear 56 can be integrally rotated. Connect. In this state, the rotational force of the input shaft 14 is transmitted to the differential gear device via the four-stage drive gear 20, the four-stage driven gear 32, the clutch hub gear 56, the sub-shaft 16, and the longitudinal reduction drive gear 76. Delivered.

In the fifth gear, the clutch sleeve 68 of the five-speed synchro mesh mechanism 64 is moved to the right in FIG. 1 to connect the five-speed driven gear 40 and the clutch hub gear 66 to enable integral rotation. . In this state, the rotational force of the input shaft 14 is transferred to the differential gear device via the five-stage drive gear 30, the five-stage driven gear 40, the clutch hub gear 66, the sub-shaft 16, and the longitudinal reduction drive gear 76. Delivered.

In the reverse gear, the reverse idle gear 78 is moved to the right in FIG. 1 so as to be engaged with the reverse drive gear 26. In this state, when the input shaft 14 rotates, the rotational force is passed through the reverse drive gear 26, the reverse idle gear 78, the reverse driven gear 52, the sub shaft 16, and the longitudinal reduction drive gear 76. Delivered to the device. At this time, since the sub-shaft 16 rotates in the same direction as the input shaft 14, and the axle shaft 92 of the differential gear device rotates in the opposite direction to the input shaft 14, it is possible to reverse the vehicle.

As described above, the gear train of the conventional manual transmission includes the 1,2,3,4,5-stage drive gears and the reverse drive gears all arranged along the input shaft, and the 1,2,3,4,5-stage driven gears and Since all of the reverse driven gears are arranged along the minor axis, the overall length of the transmission becomes longer, which causes many limitations when installing the transmission in the engine room of the all-wheel drive vehicle, and causes a significant decrease in the design freedom of the engine room. do. In addition, since most gears are intensively arranged on the input shaft and the sub-axis, the torsional inertia acting on the input shaft and the sub-axis increases at each shifting stage, so that the transmission performance is not high.

The present invention has been made to solve the above problems, the object of which is to provide a gear train of a manual transmission that can effectively support the thrust load of the three-stage drive gear and prevent its wear and seizure.

An additional object of the present invention is to reduce the overall length of the transmission to increase the design freedom of the engine room and to reduce the inertia acting on each transmission shaft to provide a gear train of the manual transmission that can improve the transmission performance. will be.

The object of the present invention is a transmission housing, an input shaft, an intermediate shaft and an output shaft rotatably supported on the transmission housing, and fixed to the input shaft to rotate integrally with the input shaft. A three-stage and four-stage drive gear rotatably installed on the input shaft, one-stage and two-stage driven gear rotatably installed on the intermediate shaft and engaged with the first-stage and two-stage drive gears respectively; A counter gear integrally mounted on the input shaft and engaged with the third stage drive gear on the input shaft, rotatably installed on the output shaft, and engaged with the fifth stage drive gear and the first stage driven gear, respectively; A three-stage and four-stage driven gear fixed to the output shaft and engaged with the three-stage and four-stage drive gears, respectively; A first synchro mesh means for selectively fixing one of the two-stage driven gears to the intermediate shaft, and a door installed on the input shaft to selectively fix one of the three-stage drive gear and the four-stage drive gear to the input shaft. A gear train of a manual transmission comprising: a second synchromesh means and a third synchromesh means mounted to the output shaft to selectively fix one of the five-speed driven gear and the reverse gear to the output shaft, On both sides of the three-stage drive gear, a gear train of a manual transmission is provided with a thrust bearing formed of a needle bearing to support the thrust load generated when the three-stage drive gear transmits the rotational force of the intermediate shaft to the output shaft. Can be achieved by

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to FIGS. 2 and 3 of the accompanying drawings. 2, the gear train of the manual transmission according to the present invention is designed to be particularly suitable for mounting in an engine room of, for example, a front wheel drive vehicle, and has a delta type through a bearing in the transmission housing 100. The input shaft 102, the intermediate shaft 104, and the output shaft 106 which are arranged in parallel so as to have a positional relationship are provided. The tip end of the input shaft 102 is operatively connected to the engine not shown in the drawing to receive the rotational force of the engine. In the present specification, the leading end of the input shaft, the intermediate shaft or the output shaft refers to the end closer to the engine, and the rear end means the end farther from the engine.

