WO2005026578A1 - 車両用手動歯車変速機 - Google Patents
車両用手動歯車変速機 Download PDFInfo
- Publication number
- WO2005026578A1 WO2005026578A1 PCT/JP2003/011751 JP0311751W WO2005026578A1 WO 2005026578 A1 WO2005026578 A1 WO 2005026578A1 JP 0311751 W JP0311751 W JP 0311751W WO 2005026578 A1 WO2005026578 A1 WO 2005026578A1
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- gear
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- shaft
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- transmission
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Classifications
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- 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
- F16H3/091—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 including a single countershaft
- F16H3/0915—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 including a single countershaft with coaxial input and output shafts
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- 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
Definitions
- the present invention relates to a manual gear transmission for a vehicle, and more particularly to a manual gear transmission capable of significantly reducing an idle rattle and a running rattle and significantly reducing a shift operation force.
- a transmission of a main drive gear input type is an input shaft connected to an output shaft of an engine via a clutch, a subshaft to which torque is input from the input shaft, It has an output shaft arranged in parallel with the countershaft, a plurality of gear trains provided on the countershaft and the output shaft, a plurality of sink opening mechanism, and the like.
- Each gear train has a pair of gears, one of which is rotatably mounted on the countershaft or output shaft, and the other gear fixedly mounted on the output shaft or countershaft. It is installed.
- a general synchronizer mechanism has a hub, a synchro key, a sleeve, a sink port ring, and the like, and is used to connect the idle gear to the sub shaft or the output shaft.
- a synchro key a sleeve
- a sink port ring a synchronizer mechanism
- FIG. 14 shows a general manual gear transmission 100 of a main drive gear input type widely used in practice.
- the transmission 100 is for the input shaft 103, the auxiliary shaft 104, the output shaft 105 connected to the clutch disk 102, the main drive gear train 110, and the first to fourth speeds.
- the gear mounted on the counter shaft 104 is the drive gear, and is mounted on the output shaft 105
- the driven gear is the driven gear.
- 1st speed driven gear 1 1 1b, 2nd speed driven gear 1 1 2b, 3rd speed driving gear 1 1 3a, 4th speed driving gear 1 1 4a, 6th speed driving gear 1 1 6a, reverse driven gear 1 0 9 b is provided so as to be idle.
- Fig. 14 Fig. 14 shows the transmission in the neutral state. When the engine is in the idle state, the transmission is in the neutral state, and the drive gears provided on the countershaft 104 are provided.
- the 5th speed / reverse synchronizer mechanism 1 2 2 connects the main drive gear 1 110 a of the main drive gear train 1 110 to the output shaft 1 0 5 (directly connected, and the transmission 100 was switched to the 5th speed. In this state, not only the countershaft, but also all gears and all sink opening mechanism are rotated, which is the same in the first to fourth and sixth gears.
- the moment of inertia of the gear train when converting the moment of inertia of the gear train into the 'I poor ⁇ raw moment on the input shaft, the moment of inertia is proportional to the square of the gear ratio. Since the gear ratio is large, the moment of inertia is large, and the rotation speed of the input shaft is difficult to change. Therefore, a large operating force is required to change the rotation speed of the low-speed gear train during downshifting.
- oil is stored in the gear transmission case, and the oil is agitated by a plurality of gears mounted on the countershaft to lubricate the gear train and synchronizer mechanism.
- the first-speed gear train, the second-speed gear train, the reverse gear train, and the synchronizer mechanism also rotate, and since all the gear trains and all the synchronizer mechanisms rotate even in the running state, Loss of driving force due to oil agitation increases, and oil deterioration progresses. Disclosure of the invention
- the vehicle manual gear transmission includes an input shaft, a sub-shaft to which torque is transmitted from the input shaft, an output shaft to which torque is transmitted from the sub-shaft, a plurality of gear trains, and a plurality of synchronizers. And a vehicle manual gear transmission having a mechanism.
- This transmission includes a plurality of drive gears in a plurality of gear trains for a plurality of predetermined low speed gear stages including a first speed and a reverse speed, and is provided so as to be freely rotatable on a countershaft.
