WO2017110804A1 - Transmission manuelle pour véhicule - Google Patents

Transmission manuelle pour véhicule Download PDF

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Publication number
WO2017110804A1
WO2017110804A1 PCT/JP2016/087938 JP2016087938W WO2017110804A1 WO 2017110804 A1 WO2017110804 A1 WO 2017110804A1 JP 2016087938 W JP2016087938 W JP 2016087938W WO 2017110804 A1 WO2017110804 A1 WO 2017110804A1
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WO
WIPO (PCT)
Prior art keywords
gear
shaft
shift
speed
gears
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Application number
PCT/JP2016/087938
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English (en)
Japanese (ja)
Inventor
勇樹 枡井
潤 藪田
裕一 福原
Original Assignee
アイシン・エーアイ株式会社
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Filing date
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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
Publication of WO2017110804A1 publication Critical patent/WO2017110804A1/fr

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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
    • F16H3/093—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

Definitions

  • the present invention relates to a vehicle manual transmission.
  • M / T vehicle manual transmission having a plurality of forward shift speeds and a reverse shift speed
  • Patent Document 1 a vehicle manual transmission (hereinafter referred to as M / T) having a plurality of forward shift speeds and a reverse shift speed is known as described in Patent Document 1.
  • an input shaft that forms a power transmission system with the output shaft of the engine an output shaft that forms a power transmission system with the drive wheels, and two intermediate shafts ( The first intermediate shaft and the second intermediate shaft) and one idle shaft are rotatably supported by the housing in parallel with each other.
  • FIG. 21 shows an example of the M / T of the type described above that has six gears for forward movement (1st to 6th gears) and one gear for reverse gearing (6th gear M / T). is there.
  • the input shaft Ai is provided with a first-speed drive gear G1i, a second-speed drive gear G2i, and a “fourth-speed drive gear” in order from the side closer to the engine E / G.
  • a first dual-purpose drive gear G45i that also serves as a fifth-speed drive gear, a third-speed drive gear G3i, and a sixth-speed drive gear G6i are disposed so as not to be relatively rotatable.
  • the first final drive gear Gfi1 cannot rotate relative to the first intermediate shaft A1, “the first-speed drive gear G1i, the second-speed drive gear G2i, and the first combined use.
  • the drive gear G45i, the first-speed driven gear G1o, the second-speed driven gear G2o, the fourth-speed driven gear G4o, and the third-speed driven gear G3o that are always meshed with the driving gear G45i and the third-speed driving gear G3i are relative to each other. It is arranged so that it can rotate.
  • the second final drive gear Gfi2 cannot be rotated relative to the second intermediate shaft A2, and the reverse driven gear GRo2 can be rotated relative to the first intermediate drive gear G45i.
  • a fifth-speed driven gear G5o and a sixth-speed driven gear G6o that are always meshed with the sixth-speed drive gear G6i are disposed so as to be relatively rotatable.
  • a final driven gear Gfo that always meshes with the first final drive gear Gfi1 and the second final drive gear Gfi2” is disposed on the output shaft Ao so as not to be relatively rotatable.
  • the “sleeve S1 disposed so as not to be rotatable relative to the first intermediate shaft A1 and movable in the axial direction” is a first-speed driven gear G1o (second-speed driven gear G2o).
  • first-speed driven gear G1o second-speed driven gear G2o
  • To the first-speed (second-speed) power transmission system (input shaft Ai ⁇ first-speed drive gear G1i (second-speed drive gear G2i) ⁇ first-speed driven gear G1o (two (Speed driven gear G2o) ⁇ sleeve S1 ⁇ first intermediate shaft A1 ⁇ first final drive gear Gfi1 ⁇ final driven gear Gfo ⁇ output shaft Ao).
  • the third speed ( (4th speed) power transmission system (input shaft Ai ⁇ 3-speed drive gear G3i (first combined drive gear G45i) ⁇ 3-speed driven gear G3o (4-speed driven gear G4o) ⁇ sleeve S2 ⁇ first 1 intermediate shaft A1 ⁇ first final drive gear Gfi1 ⁇ final driven gear Gfo ⁇ output shaft Ao).
  • the fifth speed ( Sixth speed power transmission system (input shaft Ai ⁇ first combined drive gear G45i (sixth drive gear G6i) ⁇ fifth driven gear G5o (sixth driven gear G6o) ⁇ sleeve S3 ⁇ first 2 intermediate shaft A2 ⁇ second final drive gear Gfi2 ⁇ final driven gear Gfo ⁇ output shaft Ao).
  • the power transmission system for reverse travel (input shaft Ai ⁇ first speed Drive gear G1i ⁇ reverse first drive gear GRi ⁇ second drive gear GRo1 ⁇ reverse driven gear GRo2 ⁇ sleeve S4 ⁇ second intermediate shaft A2 ⁇ second final drive gear Gfi2 ⁇ finally driven gear Gfo ⁇ output Axis Ao) is realized.
  • the engine output shaft is disposed along the width direction of the vehicle.
  • the input shaft of the M / T is disposed coaxially with and connected to the output shaft of the engine via a clutch.
  • M / T is arrange
  • a gear that is provided so as to be rotatable relative to a shaft and is detachably connected to the shaft is defined as an idler gear, and a pair of idlers that can be engaged with a single sleeve.
  • the rolling gear will be referred to as “gear set”.
  • the six forward gears G1o, G2o, G3o, G4o, G5o, and G6o corresponding to the idle gears defined in the present invention have two intermediate shafts. They are allocated to A1 and A2. That is, in the forward shift speed, the first speed and the second speed, the third speed and the fourth speed, the fifth speed and the sixth speed, and one odd number from the low speed side and one odd number from the first gear.
  • a pair of shift speeds is composed of an even-numbered shift speed on the high speed side, and in particular, the first intermediate shaft A1 has two pairs of speeds of first speed and second speed, third speed and fourth speed.
  • Two gear sets that is, four idle gears G1o, G2o, G3o, G4o
  • the large number of idle gears arranged on one intermediate shaft in this way is one of the major factors that increase the axial length of the M / T.
  • the arrival of a manual transmission for vehicles that can shorten the axial length is desired.
  • An object of the present invention is to provide a vehicle manual transmission that includes an input shaft, an output shaft, and a plurality of intermediate shafts and that can reduce the axial length.
  • a manual transmission for a vehicle according to the present invention is interposed in a power transmission system connecting an output shaft of a power source of a vehicle and a drive wheel, and has a plurality of forward shift stages and a reverse shift stage.
  • the plurality of forward shift stages include a first group shift stage, a second group shift stage different from the first group shift stage, and the first group shift stage.
