KR0175237B1 - Manual transmission for a vehicle - Google Patents

Abstract

The present invention relates to a vehicle manual transmission in which the rotational force and the rotational speed of the engine are adapted to a vehicle driving condition and transmitted to a differential gear device. The present invention relates to a transmission housing (100) and rotatably supported by the transmission housing (100). Input shaft 102, intermediate shaft 104 and output shaft 106, and fixed to the input shaft 102, the first stage, two stage and five stage drive gear 108, which rotates integrally with the input shaft 102, 110 and 112, three- and four-stage drive gears 114 and 116 rotatably installed on the input shaft 102, and the first and second-stage drive gears rotatably installed on the intermediate shaft 104. One- and two-stage driven gears (126, 128) meshed with (108, 110), respectively, and integrally mounted to the intermediate shaft (104) and engaged with a three-stage drive gear (114) on the input shaft (102). It is rotatably installed on the counter gear 130 and the output shaft 106, the five-stage drive gear 112 and the first stage 5-step driven gear 144 and reverse gear 142 meshed with synchronous gear 126, respectively, and fixedly mounted on the output shaft 106 and engaged with the 3-step and 4-step drive gears 114 and 116, respectively. It consists of three- and four-stage driven gears (146, 148). In addition, the manual transmission of the present invention includes first to third synchromatic mechanisms 132, 118, and 150 arranged on the input shaft 102, the intermediate shaft 104, and the output shaft 106, and these synchronization mesh mechanisms ( And an internal operating device 200 for operating the 132, 118, 150.

Description

Car manual transmission

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 an internal operating device of a conventional manual transmission.

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

4 is a cross-sectional view showing an internal operating device of a manual transmission according to the present invention together with a gear train and a differential gear device.

FIG. 5 is a cross-sectional view taken along the line III-III of FIG. 4, showing detailed structures of the 1-2 shift slider and the 3-4 shift slider.

6 is a cross-sectional view taken along the line IV-IV of FIG. 4, showing the detailed structure of the 5-R shift slider.

* 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

116: 4 stage drive gear 118: 3-4 stage synchronized mesh mechanism

126: single-speed driven gear 128: two-speed driven gear

130: counter gear 132: 1-2 stage synchronized mesh mechanism

140: longitudinal deceleration drive gear 142: reverse gear

144: 5-Step Drive Gear 146: 3-Step Drive Gear

148: Four-speed Drive Gear 150: 5-R Synchronous 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 200: internal operation device

202: shift rod 204: mounting bracket

206: pivot lever 208: push lever

210: first shift lug 212: second shift lug

214: Position Guide 216: Ball Plunger

218: large diameter spring 220: small diameter spring

222: cup type stopper 224: spring pocket

228: disc stopper 232: 1-2 step shift slider

234: 3-4 step shift slider 248: 5-R shift slider

The present invention relates to a manual transmission for a vehicle, and more particularly, to a manual transmission designed to be mounted on a front wheel drive vehicle.

The transmission is installed between the engine and the differential gear device to change the rotational force and speed of the engine according to the driving condition of the vehicle and transmits it to the driving wheel.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 gearbox, which includes a plurality of transmission gears, a synchronized gear mechanism for engaging or releasing selected gears, and automatically connected to the synchronized gear 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 subshaft 16 rotatably shafted to the transmission housing 10 and the idle shaft rotatably rotatable to the transmission housing 10 in a parallel relationship with respect to the input shaft 14 and the subshaft 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 four-axis drive gear 32, the three-speed driven gear 34, the second-driven gear 36, the first-driven gear 38 and the fifth-driven gear 40 are sequentially arranged on the subshaft 16. And meshed 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 first and second driven gears 38 and 36, a 1-2-stage synchromesh 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. The clutch sleeve 46 fitted in such a way that the clutch sleeve 46 slides in the axial direction and engages with the side gear portion (dog body) of the single-driven gear 38 or the second-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-phase 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 slidably coupled to the sub-shaft 16 by a spline to rotate integrally with the clutch hub gear 56 and the outer circumference of 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 78 for accommodating a reverse shift fork not shown in the figure is provided on the side of this 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 to the differential gear device. Delivered.

In the second gear, the clutch sleeve 46 of the 1-2 gear synchro 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 synchro mesh 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 all of the 1, 2, 3, 4, 5 step drive gears and the reverse drive gears arranged along the input shaft, and the 1, 2, 3, 4, 5 step 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 a lot of 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 shift stage, so that the shift performance is not high.

