WO2011067972A1 - Parallel shaft-gear type transmission and method for supporting main shaft of the same - Google Patents
Parallel shaft-gear type transmission and method for supporting main shaft of the same Download PDFInfo
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- WO2011067972A1 WO2011067972A1 PCT/JP2010/065856 JP2010065856W WO2011067972A1 WO 2011067972 A1 WO2011067972 A1 WO 2011067972A1 JP 2010065856 W JP2010065856 W JP 2010065856W WO 2011067972 A1 WO2011067972 A1 WO 2011067972A1
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02039—Gearboxes for particular applications
- F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
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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
Definitions
- the present invention relates to a parallel shaft gear transmission and a method of supporting the main shaft thereof.
- the main shaft (output shaft) of the parallel-shaft gear type transmission is pivotally supported by an input shaft at one end via a pilot bearing, as described in Japanese Patent Laid-Open No. 2003-49931 (Patent Document 1).
- Patent Document 1 Japanese Patent Laid-Open No. 2003-49931
- the vicinity of the other end is pivotally supported by the casing via a bearing.
- the present invention provides a parallel shaft gear transmission capable of inputting a large input torque by changing the shaft support structure of the main shaft and a shaft support method for the main shaft. Objective.
- an input shaft to which rotational driving force is input a main shaft that is arranged coaxially with the input shaft, and a counter that is arranged in parallel to transmit the rotational driving force from the input shaft to the main shaft.
- a parallel-shaft gear transmission including a shaft the vicinity of both ends of the main shaft is directly supported by a housing via a bearing.
- the vicinity of both ends of the main shaft means both ends of the intermediate portion excluding both ends of the main shaft.
- FIG. 1 is a schematic diagram of a first embodiment of a parallel shaft gear transmission to which the present invention is applied. It is explanatory drawing of an effect
- FIG. 1 shows a first embodiment of a parallel shaft gear transmission to which the present invention is applied.
- a parallel shaft gear type transmission (hereinafter referred to as “transmission”) 10 includes a pot-type housing 20 that can be divided into two in the longitudinal direction, an input shaft 30 to which the rotational driving force of the engine is input, and a coaxial with the input shaft 30. And a counter shaft 50 disposed in parallel with the main shaft 40 in order to transmit rotational driving force from the input shaft 30 to the main shaft 40.
- a drive gear Zmd for transmitting a rotational driving force to the countershaft 50 is integrally formed on the tip end portion of the input shaft 30, that is, the outer periphery of the end portion extending through the housing 20 to the inside thereof.
- a sixth speed gear Zm6 On the main shaft 40, a sixth speed gear Zm6, a fourth speed gear Zm4, a third speed gear Zm3, a second speed gear Zm2, a first speed gear Zm1 and a reverse gear ZmR that constitute each gear stage of the transmission 10 can be rotated.
- a companion flange 40A for fastening a drive shaft (not shown) is formed at the tip of the fitting.
- the counter shaft 50 is always meshed with the drive gear Zmd of the input shaft 30 and the 6th speed gear Zm6, 4th speed gear Zm4, 3rd speed gear Zm3, 2nd speed gear Zm2 and 1st speed gear Zm1 of the main shaft 40.
- the counter drive gear Zcd, the counter sixth speed gear Zc6, the counter fourth speed gear, the counter third speed gear Zc3, the counter second speed gear Zc2 and the counter first speed gear Zc1 are fixed integrally.
- a counter reverse gear ZcR that is always meshed with the reverse gear ZmR of the main shaft 40 is integrally fixed to the counter shaft 50 via a reverse idler gear ZcR1.
- a Borgwanna type synchromesh mechanism 60 is attached.
- the main shaft 40 located between the fourth speed gear Zm4 and the third speed gear Zm3 has “fourth speed” that transmits the rotational driving force of the counter fourth speed gear Zc4 to the fourth speed gear Zm4, or the counter third speed gear Zc3.
- the Borg Warner type synchromesh mechanism 60 is attached in order to shift to the “third speed” for transmitting the rotational driving force of the first to the third speed gear Zm3.