  • a third group of gears different from the second group of gears includes: A housing; An input shaft that is rotatably supported by the housing and forms the power transmission system with an output shaft of the power source; A plurality of drive gears provided on the input shaft; A first intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft; At least one driven gear of the first group of gears provided on the first intermediate shaft and constantly meshing with at least one of the drive gears of the first group of gears; A first relay gear that is a free-wheeling gear provided on the first intermediate shaft so as to be relatively rotatable; A first final drive gear fixed to the first intermediate shaft; A second intermediate shaft rotatably supported by the housing in parallel with the input shaft at a position eccentric from the input shaft; At least one driven gear of the second group of gears provided on the second intermediate shaft and constantly meshing with at least one of the drive gears of the second group of gears; A second relay gear which is a free-wheeling
  • the other of them is a fixed gear fixed to the shaft provided with the gear
  • An idler gear corresponding to a selected one of the plurality of forward gears is detachably connected to a shaft provided with the idler gear
  • the first relay gear A switching device that releasably connects one relay gear selected from the second relay gear to a shaft on which the relay gear is provided,
  • the switching device is In order to establish a neutral state, all the idle gears corresponding to the plurality of forward gears are maintained so as to be rotatable relative to the shaft on which the idle gears are provided, and the first relay gear
  • the second intermediate gear is connected to the second intermediate shaft, while maintaining relative rotation with respect to the first intermediate shaft
  • an idle gear corresponding to the gear is connected to a shaft provided with the idle gear
  • the first relay gear Maintaining the relative rotation with respect to the first intermediate shaft, maintaining the second relay gear connected to the second intermediate shaft
  • the idle gear corresponding to the specific gear which
  • the first relay gear is coupled to the first intermediate shaft, and the second relay gear is configured to be rotatable relative to the second intermediate shaft.
  • the switching device reaches the release region where the connection is released from the engagement region where the second relay gear is connected to the second intermediate shaft, and the second relay gear is used as the second intermediate shaft.
  • Extraction operation for shifting to a state in which relative rotation is possible, and rotation of the first relay gear and the first intermediate shaft from a release region in which the first relay gear is in a state of relative rotation with respect to the first intermediate shaft A state in which the first relay gear and the first intermediate shaft are connected by reaching the first engagement region where the first relay gear and the first intermediate shaft are engaged via the first synchronization region
  • the rotation of the idle gear and the shaft provided with the idle gear is the same.
  • the idle gear corresponding to the specific shift speed reaches the second engagement area where the idle gear corresponding to the specific gear and the shaft provided with the idle gear are engaged.
  • a second entering operation for shifting to a state in which the rotating gear and the shaft provided with the idle gear are connected, and the start of the operation of the first synchronizing region and the second synchronizing region is performed
  • An operation mechanism unit that is executed during operation or after the end of the extraction operation.
  • the idler gear that is releasably connected to the shaft that is relatively rotatable can be distributed to the three intermediate shafts and further to the input shaft without concentrating on the two intermediate shafts. Placed. Therefore, the axial length of the vehicle manual transmission including the input shaft, the output shaft, and the plurality of intermediate shafts can be shortened. Further, the switching device requires three operations, that is, a pulling operation, a first entering operation, and a second entering operation in order to establish a reverse gear.
  • the operation mechanism unit causes the start of the operation of the first synchronization region in the first entering operation and the operation of the second synchronization region in the first entering operation to be performed during the operation of the extracting operation or after the end of the extracting operation, Since the entering operation and the removing operation do not occur at the same time, double meshing in the power transmission system and the accompanying torque circulation can be suppressed. Therefore, the reverse gear can be established smoothly.
  • FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a first speed state. It is a figure which shows the power transmission system in the 1st speed state of FIG. 2A.
  • FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a second speed state. It is a figure which shows the power transmission system in the 2nd speed state of FIG. 3A.
  • FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a third speed state. It is a figure which shows the power transmission system in the 3rd speed state of FIG. 4A.
  • FIG. 2 is a skeleton diagram corresponding to FIG.
  • FIG. 1 in a fourth speed state. It is a figure which shows the power transmission system in the 4-speed state of FIG. 5A.
  • FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a fifth speed state. It is a figure which shows the power transmission system in the 5th speed state of FIG. 6A.
  • FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a six-speed state. It is a figure which shows the power transmission system in the 6-speed state of FIG. 7A.
  • FIG. 2 is a skeleton diagram corresponding to FIG. 1 in a reverse state. It is a figure which shows the power transmission system in the 6-speed state of FIG. 8A. It is a figure which shows an example of the shift pattern of a shift lever.
  • FIG. 10 in a 2nd speed state. It is a figure which shows the 2nd speed position of a shift lever.
  • FIG. 11 is a schematic diagram of a switching device corresponding to FIG. 10 in a third speed state. It is a figure which shows the 3rd speed position of a shift lever.
  • FIG. 10 in a 6-speed state. It is a figure which shows the 6th speed position of a shift lever.
  • FIG. 19B is a schematic diagram corresponding to FIG. 19A at the stage where the transition from the neutral state to the reverse state is completed.
  • FIG. 19B is a schematic diagram corresponding to FIG. 19B at the stage where the transition from the neutral state to the reverse state is completed.
  • FIG. 20B is a schematic diagram corresponding to FIG. 19C at the stage where the transition from the neutral state to the reverse state is completed. It is a skeleton figure corresponding to FIG. 1 in the conventional 6-speed manual transmission for vehicles.
  • a vehicle manual transmission M / T includes six shift speeds (first speed to sixth speed) for forward movement and one shift speed (reverse) for reverse movement.
  • the present invention is applied to an FF vehicle in which an output shaft 61 of an engine E / G, which is a power source of the vehicle, is arranged in a lateral direction with respect to the vehicle.
  • a vehicle manual transmission M / T includes an input shaft Ai, a first intermediate shaft A1, a second intermediate shaft A2, a third intermediate shaft A3, and an output shaft. It has five Ao axes. These five shafts are rotatably supported by a plurality of bearings (or bushes) fixed to the housing 62 so as to be eccentric and parallel to each other.
  • the input shaft Ai is connected to the output shaft 61 of the engine E / G via the clutch C / T.
  • the output shaft Ao is connected to drive wheels (front two wheels) 64 via a connection mechanism (not shown).
  • the vehicle manual transmission M / T is disposed beside the engine E / G via a clutch so that the axis of the vehicle manual transmission M / T is oriented laterally with respect to the vehicle.
  • the input shaft Ai also serves as a drive gear for the forward shift speed, in order from the side closer to the engine E / G (clutch C / T), and also serves as the first-speed drive gear Gi1, the third-speed drive gear, and the fifth-speed drive gear.
  • a first dual-purpose drive gear Gi35, a second-speed drive gear Gi2, and a second dual-purpose drive gear Gi46 that also serves as a fourth-speed and sixth-speed drive gear are provided on the same axis.