- a first synchronizer mechanism, and a second synchronizer mechanism mounted on the output shaft and capable of transmitting the torque of the plurality of driven gears for the specific gear to the output shaft. Is what you do.
- the drive gear and the drive gear of the reverse gear train can idle on the countershaft, and the driven gear of the first-speed gear train and the driven gear of the reverse gear train can idle on the output shaft.
- the first and second synchronizer mechanisms are held in the disengaged position when the engine is idle and the transmission is in the neutral state, the drive gear and driven gear of the first-speed gear train, and the reverse gear
- the idle rattle is significantly improved because the drive and driven gears in the row are kept floating. Even when the vehicle is traveling in a gear other than the specified gear (2nd to 6th gear), the same state as above can be maintained, so that the running rattle is significantly improved.
- the gear train for 1st gear and the reverse gear train with a large moment of inertia can be kept in a floating state, so the operating force during shift operation can be significantly reduced.
- the oil is not agitated by the first gear train and the reverse gear train, so oil agitation resistance can be reduced and transmission efficiency of rotational driving force can be increased. Can be.
- ⁇ can be retracted by holding the first synchronizer mechanism at the coupling position, rotating the slip shaft with the first gear, and retaining the second sink opening mechanism at the retracted coupling position. It is.
- the plurality of specific speeds on the low speed side can be variously set, such as first speed and reverse, or first and second speeds and reverse, or first to fourth speeds and reverse.
- the manual gear transmission may be configured in the following manner.
- the plurality of specific gears are first speed and reverse.
- the plurality of specific shift speeds are a first speed, a second speed, and a reverse speed
- a first speed driven gear and a second speed driven gear are fixed and are fitted around the output shaft in a playable manner.
- a second geared sleeve shaft is provided, a second-speed drive gear is configured to be connectable to the sub shaft by the first sink port niser mechanism, and a second geared sleeve is provided by the second sink port niser mechanism.
- the shaft is configured to be connectable to the output shaft.
- the plurality of specific gear steps S are a first gear, a second gear, a third gear, a fourth gear, and a reverse gear, and the first gear, the second gear, the third gear, and the fourth gear are used.
- a third geared sleeve shaft is fixedly mounted on the output shaft so as to be freely rotatable around the output shaft, and a second speed drive gear is configured to be connectable to the sub shaft by the first synchronizer mechanism.
- a third synchronizer mechanism in which a third geared sleeve shaft can be connected to the output shaft by a second synchronizer mechanism, and a third-speed drive gear and a fourth-speed drive gear can be alternatively connected to the sub shaft. Is provided.
- the synchronizer mechanism is a synchronization mechanism including a hub, a sleeve, and a synchronizer ring.
- the second synchronizer mechanism is configured to operate before the operation of the first sink opening nitrizer mechanism in the process of selecting the specific gear position.
- the seventh aspect in the first aspect, it is possible to realize the sixth forward speed and the first reverse speed, and in the neutral state, and in the second to sixth speeds, the first geared sleep shaft, The first-speed driven gear and the reverse driven gear are configured to float.
- the eighth mode in the second mode, it is possible to realize the sixth forward speed and the first reverse speed, and in the neutral state, and in the third to sixth speeds, the first and second speeds are provided.
- the geared sleeve shaft and the reverse driven gear float.
- the sixth forward speed and the first reverse speed and in the neutral state, the fifth speed, and the sixth speed, the first and third gears are provided.
- the attached sleeve shaft and the reverse driven gear float.
- the input shaft and the output shaft are directly connected via the synchronizer mechanism at the fifth speed.
- FIG. 1 is a cross-sectional view of a manual yellow wheel transmission (neutral state) for a vehicle according to an embodiment of the present invention
- FIG. 2 is a cross-sectional view of a synchronizer mechanism
- FIG. FIG. 4 is a sectional view of a main part of a sleeve shaft with one gear
- FIG. 4 is an explanatory diagram of an operation path for operating a shift operation lever
- FIG. 5 is a chart showing a shift table.
- FIG. 6 is a cross-sectional view of a transmission (neutral state) according to Modification 1
- FIG. 7 is an explanatory diagram of an operation path for operating a shift operation lever of the transmission of FIG. 6, and
- FIG. 8 is a transmission table.