The input shaft 102 is provided with one stage drive gear 108, two stage drive gear 110, five stage drive gear 112, three stage drive gear 114, and four stage drive gear 116 in order from its front end to the rear end. have. Among them, the first stage drive gear 108, the second stage drive gear 110, and the fifth stage drive gear 112 are fixed to the input shaft 102 through, for example, a key or a spline so as to rotate integrally with the input shaft 102. However, the three-stage drive gear 114 and the four-stage drive gear 116 are rotatably fitted to the input shaft 102 via a bearing. The diameter of each of the drive gears arranged on the input shaft 102 is the largest of the five-stage driving gear 112, the four-stage driving gear 116, the three-stage driving gear 114, the two-stage driving gear 110, the first-stage driving gear 108 ) In order. The three-stage drive gear 114 has a side gear portion 114a protruding from the rear end side of the input shaft 102, and the four-stage drive gear 116 has a side gear portion 116a protruding from the front end side of the input shaft 102. Has

The three-stage drive gear 114 is a helical gear, which serves to transfer the rotational force of the intermediate shaft 104 to the output shaft 106, and thus receives a lot of thrust loads. In order to effectively support such a thrust load, thrust bearings, for example, needle bearings 115 as shown in FIG. 3 are installed on both sides of the three-stage drive gear 114.

A 3-4 stage synchronized mesh mechanism 118 is provided around the input shaft 102 between the three stage drive gear 114 and the four stage drive gear 116. This 3-4 stage synchro mesh mechanism 118 is engaged with the clutch hub gear 120 fixed to the input shaft 102 and slidably axially slidable to the outer circumference of the clutch hub gear 120 and has a fork locking groove. When the clutch sleeve 122 is axially slid in the axial direction by using the clutch sleeve 122 and the 3-4 step fork not shown in the figure, the clutch sleeve 122 has the side gear portion 114a of the three-speed drive gear 114. Or a synchronizer ring 124 to smoothly engage the side gear portion 116a of the four-stage drive gear 116. The 3-4 stage synchronized mesh mechanism 118 selectively fixes any one of the 3 stage drive gear 114 or the 4 stage drive gear 116 to the input shaft 102 according to the operation of the 3-4 stage shift fork. Do this.

The intermediate shaft 104 is provided with a first-stage driven gear 126, a second-stage driven gear 128, and a counter gear 130, one after another, from the front end thereof to the rear end thereof. The first and second driven gears 126 and 128 are rotatably assembled to the intermediate shaft 104 via bearings, but the counter gear 130 is formed integrally with the intermediate shaft 104 and is always intermediate Rotate with axis 104. The first-stage driven gear 126 is engaged with the first-stage driving gear 108 of the input shaft 102, the second-stage driven gear 128 is engaged with the second-stage driving gear 110, and the counter gear 130 is the three-stage driving gear Is engaged with (114). In addition, the first-stage driven gear 126 has a side gear portion 126a formed toward the second-stage driven gear 128, and the second-stage driven gear 128 has a side gear portion formed toward the first-stage driven gear 126. Has 128a.

A 1-2 stage synchromesh mechanism 132 is provided around the intermediate shaft 104 between the single stage driven gear 126 and the second stage driven gear 128. The one- and two-stage synchro mesh mechanism 132 is engaged with the clutch hub gear 134 fixed to the intermediate shaft 104 and slidably axially coupled to the outer circumference of the clutch hub gear 134 to form a fork locking groove. When the clutch sleeve 136 is axially slid in the axial direction by using the clutch sleeve 136 having the first and second stage forks not shown in the figure, the clutch sleeve 136 has a side gear portion of the first driven gear 126. 126a or a synchronizer ring 138 for smooth engagement with the side gear portion 128a of the two-stage driven gear 128. The 1-2 stage synchromesh mechanism 132 selectively secures one of the single stage driven gear 126 or the second stage driven gear 128 to the intermediate shaft 104 according to the operation of the 1-2 stage shift fork. Play a role of

The output shaft 106 has a longitudinal deceleration drive gear 140, a reverse gear 142, a five-stage driven gear 144, a three-stage driven gear 146 and a four-stage driven gear 148 from its leading end to the rear end thereof. It is installed in turn. Among these, the longitudinal reduction drive gear 140, the third driven gear 146, and the fourth driven gear 148 are fixed to the output shaft 106 so as to rotate integrally with the output shaft 106, but the reverse gear 142. And the five-stage driven gear 144 are rotatably fitted to the output shaft 106 via a bearing. The reverse gear 142 has a side gear portion 142a formed toward the five-speed driven gear 144, and the five-speed driven gear 144 has a side gear portion 144a formed toward the reverse gear 142. The reverse gear 142 is directly engaged with the first-stage driven gear 126 of the intermediate shaft 104 but not with the first-stage driving gear 108 of the input shaft 102. In addition, the five-stage driven gear 144 meshes with the five-stage driving gear 112, the three-stage driven gear 146 meshes with the three-stage driving gear 114, and the four-stage driven gear 148 is four-stage driving. Meshes with gear 116.