- the main shaft 40 located between the second gear Zm2 and the first gear Zm1 is “second gear” for transmitting the rotational driving force of the counter second gear Zc2 to the second gear Zm2, or the first counter gear.
- a Borg Warner type synchromesh mechanism 60 is attached to shift to the “first speed” for transmitting the rotational driving force of the gear Zc1 to the first speed gear Zm1.
- the main shaft 40 located between the first gear Zm1 and the reverse gear ZmR is shifted to “reverse” for transmitting the rotational driving force of the counter reverse gear ZcR to the reverse gear ZmR via the reverse idler gear ZcR1. Therefore, the speed change mechanism 70 having no synchronization mechanism is attached.
- the transmission 80 that operates each synchromesh mechanism 60 and the transmission mechanism 70 incorporates an interlock mechanism that prevents simultaneous double meshing.
- the synchromesh mechanism 60 is not limited to the Borgwarner type, and may be, for example, a pin type.
- the input shaft 30 is directly supported by the housing 20 through a bearing 90 fitted to a bearing saddle (bearing base) 20 ⁇ / b> A formed in the housing 20 at a portion passing through the housing 20.
- the main shaft 40 located between the 6th speed gear Zm6 and the 4th speed gear Zm4 is directly supported by the housing 20 via a bearing 100 fitted to a bearing saddle 20B formed to protrude inside the housing 20.
- the A portion of the main shaft 40 that penetrates the housing 20 is directly supported by the housing 20 via a bearing 100 fitted to a bearing saddle 20 ⁇ / b> C formed in the housing 20.
- Both end portions of the counter shaft 50 are directly supported by the housing 20 via bearings 110 fitted to bearing saddles 20D formed on the housing 20, respectively.
- the vicinity of both ends of the main shaft 40 is directly supported by the housing 20 via the bearings 100.
- the gear meshing load acting from the counter shaft 50 to the main shaft 40 is supported at two spaced points of the housing 20.
- the Rukoto since the shaft support structure of the main shaft 40 with respect to the housing 20 is not strictly limited as in the case of a pilot bearing, it is possible to use the bearing 100 having a large capacity and can easily cope with a large input torque. it can. Further, the input torque can be made compact and inexpensive.
- FIG. 3 shows a second embodiment of a parallel shaft gear transmission to which the present invention is applied.
- the end portion of the main shaft 40 facing the input shaft 30 is further pivotally supported by the outer ring raceway surface 30 ⁇ / b> A that is recessed at the tip end portion of the input shaft 30 via the pilot bearing 120.
- the shaft support structure of the main shaft 40 in the prior art is provided side by side.
- the present invention can also be applied to a transmission in which a sub-transmission is integrated.
- the bearings 90, 100, and 110 that support the input shaft 30, the main shaft 40, and the counter shaft 50 for example, ball bearings, (tapered) roller bearings, or the like can be used.
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- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Details Of Gearings (AREA)
- Structure Of Transmissions (AREA)
Abstract
Disclosed is a parallel shaft-gear type transmission which has: an input shaft into which rotational driving force is input; a main shaft arranged on the same axis as the input shaft; and a countershaft arranged in parallel with the input shaft and the main shaft in order to transmit the rotational driving force from the input shaft to the main shaft. The vicinities of both ends of the main shaft are then directly supported in a housing by way of a bearing fit into a bearing saddle of the housing. In the shaft supporting structure for the main shaft of the housing, it is therefore possible to use a large capacity bearing and readily respond to large input torque since restriction such as that effected by a pilot bearing is not severe.
Description
本発明は、平行軸歯車式変速機及びそのメインシャフトの軸支方法に関する。
The present invention relates to a parallel shaft gear transmission and a method of supporting the main shaft thereof.
平行軸歯車式変速機のメインシャフト（アウトプットシャフト）は、特開２００３－４９９３１号公報（特許文献１）に記載されるように、その一端部がパイロットベアリングを介してインプットシャフトで軸支される一方、その他端部近傍がベアリングを介してケーシングで軸支されている。
The main shaft (output shaft) of the parallel-shaft gear type transmission is pivotally supported by an input shaft at one end via a pilot bearing, as described in Japanese Patent Laid-Open No. 2003-49931 (Patent Document 1). On the other hand, the vicinity of the other end is pivotally supported by the casing via a bearing.
