KR0181863B1 - Gear train having double bearing of shift gear - Google Patents

Abstract

The present invention relates to a gear train of a manual transmission to change the rotational force and the rotational speed of the engine in accordance with the driving conditions of the vehicle and to transmit it to the differential gear device, which is rotatable to the transmission housing (100) and the transmission housing (100). 1, 2, and 5 stage drive gears 108, 110, 112 fixedly mounted to the input shaft 102 and integrally rotated with the input shaft 102, fixed to the input shaft 102. ), Three- and four-stage drive gears 114 and 116 rotatably installed on the input shaft 102 and rotatably installed on the intermediate shaft 104 and engaged with the first and second stage drive gears 108 and 110, respectively. The first and second stage driven gears 126 and 128, the first and second roller bearings 180 and 184 interposed between the intermediate shaft 104 and the first stage driven gear 126, and the intermediate shaft 104. Counter gear 1 integrally installed and engaged with a three-stage drive gear 114 on the input shaft 102. 30), a five-stage driven gear 144 and a reverse 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; It is composed of a three-stage and four-stage driven gear (146,148) fixedly installed on the output shaft 106 and engaged with the three-stage and four-stage drive gear (114,116), respectively.

Description

Gear train with double bearing of manual transmission

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

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

3 is an enlarged cross-sectional view of a main part of a state in which a double bearing is installed in a gear train according to the present invention.

* 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 180: first roller bearing

182: first plate 184: second roller bearing

186: second plate

The present invention relates to a manual transmission for a vehicle, and more particularly, to a manual transmission for a front wheel vehicle having a double bearing in a gear train.

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 without steps, should be simple, fast, reliable and quiet, have good power transmission efficiency, be lightweight, trouble-free and inexpensive.

Manual transmission has a disadvantage that the shift is made in multiple stages and the operation is inconvenient, but because of the simple structure, less trouble, and lower 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 single mesh mechanism that engages or disengages a selected transmission gear, and is operatively connected to the synchro mechanism. It is composed of 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 gear train of a manual transmission for a front wheel drive vehicle, which is used in recent years, is shown in cross section. 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 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 is arranged with four-stage driven gear 32, three-stage driven gear 34, two-stage driven gear 36, one-stage driven gear 38 and five-stage driven gear 40 in order. The driving gears 20-30 corresponding thereto are respectively engaged. Since all of these driven gears 32-40 are fitted around the subshaft 16 via the needle bearing 39, they can rotate freely with respect to the subshaft 16. As shown in FIG.

Between the single stage gear 38 and the second stage gear 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 and rotates integrally with the clutch hub gear 44 and the outer circumference of the clutch hib-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 is composed of a synchronizer ring 48, which works smoothly. 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 sub-shaft 16 so that the clutch hub gear 66 rotates integrally and slides in the axial direction on the outer circumference of the clutch hub gear 66. With the fitted clutch sleeve 68 and the synchronizer ring 70, the clutch sleeve 68 is slid in the axial direction to smoothly engage the engagement when engaged with the side gear portion of the five-stage driven gear 40. It is composed. 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 16.

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 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 meshed with the subordinate drive gear 76 of the sub-shaft 160, and the longitudinally-reduced driven gear 84. A differential carrier 86 rotatably supported by the differential gear housing 82, a differential pinion gear 90 axially held by the differential carrier 86 via the pinion shaft 88, and a drive wheel at the outer end (not shown). 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 ) Rotates with the side bevel gear 94 when the rolling resistance applied to both driving wheels is the same, but centers the pinion shaft 88 when the rolling resistance of one driving wheel is larger than the rolling resistance of the other driving wheel. Drive wheels rotate at different speeds. Makes it possible to communicate.

The shift stages of the conventional manual transmission having the configuration as described above will be described 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 transmitted to the input shaft 14 is passed 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. Delivered to the device.

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 transmitted to the input shaft 14 is transmitted 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. Delivered to the device.

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 transmitted to the input shaft 14 is passed 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. Delivered to the device.

