WO2014006678A1 - Transmission manuelle pour véhicule - Google Patents

Transmission manuelle pour véhicule Download PDF

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Publication number
WO2014006678A1
WO2014006678A1 PCT/JP2012/066909 JP2012066909W WO2014006678A1 WO 2014006678 A1 WO2014006678 A1 WO 2014006678A1 JP 2012066909 W JP2012066909 W JP 2012066909W WO 2014006678 A1 WO2014006678 A1 WO 2014006678A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
gear
counter shaft
input shaft
counter
Prior art date
Application number
PCT/JP2012/066909
Other languages
English (en)
Japanese (ja)
Inventor
勇樹 枡井
Original Assignee
アイシン・エーアイ株式会社
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 アイシン・エーアイ株式会社 filed Critical アイシン・エーアイ株式会社
Priority to JP2012544771A priority Critical patent/JPWO2014006678A1/ja
Priority to CN201280002409.6A priority patent/CN103814236A/zh
Priority to PCT/JP2012/066909 priority patent/WO2014006678A1/fr
Publication of WO2014006678A1 publication Critical patent/WO2014006678A1/fr

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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
    • F16H3/091—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
    • 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
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds

Definitions

  • the present invention relates to a vehicle manual transmission.
  • M / T vehicle manual transmissions having a plurality of shift stages for forward movement
  • an M / T having the structure shown in FIG. 6 is assumed.
  • This M / T is an I / P shaft connected to the clutch, an O / P shaft connected to the drive wheel side and arranged coaxially with the I / P shaft, and a position eccentric from the I / P shaft.
  • a counter shaft disposed in parallel with the I / P shaft.
  • the counter shaft is provided with a final drive gear so as not to be relatively rotatable
  • the O / P shaft is provided with a final driven gear so as not to be relatively rotatable.
  • the final drive gear and the final driven gear are always meshed.
  • the O / P shaft rotates at a lower rotational speed than the counter shaft.
  • the ratio of the rotational speed of the I / P shaft to the rotational speed of the O / P shaft is referred to as a “reduction ratio”.
  • a gear stage from “1st speed” (low speed side, large reduction ratio) to “5th speed” (high speed side, small reduction ratio) is provided, and “4th speed” reduction ratio is provided.
  • the reduction ratio of the gear stage other than “4th speed” is set to other than “1”.
  • Gear speeds other than “fourth speed” are realized by driving the corresponding sleeves and fixing the idle gears of the corresponding gear stages to the shaft where the idle gears are arranged so as not to rotate relative to each other.
  • the power transmission system at this time is composed of “I / P shaft ⁇ gear pair of corresponding gears ⁇ counter shaft ⁇ final drive gear ⁇ final driven gear ⁇ O / P shaft”.
  • the “fourth speed” gear stage (also referred to as “direct gear shift gear”) drives the corresponding sleeve so that the direct coupling piece provided on the O / P shaft so as not to rotate relative to the I / P shaft. This is realized by fixing the relative rotation to be impossible.
  • the power transmission system at this time is constituted by “I / P shaft ⁇ direct connection piece ⁇ O / P shaft”.
  • the structure shown in FIG. 6 is also referred to as “output (O / P) reduction structure”.
  • the I / P shaft is realized when the highest speed gear stage (a gear stage having a speed reduction ratio smaller than the direct-coupled gear stage, which is the fifth speed in the configuration of FIG. 6) is realized. Is designed to rotate at a lower rotational speed than the countershaft.
  • the idle gear of the gear pair is preferably provided on a shaft having a low rotational speed. Therefore, in general, in the “output (O / P) reduction structure”, as shown in FIG. 6, the idle gear at the highest gear (the fifth speed in the configuration of FIG. 6) is the I / P shaft. Is provided.
  • the gear pair of the gear stage is designed so that the counter shaft rotates at a lower rotational speed than the I / P shaft. The Therefore, as shown in FIG. 6, the idle gear at the lowest speed stage (first speed in the configuration of FIG. 6) is provided on the countershaft.
  • the counter shaft has a stepped cylindrical shape within the axial range including the “part where the idle gear and the hub are provided” in the counter shaft. This is because the idle gear is fixed to the counter shaft via the needle bearing, the hub is press-fitted and fixed to the counter shaft, and the like. As a result, it was very difficult to process the countershaft. The arrival of M / T that allows easy processing of the countershaft has been desired.
  • an object of the present invention is to provide an M / T having an “O / P reduction structure” that can easily process a countershaft.
  • the feature of the M / T having the “O / P reduction structure” according to the present invention is that the switching mechanism among the plurality of idle gears is selectively non-rotatable relative to the direct connection piece and the input shaft. All the idle gears except the fixed idle gears are provided on the counter shaft, and the outer diameters of the portions where the plurality of idle gears on the counter shaft are inserted and arranged are the same. is there. This facilitates processing of the countershaft.
  • the plurality of idle gears provided on the counter shaft can be directly inserted and arranged on the counter shaft without a bearing member.
  • a plurality of hubs as a part of the switching mechanism are provided on the counter shaft so as not to rotate relative to each other.
  • An outer diameter of the counter shaft is continuously constant within an axial range including a portion where the plurality of idle gears and the plurality of hubs are arranged, and is axially provided on the outer periphery of the counter shaft. It is preferable that an outer spline is continuously provided, and the plurality of hubs provided on the counter shaft are provided on the counter shaft so as not to rotate relative to each other by spline fitting using the outer spline of the counter shaft.