  • the first-speed drive gear Gi1, the first combined drive gear Gi35, the second-speed drive gear Gi2, and the second combined drive gear Gi46 are fixed drive gears fixed to the input shaft Ai, and are defined in the present invention. It is a fixed gear.
  • the first intermediate shaft A1 is coaxially provided with a fifth-speed driven gear Go5 and a sixth-speed driven gear Go6 in order from the side closer to the engine E / G. Yes.
  • the fifth-speed driven gear Go5 and the sixth-speed driven gear Go6 are driven idle gears that are provided so as to be relatively rotatable with respect to the first intermediate shaft A1, and are detachably connected to the first intermediate shaft A1, It is an idle gear defined in the present invention.
  • the fifth-speed driven gear Go5 and the sixth-speed driven gear Go6 are always meshed with the first combined drive gear Gi35 and the second combined drive gear Gi46, respectively.
  • the fifth speed and the sixth speed correspond to the “first group gear stage” of the present invention.
  • the first intermediate shaft A1 includes a first final drive gear Gfi1 and a first gear in order from the side closer to the engine E / G at a position closer to the engine E / G than the fifth-speed driven gear Go5.
  • Relay gears Gc1 are provided on the same axis.
  • the first final drive gear Gfi1 is fixed to the first intermediate shaft A1.
  • the first relay gear Gc1 is provided to be rotatable relative to the first intermediate shaft A1.
  • the second intermediate shaft A2 is provided with a third-speed driven gear Go3 and a fourth-speed driven gear Go4 on the same axis in order from the side closer to the engine E / G. ing.
  • the third-speed driven gear Go3 and the fourth-speed driven gear Go4 are driven idle gears that are provided so as to be rotatable relative to the second intermediate shaft A2, and are detachably coupled to the second intermediate shaft A2. It is an idle gear defined in the present invention.
  • the third-speed driven gear Go3 and the fourth-speed driven gear Go4 are always meshed with the first dual-purpose drive gear Gi35 and the second dual-purpose drive gear Gi46, respectively.
  • the third speed and the fourth speed different from the first group shift speeds (fifth speed, sixth speed) correspond to the “second group shift speeds” of the present invention.
  • the second intermediate shaft A2 includes a second final drive gear Gfi2 and a second second drive gear Gfi2 in order from the side closer to the engine E / G at a position closer to the engine E / G than the third-speed driven gear Go3.
  • Relay gears Gc2 are provided on the same axis.
  • the second final drive gear Gfi2 is fixed to the second intermediate shaft A2.
  • the second relay gear Gc2 is provided to be rotatable relative to the second intermediate shaft A2.
  • the second relay gear Gc2 is always meshed with the first relay gear Gc1.
  • the third intermediate shaft A3 is provided with a first-speed driven gear Go1 and a second-speed driven gear Go2 on the same axis in order from the side closer to the engine E / G as the driven gears of the forward shift stage. ing.
  • the first-speed driven gear Go1 and the second-speed driven gear Go2 are provided to be rotatable relative to the third intermediate shaft A3.
  • the first-speed driven gear Go1 and the second-speed driven gear Go2 are always meshed with the first-speed drive gear Gi1 and the second-speed drive gear Gi2, respectively.
  • the first speed and the second speed which are different from the first group (5-speed, 6-speed) and the second group (3-speed, 4-speed), are the "third group speed" according to the present invention.
  • the third intermediate shaft A3 is coaxially provided with a third relay gear Gc3 at a position closer to the engine E / G than the first-speed driven gear Go1.
  • the third relay gear Gc3 is fixed to the third intermediate shaft A3.
  • the third relay gear Gc3 is always meshed with the first relay gear Gc1.
  • the final driven gear Gfo integrated with the casing 70 of the differential gear mechanism D / F having one of the well-known configurations is coaxially disposed on the output shaft Ao. That is, the final driven gear Gfo is fixed to the output shaft Ao. The final driven gear Gfo is always meshed with the first final drive gear Gfi1 and the second final drive gear Gfi2.
  • the vehicle manual transmission M / T includes a first switching mechanism M1, a second switching mechanism M2, a third switching mechanism M3, a fourth switching mechanism M4, and a fifth switching mechanism M5. I have. Switching of the gear position of the vehicle manual transmission M / T is achieved by operating the first switching mechanism M1, the second switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5. Is done.
  • the first switching mechanism M1, the second switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5 are a shift lever SL (see FIG. 9), a first switching mechanism M1, and a second switching mechanism, which will be described later.
  • the switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5 are operated according to the operation of the shift lever SL through a plurality of link mechanisms (not shown) that connect the switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5.
  • the first switching mechanism M1 is arranged with respect to the third intermediate shaft A3 between the first-speed driven gear Go1 and the second-speed driven gear Go2.
  • the first switching mechanism M1 includes a first connection piece 11 that rotates integrally with the third intermediate shaft A3, a second connection piece 12 that rotates integrally with the first-speed driven gear Go1, and a second-speed driven.
  • a third connection piece 13 that rotates integrally on the same axis as the gear Go2 and a sleeve S1 that is movable in the axial direction of the third intermediate shaft A3 are provided.
  • the sleeve S1 is operated according to the operation of the shift lever SL via the above-described link mechanism.
  • the sleeve S1 corresponds to the “third sleeve” of the present invention.
  • the sleeve S1 can be splined to the first connecting piece 11, the second connecting piece 12, and the third connecting piece 13.
  • the sleeve S1 is in a non-connected state (neutral position shown in FIG. 1) where only the first connecting piece 11 is spline-fitted, the first-speed driven gear Go1 and the second-speed driven gear Go2 are both connected to the third intermediate shaft A3. Relative rotation is possible.
  • the first switching mechanism M1 functions to connect the first-speed driven gear Go1 to the third intermediate shaft A3 provided with the first-speed driven gear Go1.
  • the driven gear Go1 can rotate relative to the third intermediate shaft A3, while the second-speed driven gear Go2 cannot rotate relative to the third intermediate shaft A3. That is, the first switching mechanism M1 functions to connect the second driven gear Go2 to the third intermediate shaft A3 provided with the second driven gear Go2.
  • the first switching mechanism M1 one of the non-connected state, the first speed state, and the second speed state is selectively established according to the position of the sleeve S1 operated by the shift lever SL.
  • the second switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5 have similar configurations and functions as the first switching mechanism M1 described above. Omitted.
  • the second switching mechanism M2 is arranged with respect to the second intermediate shaft A2 between the third-speed driven gear Go3 and the fourth-speed driven gear Go4.