しかしながら、従来の平行軸歯車式変速機では、インプットシャフトの端部外周に形成されたドライブギヤの大きさによって、メインシャフトを軸支するために使用するパイロットベアリングの呼び径が制限されるため、インプットシャフトへの入力トルクを大きくすることが困難であった。
そこで、本発明は従来の問題点に鑑み、メインシャフトの軸支構造を変更することで、大きな入力トルクを入力可能な平行軸歯車式変速機及びそのメインシャフトの軸支方法を提供することを目的とする。 However, in the conventional parallel shaft gear transmission, the nominal diameter of the pilot bearing used to support the main shaft is limited by the size of the drive gear formed on the outer periphery of the end of the input shaft. It was difficult to increase the input torque to the input shaft.
Therefore, in view of the conventional problems, the present invention provides a parallel shaft gear transmission capable of inputting a large input torque by changing the shaft support structure of the main shaft and a shaft support method for the main shaft. Objective.
そこで、本発明は従来の問題点に鑑み、メインシャフトの軸支構造を変更することで、大きな入力トルクを入力可能な平行軸歯車式変速機及びそのメインシャフトの軸支方法を提供することを目的とする。 However, in the conventional parallel shaft gear transmission, the nominal diameter of the pilot bearing used to support the main shaft is limited by the size of the drive gear formed on the outer periphery of the end of the input shaft. It was difficult to increase the input torque to the input shaft.
Therefore, in view of the conventional problems, the present invention provides a parallel shaft gear transmission capable of inputting a large input torque by changing the shaft support structure of the main shaft and a shaft support method for the main shaft. Objective.
このため、回転駆動力が入力されるインプットシャフトと、インプットシャフトと同軸に配置されるメインシャフトと、インプットシャフトからメインシャフトに回転駆動力を歯車伝達するために、これらと平行に配置されるカウンタシャフトと、を含んで構成された平行軸歯車式変速機において、メインシャフトの両端部近傍を、ベアリングを介してハウジングで直接軸支する。
For this reason, an input shaft to which rotational driving force is input, a main shaft that is arranged coaxially with the input shaft, and a counter that is arranged in parallel to transmit the rotational driving force from the input shaft to the main shaft. In a parallel-shaft gear transmission including a shaft, the vicinity of both ends of the main shaft is directly supported by a housing via a bearing.
ここで、「メインシャフトの両端部近傍」とは、メインシャフト両端部を除く中間部の両端のことをいう。
Here, “the vicinity of both ends of the main shaft” means both ends of the intermediate portion excluding both ends of the main shaft.
メインシャフトの両端部近傍は、夫々、ベアリングを介してハウジングで直接軸支される。このため、カウンタシャフトからメインシャフトへと作用したギヤ噛合い荷重は、ハウジングの離間した２点で支持されることとなる。このとき、ハウジングに対するメインシャフトの軸支構造は、パイロットベアリングのような制約が厳しくないことから、容量の大きなベアリングを使用することが可能となり、大きな入力トルクに容易に対応することができる。
The vicinity of both ends of the main shaft is directly supported by the housing via bearings. For this reason, the gear meshing load acting from the counter shaft to the main shaft is supported at two spaced apart points of the housing. At this time, since the support structure of the main shaft with respect to the housing is not severely limited as in the case of the pilot bearing, it is possible to use a bearing with a large capacity and easily cope with a large input torque.
以下、添付された図面を参照して本発明を詳述する。
図１は、本発明を適用した平行軸歯車式変速機の第１実施形態を示す。
平行軸歯車式変速機（以下「変速機」という）１０は、長手方向に２分割可能なポット型のハウジング２０と、エンジンの回転駆動力が入力されるインプットシャフト３０と、インプットシャフト３０と同軸に配置されるメインシャフト４０と、インプットシャフト３０からメインシャフト４０に回転駆動力を伝達するために、これらと平行に配置されるカウンタシャフト５０と、を含んで構成される。 Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows a first embodiment of a parallel shaft gear transmission to which the present invention is applied.