  • the processing becomes very easy within a wide range in the axial direction including “a portion where a plurality of idle gears and a plurality of hubs” are arranged on the counter shaft.
  • FIG. 2 is a first enlarged view of a Y portion of FIG. 1 for explaining a procedure for assembling an O / P shaft subassembly to a housing HgA for the manual transmission shown in FIG. 1.
  • FIG. 4 is a second enlarged view of the Y portion of FIG. 1 for explaining the procedure for assembling the O / P shaft subassembly to the housing HgA for the manual transmission shown in FIG. 1.
  • FIG. 6 is a third enlarged view of the Y portion of FIG. 1 for explaining the procedure for assembling the O / P shaft subassembly to the housing HgA for the manual transmission shown in FIG. 1. It is the figure which showed a mode that lubricating oil was apply
  • the manual transmission M / T includes five shift speeds (1st to 5th gears) for forward movement and one shift speed (reverse) for backward movement, and in particular, an engine (output shaft of the engine). ) Is applied to an FR vehicle arranged vertically with respect to the vehicle.
  • description of the reverse gear is omitted.
  • the M / T includes an I / P shaft connected to a clutch, an O / P shaft arranged coaxially with the I / P shaft, and an I / P. And a counter shaft arranged in parallel with the I / P shaft at a position eccentric from the shaft.
  • the I / P shaft is connected to an output shaft (not shown) of the engine via a clutch.
  • the O / P shaft is connected to drive wheels (left and right rear wheels) via a connection mechanism (differential, etc.) not shown.
  • This M / T is disposed behind the engine via a clutch so that the axis of the M / T is oriented vertically with respect to the vehicle.
  • the fourth speed can also be referred to as a “directly connected gear stage”.
  • HgA contains an I / P shaft and a counter shaft
  • HgB contains an O / P shaft.
  • the I / P shaft includes a bearing BrC (press-fitted / fixed) provided in the clutch housing and a cylindrical end (large end) formed on the “end near the I / P shaft” of the O / P shaft.
  • the bearing BrG (press-fitted and fixed) provided inside the diameter portion) is rotatably supported in the HgA.
  • a bearing BrA is provided on the outer peripheral surface of the “cylindrical end portion of the O / P shaft” (press-fit / fixed), and this BrA is provided on the “end portion close to the O / P shaft” of HgA. It is press-fitted and fixed to a bearing surface (see FIG. 1) formed on the outer periphery of the opening.
  • BrG is substantially anchored to HgA (via BrA).
  • the countershaft is rotatably supported in HgA by a bearing BrD (press-fit / fixed) provided in the clutch housing and a bearing BrE (press-fit / fixed) provided in HgB.
  • a bearing BrD press-fit / fixed
  • a bearing BrE press-fit / fixed
  • the O / P shaft is rotatably supported in the HgB by the BrA press-fitted and fixed to the bearing surface of HgA and the bearing BrB provided (press-fitted and fixed) on the HgB.
  • the I / P shaft has a fixed gear G1i for the first speed, a fixed gear G2i for the second speed, a fixed gear G5i for the fifth speed, an idle gear G3i for the third speed, a third speed- Four-speed switching hubs H2 are coaxially provided.
  • G1i, G2i, and G5i are provided on the I / P shaft so as not to rotate relative to each other.
  • G1i, G2i, and G5i are integrally formed with the I / P shaft by using a manufacturing method such as forging.
  • G3i is provided to be rotatable relative to the I / P shaft via a bearing BrF press-fitted into the I / P shaft.
  • the hub H2 is press-fitted into the I / P shaft and is provided on the I / P shaft so as not to be relatively rotatable.
  • the countershaft In order from the side closer to the clutch, the countershaft includes a first-speed idler gear G1o, a first-second-speed switching hub H1, a second-speed idler gear G2o, a fifth-speed idler gear G5o, A 5-speed hub H3 and a 3-speed fixed gear G3o are coaxially provided.
  • G3o is integrally formed with the countershaft using a manufacturing method such as forging.
  • the outer diameter of the countershaft is continuously constant and the outer circumference of the countershaft is axially
  • An outer spline (spline groove) is provided continuously.
  • G1o, G2o, and G5o are directly inserted and arranged on the counter shaft so as to be relatively rotatable without a bearing member (bearing, bush, etc.).
  • Inner splines are formed in the insertion holes of H1 and H3.
  • H1 and H3 are provided on the countershaft so as not to rotate relative to each other by spline fitting with the outer spline of the countershaft.
  • Axial fixation of G1o, H1, G2o, G5o, and H3 with respect to the countershaft can be achieved by providing snap rings (not shown) or the like on both sides of each member in the axial direction.
  • G1o, G2o, G3o, and G5o are always in mesh with G1i, G2i, G3i, and G5i provided on the I / P shaft, respectively. Further, a final drive gear Gfi is provided at the “end near the O / P shaft” of the counter shaft. Similarly to G3o, Gfi is also integrally formed with the countershaft by using a manufacturing method such as forging.
  • the O / P shaft is coaxially provided with the cylindrical end portion (large-diameter portion) that opens to the outside (left side in FIG. 1) at the “end portion close to the I / P shaft”. It has been.
  • a direct connection piece P is coaxially provided at a position outside the BrA on the outer periphery of the cylindrical end portion (on the left side in FIG. 1).
  • an outer spline spline groove
  • An inner spline is formed in the P insertion hole.
  • the direct connection piece P is provided on the cylindrical end portion (accordingly, the O / P shaft) so as not to rotate relative thereto by spline fitting with the outer spline at the cylindrical end portion.
  • Axial fixation to the cylindrical end of P (and thus the O / P shaft) can be achieved by providing snap rings (not shown) or the like on both sides of P in the axial direction.
  • the outer diameter of P is larger than the outer diameter of BrA.
  • a final driven gear Gfo is provided in a portion between the BrA and BrB in the axial direction of the O / P shaft (a portion other than the cylindrical end portion).
  • Gfo is also integrally formed with the O / P shaft using a manufacturing method such as forging.