  • the non-connected state neutral position shown in FIG. 1
  • the third speed state moving from the neutral position shown in FIG. 1 to the right in the figure
  • the fourth speed state shift position moved from the position shown in FIG. 1 to the left in the figure
  • the sleeve S2 corresponds to the “second sleeve” of the present invention.
  • the third switching mechanism M3 is arranged with respect to the first intermediate shaft A1 between the fifth-speed driven gear Go5 and the sixth-speed driven gear Go6.
  • the non-connected state neutral position shown in FIG. 1
  • the fifth speed state moving from the neutral position shown in FIG. 1 to the right in the figure
  • a six-speed state shift position moved from the neutral position shown in FIG. 1 to the left in the figure
  • the sleeve S3 corresponds to the “first sleeve” of the present invention.
  • the fourth switching mechanism M4 is disposed with respect to the first intermediate shaft A1 between the fifth-speed driven gear Go5 and the first relay gear Gc1.
  • the first relay gear Gc1 is provided so as to be rotatable relative to the first intermediate shaft A1, and is connected to the first intermediate shaft A1 by a fourth switching mechanism M4 so as to be detachable. Therefore, the first relay gear Gc1 corresponds to the idle gear defined in the present invention.
  • the fourth switching mechanism M4 the non-connected state (neutral position shown in FIG. 1) and the connected state of the first relay gear Gc1 (neutral shown in FIG. 1) according to the position of the sleeve S4 operated by the shift lever SL. One of the shift positions moved from the position to the right in the figure) is selectively established.
  • the sleeve S4 corresponds to the “fourth sleeve” of the present invention.
  • the fifth switching mechanism M5 is arranged with respect to the second intermediate shaft A2 between the third-speed driven gear Go3 and the second relay gear Gc2.
  • the second relay gear Gc2 is provided so as to be rotatable relative to the second intermediate shaft A2, and is connected to the second intermediate shaft A2 in a detachable manner by a fifth switching mechanism M5. Therefore, the second relay gear Gc2 in one embodiment corresponds to the idle gear defined in the present invention.
  • the second relay gear Gc2 is connected (neutral position shown in FIG. 1) and disconnected (neutral shown in FIG. 1) according to the position of the sleeve S5 operated by the shift lever SL. One of the shift positions moved from the position to the left in the figure) is selectively established.
  • the sleeve S5 corresponds to the “fifth sleeve” of the present invention.
  • the switching device 66 including the first switching mechanism M1, the second switching mechanism M2, the third switching mechanism M3, the fourth switching mechanism M4, and the fifth switching mechanism M5 is configured. Corresponds to "device".
  • this power transmission system reaches the output shaft Ao from the input shaft Ai through the third intermediate shaft A3 ⁇ the first intermediate shaft A1 ⁇ the second intermediate shaft A2 in order.
  • this power transmission system reaches the output shaft Ao from the input shaft Ai through the third intermediate shaft A3 ⁇ first intermediate shaft A1 ⁇ second intermediate shaft A2 in order.
  • the speed reduction ratio of the vehicle manual transmission M / T is set to the speed reduction ratio GT2 for the second speed for vehicle advance.
  • the relationship of first speed reduction ratio GT1> second speed reduction ratio GT2 is established.
  • the reduction ratio of the vehicle manual transmission M / T is set to the fifth reduction ratio GT5 for vehicle advance.
  • the relationship of the fourth speed reduction ratio GT4> the fifth speed reduction ratio GT5 is established.
  • the reduction ratio of the vehicle manual transmission M / T is set to the reverse reduction ratio GTR for vehicle reverse travel.
  • “first speed” corresponds to the “specific shift speed” of the present invention.
  • the switching device 66 By operating the shift lever SL according to the shift pattern shown in FIG. 9 as an example, the switching device 66, that is, the first switching mechanism M1, the second switching mechanism M2, the third switching mechanism M3, and the fourth switching mechanism M4. And the fifth switching mechanism M5 is driven.
  • a first select position E1, a second select position E2, a third select position E3, and a fourth select position E4 are provided.
  • the select operation the position of the shift lever SL is adjusted to one of the select positions E1, E2, E3, E4, and then the shift lever SL is moved from the select position to the desired gear position by the shift operation.
  • the desired shift speed is established by moving in the direction.
  • the operation (select operation and shift operation) of the position of the shift lever SL may be manually performed by the driver of the vehicle, or an electric actuator It may be automatically performed based on the state of the vehicle.
  • the shift lever SL When the shift lever SL is in the first select position E1, the second select position E2, the third select position E3, and the fourth select position E4, it is in the neutral state. Normally, the neutral state of the vehicle manual transmission MT is As shown in FIG. 9, the shift lever SL is set to the second select position E2.
  • the switching device 66 includes a shift & select shaft Z (hereinafter referred to as “S & S shaft Z”), five fork shafts FS1, FS2, FS3, FS4 and FS5, and an interlock plate P. Are provided with plates P1, P2, P3, P4 and P5.
  • S & S shaft Z shift & select shaft Z
  • five fork shafts FS1, FS2, FS3, FS4 and FS5 are provided with plates P1, P2, P3, P4 and P5.
  • the S & S shaft Z is supported by the housing 62 so as to be movable with respect to the housing 62 in the first axial direction (vertical direction in FIG. 10) and rotatable about the first axis.
  • the S & S shaft Z is connected to the shift lever SL via a plurality of link mechanisms (not shown) so as to move in the first axis direction by a select operation and to rotate around the first axis by a shift operation.
  • the first drive unit D1, the second drive unit D2, the third drive unit D3, and the fourth drive unit D4 are directed from the first side to the second side at different positions in the first axial direction ( In FIG. 10, they are integrally provided in order (from the upper side to the lower side).
  • the five fork shafts FS1, FS2, FS3, FS4, FS5 are parallel to each other and perpendicular to the S & S shaft Z (the S & S shaft Z is in a so-called “twisted position” relationship).
  • the housing 62 is supported so as to be movable in a second axis direction orthogonal to the first axis direction and not rotatable about the second axis.
  • the five fork shafts FS1, FS2, FS3, FS4, and FS5 are arranged in the housing 62 from the first side to the second side in the first axial direction of the S & S shaft Z (in FIG. 10, from the upper side to the lower side). ) Arranged in order.
  • Fork shafts FS1, FS2, FS3, FS4, and FS5 have a first head H1 (fifth-sixth speed head), a second head H2 (third-speed-fourth-speed head), and a third head H3 (first-speed-two), respectively.
  • Speed and reverse head a fourth head H4 (first relay gear Gc1 head), and a fifth head H5 (second relay gear Gc2 head) are integrally provided.
  • the third head H3 has an S & S in order to allow the shift lever SL to engage with the second drive unit D2 at both the third select position E3 and the fourth select position E4.
  • the length La of the third head H3 in the first axis direction of the shaft Z is configured to be longer than the lengths of the other heads H1, H2, H4, and H5.