A 5-R synchromesh mechanism 150 is installed around the output shaft 106 between the reverse gear 142 and the five-stage driven gear 144. The 5-R synchromesh mechanism 150 is engaged with the clutch hub gear 152 fixed to the output shaft 106 and slidably engaged in the circumferential direction of the clutch hub gear 152 and has a fork locking groove. When the clutch sleeve 154 is slid in the axial direction by using the sleeve 154 and the 5-R shift fork not shown in the drawing, the clutch sleeve 154 is the side gear portion 142a or 5 of the reverse gear 142. It is composed of a synchronizer ring 156 to smoothly engage the side gear portion (144a) of the short driven gear (144). The 5-R synchromesh mechanism 150 selectively fixes either the reverse gear 142 or the five-speed driven gear 144 to the output shaft 106 according to the operation of the 5-R shift fork. .

The differential gear device 158 is installed below the transmission housing 100. The differential gear device 158 includes a differential gear housing 160 integrally connected to the variable speed housing 100, a longitudinally decelerated driven gear 162 engaged with the longitudinally decelerated drive gear 140 of the output shaft 106, and A differential carrier 164 integrally fixed to the longitudinally-reduced driven gear 162 and rotatably supported by the differential gear housing 160 and rotatably supported by the differential carrier 164 via the pinion shaft 167. A pair of differential pinion gears 166 and an axle shaft 168 each having a driving wheel (not shown) attached to the outer end thereof, and the differential pinion gear 166 fixed to an inner end of the axle shaft 168. And a pair of side bevel gears 170 engaged with each other. The differential pinion gear 166 revolves with the side bevel gear 170 when the rolling resistance applied to both driving wheels is the same, but when the rolling resistance of one driving wheel is larger than the rolling resistance of the other driving wheel. Rotation about the axis 167 allows both drive wheels to rotate at different speeds.

Next, a description will be given of how the gear train of the manual transmission having the above-described configuration operates at each shift stage.

In the first gear, the clutch sleeve 136 of the 1-2 gear synchro mechanism 132 is moved to the right in FIG. 2 so that the first gear driven gear 126 and the clutch hub gear 134 are integrally rotated. do. When the input shaft 102 rotates in this state, the rotational force is transmitted to the intermediate shaft 104 via the first stage drive gear 108, the first stage drive gear 126, the clutch sleeve 136, and the clutch hub gear 134. . The rotational force of the intermediate shaft 104 is transmitted to the output shaft 106 via the counter gear 130, the three-stage drive gear 114, the three-stage driven gear 146, and the rotational force of the output shaft 106 is a longitudinal deceleration drive gear ( It is transmitted to the longitudinally decelerated driven gear 162 of the differential gear device 158 through the 140. Therefore, the rotational force of the input shaft 102 is transmitted to the axle shaft 168 at the first gear ratio to advance the vehicle at the lowest speed.

In the second gear, the clutch sleeve 136 of the 1-2 gear synchro mechanism 132 is moved to the left in FIG. 2 so that the two-stage driven gear 126 and the clutch hub gear 134 are integrally rotated. do. When the input shaft 102 rotates in this state, the rotational force is transmitted to the intermediate shaft 104 via the two-stage drive gear 110, the two-stage driven gear 128, the clutch sleeve 136, and the clutch hub gear 134. . The rotational force of the intermediate shaft 104 is transmitted to the output shaft 106 via the counter gear 130, the three-stage drive gear 114, the three-stage driven gear 146, and the rotational force of the output shaft 106 is a longitudinal deceleration drive gear ( It is transmitted to the longitudinally decelerated driven gear 162 of the differential gear device 158 through the 140. Therefore, the rotational force of the input shaft 102 is transmitted to the axle shaft 168 at the second gear ratio to advance the vehicle.

In the third gear, the clutch sleeve 122 of the 3-4 gear synchro mechanism 118 is moved to the right in FIG. 2 to connect the three-stage drive gear 114 and the clutch hub gear 120 to rotate integrally. . When the input shaft 102 rotates in this state, the rotational force is transmitted to the output shaft 106 via the clutch hub gear 120, the clutch sleeve 122, the three-stage driving gear 114, and the three-stage driven gear 146. The rotational force of the output shaft 106 is transmitted to the longitudinally decelerated driven gear 162 of the differential gear device 158 through the longitudinally deceleration driving gear 140. Accordingly, the rotational force of the input shaft 102 is transmitted to the axle shaft 168 at the third gear ratio to advance the vehicle.