  • Gfo always meshes with Gfi provided on the countershaft.
  • the number of teeth (outer diameter) of Gfo is larger than the number of teeth (outer diameter) of Gfi.
  • the M / T gear position is switched with respect to the sleeve S1 that is axially moved relative to H1 on the outer periphery of the hub H1 and non-rotatably spline-fitted, and to the H2 on the outer periphery of the hub H2.
  • a sleeve S2 that is spline-fitted so as to be relatively movable in the axial direction and not rotatable relative to the sleeve S3, and a sleeve S3 that is spline-fitted so as to be relatively movable in the axial direction relative to H3 on the outer periphery of the hub H3 and not relatively rotatable. This is achieved by adjusting and driving the respective axial positions.
  • the axial positions of S1 to S3 are adjusted and driven through a plurality of link mechanisms (not shown) according to the operation of a shift lever (not shown) by the driver.
  • the sleeve S1 can be selectively spline-fitted with a piece that rotates integrally with the G1o and a piece that rotates together with the G2o according to the axial position thereof.
  • the sleeve S2 can be selectively spline-fitted with the piece that rotates integrally with the G3i and the directly connecting piece P according to the position in the axial direction.
  • the sleeve S3 can be spline-fitted with a piece that rotates integrally with the G5o according to its axial position.
  • GT1 is represented by ((number of teeth of G1o) / (number of teeth of G1i)) ⁇ GTf.
  • GTf is represented by ((number of teeth of Gfo) / (number of teeth of Gfi)).
  • final reduction ratio is established.
  • GT2 is represented by ((number of teeth of G2o) / (number of teeth of G2i)) ⁇ GTf.
  • the relationship GT1> GT2 is established.
  • GT3 is represented by ((number of teeth of G3o) / (number of teeth of G3i)) ⁇ GTf.
  • the relationship GT2> GT3 is established.
  • the M / T reduction ratio is set to the fifth reduction ratio GT5 ( ⁇ 1).
  • GT5 is represented by ((G5o number of teeth) / (G5i number of teeth)) ⁇ GTf.
  • the relationship GT4> GT5 is established.
  • the M / T structure is the “output (O / P) reduction structure” described above.
  • an “O / P shaft subassembly” into which the bearings BrA and BrB are press-fitted and fixed is inserted into the opening of the housing HgA from the cylindrical end side (with white arrows).
  • BrA is assembled to the bearing surface of the opening (press-fitted / fixed).
  • the direct connection piece P is also simultaneously inserted into the cylindrical end, and as a result, the direct connection piece P is spline-fitted with the outer spline of the cylindrical end.
  • the direct connection piece P is connected to the cylindrical end by spline fitting (so-called loose fitting) having a gap. It is connected so that it cannot rotate relative to the part.
  • the countershaft has an elongated cylindrical shape.
  • the internal space of the countershaft is used for circulating lubricating oil.
  • Lubricating oil is pumped into the internal space of the countershaft from one end side of the countershaft using one of known methods.
  • an oil hole Z penetrating in the radial direction is formed at a “position corresponding to the direct connection piece P in the axial direction” of the counter shaft.
  • a centrifugal force acts on the lubricating oil in the internal space as the countershaft rotates. As shown in FIG. 5, using this centrifugal force, the lubricating oil in the internal space is applied toward the direct connection piece P through the oil hole Z. As a result, the lubricating oil can be supplied to the gap of the spline fitting portion (loose fitting) between the directly connecting piece P and the cylindrical end portion of the O / P shaft. As a result, the occurrence of abnormal heat generation or the like in the spline fitting portion can be suppressed.
  • the outer diameter of the countershaft is continuously constant within a wide range in the axial direction including “the portion where G1o, H1, G2o, G5o, and H3 are arranged” in the countershaft, and the countershaft
  • An outer spline spline groove
  • the countershaft is machined as compared to the case where the countershaft has a stepped cylindrical shape within the range in the axial direction including the “portion where the idle gear and the hub are provided” in the countershaft (see FIG. 6). Will be very easy.
  • each member is inserted into the counter shaft in the order of H3, G5o, G2o, H1, and G1o, and a snap ring (not shown) or the like is provided on both sides in the axial direction of each member. Assembly of the assembly is easily completed.
  • the outer diameter of the counter shaft can be continuously constant within a wide range as described above, and the outer spline (spline groove) can be provided continuously in the axial direction as shown in FIG.
  • a 5-speed idler gear is provided on the countershaft. That is, in the configuration shown in FIG. 1, among the plurality of idle gears G1o, G2o, G3i, G5o, the idler is fixed to the direct connection piece P and selectively non-rotatable relative to the I / P shaft by the sleeve S2. It can be said that all the idle gears G1o, G2o, and G5o except the rotation gear G3i are provided on the countershaft.
  • the outer diameter of the direct connection piece P is larger than the outer diameter of the bearing BrA (see FIG. 1).
  • a synchronizer is actually provided close to the direct connection piece P.
  • the outer diameter of the direct connection piece P is larger.
  • the housing HgA is increased in size or the distance between the I / P shaft and the countershaft is increased, resulting in an increase in the size of the entire M / T. Therefore, the smaller the outer diameter of the bearing BrA, the better.
  • the outer diameter of the direct connection piece P is larger than the outer diameter of the bearing BrA (see FIG. 1). This means that the outer diameter of the bearing BrA can be reduced while increasing the outer diameter of the direct connection piece P. As a result, it is possible to suppress an increase in the size of the entire M / T while maintaining the outer diameter of the direct connection piece P at a large value (thus ensuring a sufficient capacity of the synchronizer).