In the fourth gear, the clutch sleeve 58 of the 3-4th gear mesh mechanism 5-4 is moved to the right in FIG. 1 so that the four-speed driven gear 32 and the clutch hub gear 56 are integrally rotated. Connect as much as possible. In this state, the rotational force transmitted to the input shaft 14 is passed through the four-stage drive gear 20, the four-stage driven gear 32, the clutch hob gear 56, the sub-shaft 16, the longitudinal deceleration drive gear 76, and the differential gear. Delivered to the device.

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 transmitted to the input shaft 14 is passed through the five-stage drive gear 30, the five-stage driven gear 40, the clutch hub gear 65, the sub-shaft 16, the longitudinal deceleration drive gear 76, and the differential gear. Delivered to the device.

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, the sub-shaft 16 is rotated in the same direction as the input shaft 14, the axle shaft 92 of the differential gear device is rotated in the opposite direction to the input shaft 14, thereby to reverse the vehicle.

In the conventional gear train of the conventional transmission, the 1, 2, 3, 4, 5 stage drive gears 28, 24, 22, 20, 30 and the reverse drive gear 26 are all arranged along the input shaft 14, The 1, 2, 3, 4, 5 stage driven gears 38, 36, 34, 32, 40 and the reverse driven gear 52 are all arranged along the minor axis 16. As shown in FIG.

Therefore, the overall length of the transmission caused a lot of restrictions when the transmission is mounted on the engine room, which causes a significant reduction in the design of the engine room.

On the other hand, the sub-axis which is engaged with the 1, 2, 3, 4, 5-step drive gear (28, 24, 22, 20, 30) that is press-fit fixed or integrally attached to the input shaft 44 to transmit the rotational force to the differential gear device Needle bearings 39 are fitted to the 1, 2, 3, 4, and 5 stage driven gears (38), (36), (34), (32) and (40) of the (16), and the reverse driven gear (52) freely rotates the subshaft (16). do.

However, the first stage driving gears 28 and the first stage driving gears 38 provided on the input shaft 14 and the subshaft 16 are most frequently used in the shift stages while the vehicle receives a lot of load.

That is, the one-stage driven gear 38 of the sub-shaft 16, which transmits the rotational force to the differential gear device, rotates by engaging with the one-stage drive gear 28 to which the rotational force of the input shaft 14 is transmitted. The thrust load acts largely on the needle bearing 39 interposed between the sub-shaft 16 and the first-stage driven gear 38 by the rotational force transmitted to the first-stage driven gear 38 of. Therefore, the needle bearing 39 interposed on the sub-shaft 16 to smoothly rotate the first-stage driven gear 38 moves axially with respect to the thrust load caused by excessive rotation of the first-stage driven gear 38. It became.

Thus, in order to limit the axial movement of the needle bearing 39, a gap is formed at both ends of the first-stage driven gear 38 to allow the movement distance in the axial direction, which is a factor of the cost increase due to precise machining. It became.

Then, when the gear shift stage is changed from the first gear to the second gear, the clutch sleeve 46 of the 1-2 stage synchro mesh mechanism 42 is moved to the right in FIG. And the clutch hub gear 44 are connected to enable integral rotation. At this time, the play control portion formed at both ends of the first-stage driven gear 38 is caused by a momentary shift of the gear stage and a sudden change in the thrust load of the first-stage driven gear 38. That is, as both ends of the first driven gear 38 are worn out, the alignment between the single-speed driven gear 38 and the needle bearing 39 does not coincide with each other when the shifting stage is shifted, thereby causing the rotation of the subshaft 16. In addition to the noise generated in the first-stage driven gear 38, the torsional inertia acting on the input shaft 14 and the sub-shaft 16 at each shift stage was increased, and thus the shift performance was not high.

Therefore, the present invention has been made to solve the above problems, the object of which is to reduce the overall length of the transmission to increase the design freedom of the engine room and to maintain the alignment by the thrust load acting on the transmission shaft accurately shift The present invention provides a gear train equipped with a double bearing of a manual transmission that can improve performance.