In the fourth gear, the clutch sleeve 122 of the 3-4 gear synchro mechanism 118 is moved to the left in FIG. 2 to connect the fourth gear 116 and the clutch hub gear 120 to rotate integrally. . When the input shaft 102 rotates in this state, the rotational force is transmitted to the output shaft 106 via the clutch hub gear 120, the clutch sleeve 122, the four-stage drive gear 116, and the four-stage driven gear 148. The rotational force of the output shaft 106 is transmitted to the longitudinally decelerated driven gear 162 of the differential gear device 158 through the longitudinally deceleration driving gear 140. Accordingly, the rotational force of the input shaft 102 is transmitted to the axle shaft 168 at the fourth gear ratio to advance the vehicle.

In the fifth gear, the clutch sleeve 154 of the 5-R synchromesh mechanism 150 is moved to the left in FIG. 2 to connect the fifth gear 144 and the clutch hub gear 152 to rotate integrally. . When the input shaft 102 rotates in this state, the rotational force is transmitted to the output shaft 106 via the five-stage drive gear 112, the five-stage driven gear 144, the clutch sleeve 154, and the clutch hub gear 152. The rotational force of the output shaft 106 is transmitted to the longitudinally decelerated driven gear 162 of the differential gear device 158 through the longitudinally deceleration driving gear 140. Accordingly, the rotational force of the input shaft 102 is transmitted to the axle shaft 168 at the gear ratio of five to advance the vehicle at the highest speed.

In the reverse gear, the clutch sleeve 154 of the 5-R synchro mesh mechanism 150 is moved to the right in FIG. 2 to connect the reverse gear 142 and the clutch hub gear 152 to rotate integrally. When the input shaft 102 rotates in this state, the rotational force is transmitted to the output shaft 106 via the first stage drive gear 108, the first stage drive gear 126, and the reverse gear 142. As described above, since the reverse gear 142 is directly engaged with the first-stage driven gear 126, the rotation direction of the input shaft 102 and the rotation direction of the output shaft 106 become the same direction. The rotational force of the output shaft 106 is transmitted to the longitudinally decelerated driven gear 162 of the differential gear device 158 through the longitudinally deceleration driving gear 140. Accordingly, the rotational force of the input shaft 102 is transmitted to the axle shaft 168 in the reverse direction to reverse the vehicle. Since the diameter of the reverse gear 142 is approximately equal to the diameter of the single-speed driven gear 126, the reverse gear ratio is equal to the first gear ratio.

As described in detail above, according to the gear train of the manual transmission according to the present invention, since the 1,2,3,4,5-stage gears are distributed to the input shaft, the intermediate shaft and the output shaft, the overall length of the transmission is reduced. In addition to increasing the design freedom of the engine room, it is possible to improve the shift performance by reducing the torsional inertia applied to each transmission shaft. In addition, since both sides of the three-stage drive gear is supported by the needle bearing, there is an effect that it is possible to reliably prevent the wear or seizure of the gear due to excessive thrust load.

Claims (1)

The transmission housing 100, the input shaft 102, the intermediate shaft 104 and the output shaft 106 rotatably supported by the transmission housing 100, and the input shaft 102 are fixedly installed on the input shaft 102. Single, two and five stage drive gears 108, 110, and 112 that rotate integrally with the shaft, three and four stage drive gears 114, 116 rotatably installed on the input shaft 102, and rotatable on the intermediate shaft 104. And one- and two-stage driven gears 126 and 128, which are installed in such a manner as to be engaged with the first and second-stage drive gears 108 and 110, respectively, and integrally mounted to the intermediate shaft 104, to drive three-stage on the input shaft 102. Counter gear 130 engaged with the gear 114, and 5-step driven gear rotatably installed on the output shaft 106 and engaged with the 5-step drive gear 112 and the 1-step driven gear 126, respectively. 144 and reversing gear 142 and fixedly installed on the output shaft 106, and matched with the three- and four-stage drive gears (114, 116), respectively. Three-stage and four-stage driven gears (146, 148) and the intermediate shaft 104 is installed in the first stage driven gear 126 or the two-stage driven gear (128) to the intermediate shaft 104 A first synchro mesh means 132 for selectively fixing and one of the three-stage drive gear 114 or the four-stage drive gear 116 is provided on the input shaft 102 to selectively input to the input shaft 102. Second synchromesh means 118 for fixing and the output shaft 106 to selectively fix any one of the five-stage driven gear 144 or the reverse gear 142 to the output shaft 106 In a gear train of a manual transmission having a third synchromesh means for the purpose, on both sides of the three-stage drive gear 114, the three-stage drive gear outputs the rotational force of the intermediate shaft 104. Needle bearings to support thrust loads generated during transmission The gear train of the manual transmission, characterized in that the thrust bearing 115 is installed.