KR20090009545A - Transmission with 6 forward steps and 1 backward step - Google Patents

Transmission with 6 forward steps and 1 backward step Download PDF

Info

Publication number
KR20090009545A
KR20090009545A KR1020070072927A KR20070072927A KR20090009545A KR 20090009545 A KR20090009545 A KR 20090009545A KR 1020070072927 A KR1020070072927 A KR 1020070072927A KR 20070072927 A KR20070072927 A KR 20070072927A KR 20090009545 A KR20090009545 A KR 20090009545A
Authority
KR
South Korea
Prior art keywords
gear
stage
output shaft
driven gear
meshed
Prior art date
Application number
KR1020070072927A
Other languages
Korean (ko)
Inventor
장성식
Original Assignee
지엠대우오토앤테크놀로지주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 지엠대우오토앤테크놀로지주식회사 filed Critical 지엠대우오토앤테크놀로지주식회사
Priority to KR1020070072927A priority Critical patent/KR20090009545A/en
Publication of KR20090009545A publication Critical patent/KR20090009545A/en

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

Abstract

A transmission with 6 forward steps and 1 backward step is provided to reduce the length of transmission by installing the 2 shift gear and the 3 shift gear in order to be geared in the input shaft. An input shaft(32) receiving the torque of the engine, and a top output axis(34) and a bottom output axis(36) are side by side arranged within a transmission housing(30). 1 shift driving gear(41), 2 shift driving gear(42), 5 shift driving gear(45), 4 shift driving gear(44) and 6 shift driving gear are successively fixed to the input shaft with respectively. A back gear interlocked with the 1 shift driving gear, 3 shift driven gear(54) interlocked with the 2 shift driving gear and 4 shift driven gear interlocked with the 4 shift driving gear are respectively rotatively freely set up in the top output axis.

Description

Front-wheel drive 6th forward and 1st speed manual transmission {Transmission with 6 forward steps and 1 backward step}

The present invention relates to a manual transmission that transmits the power of the engine to the driving wheel by changing the rotational force and speed to suit the driving state of the vehicle. In particular, the structure of the transmission can be reduced to six forward speeds by the structure of one input shaft and two output shafts. The present invention relates to a front wheel drive forward 6 speed and reverse 1 speed manual transmission.

In general, in a typical vehicle, the transmission is five speeds. Such a five-speed transmission is generally inconvenient to drive, but is not sufficient for driver enthusiasts to satisfy their needs.

In general, the two-axis six-speed manual transmission has an excessively long length of the entire transmission, so the engine room is narrow in the all-wheel drive type due to the rapid reversal of the vehicle, which is difficult to design various equipment and accessories. have. That is, there is a problem that the transmission is too long, the rigidity is lowered and the vibration of the shaft is increased.

Therefore, conventionally, a three-axis five-speed manual transmission using two output shafts for one input shaft has been developed. One of the two output shafts is used as the intermediate shaft. It installs five drive gears with different diameters on the input shaft and selects the driven gears of the gear stages installed on the intermediate shaft and the output shaft using synchromesh installed on the input shaft, intermediate shaft and output shaft. It is done by However, this does not give six forward speeds, so the choice of shifting is narrow.

Therefore, the present invention is to solve the problems of the prior art as described above, it is possible to put the forward gear from the first to the sixth stage, the second gear and the three-speed gear is configured by the input shaft, the width of the gear shift selection Its purpose is to provide a front-wheel drive forward six-speed and reverse one-speed manual transmission to reduce the length of the transmission.