- FIG. 9 is a cross-sectional view of a transmission (neutral state) according to Modification 2
- FIG. 10 is an explanatory view of the operation path for operating the shift operation lever of the transmission of FIG. 9, and
- FIG. 4 is a chart showing a speed table.
- FIG. 12 is a cross-sectional view of a transmission (neutral state) according to a third modification.
- FIG. 13 is a cross-sectional view of a transmission (neutral state) according to a fourth modification.
- FIG. 14 is a cross-sectional view of a conventional general manual gear transmission (neutral state). BEST MODE FOR CARRYING OUT THE INVENTION
- a manual gear transmission 1 for a vehicle includes a clutch disc 2 of a clutch mechanism connected to an output shaft of an engine, and a clutch disc 2 connected to the clutch disc 2.
- It has three sets of bearings 18 that support 4, two sets of bearings 19 that support the output shaft 5, a case 25 that contains them, and oil stored in the lower part of the case 25.
- the six gear trains are: 1st gear train 1 1st, 2nd gear train 1 2nd, 3rd gear train 1 3 and 4th gear train 1 4, 6th gear train 16 and reverse gear train 9
- the gear provided on the countershaft 4 is the drive gear
- the gear provided on the output shaft 5 is the driven gear.
- the speed is 5th.
- the main drive gear train 10 has a groove formed by a main drive gear 10 a fixed to the input shaft 3 and a driven gear 10 b fixed to the sub shaft 4.
- the first-speed gear train 11 comprises a first-speed drive gear 11a and a first-speed driven gear 11b.
- the first-speed drive gear 11a is provided for free rotation on the countershaft 4, and a first-speed driven gear. lib is installed on output shaft 5 so that it can rotate freely.
- the second-speed gear train 1 2 is composed of a second-speed drive gear 12 a and a second-speed driven gear 1 2 b, and a second-speed drive gear 12 a is rotatably provided on the sub shaft 4, and a second-speed driven gear 1 2b is fixed to output shaft 5.
- the third-speed gear system J 13 consists of a third-speed drive gear 13a and a third-speed driven gear 13b, and a third-speed drive gear 13a is provided for free rotation on the countershaft 4,
- the gear 13 b is fixed to the output shaft 5.
- the fourth-speed gear train 14 is composed of a fourth-speed drive gear 14a and a fourth driven gear 14b, and the fourth-speed drive gear 14a is rotatably provided on the countershaft 4, and is provided with a fourth-speed driven gear. 1 4 b is fixed to output shaft 5.
- the sixth-speed gear train 16 includes a 6th-speed horse gear 16a and a 6th-speed driven gear 16b. The 6th-speed drive gear 16a is fixed to the countershaft 4, and the 6th-speed driven gear 16 b is provided on the output shaft 5 so as to be idle.
- the reverse gear train 9 includes a reverse drive gear 9 a, an intermediate gear 9 c pivotally supported on an intermediate shaft (not shown) (illustrated by phantom lines), and a reverse driven gear 9 mounted on the output shaft 5.
- the reversing drive gear 9 a is provided to be freely rotatable on the sub shaft 4, and the reversing driven gear 9 b is provided to be freely rotatable on the power shaft 5,
- the torque from the countershaft 4 is transmitted to the drive gear 9a, the intermediate gear 9c, and the driven gear 9b in this order.
- the idle gears 9a, 11a to 14a, 9b, lib, 16b are supported on the countershaft or output shaft via bearings.
- first speed and reverse are set in advance as a plurality of specific speed stages on the low speed side.
- the first geared sleeve shaft 20 is rotatably fitted to the sub shaft 4 via a bearing, and a first speed drive gear 11 a and a reverse drive gear are provided at one end and the other end of the sleep shaft 20.
- 9a Each is integrally formed and fixedly provided.
- all the drive gears 9 a and 11 a are rotatably provided on the auxiliary shaft 4, and all the driven gears 9 b and lib are connected to the output shaft 5. It is provided so that it can idle.