2 is a simplified illustration of a conventional manual transmission internal control device for moving a gear train and a synchronized mesh mechanism in an appropriate direction when operating a shift lever. The internal control device includes a mounting bracket 96 attached to the transmission housing, a series of fork carriers 98 coupled to the mounting bracket 96 so as to rotate about the pivot shaft 97, and the pivot shaft 97 It consists of a shift rod (99) installed in the mounting bracket 96 in a direction perpendicular to the rotational and axial movement. The shift rod 99 has a lug 99a which selectively engages the fork carrier 14 at its middle portion and its outer end is operatively connected to a shift lever not shown in FIG.

The conventional internal operating device configured as described above has a 1-2 stage standby position (A), 3-4 stage standby position (B) or 5-R standby as the shift rod 99 is rotated using the shift lever. Position (C) is selected and one or two gear, three or four gear, five gear or as the shift rod 99 slides axially at each of the selected positions A, B and C. Shifting to the reverse gear is performed. The 3-4 stage standby position B is a neutral position, and the shift rod 99 is elastically pressurized to a neutral position by a spring. In addition, although not shown in FIG. 2, the internal operating device is provided with a backward preventing means for preventing a direct shift from the fifth gear to the reverse gear.

However, according to the internal operating apparatus of the conventional manual transmission, the lugs are angularly moved by the fork carrier according to the rotation of the shift rod. Therefore, when the rotation angle of the shift rod is inaccurate, a shift error occurs and the desired shift is performed. This will not be done. In addition, in the conventional manual operation device of the manual transmission, the shift rod is rotated to select a shift standby position, and then the shift rod is shifted in the axial direction to shift to a specific gear, so that the lug is separated from the fork carrier during the axial movement of the shift rod. There is concern. In addition, the internal operating device of the conventional manual transmission has a disadvantage that the structure is complicated.

The present invention has been made to solve the problems of the prior art as described above, the object 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 shift performance It is to provide a vehicle manual transmission that can be improved.

Another object of the present invention is to provide a manual transmission for a vehicle which can reliably prevent shifting errors, has high reliability of operation, and has a compact structure.

The object of the present invention is a manual transmission configured to transmit the engine's rotational force and rotational speed to a differential gear device by varying the rotational force and the rotational speed of the engine so as to be rotatably supported by the transmission housing and the transmission housing and operated on the engine. An input shaft connected to the input shaft, an intermediate shaft arranged parallel to the input shaft and rotatably supported in the transmission housing, an output shaft arranged parallel to the input shaft and the intermediate shaft and rotatably supported in the transmission housing, the input shaft One-, two- and five-stage drive gears fixed to the rotary shaft and integrally rotated with the input shaft; three- and four-stage drive gears rotatably installed on the input shaft; and rotatably mounted on the intermediate shaft. One- and two-stage driven gears meshed with two-stage drive gears, respectively; A counter gear engaged with a drive gear, a five-speed driven gear and a reversing gear rotatably installed on the output shaft and engaged with the five-speed drive gear and the first-stage driven gear, respectively; And three- and four-stage driven gears meshing with the four-stage drive gears, respectively, and a first gear installed on the intermediate shaft to selectively fix one of the first-stage driven gear and the two-stage driven gear to the intermediate shaft. Synchro mesh means, a second synchro mesh means installed on the input shaft to selectively fix any one of the three-stage drive gear or the four-stage drive gear to the input shaft, and the five-stage driven gear or the A third synchromesh means for selectively fixing one of the reverse gears to the output shaft, and the first to third synchromesh means It can be achieved by a manual transmission for a vehicle having an internal operating means installed in the transmission housing for operation.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to FIGS. 3 to 6 of the accompanying drawings. 3 and 4, 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 3-4 stage synchro mesh mechanism 118 is provided around the input shaft 102 between the three stage drive gear 114 and the four stage drive gear 116. The 3-4 stage synchronized mesh mechanism 118 is engaged with the clutch hub gear 12 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 by using the clutch sleeve 122 and the 3-4 step shift forks described later in connection with FIG. 4, the clutch sleeve 122 is a side gear of the third drive gear 114. It is composed of a synchronizer ring 124 to smoothly engage the side gear portion 116a of the portion 114a or the four-stage drive gear 116. The 3-4 stage synchronized mesh mechanism 118 serves to selectively fix either the three stage drive gear 114 or the four stage drive gear 116 to the input shaft 102 in accordance with the operation of the three to four stage shift forks. To perform.