Specific means of the present invention for achieving the above object,

In the manual transmission which shifts the rotational force of the engine to the required speed and transmits it to the ring gear 22 of the differential gear device 20,

An input shaft 32, an upper output shaft 34, and a lower output shaft 36, which receive the rotational force of the engine, are arranged side by side in the transmission housing 30;

The first stage drive gear 41, the second stage gear 42, the fifth stage gear 45, the fourth stage gear 44 and the sixth stage gear 46 are respectively disposed from the front end to the rear end of the input shaft 32. Fixed installation sequentially;

The upper output shaft 34 has a reversing gear 61 meshed with the first stage drive gear 43, a third stage driven gear 54 meshed with the second stage drive gear 42, and a fourth stage gear ( While the four-stage driven gear 54 engaged with the four-stage driven gear 54 is rotatably installed, the three-stage driven gear 53 and the four-stage driven gear 54 and between the three-stage driven gear 53 and the reverse gear ( 61 and 3-4 stage synchronized mesh mechanism 100 and R stage synchronized mesh mechanism 110 are installed around the upper output shaft 34;

The lower output shaft 36 includes a first stage driven gear 51 meshed with the first stage drive gear 41 and the reverse gear 61 and a second stage driven gear meshed with the second stage drive gear 42. 52), the five-stage driven gear 55 meshed with the five-stage drive gear 45, and the six-stage driven gear 56 meshed with the six-stage drive gear 46 are rotatably installed, 1-2 stage synchronized mesh mechanism 120 around the upper output shaft 34 between the single-driven gear 51 and the second-driven gear 52 and the fifth-driven gear 55 and the six-driven gear 56, respectively. ) And 5-6 stage synchronized mesh mechanism 130 is installed,

The ring gear 22 is achieved by simultaneously engaging the upper reduction gear 35 and the lower reduction gear 37 respectively provided at the distal ends of the upper output shaft 34 and the lower output shaft 36.

As described above, according to the front-wheel drive type forward six-speed and reverse one-speed manual transmissions of the present invention, one input shaft and two output shaft structures are provided in the transmission housing, and two output stages can be obtained at two speeds at six speeds. This reduces the length of the transmission by the reduced number of stages, and increases the speed of the driver's convenience at six speeds, and improves fuel economy.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is an assembled cross-sectional view of a front wheel drive forward 6 speed and reverse 1 speed manual transmission according to the present invention, Figure 2 is a side view of Figure 1, the input shaft and the upper and lower output shaft and the ring gear arrangement Figure 3 is a schematic diagram for showing the power transmission of the front-wheel drive forward 6 speed and reverse 2 speed manual transmission according to the present invention.

The present invention is a manual transmission that transmits the rotational force of the engine to the required speed as shown in Figure 1 to the ring gear 22 of the differential gear device 20, the input shaft receiving the rotational force of the engine in the transmission housing 30 32, the sub output shaft 34 and the lower output shaft 36 are arranged side by side. In this embodiment, the input shaft 32, the upper output shaft 34 and the lower output shaft 36 are arranged side by side in a triangular form.

The input shaft 32 has a first stage drive gear 41, a second stage gear 42, a fifth stage gear 45, a fourth stage gear 44 and a sixth stage stage gear starting from the front end thereof. 46 are each fixed in sequence. At this time, the gears 41, 42, 45, 44, 46 are increased in diameter as the number of stages increases, so that a high rotational speed can be obtained.

The upper output shaft 34 is rotatably inserted with a third stage driven gear 53, a fourth stage driven gear 54, and a reverse gear 61. The three-stage driven gear 53 is engaged with the three-stage drive gear 43, the four-stage driven gear 54 is engaged with the four-stage drive gear 44, and the reverse gear 61 has one stage. It meshes with the drive gear 41.

A 3-4 stage synchronized mesh mechanism 100 is provided around the upper output shaft 34 between the 3 stage driven gear 53 and the 4 stage driven gear 54. The 3-4 stage synchro mesh mechanism 100 includes a clutch hub gear 101 fixed to the upper output shaft 34 and a clutch sleeve 102 slidably axially disposed on an outer circumference of the hub gear 101. , Between the clutch hub gear 101 and the clutch sleeve 102, the clutch hub gear 101 or the third driven gear 53 or the fourth driven gear 54 according to the sliding position of the clutch sleeve 102; It is composed of a synchronizer ring 103 to be connected to).

This 3-4 stage synchromesh mechanism 100 selectively fixes either one of the three-stage driven gear 53 or the four-stage driven gear 54 to the upper output shaft 34 in accordance with the operation direction of the shift rod (not shown). Play a role.