A parallel shaft gear type transmission (hereinafter referred to as “transmission”) 10 includes a pot-type housing 20 that can be divided into two in the longitudinal direction, an input shaft 30 to which the rotational driving force of the engine is input, and a coaxial with the input shaft 30. And a counter shaft 50 disposed in parallel with the main shaft 40 in order to transmit rotational driving force from the input shaft 30 to the main shaft 40.
図１は、本発明を適用した平行軸歯車式変速機の第１実施形態を示す。
平行軸歯車式変速機（以下「変速機」という）１０は、長手方向に２分割可能なポット型のハウジング２０と、エンジンの回転駆動力が入力されるインプットシャフト３０と、インプットシャフト３０と同軸に配置されるメインシャフト４０と、インプットシャフト３０からメインシャフト４０に回転駆動力を伝達するために、これらと平行に配置されるカウンタシャフト５０と、を含んで構成される。 Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows a first embodiment of a parallel shaft gear transmission to which the present invention is applied.
A parallel shaft gear type transmission (hereinafter referred to as “transmission”) 10 includes a pot-
インプットシャフト３０の先端部、即ち、ハウジング２０を貫通してその内部へと延びる端部の外周には、カウンタシャフト５０に回転駆動力を伝達するためのドライブギヤＺｍｄが一体形成される。メインシャフト４０には、変速機１０の各変速段を構成する６速ギヤＺｍ６，４速ギヤＺｍ４，３速ギヤＺｍ３，２速ギヤＺｍ２，１速ギヤＺｍ１及びリバースギヤＺｍＲが夫々遊転可能に嵌合されると共に、その先端部にドライブシャフト（図示せず）を締結するためのコンパニオンフランジ４０Ａが形成される。
A drive gear Zmd for transmitting a rotational driving force to the countershaft 50 is integrally formed on the tip end portion of the input shaft 30, that is, the outer periphery of the end portion extending through the housing 20 to the inside thereof. On the main shaft 40, a sixth speed gear Zm6, a fourth speed gear Zm4, a third speed gear Zm3, a second speed gear Zm2, a first speed gear Zm1 and a reverse gear ZmR that constitute each gear stage of the transmission 10 can be rotated. A companion flange 40A for fastening a drive shaft (not shown) is formed at the tip of the fitting.
一方、カウンタシャフト５０には、インプットシャフト３０のドライブギヤＺｍｄ、並びに、メインシャフト４０の６速ギヤＺｍ６，４速ギヤＺｍ４，３速ギヤＺｍ３，２速ギヤＺｍ２及び１速ギヤＺｍ１と常時噛み合う、カウンタドライブギヤＺｃｄ，カウンタ６速ギヤＺｃ６，カウンタ４速ギヤ，カウンタ３速ギヤＺｃ３，カウンタ２速ギヤＺｃ２及びカウンタ１速ギヤＺｃ１が夫々一体的に固定される。また、カウンタシャフト５０には、リバースアイドラギヤＺｃＲ１を介して、メインシャフト４０のリバースギヤＺｍＲと常時噛み合うカウンタリバースギヤＺｃＲが一体的に固定される。
On the other hand, the counter shaft 50 is always meshed with the drive gear Zmd of the input shaft 30 and the 6th speed gear Zm6, 4th speed gear Zm4, 3rd speed gear Zm3, 2nd speed gear Zm2 and 1st speed gear Zm1 of the main shaft 40. The counter drive gear Zcd, the counter sixth speed gear Zc6, the counter fourth speed gear, the counter third speed gear Zc3, the counter second speed gear Zc2 and the counter first speed gear Zc1 are fixed integrally. A counter reverse gear ZcR that is always meshed with the reverse gear ZmR of the main shaft 40 is integrally fixed to the counter shaft 50 via a reverse idler gear ZcR1.