  • any of the drive parts of the drive parts D1 to D4 of the S & S shaft Z can be engaged with any one of the heads H1 to H5.
  • the first drive unit D1 has an inner lever D1a.
  • the inner lever D1a When the shift lever SL is moved to the first select position E1 in the neutral state, the inner lever D1a is located inside the first head H1. It becomes possible to engage with a pair of side surfaces H1a provided on the side. Further, when the shift lever SL moves to the second select position E2 in the neutral state, the inner lever D1a can be engaged with a pair of both side surfaces H2a provided on the inner side of the second head H2.
  • the second drive unit D2 has a cam D2a (corresponding to the second cam of the present invention), and the third select position E3 and the fourth select position where the shift lever SL is in the neutral state.
  • the cam surface of the cam D2a can be engaged with both side protrusions H3a provided inside the third head H3.
  • the third drive unit D3 has a cam D3a (corresponding to the third cam of the present invention), and when the shift lever SL moves to the fourth select position E4 in the neutral state.
  • the cam surface of the cam D3a can be engaged with both side protrusions H4a provided on the inner side of the fourth head H4.
  • the fourth drive portion D4 has a configuration having a cam D4a (corresponding to the fourth cam of the present invention), and when the shift lever SL moves to the fourth select position E4 in the neutral state.
  • the cam surface of the cam D4a can be engaged with both side protrusions H5a provided inside the fifth head H5.
  • the interlock plate P exhibits a so-called interlock function that maintains the fork shaft and the sleeve in a neutral position regardless of the establishment of the shift stage.
  • the interlock plate P is an S & S shaft.
  • the S & S shaft Z moves integrally with the housing 62 in the first axial direction (vertical direction in FIG. 10) and cannot rotate about the first axis with respect to the housing 62, but can only rotate relative to the S & S shaft Z. Is provided.
  • the interlock plate P is located between the first drive part D1 and the second drive part D2 in the first axial direction, the first plate P1 positioned on the first side (upper side in FIG. 10) from the first drive part D1.
  • the second plate P2 located at the second position, the third plate P3 located between the second drive part D2 and the third drive part D3, and the second position located between the third drive part D3 and the fourth drive part D4. It is comprised from the 4th plate P4 and the 5th plate P5 located in the 2nd side (lower side in FIG. 10) from the 4th drive part D4.
  • the plates P1 to P5 are integrally formed with each other.
  • the interlock plate P includes a gap L1 between the second drive unit D2 and the second plate P2 in the first axial direction of the S & S shaft Z, and the second drive unit D2 and the third plate.
  • the gap L2 between P3 is a gap L3 between the first drive part D1 and the first plate P1, a gap L4 between the first drive part D1 and the second plate P2, and a third drive part D3 and the first drive part D3.
  • the sleeve 1 establishes both the first shift speed and the reverse shift speed (reverse). Move from the neutral position to the shift position. Accordingly, the interlock plate P for maintaining the fork shaft and the sleeve in the neutral position regardless of the establishment of the shift stage is based on the configuration of the plates P1 to P5, the driving units D1 to D4, and the heads H1 to H.
  • the second drive unit D2 Can be engaged with the third head H3 that locks the sleeve S1, while at the remaining select positions E1 and E2 other than the third select position E3 and the fourth select position E4 of the shift lever SL, the third head H3 is used.
  • the movement from the neutral position is restricted by engaging with the third plate P3.
  • the interlock plate P maintains the fork shaft and the sleeve, that is, the head, in the neutral position regardless of the establishment of the shift stage by the operation of the plates P1 to P5.
  • the shift lever SL is moved to the first speed position 1st (second speed position 2nd), so that the cam D2a of the second drive unit D2 accompanying the rotation of the S & S shaft Z.
  • the third head H3 is pressed and driven by this rotation, and the third fork shaft FS3 and the sleeve S1 are moved from the neutral position to the first speed (second speed) shift position.
  • the first speed (second speed) at the forward shift speed of the vehicle manual transmission M / T is established (see FIGS. 2A and 3A).
  • the shift lever SL is moved to the third speed position 3rd (fourth speed position 4th), so that the inner lever D1a of the first drive unit D1 accompanying the rotation of the S & S shaft Z is obtained.
  • the second head H2 is pressed and driven by this rotation, and the second fork shaft FS2 and the sleeve S2 are moved from the neutral position to the third speed (fourth speed) shift position.
  • the third speed (fourth speed) is realized (see FIGS. 4A and 5A).
  • the shift lever SL is moved to the fifth speed position 5th (sixth speed position 6th), so that the inner lever D1a of the first drive unit D1 accompanying the rotation of the S & S shaft Z is obtained.
  • the first head H1 is pressed and driven by this rotation, and the first fork shaft FS1 and the sleeve S3 are moved from the neutral position to the fifth speed (six speed) shift position.
  • the fifth speed (sixth speed) is established in the forward shift speed of the vehicle manual transmission M / T (see FIGS. 6A and 7A).
  • the shift lever SL is set to the fourth select position E4 (see FIG. 9), and the S & S shaft Z is also set to the fourth select position corresponding thereto as shown in FIG. 18A. .
  • the S & S shaft Z can be engaged with the third head H3, the fourth head H4, and the fifth head H5, respectively, by the second drive unit D2, the third drive unit D3, and the fourth drive unit D4.
  • the movement of the remaining heads H1 and H2 from the neutral position is restricted by engaging the plate P1 of the interlock plate P. From this state, as shown in FIG.
  • the shift lever SL is moved to the reverse position R, so that the cam D2a of the second drive unit D2, the cam D3a of the third drive unit D3 and the first drive unit D3 as the S & S shaft Z rotates.
  • the third head H3, the fourth head H4, and the fifth head H5 are pressed and driven by the rotation of the cam D4a of the four drive unit D4.
  • the third fork shaft FS3 and the sleeve S1 move from the neutral position to the shift position
  • the fourth fork shaft FS4 and the sleeve S4 move from the neutral position to the shift position
  • the fifth fork shaft FS5 and sleeve S5 move from the neutral position to the shift position.
  • the second relay gear Gc2 can be rotated relative to the second intermediate shaft A2 by the sleeve S5, and the first relay gear Gc1 is connected to the first intermediate shaft A1 by the sleeve S4.
  • the first-speed driven gear Go1 is connected to the third intermediate shaft A3, and the reverse of the reverse gear for the vehicle manual transmission M / T is established (see FIG. 8A).
  • the first plate P1 of the interlock plate P engages with the first head H1 (see FIGS. 14A and 15A) when the shift & select shaft Z is in the second select position (see FIGS. 14A and 15A).