The lower output shaft 36 has a first stage driven gear 51 meshed with the first stage drive gear 41 and the reverse gear 61 and a second stage driven gear meshed with the second stage drive gear 42. (52), a five-stage driven gear 55 meshed with the five-stage drive gear 45, and a six-stage driven gear 56 meshed with the six-stage drive gear 46 are rotatably provided. That is, the 1st, 2nd, 5th, and 6th stage driven gears 51, 52, 55, and 56 are freely rotated relative to the lower output shaft 36.

In addition, the lower output shaft 36 has a first-stage driven gear 51, a second-stage driven gear 52, and a 5-stage driven gear 55 and a sixth-stage driven gear 56, respectively, in a 1-2-stage synchronized mesh mechanism ( 120 and 5-6 stage synchro mesh mechanism 130 are provided.

These synchromesh mechanisms 120 and 130 have the same structure as the synchromesh mechanism 100 and only the gears to be selected are different, and thus detailed description thereof will be omitted.

On the other hand, the ring gear 22 is engaged with the upper longitudinal reduction gear 35 and the lower longitudinal reduction gear 37 respectively provided at the distal end of the upper output shaft 34 and the lower output shaft 36, respectively. The upper reduction gear 35 and the lower reduction gear 37 are fixed to the upper output shaft 34 and the lower output shaft 36, respectively (see Fig. 3).

Therefore, the upper reduction gear 35 and the lower reduction gear 37 are rotated in the same direction with each other by engagement with the ring gear 22.

The reason why the ring gear 22 is engaged with the upper reduction gear 35 and the lower reduction gear 37 is that the gear reduction ratios of the third gear forward, four gear forward, and the reverse gear at the upper output shaft 32 are obtained. This is to obtain the gear reduction ratios of the 1st forward, the 2nd forward, the 5th forward, and the 6th forward on the output shaft 36.

Thus, in the present invention, the input shaft 32, the upper output shaft 34 and the lower output shaft 36 are provided in a triangular form, and the second stage driven gears 52 and 3 are provided on the second stage drive gear 42 of the input shaft 32. However, by lengthening the driven gear 53 together, the length of the sixth forward transmission can be reduced as a whole.

Meanwhile, the differential gear device 20 is rotatably supported in the transmission housing 30 and at the same time, the differential gear housing 23 in which the ring gear 22 is installed, and the pinion shaft 24 arranged in the differential gear housing 23. It consists of a pair of differential pinion gears (25) rotatably installed in the pair, and a pair of side bevel gears (27) meshed with the differential pinion gears (25) and axially coupled to the axle shaft (26).

The differential pinion gear 25 locks and rotates with the side bevel gear 27 when the rolling resistance applied to both driving wheels of the axle shaft 26 is the same, but the rolling resistance of one driving wheel is the other driving wheel. When the rolling resistance is larger than the rolling resistance of the pinion shaft 24, the driving wheels of both sides can be rotated at different speeds.

The forward 6 speed control and the reverse 1 speed control operation of the manual transmission configured as described above will be described with reference to FIG.

Gear neutral

When the shift rod is not shown in the neutral (N) state, 1,2,3,4,5 meshed with 1,2,4,5,6 stage drive gears (41,42,44,45,46) The six-stage driven gears 51, 52, 53, 54, 55, 56 and the reverse gear 61 all rotate in opposite directions. At this time, the driven gears 51 to 56 and the reverse gear 61 are rotatably installed on both the upper output shaft 34 and the lower output shaft 36 to idle.

Therefore, the upper output shaft 34 and the lower output shaft 36 is not transmitted to the rotational force according to the rotation of the input shaft 32 to maintain a stopped state.

<1st gear forward selection>

In this state, if the first stage is selected in FIG. 3 by operating a shift rod (not shown), the clutch sleeve of the synchromesh mechanism 120 moves to the right in FIG. 1 so that the first stage driven gear 51 and the clutch hub gear are integrally formed. It is connected to rotate, the lower output shaft 36 is to receive the rotational force of the first stage drive gear (41).