The object of the present invention is a gear train of a manual transmission configured to transmit a rotational force and a rotational speed of an engine according to a driving condition of a vehicle and transmit the same to a differential gear device, and is rotatably supported by a transmission housing and the transmission housing. An input shaft operatively connected to the engine, 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; 1, 2, and 5 stage drive gears fixed to the input shaft and integrally rotated with the input shaft, 3 and 4 stage drive gears rotatably installed on the input shaft, and rotatably installed on the intermediate shaft. One- and two-stage driven gears meshed with single- and two-stage drive gears, respectively, integrally installed on the intermediate shaft and A counter gear engaged with a three-stage drive gear on an input shaft, a five-stage driven gear and a reversing gear rotatably installed on the output shaft and engaged with the five-stage drive gear and the first-stage driven gear, respectively, and fixedly to the output shaft. Three- and four-stage driven gears installed and engaged with the three- and four-stage drive gears, respectively, and installed on the intermediate shaft to selectively fix one of the single-stage or two-stage driven gears to the intermediate shaft. A first synchromesh means for the first shaft, second synchromesh means for selectively fixing either the three-stage drive gear or the four-stage drive gear to the input shaft, and the five-stage Of a manual transmission comprising a third synchromesh means for selectively securing either a driven gear or the reverse gear to an output shaft Control can be achieved by the train.

Hereinafter, a preferred embodiment of a gear train equipped with a double bearing of a manual transmission according to the present invention will be described in more detail with reference to the accompanying drawings.

2 to 3, the gear train of the manual transmission according to the present invention, for example, is designed especially suitable for mounting in the engine room of the front wheel drive vehicle, the bearing in the transmission housing 100 An input shaft 102, an intermediate shaft 104, and an output shaft 106 arranged in parallel to have a delta positional relationship therebetween. 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 the front end to the rear end. . 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 distal end side of the input shaft 102. Has

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. The 3-4 stage synchronized mesh mechanism 118 is engaged with the clutch hub gear 120 fixed to the input shaft 102 so as to be slidably axially slidable to the outer circumference of the clutch hub gear 120 and has a fork gull groove. When sliding the clutch sleeve 122 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 is the side gear portion 114a of the three-stage 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 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 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 to always be Rotate with axis 104. In addition, the bearing interposed between the first-stage driven gear 126 and the intermediate shaft 104 is a double bearing, and its configuration will be described below with reference to FIG. First and second roller bearings 180 and 184 are rotatably installed between the single-stage driven gear 126 and the intermediate shaft 104. That is, the first plate 182 in contact with one side of the first roller bearing 180 is the first roller bearing 180 is moved in the axial direction by the load of the thrust when the first-stage driven gear 126 is rotated. It is provided at the tip of the intermediate shaft 104 to restrict. The second roller bearing 184 is provided on the opposite side of the first roller bearing 180, and one side surface is in contact with the second plate 186 provided on the side of the first synchro mesh means described later. The rotation of the 126 limits the movement of the second roller bearing 184 in the axial direction by the load of the thrust. 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 1-2-stage synchro mesh mechanism 132 is engaged with the clutch hub gear 132 fixedly installed on the intermediate shaft 104 and the outer periphery of the clutch hub gear 134 so as to be axially slidable, and has 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 is engaged with the five-stage drive gear 112, the three-stage driven gear 146 is engaged, and the four-stage driven gear 148 is engaged with the four-stage drive gear 116. .

A 5-R synchromesh mechanism 150 is installed around the output shaft 106 between the reverse gear 142 and the fifth 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 of the short gear 144a (144a). 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 at the lower portion of the housing 100 at the time of the shift. 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, an axle shaft 068 each having a driving wheel (not shown) attached to its outer end, and a differential pinion gear 166 fixed to an inner end of the axle shaft 168. ) And a pair of site bevel gears 170 engaged with each other. The differential pinion gear 166 revolves with the side bevelier 170 when the rolling resistances applied to both driving wheels are the same, but when the rolling resistance of one driving wheel is larger than the rolling resistance of the other driving wheel, the pinion gear is rotated. 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 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 sleeve 134.

In other words, when the first drive gear 126 meshed with the first drive gear 108 of the input shaft 102 is connected to rotate integrally with the clutch hub gear 134 to transmit the rotational force to the intermediate shaft 104. The first and second roller bearings 180 and 184 interposed between the first-stage driven gear 126 and the intermediate shaft 104 attempt to move in the axial direction by inertia. At this time, as the axial movement is limited by the first and second plates 182 and 186 restricting one side of the first and second roller bearings 180 and 184, respectively, the alignment is not misaligned so that the shifting performance can be always maintained. will be.