  • the select shaft Z When the select shaft Z is in the third select position and the fourth select position, it engages with the first head H1 and the second head H2 (see FIGS. 12A and 18A).
  • the second plate P2 engages with the second head H2 when the shift & select shaft Z is in the first select position (see FIGS. 16A and 17A).
  • the third plate P3 engages with the third head H3 when the shift & select shaft Z is in the first select position and the second select position (see FIGS. 14A, 15A, 16A and 17A).
  • the fourth plate P4 engages with the fourth head H4 when the shift & select shaft Z is in the first select position, the second select position, and the third select position (see FIGS. 12A, 13A, 14, and FIG. 15A, 16A and 17A).
  • the fifth plate P5 engages with the fifth head H5 when the shift & select shaft Z is in the first select position, the second select position, and the third select position (see FIGS. 12A, 13A, 14, and FIG. 15A, 16A and 17A).
  • the plates P1 to P5 of the interlock plate P can maintain the head, that is, the fork shaft and the sleeve, which are not related to the establishment of the gear position, in the neutral position.
  • the interlock plate P (P1 to P5) of the switching device 66 is the third select for establishing one shift speed (first speed) among the third group shift speeds of the shift & select shaft Z. Since the position and the reverse speed (reverse) are established, the movement from the neutral position of the third fork shaft FS3 related to that speed is not restricted at the select position of both the fourth select position and the third position.
  • the fork shaft FS3 can be restricted from moving from the neutral position of the third fork shaft FS3 at the first select position and the second select position, regardless of whether the gear position is established. And an interlock function that maintains the sleeve or head in a neutral position.
  • the second drive portion D2 of the S & S shaft Z is moved along with the shift lever SL from the fourth select position E4 to the reverse position R.
  • the following three operations are performed in the sleeve S1, the sleeve S4, and the sleeve S5 through the three drive portions of the third drive portion D3 and the fourth drive portion D4.
  • One of the three operations is “rotation of the first relay gear Gc1 and the first intermediate shaft A1 from the release region where the first relay gear Gc1 is rotatable relative to the first intermediate shaft A1 by the sleeve S4.
  • the first relay gear Gc1 and the first intermediate shaft A1 are connected to each other through the first synchronization region in which the first relay gear Gc1 and the first intermediate shaft A1 are engaged.
  • the operation to be shifted to hereeinafter referred to as “first entering operation”.
  • One of the three operations is “from the release region in which the first-speed driven gear Go1 can be rotated relative to the third intermediate shaft A3 by the sleeve S1 from the first-speed driven gear Go1 and the third intermediate shaft A3.
  • the first relay gear Gc1 and the first intermediate shaft A1 are connected by reaching the second engagement region where the first-speed driven gear Go1 and the third intermediate shaft A3 are engaged through the second synchronization region that synchronizes the rotation of the first gear.
  • a second entering operation for shifting to a connected state, and an operation for shifting from a relatively rotatable state to a connected state (hereinafter referred to as“ second entering operation ”).
  • the start of the first synchronization region of the first entry operation and the start of the operation of the second synchronization region of the second entry operation are performed during the removal operation or after the completion of the removal operation.
  • the start of the first engagement region of the first entry operation performed after reaching the first synchronization region and the start of the second engagement region of the second entry operation performed after reaching the second synchronization region are removed. Since it can be performed after reaching the operation release region, double meshing in the power transmission system and accompanying torque circulation can be suppressed.
  • the first synchronizing region start of the first entering operation and The start of the second synchronization region of the second entering operation is executed based on the operation timing shown below.
  • the start of the operation of the first synchronization region is after the arrival of the second engagement region, or the start of the operation of the second synchronization region is after the arrival of the first engagement region.
  • the first synchronization region of the first entry operation and the second entry operation of the second entry operation can be performed without overlapping the operation of the first synchronization region of the first entry operation and the operation of the second synchronization region of the second entry operation.
  • the engagement region is executed independently. As a result, the synchronization failure in the first entering operation and the synchronization failure in the second entering operation can be suppressed.
  • the cam D2a and the third drive of the second drive unit D2 are configured so that the switching device 66 can execute the “pulling operation”, the “first entering operation”, and the “second entering operation” based on the aforementioned operation timing.
  • the cam D3a of the part D3 and the cam D4a of the fourth drive part D4 are provided as shown in FIGS. 11B, 11C, and 11D.
  • the cam D2a of the second drive unit D2 is used to perform the second entering operation as described above.
  • the cam D3a of the third drive unit D3 is used to perform the first entering operation described above.
  • the cam D4a of the fourth drive unit D4 is used for the aforementioned pulling operation.
  • the cam D2a of the second drive unit D2, the cam D3a of the third drive unit, and the cam D4a of the fourth drive unit D4 are as shown in FIG. 11C and 11D, the third head H3, the fourth head H4, and the fifth head H5, and the sleeve S1, the sleeve S4, and the sleeve S5 are all in the neutral position.
  • the first relay gear Gc1 passes through the first synchronization region that synchronizes the rotation of the first relay gear Gc1 and the first intermediate shaft A1 from the release region where the first relay gear Gc1 can rotate relative to the first intermediate shaft A1.
  • the first engagement region where the relay gear Gc1 and the first intermediate shaft A1 are engaged is reached and the first relay gear Gc1 and the first intermediate shaft A1 are connected to each other.
  • the start of the first synchronization region is performed during the extraction operation by the cam D4a of the fourth drive unit D4.
  • the operation of the first engagement region of the first entry operation is executed after reaching the release operation release region. In this way, it is possible to suppress the double meshing in the power transmission system and the accompanying torque circulation, and to shorten the time required for the removal operation and the first entry operation.
  • the “second entering operation” is performed after the completion of the “unplugging operation” and the “first entering operation”.
  • the start of the operation of the first synchronization region is after the arrival of the second engagement region, or the start of the operation of the second synchronization region is The requirement to be satisfied after reaching one engagement region is satisfied. In this way, the time required to execute the first entry operation and the second entry operation can also be shortened.
  • the moving direction of the fifth head H5 to the shift position is the same as the moving direction of the third head H3 and the fourth head H4 to the shift position (right direction in the figure).
  • the moving direction of the fifth head H5 may be opposite to the moving direction of the third head H3 and the fourth head H4 (left direction in the figure).
  • the operation timings of the “pulling operation”, “first entering operation”, and “second entering operation” when shifting from the neutral to the reverse are the timings of the cam surfaces of the cams D2a to D4a of the drive units D2 to D4 Based on shape. Therefore, when shifting from the reverse to the neutral by the cams D2a to D4a of the drive units D2 to D4, the “pulling operation”, “first entering operation”, and “second entering operation” when shifting from the neutral to the reverse are performed.
  • the removal operation is performed as an entry operation, and the entry operation is reversed to the removal operation, and the operation timing in the reversed operation is the same.