Therefore, the lower output shaft 36 rotates at the same rotational speed as the first stage driven gear 51, and at the same time, the ring gear 22 rotates through the lower longitudinal reduction gear 37. The rotation of the ring gear 22 causes the differential gear housing 23 to rotate, and the pair of differential pinion gears 25 connected to the differential gear housing 23 and the pinion shaft 24 to the axle shaft 26. A pair of side bevel gears 27 rotated at the same time and engaged with the differential pinion gear 25 at the same time. Accordingly, the axle shaft 26 condensed in the side bevel gear 27 rotates at the first gear ratio to advance the vehicle at the lowest speed.

<When selecting the second gear forward>

As the shift of the second gear is positioned in the second gear in FIG. 3, the clutch sleeve of the 1-2 gear synchro mechanism 120 moves to the left in FIG. The clutch hub gear is connected to rotate integrally, so that the lower output shaft 36 receives the rotational force of the two-stage drive gear 42.

Accordingly, the lower output shaft 36 rotates at the same rotational speed as the second stage driven gear 52, and at the same time, the ring gear 22 rotates through the lower longitudinal reduction gear 37. As the ring gear 22 rotates, the axle shaft 26 is rotated by the second gear ratio by the differential gear device 20 so that the vehicle is advanced.

<When selecting the 3rd gear forward>

The shifting of the third gear is made by selecting the shift rod in the third gear position in FIG.

As a result, the clutch sleeve 102 of the 3-4 stage synchronized mesh mechanism 100 is moved to the right side in FIG. 1 so that the 3 stage driven gear 53 and the clutch hub gear 101 are integrally rotated. Since the driven gear 53 is engaged with the second stage drive gear 42, the upper output shaft 34 receives the rotational force of the second stage drive gear 42.

Accordingly, the upper output shaft 34 rotates at the same rotational speed as the three-stage driven gear 53, and at the same time, the ring gear 22 rotates through the upper longitudinal reduction gear 35. As the ring gear 22 rotates, the axle shaft 26 is rotated by the third gear ratio by the differential gear device 20 so that the vehicle is advanced.

<4th gear forward selection>

The shift of the fourth gear is made by rotating the shift rod in the fourth gear in FIG. 2.

As a result, the clutch sleeve 102 of the 3-4 stage synchronized mesh mechanism 100 is moved to the left side in FIG. 1 this time so that the fourth stage driven gear 54 and the clutch hub gear 101 are integrally rotated. Since the fourth-stage driven gear 54 is engaged with the fourth-stage driving gear 44, the upper output shaft 34 receives the rotational force of the fourth-stage driving gear 44.

Therefore, the upper output shaft 34 rotates at the same rotational speed as the four-stage driven gear 54, and at the same time, the ring gear 22 rotates through the upper longitudinal reduction gear 35. As the ring gear 22 rotates, the axle shaft 26 is rotated by the fourth gear ratio by the differential gear device 20 so that the vehicle is advanced.

<5th gear forward selection>

The shifting of the fifth gear is made by shifting the shift rod to the fifth gear in Fig. 3.

As a result, the clutch sleeve of the 5-6 stage synchronized mesh mechanism 130 moves to the right side in FIG. 1 so that the 5 stage driven gear 55 and the clutch hub gear rotate together, and the 5 stage driven gear 55 Since it is engaged with the three-stage drive gear 43, the lower output shaft 36 receives the rotational force of the five-stage drive gear 45.

Accordingly, the lower output shaft 34 rotates at the same rotational speed as the five-speed driven gear 55, and at the same time, the ring gear 22 rotates through the lower longitudinal reduction gear 37. As the ring gear 22 rotates, the axle shaft 26 is rotated at the fifth gear ratio by the differential gear device 20 so that the vehicle is advanced.

<When 6th gear forward is selected>

The shifting of the sixth gear is performed by rotating the shift rod in the fifth gear in FIG.