In addition, since the double bearing is interposed in the first-stage driven gear 126 which is used the most shifting stage when the vehicle is running, the thrust load can be supported and the first-stage driven gear 126 can be smoothly rotated. Therefore, it is possible to significantly reduce noise generation. Therefore, 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. The gear 140 is transmitted to the longitudinally decelerated driven gear 162 of the differential gear device 158. 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 to connect the second gear 126 and the clutch hub gear 134 integrally. do. In this state, when the input shaft 102 rotates, the rotational force is transmitted through the two-stage driving gear 110, the two-stage driven gear 128, the clutch sleeve 136, the clutch sleeve 136, and the clutch hub gear 134. Is passed to 104. 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 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. . In this state, when the input shaft 102 rotates, the electric power is transmitted twice 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 three-gear gear 116, and the four-stage rotational gear 148. do. 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 decelerated four-stage drive gear 140. Accordingly, the vehicle is advanced by being transmitted to the axle shaft 168 at the fourth gear ratio of the input shaft 102.

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 rear 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. Therefore, the rotational force of the input shaft 102 is transmitted to the axle shaft 168 at the gear ratio of 5 to advance the lane 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. Here, when the first-stage driven gear 126 is rotated, the first and second roller bearings 180 and 184 interposed between the first-stage driven gear 126 and the intermediate shaft 104 rotate the first-stage driven gear 126. In addition, the shifting performance is increased by preventing the misalignment caused by the thrust load. 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. Therefore, the rotational force of the input shaft 102 is transmitted to the axle side 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, 1, 2, 3, 4, and 5 gears are distributedly arranged on the input shaft, the intermediate shaft and the output shaft by the gear train of the manual transmission according to the present invention, and the synchronization mesh mechanism is also the input shaft, the intermediate shaft. Since it is installed on the output shaft one by one, it is possible to reduce the overall length of the transmission to increase the design freedom of the engine room, as well as through the single-speed driven gear and the intermediate shaft, which are used most frequently when driving the vehicle. By doing so, it is possible to have an excellent effect of improving the shifting performance by accurately maintaining the alignment due to the thrust load.

Claims (1)

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-, 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, 116 rotatably installed on the input shaft 102, and the middle The first and second stage drive gears 126 and 128 rotatably installed on the shaft 104 and engaged with the first and second stage drive gears 108 and 110, respectively, and are integrally installed on the intermediate shaft 104 and are connected to the input shaft. A counter gear 130 engaged with a three-stage drive gear 114 on 102; A five-stage driven gear 144 and a reverse gear 142 rotatably installed on the force shaft 106 and engaged with the five-stage drive gear and the reverse gear 112 and the first-stage driven gear 126, respectively, and the output shaft Three-stage and four-stage wave gears 146 and 148 fixedly installed in the 106 and engaged with the three- and four-stage drive gears 114 and 116, respectively; and the first-stage driven gears 126 to the intermediate shaft 104. ) Or first synchro mesh means 132 for selectively fixing any one of the two-stage driven gear 128 to the intermediate shaft 104, the three-stage drive gear 114 is installed on the input shaft 102 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 or Third synchro for selectively fixing one of the reverse gears 142 to the output shaft 106 In a gear train equipped with a double transmission bearing of a manual transmission having a means (150), the first stage drive gear (126) meshing with the first stage drive gear (108) which rotates integrally with the input shaft (102) is an intermediate shaft. First and second roller bearings 180 and 184 are interposed so as to rotate freely about the periphery of 104. Among the first and first roller bearings 180 and 184, the first roller bearing 180 is a single-stage driven gear 126. Is interposed between the intermediate shaft 104 and one side thereof is restricted in axial flow by the first plate 182 provided at the front end of the intermediate shaft 104, and the second roller bearing 184 is the first roller. Gear train provided with a double bearing of a manual transmission, characterized in that the opposite side of the bearing 180 is installed and one side is made to limit the axial flow by the second plate (186).