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 driven gear 126 and the two-stage driven gear 128 are rotatably assembled to the intermediate shaft 104 via a bearing, but the counter gear 130 is formed integrally with the intermediate shaft 104 to always be the intermediate shaft. Rotate with 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 slid in the axial direction by using the clutch sleeve 136 having the first and second shift forks described later with reference to FIG. It is composed of a synchronizer ring 138 for smooth engagement with the side gear portion 128a of the side gear portion 126a or 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 the front 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-speed driven gear 144. The 5-R synchro mesh mechanism 150 is slidably engaged with the clutch hub gear 152 fixed to the output shaft 106 and the outer periphery of the clutch hub gear 152 axially and has a fork locking groove. 154 and the side gear portion 142a of the reverse gear 142 when the clutch sleeve 154 is slid in the axial direction by using the 5-R shift fork described later in connection with FIG. Or it is composed of a synchronizer ring 156 to smoothly engage the side gear portion (144a) of the five-stage 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 transmission 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 fixed to an inner end of the axle shaft 168 and fixed to the differential pinion gear 166. 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 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 167 allows both drive wheels to rotate at different speeds.

As shown in Figure 4, the transmission housing 100 is provided with an internal operating device 200 detachably. The internal operating device 200 includes a shift rod 202, the inner end of the shift rod 202 being axially supported by the differential gear housing 160, the middle portion of which is connected to the transmission housing by a mounting bracket 204. Rotatably supported at 100. The rotation lever 206 is attached to the outer end of the shift rod 202, and the push lever 208 is engaged with the rotation lever 206 on the opposite side. These pivot levers 206 and push levers 208 are connected to external manual shift levers by cables not shown in FIG. The push lever 208 shifts the shift rod 202 from the 3-4 step standby position (neutral position) shown in FIG. 4, from the 1-2 step standby position (upper position) or the 5-R shift standby position (lower side). Position), while the rotation lever 206 serves to rotate the shift rod 202 from each shift standby position to a specific shift position.

The first shift lug 210 and the second shift lug 212 are fixed to the shift rod 202 so as to face opposite directions at predetermined intervals in the axial direction. The first shift lug 210 is for performing a 1-2 step shift and a 3-4 step shift, and the second shift lug 212 is for performing a 5-R shift. A position guide 214 is provided around the distal end of the first shift lug 210, and the rear end thereof contacts the ball plunger 216 provided in the differential gear housing 160. The ball plunger 216 elastically presses the rear end of the first shift lug 210 so that the shift rod 202 can be reliably held at a specific angular position.

On the other hand, a large diameter spring 218 and a small diameter spring 220 are fitted concentrically to the shift rod 202. The lower end of the large diameter spring 218 is caught in the cup-shaped stopper 222 fixed to the transmission housing 100 and held in place, and the upper end thereof is received in the spring pocket 224. The spring pocket 224 is slidably fitted to the shift rod 202 and the upward movement is restricted by the upper stopper ring 226. Therefore, the spring pocket 224 compresses the large diameter spring 218 as the shift rod 202 descends to the 5-R shift standby position. Therefore, the shift rod 202 lowered to the 5-R shift standby position always acts as an elastic return force to the 3-4 shift standby position, that is, the neutral position. The upper end of the small diameter spring 220 is accommodated in the spring pocket 224 together with the large diameter spring 218, and the lower end thereof is suspended by the disc shaped stopper 228. The disc shaped stopper 228 is slidably fitted to the shift rod 202, and the downward movement is restricted by the lower stopper ring 230. Therefore, the disc shaped stopper 228 compresses the small diameter spring 220 as the shift rod 202 rises to the 1-2 step standby position. Therefore, the shift rod 202 which has risen to the 1-2 shift standby position always acts on the 3-4 shift standby position, that is, the elastic return force to the neutral position.

As clearly shown in FIG. 5, the gearshift housing 100 in front of the shift rod 202 includes a 1-2 shift slider 232 and a 3-4 shift slider 234. It is installed side by side at right angles to the. The 1-2-speed shift slider 232 has a locking groove 232a that engages with the first shift lug 210 of the shift rod 202 at the 1-2-speed shift standby position, and the 3-4 shift slider 234 has a locking groove 234a that engages with the first shift lug 210 of the shift rod 202 at the 3-4 step standby position.

The 1-2 speed shift slider 232 slides from the neutral position shown in FIG. 5 to the 1st position or the 2nd position according to the forward and reverse rotation of the shift rod 202, and the 3-4 speed shift slider 234. ) Slides from the neutral position shown in FIG. 5 to the third or fourth position according to the forward and reverse rotation of the shift rod 202. The transmission housing 100 has a ball plunger 236 for elastically locking the 1-2 speed shift slider 232 in a neutral position and an elastic lock for the 3-4 speed shift slider 234 in a neutral position. The ball plunger 238 is provided. In addition, the rotation limiting pin 240 protrudes from the transmission housing 100 near the first shift lug 210 of the shift rod 202 to limit the rotational movement range of the shift rod 202.