As a result, the clutch sleeve of the 5-6 stage synchronized mesh mechanism 130 is moved to the left side in FIG. 1 this time so that the 6 stage driven gear 56 and the clutch hub gear rotate integrally, and the 6 stage driven gear 56 ) Is engaged with the six-stage drive gear 46, so that the lower output shaft 36 receives the rotational force of the six-stage drive gear 46.

Accordingly, the lower output shaft 36 rotates at the same rotational speed as the six-stage driven gear 56, and at the same time, the ring gear 22 rotates through the lower longitudinal reduction gear 37. As the ring gear 22 rotates, the axle shaft 26 is rotated at six gear ratios by the differential gear device 20 so that the vehicle is advanced at the highest speed.

<Reverse gear>

The shift to the reverse gear is made by positioning the shift rod at the R stage in FIG.

As a result, the clutch sleeve of the R stage synchromesh mechanism 110 moves to the right in FIG. 1 so that the first reverse driven gear 61 and the clutch hub gear are integrally rotated.

Therefore, the rotational force of the input shaft 32 is transmitted to the upper output shaft 34 through the first stage drive gear 41, the first stage driven gear 51, and the reverse gear 61, and the rotational force of the upper output shaft 34 is decelerated upward. The gear 35 is transmitted to the ring gear 22 of the differential gear device 20.

Accordingly, in the shift of the reverse gear, the ring gear 22 and the axle shaft 26 rotate in the opposite direction to the rotation direction of the input shaft 32, and the vehicle is reversed backward.

Thus, in the present invention, one input shaft 32 and two output shafts 34 and 36 are arranged side by side in a triangular form, and six driven gears 51 to 56 and reverse gears are arranged on these output shafts 34 and 36. By dispersing and arranging 61, two- and three-stage driven gears 52 and 53 are engaged together in two-stage drive gears 42, thereby reducing the length of the transmission by one stage width.

This six-speed forward makes it possible to reduce the fuel bin and increase the driver's speed selection through efficient operation.

As described above, although the present invention has been described by way of limited embodiments and drawings, the present invention is not limited thereto, and the technical idea of the present invention and the following by those skilled in the art to which the present invention pertains. Of course, various modifications and variations are possible within the scope of equivalents of the claims to be described.

The following drawings, which are attached in this specification, illustrate preferred embodiments of the present invention, and together with the detailed description of the present invention, serve to further understand the technical spirit of the present invention. It should not be construed as limited to.

1 is an assembled cross-sectional view of a front wheel drive forward 6 speed and reverse 1 speed manual transmission according to the present invention;

Figure 2 is a side view of Figure 1, the input shaft and the upper and lower output shaft and the ring gear arrangement and the figure of engagement state.

Figure 3 is a schematic diagram for showing the power transmission of the front wheel drive forward six-speed and reverse two-speed manual transmission according to the present invention.

<Explanation of symbols for the main parts of the drawings>

32: input shaft

34: upper output shaft

36: lower output shaft

41: 1st drive gear

42: two-stage drive gear

43: three-speed drive gear

44: four-speed drive gear

45: 5-speed drive gear

46: 6-speed drive gear

51: single stage driven gear

52: two-speed driven gear

53: 3-Step Drive Gear

54: 4-step driven gear

55: 5-speed driven gear

56: 6-speed Drive Gear

100: 3-4 steps synchronized mesh mechanism

110: R stage synchronized mesh mechanism

120: 1-2 stage synchronized mesh mechanism

130: 5-6 stage synchronized mesh mechanism

Claims (1)