- the first sing opening mouth riser mechanism 21 is provided in the secondary gear 4 between the sleeve shaft 20 and the second speed drive gear 12a, and when the first speed and reverse are selected, the first synchronizer one mechanism 2 is provided.
- the sub shaft 4 is connected to the sleeve shaft 20 by 1, and when the second speed is selected, the sub shaft 4 is connected to the second speed drive gear 12 a by the first sink opening mechanism 21.
- the second synchronizer mechanism 22 connects the driven gear for the forward gear to the output shaft 5 when the forward gear is selected from the plurality of specific gears, and In a reverse gear, the reverse driven gear 9 b is connected to the output shaft 5.
- the second synchronizer mechanism 2 2 includes a first-speed driven gear 1 1b, which is a driven gear for a forward shift speed of the specific shift speed, and a driven gear 9 b for a reverse shift speed of the specific shift speed.
- the first gear driven gear 1 1b is connected to the output shaft 5 by the second sink opening mechanism 22 and the reverse is selected.
- the reverse speed driven gear 9 b is connected to the output shaft 5 by the second synchronizer mechanism 22.
- the third synchronizer mechanism 23 is provided on the sub shaft 4 at the ⁇ of the third speed drive gear 13a and the fourth speed drive gear 14a, and when the third speed is selected, the third synchronizer mechanism 23 is provided.
- the sub-shaft 4 is connected to the third-speed drive gear 13a.
- the fourth synchronizer mechanism 24 is provided at the front end of the output shaft 5, and the fourth synchronizer mechanism 24 is provided when the fifth speed is selected.
- the drive gear 10a is connected to the output shaft 5, and when the sixth speed is selected, the sixth gear driven gear 16b is connected to the output shaft 5 by the fourth synchronizer mechanism 24.
- the synchronizer mechanism 23 includes a hub 30, a synchronization key 31, a key spring 32, a sleep 33, and a pair of sink opening rings 34.
- the fork at the leading end of the shift rod operated by the shift operation lever is engaged with 3a, and the sleeve 33 is operated to the left or right in FIG. 2 by the shift lever.
- gear 13a is connected.
- When switching to the 4th speed move the sleeve 33 to the left and engage the sleep 3 3 with the connecting gear part 14c of the 4th speed drive gear 14a to drive the auxiliary vehicle 4 and 4th speed. Connect gear 14a.
- each gear is indicated by a number from! To 6, which indicates the speed.
- the synchronizer mechanisms 21 and 22 are marked with the numbers and letters 1, 2, and R that indicate the gears used to connect them.
- FIG. 3 shows a connecting gear ⁇ ⁇ 11 c that can be connected to the first synchronizer mechanism 21 at an end of the sleeve shaft 20.
- the operation route when the speed change step is switched by the shift operation lever is, for example, as shown in FIG.
- the second synchronizer mechanism 22 is operated earlier than the first synchronizer mechanism 21 is connected, and then the first synchronizer mechanism 21 is operated so as to be connected. Have been.
- the character "s" indicating that the operation timing of the second synchronizer mechanism 22 is advanced in this way is also shown in FIG.
- FIG. 5 shows a speed change table showing a relationship between a shift position of a shift operation lever and a shift speed in the transmission 1.
- the first to fourth synchronizer mechanisms 21 to 24 are connected to the shift operation lever and the shift rod. It is also possible to configure to operate more.
- the first synchronizer mechanisms 21 and Z or the second synchronizer mechanism 22 are configured to be operated by independent electric actuators, and the electric actuators are operated in conjunction with the operation of the shift operation lever. May be configured.
- the first to fourth synchronizer mechanisms 21 to 24 are in the disconnected state, so that the first-speed drive gear 11a and the reverse drive gear 9
- the sleeve shaft 20 provided with a maintains a floating state.
- the first speed driven gear 11b and the reverse driven gear 9b also keep floating.
- the three drive gears 12a to 14a also keep floating.
- the input shaft 5, main drive gear train 10, sub shaft 4, gear train 16 for sixth gear, and first and third sink opening risers Only the mechanisms 21 and 23 rotate.