  • the cam surface of the cam D2a of the second drive unit D2 is the third head.
  • the third head H3 and the sleeve S1 move from the neutral position to the first-speed shift position at the same timing as the “second entering operation”.
  • the cam surface of the cam D2a of the second drive unit D2 is the same as that in the case where the second speed is established, that is, when the shift lever SL moves from the third select position E3 toward the second speed position 2nd.
  • the head H3 and the sleeve S1 are designed to move from the neutral position to the second speed shift position. Thereby, the second speed is established.
  • the cam D2a of the second drive unit D2, the cam D3a of the third drive unit, and the cam D4a of the fourth drive unit D4 perform the “pulling operation”, the “first entering operation”, and the “second entering operation”.
  • the operation mechanism unit 80 to be executed is configured and corresponds to the operation mechanism unit of the present invention.
  • the operation mechanism unit 80 has the above-described “pull-out operation”, “first-in operation”, and “second-in operation” on the cam surfaces of the cams of the plurality of drive units provided on the S & S shaft Z.
  • the operation mechanism 80 is configured to be able to control the movement of each fork shaft using, for example, an electric actuator or the like. It is possible to set the operation timing in the “first entering operation” and the “second entering operation”.
  • the two relay gears Gc2 are idle gears defined in the present invention.
  • the eight idler gears are distributed and arranged on three intermediate shafts A1, A2, and A3. Specifically, three idle gears of a driven gear Go5, a driven gear Go6, and a first relay gear Gc1 are distributed to the first intermediate shaft A1.
  • three idle gears of a driven gear Go3, a driven gear Go4, and a second relay gear Gc2 are distributed to the second intermediate shaft A2.
  • two free-wheeling gears of a driven gear Go1 and a driven gear Go2 are distributed to the third intermediate shaft A3.
  • the third group gears are the first group gears (fifth and sixth gear) and the second group gears (third and fourth gears). Is set to a lower gear position.
  • the gear of one shift stage (first speed in this example) of the third group of shift stages is used for the reverse shift stage (reverse). Therefore, the reduction gear ratio in the reverse gear can be set to the low speed side (low geared), and a large torque required for reverse travel at low speed can be secured.
  • the reverse gear is established using the first gear as the specific gear among the third gear (first gear, second gear) is shown. It is also possible to establish the reverse gear by using the second gear of the three groups of gears.
  • the sleeve S1 is set to the “second speed state”
  • the sleeve S4 is set to “the connection state of the first relay gear Gc1”
  • the other sleeves S2, S3, and S5 are set to the non-connection state.
  • this invention is not limited to the above-mentioned embodiment, A various aspect can be employ
  • an example of a vehicle manual transmission having six shift stages has been described. Obviously, instead of the six shift speeds, it is possible to increase the speed or reduce the speed.
  • all of the driven gears Go1, Go2, Go3, Go4, Go5, and Go6 are driven gears and the driven gears Gi1, Gi2, All of Gi35 and Gi46 are set to drive fixed gears.
  • a part of the driven gears Go1, Go2, Go3, Go4, Go5, Go6, for example, the driven gear Go1 and the driven gear Go2 are driven fixed gears, and the driving gear Gi1 is always meshed with the driven fixed gears.
  • the drive gear Gi2 is a drive idle gear.
  • a plurality of shift speeds are assigned to each of the first group shift speed, the second group shift speed, and the third group shift speed.
  • a single shift speed may be assigned to a part of the group shift speed and the third group.
  • the final driven gear Gfo integrated with the casing 70 of the differential gear mechanism D / F is coaxially arranged on the output shaft Ao, but the differential gear mechanism is arranged on the output shaft Ao.
  • the final driven gear Gfo itself that is not integrated with the D / F casing 70 may be directly fixed on the same axis.
  • the vehicle manual transmission M / T is interposed in the power transmission system that connects the output shaft 61 of the vehicle power source E / G and the drive wheels 64.
  • a vehicle manual transmission M / T having a plurality of forward speeds (first speed, second speed, third speed, fourth speed, fifth speed, and sixth speed) and a reverse speed (reverse).
  • Multiple forward gears (1st, 2nd, 3rd, 4th, 5th, 6th) are the first group of gears (5th, 6th) and the first group of gears (5-speed, 6-speed) different from the second group of gears (third gear, fourth gear), the first group of gears (fifth gear, sixth gear) and the second group of gears (third gear,
  • the vehicle manual transmission M / T is provided with a third gear stage (first speed, second speed) different from the fourth speed).
  • At least one driven gear Go5, Go6 of the first gear stage (fifth speed, sixth speed) that is always meshed with one drive gear Gi35, Gi46, and an idle rotation provided on the first intermediate shaft A1 so as to be relatively rotatable.
  • the first relay gear Gc1 which is a gear
  • the first final drive gear Gfi1 fixed to the first intermediate shaft A1 and the housing 62 is rotatably supported in parallel with the input shaft Ai at a position eccentric from the input shaft Ai.
  • An output shaft Ao that is supported and forms a power transmission system with the drive wheels 64, and a final driven that is fixed to the output shaft Ao and always meshes with the first final drive gear Gfi1 and the second final drive gear Gfi2.
  • One of the gear Gfo and the driven gears Go1, Go2, Go3, Go4, Go5, Go6 and the drive gears Gi1, Gi2, Gi35, Gi46, which are always meshed with each other, can freely rotate with respect to the shaft on which the gear is provided
  • the other of the driven gears Go1, Go2, Go3, Go4, Go5, Go6 and the driving gears Gi1, Gi2, Gi35, Gi46 that are always meshed with the provided idler gear.
  • An idler gear corresponding to a shift stage is detachably connected to a shaft provided with the idler gear, and one relay gear selected from the first relay gear Gc1 and the second relay gear Gc2 is connected.
  • first speed, All the idle gears corresponding to the 2nd speed, 3rd speed, 4th speed, 5th speed, 6th speed are maintained so as to be rotatable relative to the shaft provided with the idle gear
  • the first relay gear Gc1 is While maintaining relative rotation with respect to the first intermediate shaft A1
  • the second relay gear Gc2 is connected to the second intermediate shaft A1.
  • the rotation gear is connected to the shaft on which the idle gear is provided, the first relay gear Gc1 is maintained to be rotatable relative to the first intermediate shaft A1, and the second relay gear Gc2 is connected to the second intermediate shaft A2.
  • a reverse gear position reverse
  • first speed first speed
  • second speed second speed
  • the corresponding idle gear Go1 is connected to the shaft A3 on which the idle gear Go1 is provided, the first relay gear Gc1 is connected to the first intermediate shaft A1, and the second relay gear Gc2 is connected to the second intermediate shaft A2.