インプットシャフト３０を臨むメインシャフト４０の端部には、インプットシャフト３０とメインシャフト４０とを直結した「５速」、又は、カウンタ６速ギヤＺｃ６の回転駆動力を６速ギヤＺｍ６に伝達する「６速」に変速するため、ボルグワーナタイプのシンクロメッシュ機構６０が取り付けられる。４速ギヤＺｍ４と３速ギヤＺｍ３との間に位置するメインシャフト４０には、カウンタ４速ギヤＺｃ４の回転駆動力を４速ギヤＺｍ４に伝達する「４速」、又は、カウンタ３速ギヤＺｃ３の回転駆動力を３速ギヤＺｍ３に伝達する「３速」に変速するため、ボルグワーナタイプのシンクロメッシュ機構６０が取り付けられる。また、２速ギヤＺｍ２と１速ギヤＺｍ１との間に位置するメインシャフト４０には、カウンタ２速ギヤＺｃ２の回転駆動力を２速ギヤＺｍ２に伝達する「２速」、又は、カウンタ１速ギヤＺｃ１の回転駆動力を１速ギヤＺｍ１に伝達する「１速」に変速するため、ボルグワーナタイプのシンクロメッシュ機構６０が取り付けられる。さらに、１速ギヤＺｍ１とリバースギヤＺｍＲとの間に位置するメインシャフト４０には、リバースアイドラギヤＺｃＲ１を介して、カウンタリバースギヤＺｃＲの回転駆動力をリバースギヤＺｍＲに伝達する「後進」に変速するため、同期機構を有しない変速機構７０が取り付けられる。なお、各シンクロメッシュ機構６０及び変速機構７０を動作させる変速装置８０には、同時二重噛合いが起こらないようにするインタロック機構が内蔵されている。
At the end of the main shaft 40 facing the input shaft 30, "5-speed" in which the input shaft 30 and the main shaft 40 are directly connected, or the rotational driving force of the counter 6-speed gear Zc6 is transmitted to the 6-speed gear Zm6. In order to shift to “6-speed”, a Borgwanna type synchromesh mechanism 60 is attached. The main shaft 40 located between the fourth speed gear Zm4 and the third speed gear Zm3 has “fourth speed” that transmits the rotational driving force of the counter fourth speed gear Zc4 to the fourth speed gear Zm4, or the counter third speed gear Zc3. The Borg Warner type synchromesh mechanism 60 is attached in order to shift to the “third speed” for transmitting the rotational driving force of the first to the third speed gear Zm3. Further, the main shaft 40 located between the second gear Zm2 and the first gear Zm1 is “second gear” for transmitting the rotational driving force of the counter second gear Zc2 to the second gear Zm2, or the first counter gear. A Borg Warner type synchromesh mechanism 60 is attached to shift to the “first speed” for transmitting the rotational driving force of the gear Zc1 to the first speed gear Zm1. Further, the main shaft 40 located between the first gear Zm1 and the reverse gear ZmR is shifted to “reverse” for transmitting the rotational driving force of the counter reverse gear ZcR to the reverse gear ZmR via the reverse idler gear ZcR1. Therefore, the speed change mechanism 70 having no synchronization mechanism is attached. The transmission 80 that operates each synchromesh mechanism 60 and the transmission mechanism 70 incorporates an interlock mechanism that prevents simultaneous double meshing.
ここで、シンクロメッシュ機構６０は、ボルグワーナタイプに限らず、例えば、ピンタイプであってもよい。
インプットシャフト３０は、ハウジング２０を貫通する部分において、ハウジング２０に形成されたベアリングサドル（軸受台）２０Ａに嵌合されたベアリング９０を介して、ハウジング２０で直接軸支される。６速ギヤＺｍ６と４速ギヤＺｍ４との間に位置するメインシャフト４０は、ハウジング２０の内部に突出形成されたベアリングサドル２０Ｂに嵌合されたベアリング１００を介して、ハウジング２０で直接軸支される。また、ハウジング２０を貫通する部分のメインシャフト４０は、ハウジング２０に形成されたベアリングサドル２０Ｃに嵌合されたベアリング１００を介して、ハウジング２０で直接軸支される。カウンタシャフト５０の両端部は、夫々、ハウジング２０に形成されたベアリングサドル２０Ｄに嵌合されたベアリング１１０を介して、ハウジング２０で直接軸支される。 Here, thesynchromesh mechanism 60 is not limited to the Borgwarner type, and may be, for example, a pin type.