- gear trains other than the main drive gear train 10 only the sixth gear train 16 rotates, so that idle rattling hardly occurs. Since the drive gears 11a to 14a do not agitate the oil, the agitation of the oil is extremely small, and the heat generation and deterioration of the oil are suppressed.
- the 1st speed driven gear lib When switching from the state shown in Fig. 1 to the 1st speed, the 1st speed driven gear lib is connected to the output shaft 5 by the 2nd synchronizer mechanism 22 before the operation of the 1st synchronizer mechanism 21.
- the sub shaft 4 is connected to the sleeve shaft 20 by the first synchronizer mechanism 21.
- the reverse driven gear 9 b When switching from the state of FIG. 1 to reverse, prior to the operation of the first synchronizer 21, the reverse driven gear 9 b is connected to the output shaft 5 by the second synchronizer 22, and then the first The IJ shaft 4 is connected to the sleeve shaft 20 by the synchronizer mechanism 21.
- the second synchronizer mechanism 22 When switching from the first gear to the second gear, the second synchronizer mechanism 22 is switched to the disconnected state, and the sub-shaft 4 is connected to the second drive gear 12a by the first synchronizer mechanism 21.
- the 3rd to 6th speeds are the same as those of a general transmission, and a description thereof will be omitted.
- Fig. 6 shows the transmission 1A in the neutral state
- Fig. 7 shows the operation path of the shift lever
- Fig. 8 shows the shift table.
- first, second, and reverse gears are preset as a plurality of low-speed-side specific speed stages, and a second-speed driven gear 1 2b is also provided on the output shaft 5 so as to be idle. I have.
- a sleeve shaft 30 with a second gear is fitted around the output shaft 5 so as to be freely rotatable.
- a second speed driven gear 12b and a first speed driven gear lib are fixedly provided.
- the function of the first synchronizer mechanism 21 is the same as that of the transmission 1.
- the sleeve shaft 3 is set by the second synchronizer mechanism 22 before the operation of the first synchronizer mechanism 21. 0 is connected to output shaft 5.
- the operation when switching to reverse is the same as that of the transmission 1.
- the second synchronizer mechanism 22 may be configured to be operated by a shift operation lever and a shift rod.
- the operation path of the shift operation lever in that case is as shown in FIG.
- the first The synchronizers 21 and Z or the second synchronizer 22 may be configured to be operated by independent electric actuators.
- the gears that rotate in the idle state are the same as those in the transmission 1, so that idle rattle can be reduced, oil agitation can be reduced, and the heat generation of the wheel can be reduced as in the transmission 1. it can.
- the first gear train 11 and the reverse gear train 9 are in a floating state.
- the second-speed gear train 12 is in a floating state, so that the rattling noise (traveling rattle) of the gears generated during traveling is improved as compared to the transmission 1.
- the shift operation force at the time of shifting the gears is further reduced as compared with the transmission 1. The above applies not only to the 5th speed but also to the 3rd, 4th and 6th speeds. Note that the shift operation force at the time of switching the gear can be further reduced as compared with the case of the transmission 1.
- FIG. 9 shows the transmission 1B in the tudle state
- FIG. 10 shows an operation path of the shift operation lever
- FIG. 11 shows a shift table.
- first to fourth speeds and reverse are set in advance as a plurality of specific speed stages on the low speed side, and the driven gears 12b to l4b of the second to fourth speeds are also connected to the output shaft 5b. It is provided so that it can idle.
- a sleeve shaft 31 with a third gear is fitted around the output shaft 5 so as to freely rotate, and one end of the sleeve shaft 3 1
- a fourth-speed driven gear 14 b and a first-speed driven gear 11 b are physically fixedly mounted on the shaft and the other end, and a third-speed driven gear 13 b is provided in the middle of the sleep shaft 31.
- a second-speed driven gear 1 2b is physically fixedly provided.
- the function of the first synchronizer mechanism 21 is the same as that of the transmission 1.
- the second synchronizer mechanism 22 when switching to each of the first to fourth speeds, the second synchronizer mechanism 21 is activated prior to the operation of the first and third synchronizer mechanisms 21, 23.