In the manual transmission which shifts the rotational force of the engine to the required speed and transmits it to the ring gear 22 of the differential gear device 20, An input shaft 32, an upper output shaft 34, and a lower output shaft 36, which receive the rotational force of the engine, are arranged side by side in the transmission housing 30; The first stage drive gear 41, the second stage gear 42, the fifth stage gear 45, the fourth stage gear 44 and the sixth stage gear 46 are connected to the input shaft 32 from the front end to the rear side. Fixed installations sequentially; The upper output shaft 34 has a reversing gear 61 meshed with the first stage drive gear 43, a third stage driven gear 54 meshed with the second stage drive gear 42, and the fourth gear. The four-stage driven gear 54 meshed with the single stage drive gear 44 is rotatably installed, and between the three-stage driven gear 53 and the four-stage driven gear 54 and the three-stage driven gear ( 53 and three-stage synchromesh mechanism 100 and R-stage synchromesh mechanism 110 are provided between the upper gear shaft 34 and the reverse gear 61; The lower output shaft 36 includes a first stage driven gear 51 meshed with the first stage drive gear 41 and the reverse gear 61 and two meshed with the second stage drive gear 42. The 5-stage driven gear 55 meshed with the 5-stage driven gear 52, the 5-stage drive gear 45, and the 6-stage driven gear 56 meshed with the 6-stage drive gear 46 rotate. While freely installed, each of the first gear stage 51 and the second gear stage 52 and the fifth gear stage 55 and the six gear stage 56 between the upper output shaft 34, respectively 1 A two-stage synchro mesh mechanism 120 and a 5-6 stage synchro mesh mechanism 130 are installed, The ring gear 22 is a front wheel, characterized in that the mesh is engaged with the upper gear reduction gear 35 and the lower gear reduction gear 37 respectively installed at the front end of the upper output shaft 34 and the lower output shaft 36, respectively. Drive-type forward 6-speed and reverse 1-speed manual transmission.
KR1020070072927A 2007-07-20 2007-07-20 Transmission with 6 forward steps and 1 backward step KR20090009545A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020070072927A KR20090009545A (en) 2007-07-20 2007-07-20 Transmission with 6 forward steps and 1 backward step

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020070072927A KR20090009545A (en) 2007-07-20 2007-07-20 Transmission with 6 forward steps and 1 backward step

Publications (1)

Publication Number Publication Date
KR20090009545A true KR20090009545A (en) 2009-01-23

Family

ID=40489273

Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020070072927A KR20090009545A (en) 2007-07-20 2007-07-20 Transmission with 6 forward steps and 1 backward step

Country Status (1)

Country Link
KR (1) KR20090009545A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102017774B1 (en) 2019-04-23 2019-09-03 최형진 Power transmission

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102017774B1 (en) 2019-04-23 2019-09-03 최형진 Power transmission
US11821499B2 (en) 2019-04-23 2023-11-21 Hj Transmission Co., Ltd. Power transmission device

Similar Documents

Publication Publication Date Title
CN210003756U (en) Nine-gear transmission
US9115789B2 (en) Double clutch transmission
EP2167843B1 (en) Dual clutch transmission with planetary gearset
JP4720928B2 (en) Manual transmission
KR101769721B1 (en) Dual clutch transmission for a motor vehicle
KR101679967B1 (en) Multi-speed transmission
JP3741355B2 (en) Multi-speed transmission for automobile
KR101797881B1 (en) Dual-clutch transmission
KR101063654B1 (en) Powertrain of Double Clutch Transmission
KR100902719B1 (en) Transmission swichable between forward 6 steps and 7 steps
US10018251B2 (en) Multi-speed dual clutch transmission
CN113883238B (en) Transmission and vehicle
KR100693277B1 (en) Mannual transmission of three axis-five stages for vehicle
KR20090009545A (en) Transmission with 6 forward steps and 1 backward step
JP3705158B2 (en) Transmission
KR100902718B1 (en) Manual transmission with forward 7 steps and backward 1 step
KR101063616B1 (en) Double Clutch Transmission Powertrain
KR100897706B1 (en) Manual transmission with forward 6 steps and backward 2 steps
KR100897705B1 (en) 7 steps manual transmission
KR100555058B1 (en) Manual accelerator of three axis-six speed for vehicle.
US10309489B2 (en) Multi-speed dual clutch transmission
CN214118864U (en) Transmission device and vehicle
KR100364224B1 (en) Manual transmission
CN113958667B (en) Multi-gear double-clutch speed change mechanism
CN215334225U (en) Variable speed transmission system

Legal Events

Date Code Title Description
A201 Request for examination
E902 Notification of reason for refusal
E601 Decision to refuse application