Theinput shaft 30 is directly supported by the housing 20 through a bearing 90 fitted to a bearing saddle (bearing base) 20 </ b> A formed in the housing 20 at a portion passing through the housing 20. The main shaft 40 located between the 6th speed gear Zm6 and the 4th speed gear Zm4 is directly supported by the housing 20 via a bearing 100 fitted to a bearing saddle 20B formed to protrude inside the housing 20. The A portion of the main shaft 40 that penetrates the housing 20 is directly supported by the housing 20 via a bearing 100 fitted to a bearing saddle 20 </ b> C formed in the housing 20. Both end portions of the counter shaft 50 are directly supported by the housing 20 via bearings 110 fitted to bearing saddles 20D formed on the housing 20, respectively.
インプットシャフト３０は、ハウジング２０を貫通する部分において、ハウジング２０に形成されたベアリングサドル（軸受台）２０Ａに嵌合されたベアリング９０を介して、ハウジング２０で直接軸支される。６速ギヤＺｍ６と４速ギヤＺｍ４との間に位置するメインシャフト４０は、ハウジング２０の内部に突出形成されたベアリングサドル２０Ｂに嵌合されたベアリング１００を介して、ハウジング２０で直接軸支される。また、ハウジング２０を貫通する部分のメインシャフト４０は、ハウジング２０に形成されたベアリングサドル２０Ｃに嵌合されたベアリング１００を介して、ハウジング２０で直接軸支される。カウンタシャフト５０の両端部は、夫々、ハウジング２０に形成されたベアリングサドル２０Ｄに嵌合されたベアリング１１０を介して、ハウジング２０で直接軸支される。 Here, the
The
かかる変速機１０によれば、メインシャフト４０の両端部近傍は、夫々、ベアリング１００を介して、ハウジング２０で直接軸支される。このため、例えば、図２に示すように、変速機１０を３速に変速したとき、カウンタシャフト５０からメインシャフト４０へと作用するギヤ噛合い荷重は、ハウジング２０の離間した２点で支持されることとなる。このとき、ハウジング２０に対するメインシャフト４０の軸支構造は、パイロットベアリングのような制約が厳しくないことから、容量の大きなベアリング１００を使用することが可能となり、大きな入力トルクに容易に対応することができる。また、入力トルクに対するコンパクト化が図れ、安価なものとすることができる。
According to the transmission 10, the vicinity of both ends of the main shaft 40 is directly supported by the housing 20 via the bearings 100. For this reason, for example, as shown in FIG. 2, when the transmission 10 is shifted to the third speed, the gear meshing load acting from the counter shaft 50 to the main shaft 40 is supported at two spaced points of the housing 20. The Rukoto. At this time, since the shaft support structure of the main shaft 40 with respect to the housing 20 is not strictly limited as in the case of a pilot bearing, it is possible to use the bearing 100 having a large capacity and can easily cope with a large input torque. it can. Further, the input torque can be made compact and inexpensive.
図３は、本発明を適用した平行軸歯車式変速機の第２実施形態を示す。
第１実施形態の構成に加え、インプットシャフト３０を臨むメインシャフト４０の端部は、パイロットベアリング１２０を介して、インプットシャフト３０の先端部に陥凹形成された外輪軌道面３０Ａで更に軸支される。即ち、従来技術におけるメインシャフト４０の軸支構造を併設するようにする。 FIG. 3 shows a second embodiment of a parallel shaft gear transmission to which the present invention is applied.
In addition to the configuration of the first embodiment, the end portion of themain shaft 40 facing the input shaft 30 is further pivotally supported by the outer ring raceway surface 30 </ b> A that is recessed at the tip end portion of the input shaft 30 via the pilot bearing 120. The That is, the shaft support structure of the main shaft 40 in the prior art is provided side by side.