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention se rapporte à une transmission manuelle à « structure de réduction de sortie (O/P) » présentant des plages d'engrenages à entraînement direct et équipée d'un arbre d'entrée, d'un arbre de sortie coaxial avec l'arbre d'entrée et d'un arbre de renvoi parallèle à l'arbre d'entrée dans une position décentrée par rapport à l'arbre d'entrée. Parmi les multiples engrenages libres (G1o, G2o, G3i, G5o), tous les engrenages (G1o, G2o, G5o), à l'exception de l'engrenage libre (G3i) qui est fixé à l'aide d'un manchon (S2) et sélectivement avec une pièce à entraînement direct (P) de manière à ne pas pouvoir effectuer de rotation relative par rapport à l'arbre d'entrée, sont disposés sur l'arbre de renvoi. De plus, le diamètre extérieur des parties respectives des multiples engrenages libres (G1o, G2o G5o) introduits/agencés sur l'arbre de renvoi est identique. En conséquence, l'arbre de renvoi peut être facilement traité.
PCT/JP2012/066909 2012-07-02 2012-07-02 Transmission manuelle pour véhicule WO2014006678A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2012544771A JPWO2014006678A1 (ja) 2012-07-02 2012-07-02 車両用手動変速機
CN201280002409.6A CN103814236A (zh) 2012-07-02 2012-07-02 车辆用手动变速器
PCT/JP2012/066909 WO2014006678A1 (fr) 2012-07-02 2012-07-02 Transmission manuelle pour véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2012/066909 WO2014006678A1 (fr) 2012-07-02 2012-07-02 Transmission manuelle pour véhicule