The 1-2 shift shift fork 242 is attached to the 1-2 shift slider 232, and the 1-2 shift fork 242 is installed on the intermediate shaft 104 in the transmission housing 100. It is caught in the clutch sleeve 136 of the two-stage synchromesh mechanism 132. The 3-4 step shift fork 246 is attached to the 3-4 step shift slider 234, and the 3-4 step shift fork 246 is provided on the input shaft 102 in the transmission housing 100. Clutch sleeve 122 of the four-stage synchromesh mechanism 118.

Referring to FIG. 6, a 5-R shift slider 248 slidably installed in the transmission housing 100 under the 1-2 shift slider 232 and the 3-4 shift slider 234. It can be seen that is shown. The 5-R shift slider 248 has a locking groove 248a that engages with the second shift lug 212 of the shift rod 202 at the 5-R shift standby position. As the shift rod 202 rotates forward and backward at the 5-R shift standby position, the 5-R shift slider 248 slides from the neutral position shown in FIG. 6 to the fifth position or the reverse position. The transmission housing 100 lights the reverse light as the ball plunger 250 for elastically locking the 5-R shift slider 248 in the neutral position and the 5-R shift slider 248 slides to the reverse position. A switch 252 is installed to make it work. A 5-R shift fork 254 is attached to the 5-R shift slider 248, and the 5-R shift fork 254 is a 5-R synchrome mechanism installed at an output shaft 106 in the transmission housing 100. Hang on clutch sleeve 154 of 150.

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

First, in order to shift to the first gear, the shift rod 202 is slid upward from the neutral position in FIG. 4 and placed in the 1-2 stage standby position. Subsequently, when the shift rod 202 is rotated in the direction of the arrow in FIG. 4, the 1-2-speed shift slider 232 slides to the first position in FIG. 5, so that the 1-2-step shift fork 242 is 1. The clutch sleeve 136 of the two-stage synchromesh mechanism 132 is moved to the right in FIG. 3 to connect the first-stage driven gear 126 and the clutch hub gear 134 to rotate integrally. 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 driving gear 114, the three-stage driven gear 146, and the rotational force of the output shaft 106 is a longitudinal reduction 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.

Shifting to the second gear is performed by rotating the shift rod 202 of FIG. 4 in the opposite direction in the above-mentioned one-stage gear state. As the shift rod 202 rotates in the opposite direction, the 1-2 stage shift fork 242 moves the clutch sleeve 136 of the 1-2 stage synchromesh mechanism 132 to the left in FIG. Connect the driven gear 126 and the clutch hub gear 134 to rotate integrally. 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.

To shift to the third gear, the shift rod 202 is rotated in the direction of the arrow as it is in the neutral position shown in FIG. As a result, the 3-4 speed shift slider 234 slides to the 3rd position in FIG. 5, and at the same time, the 3-4 speed shift fork 246 is the clutch sleeve (3) of the 3-4 speed synchronized mesh mechanism 118. 122 is moved to the right in FIG. 3 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 drive 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.

Shifting to the fourth gear is performed by rotating the shift rod 202 of FIG. 4 in the opposite direction in the above three-stage gear state. As the shift rod 202 rotates in the opposite direction, the three-fourth stage shift fork 246 moves the clutch sleeve 122 of the three-fourth stage synchromesh mechanism 118 to the left in FIG. Connect the 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 driving 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.

To shift to the fifth gear, the shift rod 202 is slid downward from the neutral position in FIG. 4 and placed in the 5-R shift standby position. Subsequently, when the shift rod 202 is rotated in the direction of the arrow in FIG. 4, the 5-R shift slider 248 slides to the fifth position in FIG. 6, so that the 5-R shift fork 254 becomes 5-R. The clutch sleeve 154 of the synchromesh mechanism 150 is moved to the left in FIG. 3 to connect the five-stage driven 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.

Shifting to the reverse gear is performed by sliding the shift rod 202 downward from the neutral position in FIG. 4 to the 5-R gear shifting position, and then rotating in the opposite direction to the arrow in FIG. As the shift rod 202 rotates, the 5-R shift slider 248 slides to the R position in FIG. 6, while at the same time the 5-R shift fork 254 is the clutch of the 5-R synchromesh mechanism 150. The sleeve 154 is moved to the right in FIG. 3 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 manual transmission according to the present invention, 1, 2, 3, 4 and 5 gears are distributedly disposed on the input shaft, the intermediate shaft and the output shaft, and the synchromesh mechanism is also applied to the input shaft, the intermediate shaft and the output shaft, respectively. Since they are installed one by one, the overall length of the transmission can be reduced, so that the design freedom of the engine room can be increased, and the torsional inertia acting on each transmission shaft can be reduced to improve the transmission performance. .