第１実施形態の構成に加え、インプットシャフト３０を臨むメインシャフト４０の端部は、パイロットベアリング１２０を介して、インプットシャフト３０の先端部に陥凹形成された外輪軌道面３０Ａで更に軸支される。即ち、従来技術におけるメインシャフト４０の軸支構造を併設するようにする。 FIG. 3 shows a second embodiment of a parallel shaft gear transmission to which the present invention is applied.
In addition to the configuration of the first embodiment, the end portion of the
このようにすれば、メインシャフト４０は３点で軸支されるため、その軸支強度が強くなり、入力トルクの更なる増加に対応することができる。
なお、本発明は、副変速機が一体化された変速機などにも適用可能である。また、インプットシャフト３０，メインシャフト４０及びカウンタシャフト５０を軸支するベアリング９０，１００及び１１０は、例えば、ボールベアリング，（テーパ）ローラベアリングなどを利用することができる。 In this way, since themain shaft 40 is pivotally supported at three points, the pivotal support strength is increased and it is possible to cope with a further increase in input torque.
The present invention can also be applied to a transmission in which a sub-transmission is integrated. Further, as the bearings 90, 100, and 110 that support the input shaft 30, the main shaft 40, and the counter shaft 50, for example, ball bearings, (tapered) roller bearings, or the like can be used.
なお、本発明は、副変速機が一体化された変速機などにも適用可能である。また、インプットシャフト３０，メインシャフト４０及びカウンタシャフト５０を軸支するベアリング９０，１００及び１１０は、例えば、ボールベアリング，（テーパ）ローラベアリングなどを利用することができる。 In this way, since the
The present invention can also be applied to a transmission in which a sub-transmission is integrated. Further, as the
１０ 変速機
２０ ハウジング
３０ インプットシャフト
３０Ａ 外輪軌道面
４０ メインシャフト
５０ カウンタシャフト
１００ ベアリング
１２０ パイロットベアリング DESCRIPTION OFSYMBOLS 10 Transmission 20 Housing 30 Input shaft 30A Outer ring raceway surface 40 Main shaft 50 Counter shaft 100 Bearing 120 Pilot bearing
２０ ハウジング
３０ インプットシャフト
３０Ａ 外輪軌道面
４０ メインシャフト
５０ カウンタシャフト
１００ ベアリング
１２０ パイロットベアリング DESCRIPTION OF
Claims (5)
- 回転駆動力が入力されるインプットシャフトと、
前記インプットシャフトと同軸に配置されるメインシャフトと、
前記インプットシャフトから前記メインシャフトに回転駆動力を歯車伝達するために、これらと平行に配置されるカウンタシャフトと、
を含んで構成され、
前記メインシャフトの両端部近傍は、ベアリングを介してハウジングで直接軸支されたことを特徴とする平行軸歯車式変速機。 An input shaft to which rotational driving force is input;
A main shaft disposed coaxially with the input shaft;
A countershaft arranged in parallel with the input shaft to transmit a rotational driving force from the input shaft to the main shaft;
Comprising
A parallel-shaft gear type transmission in which the vicinity of both ends of the main shaft is directly supported by a housing via a bearing. - 前記インプットシャフトを臨むメインシャフトの端部は、パイロットベアリングを介して、前記インプットシャフトの一端部に陥凹形成された外輪軌道面で更に軸支されたことを特徴とする請求項１記載の平行軸歯車式変速機。 The parallel portion according to claim 1, wherein an end portion of the main shaft facing the input shaft is further supported by an outer ring raceway surface formed in a recessed manner at one end portion of the input shaft via a pilot bearing. Shaft gear type transmission.
- 前記ベアリングは、前記ハウジング形成されたベアリングサドルに嵌合されたことを特徴とする請求項１記載の平行軸歯車式変速機。 2. The parallel shaft gear transmission according to claim 1, wherein the bearing is fitted into a bearing saddle formed in the housing.