Publications (1)

Publication Number Publication Date
WO2014006678A1 true WO2014006678A1 (fr) 2014-01-09

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2012/066909 WO2014006678A1 (fr) 2012-07-02 2012-07-02 Transmission manuelle pour véhicule

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Country Link
JP (1) JPWO2014006678A1 (fr)
CN (1) CN103814236A (fr)
WO (1) WO2014006678A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0293151A (ja) * 1988-09-29 1990-04-03 Aisin Seiki Co Ltd 歯車式手動変速機
JPH0395037U (fr) * 1990-01-17 1991-09-27
JPH10103427A (ja) * 1996-09-30 1998-04-21 Mazda Motor Corp 歯車式変速機構造

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3697790B2 (ja) * 1996-03-29 2005-09-21 マツダ株式会社 歯車式変速機構造
JPH10103428A (ja) * 1996-09-30 1998-04-21 Mazda Motor Corp 歯車式変速機構造
EP0882908A3 (fr) * 1997-06-05 1999-02-03 Ford Global Technologies, Inc. Transmission manuelle à plusieurs rapports pour véhicules automobiles
KR100380053B1 (ko) * 2000-05-12 2003-04-14 현대자동차주식회사 수동변속기 엔-알 조작력 저감장치
DE10039314A1 (de) * 2000-08-11 2002-02-21 Zahnradfabrik Friedrichshafen Anordnung einer Nebenabtriebswelle
JP4998728B2 (ja) * 2007-09-28 2012-08-15 本田技研工業株式会社 ツインクラッチ式変速装置
JP5225950B2 (ja) * 2009-08-19 2013-07-03 アイシン・エーアイ株式会社 車両用手動変速機
CN102296654A (zh) * 2010-06-22 2011-12-28 天津建筑机械厂 推土机机械式变速箱

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0293151A (ja) * 1988-09-29 1990-04-03 Aisin Seiki Co Ltd 歯車式手動変速機
JPH0395037U (fr) * 1990-01-17 1991-09-27
JPH10103427A (ja) * 1996-09-30 1998-04-21 Mazda Motor Corp 歯車式変速機構造

Also Published As

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JPWO2014006678A1 (ja) 2016-06-02
CN103814236A (zh) 2014-05-21

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