Furthermore, since the shift standby position is selected in accordance with the axial movement of the shift rod of the internal operating device and the final shift is executed in accordance with the rotational movement of the shift rod, not only the occurrence of shift errors can be significantly reduced, but also the reliability of operation It can be greatly increased. In addition, since the structure of the internal operating device is extremely compact, the size and installation space of the entire transmission can be reduced.

Claims (5)

A transmission housing 100, an input shaft 102 rotatably supported by the transmission housing 100 and operatively connected to the engine, and arranged in parallel with the input shaft 102 and rotatable in the transmission housing 100 The intermediate shaft 104, the output shaft 106 arranged in parallel with the input shaft 102 and the intermediate shaft 104 and rotatably supported in the transmission housing 100, and the input shaft 102. Fixed, one-stage, two-stage and five-stage drive gears 108, 110, 112 that rotate integrally with the input shaft 102, and three-stage and four-stage drive gears 114, rotatably installed on the input shaft 102, 116, first and second stage driven gears 126 and 128 rotatably installed on the intermediate shaft 104 and engaged with the first and second stage drive gears 108 and 110, respectively, and the intermediate shaft ( A counter gear 130 integrally installed at 104 and engaged with a three-stage drive gear 114 on the input shaft 102; A five-stage driven gear 144 and a reversing gear 142 rotatably installed on the output shaft 106 and engaged with the five-stage drive gear 112 and the first-stage driven gear 126, respectively, and the output shaft 106 Three-stage and four-stage driven gears 146 and 148 fixedly mounted to and engaged with the three-stage and four-stage drive gears 114 and 116, respectively, and installed on the intermediate shaft 104, wherein the single-stage driven gears ( 126 or a first synchro mesh means 132 for selectively fixing any one of the two-stage driven gear 128 to the intermediate shaft 104, and is provided on the input shaft 102 and the three-stage drive gear ( 114 or second synchro mesh means 118 for selectively fixing one of the four-stage drive gears 116 to the input shaft 102 and the five-stage driven gear 144 provided on the output shaft 106. ) Or third synchromesh means (1) for selectively securing either of the reverse gears (142) to the output shaft (106). 50) and an internal operating means (200) installed in the transmission housing (100) to operate the first to third synchromesh means (132, 118, 150), wherein The internal operating means 200 includes a 1-2 stage shift slider 232 installed in the transmission housing 100 so as to slide in a first stage position and a second stage position; A 3-4 step shift slider 234 installed in the transmission housing 100 so as to slide in a third step position and a fourth step position; A 5-R shift slider 248 installed in the transmission housing 100 so as to slide in a 5-stage position and a reverse position; Installed in the transmission housing 100 in a direction perpendicular to the 1-2 stage, 3-4 stage, and 5-R shift sliders 232, 234, and 248, and a 1-2 stage standby position; A shift rod 202 capable of axial movement to the 3-4 speed standby position and the 5-R shift normal position; And shifting the shift rod 202 to the 1-2, 3-4, and 5-R shift sliders 232 at the 1-2 speed standby position, the 3-4 speed standby position, and the 5-R shift standby position. Locking means (210, 212) to selectively engage any one of the, 234, 248; Vehicle manual transmission, characterized in that consisting of. The shift gear 232 of claim 1, wherein the locking means is fixedly attached to the shift rod 202, and the shift gear 232 is positioned when the shift rod 202 is in a 1-2 shift standby position. And a first shift lug 210 that engages with the 3-4 step shift slider 234 when the shift rod 202 is in a 3-4 step standby position. And a second shift lug 212 which is fixedly attached to and which engages the 5-R shift slider 248 when the shift rod 202 is in the 5-R shift standby position. Transmission. 3. The vehicle manual transmission according to claim 1 or 2, further comprising means for elastically pressing the shift rod (202) to the 3-4 step standby position. The first and second springs 218 and the shift rod of claim 3, wherein the elastic pressing means presses the shift rod 202 from the 5-R shift standby position to the 3-4 shift standby position. Manual transmission for a vehicle, characterized in that consisting of a second spring 220 for pressing (202) from the 1-2 stage standby position to the 3-4 stage standby position. 5. The vehicle manual transmission according to claim 4, wherein the first shift lug (210) and the second shift lug (212) extend in opposite directions to each other.