- the sleep shaft 31 is connected to the output shaft 5 by the mechanism 22. Switch to retreat The operation at this time is the same as that of the transmission 1.
- the second synchronizer mechanism 22 may be configured to be operated by a shift operation lever and a shift port.
- the operation route of the shift operation lever in that case is as shown in FIG.
- the first synchronizer mechanism 21 and Z or the second synchronizer mechanism 22 may be configured to be operated by independent electric actuators.
- the gears that rotate when idling in the neutral state shown in Fig. 9 are the same as those in the transmission 1, so that idle rattle can be reduced as in the transmission 1, and oil stirring And the heat generation of the oil can be reduced.
- the fourth synchronizer mechanism 24 connects the input shaft 3 and the main drive gear 10a directly to the output shaft 5 to drive at the 5th speed, so that the 1st speed gear train 11 and the rear ⁇ gear train are used. Not only is the gear 9 floating, but also the gear trains 12 to 14 for the 2nd to 4th gears are floating, so the gear rattling noise (traveling rattle) generated during traveling is the speed Machine 1, 1 A is improved.
- the shift operation force at the time of switching the gears is further reduced as compared with the transmissions 1 and 1A. The above is true not only for the fifth speed but also for the sixth speed.
- Fig. 12 shows a transmission 1C in a neutral state.
- a first speed and a reverse are set in advance as a plurality of specific low speed gear stages.
- the gear train 16 for the sixth speed and the gear train 15 for the fifth speed are arranged so as to correspond to both sides of the third synchronizer mechanism 23, so that they correspond to both sides of the fourth synchronizer mechanism 24.
- a drive gear train 10 and a gear train 13 for 3rd gear are arranged in the gearbox.When the gear is 4th, the input shaft 3 and the main drive gear 10a are directly connected to the output shaft 5 by the fourth synchronizer mechanism 24. Is done.
- a fifth-speed drive gear 15a and a sixth-speed drive gear 16a are rotatably provided on the auxiliary shaft 4, and a third-speed driven gear 13b is provided so as to be freely rotatable on the output shaft 5.
- the first-speed drive gear 11a and the reverse drive gear 9a are integrally formed in the neutral state and in the traveling state of traveling at the second to sixth speeds.
- the shift operation force is the same as that of the transmission 1.
- FIG. 13 shows a transmission ID in a neutral state.
- first speed, second speed, and reverse are set in advance as a plurality of specific speed stages on the low speed side.
- the first-speed gear train 11, the reverse gear train 9, the first gear sleeve shaft 20, the second-speed gear train 12, and the second gear sleeve shaft 30 are described. Is the same as that of the transmission 1A.
- the sleep shaft integrally formed with the first-speed drive gear 11a and the reverse drive gear 9a is provided in the neutral state and the traveling state in which the vehicle travels at the third to sixth speeds.
- 20 and 2nd speed drive gear, 1st speed driven gear 1 1b, sleep shaft 30 with 2nd gear formed integrally with 2nd speed driven gear, and reverse driven gear 9b maintain floating state Therefore, similarly to the transmission 1, the idle rattle and the running rattle are improved, and the oil agitation is reduced.
- the shift operation force is reduced.