- 回転駆動力が入力されるインプットシャフトと、前記インプットシャフトと同軸に配置されるメインシャフトと、前記インプットシャフトから前記メインシャフトに回転駆動力を歯車伝達するために、これらと平行に配置されるカウンタシャフトと、を含んで構成された平行軸歯車式変速機のメインシャフトの軸支方法であって、
前記メインシャフトの両端部近傍を、ベアリングを介してハウジングで直接軸支したことを特徴とする平行軸歯車式変速機のメインシャフトの軸支方法。 An input shaft to which rotational driving force is input, a main shaft that is arranged coaxially with the input shaft, and a counter that is arranged in parallel to transmit the rotational driving force from the input shaft to the main shaft. A shaft support method for a main shaft of a parallel shaft gear type transmission including a shaft,
A method of supporting a main shaft of a parallel-shaft gear transmission, wherein the vicinity of both ends of the main shaft is directly supported by a housing via a bearing. - 前記インプットシャフトを臨むメインシャフトの端部を、パイロットベアリングを介して、前記インプットシャフトの一端部に陥凹形成された外輪軌道面で更に軸支したことを特徴とする請求項４記載の平行軸歯車式変速機のメインシャフトの軸支方法。 5. The parallel shaft according to claim 4, wherein an end portion of the main shaft facing the input shaft is further supported by an outer ring raceway surface formed in a recess at one end portion of the input shaft via a pilot bearing. A method for supporting the main shaft of the gear transmission.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2009274056A JP2011117501A (en) | 2009-12-02 | 2009-12-02 | Parallel shaft-gear type transmission |
| JP2009-274056 | 2009-12-02 |
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| Publication Number | Publication Date |
|---|---|
| WO2011067972A1 true WO2011067972A1 (en) | 2011-06-09 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/JP2010/065856 WO2011067972A1 (en) | 2009-12-02 | 2010-09-14 | Parallel shaft-gear type transmission and method for supporting main shaft of the same |
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| Country | Link |
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| JP (1) | JP2011117501A (en) |
| WO (1) | WO2011067972A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2529934C1 (en) * | 2013-07-30 | 2014-10-10 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Тюменский государственный нефтегазовый университет" (ТюмГНГУ) | Five-speed gearbox |
| RU2621213C1 (en) * | 2016-04-12 | 2017-06-01 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Тюменский индустриальный университет" (ТИУ) | Planetary gear box 5r1 |
| RU2621214C1 (en) * | 2016-04-12 | 2017-06-01 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Тюменский индустриальный университет" (ТИУ) | Planetary gear box 5r2 |
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| JPS55107150A (en) * | 1979-02-07 | 1980-08-16 | Toyota Motor Corp | Transmission gear fitted with auxiliary speed change gear |
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| JPH06229461A (en) * | 1993-01-29 | 1994-08-16 | Mazda Motor Corp | Tooth hitting sound preventing device of transmission |
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- 2009-12-02 JP JP2009274056A patent/JP2011117501A/en active Pending
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| JPS55107150A (en) * | 1979-02-07 | 1980-08-16 | Toyota Motor Corp | Transmission gear fitted with auxiliary speed change gear |
| JPS57107040U (en) * | 1980-12-23 | 1982-07-01 | ||
| JPS5920057U (en) * | 1982-07-29 | 1984-02-07 | 三菱重工業株式会社 | Shaft coupling for internal combustion engine |
| JPS6249057A (en) * | 1985-08-22 | 1987-03-03 | ドクトル・インジエニエ−ル・ハ−・ツエ−・エフ・ポルシエ・アクチエンゲゼルシヤフト | Speed-stage changeover gearing for car |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2529934C1 (en) * | 2013-07-30 | 2014-10-10 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Тюменский государственный нефтегазовый университет" (ТюмГНГУ) | Five-speed gearbox |
| RU2621213C1 (en) * | 2016-04-12 | 2017-06-01 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Тюменский индустриальный университет" (ТИУ) | Planetary gear box 5r1 |
| RU2621214C1 (en) * | 2016-04-12 | 2017-06-01 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Тюменский индустриальный университет" (ТИУ) | Planetary gear box 5r2 |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2011117501A (en) | 2011-06-16 |
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