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- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
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- General Details Of Gearings (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2003/011751 WO2005026578A1 (ja) | 2003-09-12 | 2003-09-12 | 車両用手動歯車変速機 |
AU2003264429A AU2003264429A1 (en) | 2003-09-12 | 2003-09-12 | Gear-type speed change apparatus for motor vehicle |
JP2005508929A JPWO2005026578A1 (ja) | 2003-09-12 | 2003-09-12 | 車両用手動歯車変速機 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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PCT/JP2003/011751 WO2005026578A1 (ja) | 2003-09-12 | 2003-09-12 | 車両用手動歯車変速機 |
Publications (1)
Publication Number | Publication Date |
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WO2005026578A1 true WO2005026578A1 (ja) | 2005-03-24 |
Family
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2003/011751 WO2005026578A1 (ja) | 2003-09-12 | 2003-09-12 | 車両用手動歯車変速機 |
Country Status (3)
Country | Link |
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JP (1) | JPWO2005026578A1 (ja) |
AU (1) | AU2003264429A1 (ja) |
WO (1) | WO2005026578A1 (ja) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2012117662A (ja) * | 2010-12-03 | 2012-06-21 | Hyundai Motor Co Ltd | 自動車の手動変速機 |
CN103758947A (zh) * | 2014-01-28 | 2014-04-30 | 綦江大力神齿轮有限公司 | 机械三轴式大速比汽车变速箱 |
Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
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EP0024454A1 (en) * | 1979-08-22 | 1981-03-11 | Toyota Jidosha Kabushiki Kaisha | Power transmission unit for motor vehicles |
US4802384A (en) * | 1986-10-01 | 1989-02-07 | Deere & Company | Procedure for shifting a transmission composed of several gear units |
JPH0262146U (ja) * | 1988-10-28 | 1990-05-09 | ||
JPH0454353A (ja) * | 1990-06-20 | 1992-02-21 | Kawasaki Heavy Ind Ltd | 車両用変速装置 |
US5243870A (en) * | 1991-05-08 | 1993-09-14 | Honda Giken Kogyo Kabushiki Kaisha | Three-shaft type automatic transmission |
WO1996000862A1 (de) * | 1994-06-30 | 1996-01-11 | Zf Friedrichshafen Ag | Vielgängiges stufenwechselgetriebe |
US5884525A (en) * | 1996-03-29 | 1999-03-23 | Mazda Motor Corporation | Gear type power transmission |
FR2811395A1 (fr) * | 2000-07-06 | 2002-01-11 | Peugeot Citroen Automobiles Sa | Boite de vitesses pour vehicule hybride |
DE10130886A1 (de) * | 2000-06-27 | 2002-02-21 | Michel Catimel | Schaltgetriebe mit sechs Übersetzungsverhältissen für Fahrzeuge mit querliegendem Motor |
-
2003
- 2003-09-12 JP JP2005508929A patent/JPWO2005026578A1/ja active Pending
- 2003-09-12 AU AU2003264429A patent/AU2003264429A1/en not_active Abandoned
- 2003-09-12 WO PCT/JP2003/011751 patent/WO2005026578A1/ja active Application Filing
Patent Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0024454A1 (en) * | 1979-08-22 | 1981-03-11 | Toyota Jidosha Kabushiki Kaisha | Power transmission unit for motor vehicles |
US4802384A (en) * | 1986-10-01 | 1989-02-07 | Deere & Company | Procedure for shifting a transmission composed of several gear units |
JPH0262146U (ja) * | 1988-10-28 | 1990-05-09 | ||
JPH0454353A (ja) * | 1990-06-20 | 1992-02-21 | Kawasaki Heavy Ind Ltd | 車両用変速装置 |
US5243870A (en) * | 1991-05-08 | 1993-09-14 | Honda Giken Kogyo Kabushiki Kaisha | Three-shaft type automatic transmission |
WO1996000862A1 (de) * | 1994-06-30 | 1996-01-11 | Zf Friedrichshafen Ag | Vielgängiges stufenwechselgetriebe |
US5884525A (en) * | 1996-03-29 | 1999-03-23 | Mazda Motor Corporation | Gear type power transmission |
DE10130886A1 (de) * | 2000-06-27 | 2002-02-21 | Michel Catimel | Schaltgetriebe mit sechs Übersetzungsverhältissen für Fahrzeuge mit querliegendem Motor |
FR2811395A1 (fr) * | 2000-07-06 | 2002-01-11 | Peugeot Citroen Automobiles Sa | Boite de vitesses pour vehicule hybride |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2012117662A (ja) * | 2010-12-03 | 2012-06-21 | Hyundai Motor Co Ltd | 自動車の手動変速機 |
US9273779B2 (en) | 2010-12-03 | 2016-03-01 | Hyundai Motor Company | Manual transmission for vehicles |
CN103758947A (zh) * | 2014-01-28 | 2014-04-30 | 綦江大力神齿轮有限公司 | 机械三轴式大速比汽车变速箱 |
Also Published As
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JPWO2005026578A1 (ja) | 2006-11-24 |
AU2003264429A1 (en) | 2005-04-06 |
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