  • the switching device 66 is configured to allow relative rotation with respect to the second relay gear Gc2.
  • the first relay gear Gc1 is first relayed through a first synchronization region that synchronizes the rotation of the first relay gear Gc1 and the first intermediate shaft A1 from the release region in which the first relay gear Gc1 is rotatable relative to the first intermediate shaft A1.
  • a second entering operation for shifting to a state in which the idle gear Go1 corresponding to the specific gear stage (first gear) and the shaft A3 provided with the idle gear Go1 are connected, and the first synchronization region and the second And an operation mechanism unit 80 for starting the operation of the two-synchronization region during or after the extraction operation.
  • the driven gears Go1, Go2, Go3, Go4, Go5, Go6, the first relay gear Gc1 and the second relay gear Gc2 as idle gears that are releasably connected to a shaft that can be relatively rotated are
  • the three intermediate shafts, that is, the first to third intermediate shafts A1, A2, and A3, and the input shaft Ai are arranged and distributed without being concentrated on the two intermediate shafts. Accordingly, the axial length of the vehicle manual transmission M / T including the input shaft Ai, the output shaft Ao, and the plurality of intermediate shafts A1 to A3 can be shortened.
  • the switching device 66 needs three operations, that is, a pulling operation, a first entering operation, and a second entering operation in order to establish a reverse gear (reverse).
  • the operation mechanism unit 80 causes the first synchronization region in the first entering operation and the start of the second synchronization region in the first entering operation to be executed during the operation of the extraction operation or after the end of the extraction operation. That is, since the entering operation and the removing operation do not occur at the same time, the double meshing in the power transmission system and the accompanying torque circulation can be suppressed. Therefore, the reverse gear can be established smoothly.
  • the operation mechanism unit 80 starts the operation of the first synchronization region in the first entry operation in the second entry operation. After reaching the second engagement region, or starting the operation of the second synchronization region in the second entry operation is assumed to be after reaching the first engagement region in the first entry operation.
  • the first synchronization region of the first entry operation and the second entry operation of the second entry operation can be performed without overlapping the operation of the first synchronization region of the first entry operation and the operation of the second synchronization region of the second entry operation.
  • the engagement region is executed independently. As a result, the synchronization failure in the first entering operation and the synchronization failure in the second entering operation can be suppressed.
  • the other first entering operation and the second entering operation are performed. The time required for execution of can also be shortened.
  • the switching device 66 moves in the first axial direction that is the axial direction by the select operation and moves first by the shift operation.
  • the first drive unit D1, the second drive unit D2, the third drive unit D3, and the fourth drive unit D4 are first supported at different positions in the first axial direction.
  • Shift & select shaft Z provided in order from the side to the second side, and the housing 62 is movable to a neutral position and a shift position in the second axis direction orthogonal to the first axis direction of the shift & select shaft Z.
  • a first fork shaft FS1 that is supported and has a first head H1, and is movable parallel to the first fork shaft FS1 and at a second side position to a neutral position and a shift position in the second axial direction.
  • Housing 62 A second fork shaft FS2 that is supported and has a second head H2 and is movable parallel to the second fork shaft FS2 and at a second side position to a neutral position and a shift position in the second axial direction.
  • a third fork shaft FS3 supported by the housing 62 and having a third head H3, and a neutral position and a shift position in the second axial direction at a second side position parallel to the third fork shaft FS3.
  • a fourth fork shaft FS4 having a fourth head H4 movably supported by the housing 62, and a neutral position and a shift in the second axial direction at a second side position parallel to the fourth fork shaft FS4.
  • a fifth fork shaft FS5 having a fifth head H5 and a first fork shaft FS1 that is supported by the housing 62 so as to be movable to a position, and is in a neutral position.
  • the idle gears Go5 and Go6 of the first group of gear positions (5th and 6th gears) can be rotated relative to the axis A1 on which the idle gears Go5 and Go6 are provided.
  • the first and second fork shafts FS2 are connected to the first sleeve S3 and the second fork shaft FS2 that connect the idle gears Go5 and Go6 of a group of gears (5-speed and 6-speed) to the shaft A1 on which the idle gears Go5 and Go6 are provided.
  • the second group of shift gears (third speed, fourth speed) idle gears Go3, Go4 can be rotated relative to the axis A2 on which the idle gears Go3, Go4 are provided, A second sleeve S2 that connects the idle gears Go3 and Go4 of the second group of gears (third speed and fourth speed) to the shaft A2 on which the idle gears Go3 and Go4 are provided at the shift position; Locked to fork shaft FS3, inside In the standing position, the third group of gears (first speed, second speed) idle gears Go1 and Go2 can be rotated relative to the axis A3 on which the idle gears Go1 and Go2 are provided, and the gears are shifted to the shift position.
  • a third sleeve S1 that connects the third group of gears (first speed, second speed) idle gears Go1, Go2 to an axis A3 on which the idle gears Go1, Go2 are provided, and a fourth fork shaft FS4.
  • the fourth sleeve S4 is engaged with the first relay gear Gc1 at the neutral position and is rotatable relative to the first intermediate shaft A1, and the first relay gear Gc1 is connected to the first intermediate shaft A1 at the shift position.
  • the second relay gear Gc2 is connected to the second intermediate shaft A2 at the neutral position, and the second relay gear Gc2 is relative to the second intermediate shaft A2 at the shift position.
  • the shift and select shaft Z is selected by the first operation by the first drive unit D1 by the select operation. After being moved to the first select position E1 that can be engaged with H1, the first drive unit D1 is engaged with the first head H1 by a shift operation, and the first fork shaft FS1 is shifted from the neutral position to the shift stage.
  • the shift & select shaft Z is moved by the select operation to the second side of the first select position E1 in order to move to the position and establish one of the second group of gears (third gear, fourth gear).
  • the first drive unit D1 is moved to the second select position E2 that can be engaged with the second head H2
  • the first drive unit D1 is engaged with the second head H2 by the shift operation.
  • Two fork shaft In order to move S2 from the neutral position to the shift position of the shift stage and establish one of the third group of shift stages (first speed, second speed), the shift & select shaft Z is moved by a select operation.
  • the second drive unit D2 is located on the second side of the second select position E2 and moved to the third select position E3 where the second drive unit D2 can be engaged with the third head H3.
  • a shift & select shaft Z is selected by a select operation. Is located on the second side of the third select position E3, the second drive portion D2 is engageable with the third head H3, the third drive portion D3 is engageable with the fourth head H4, and the fourth drive portion D4. Is the fifth head After moving to the fourth select position E4 that can be engaged with the drive H5, the fourth drive unit D4 engages with the fifth head H5 by the pulling operation by the shift operation, and the fifth fork shaft FS5 is moved from the neutral position.
  • the third drive unit D3 is engaged with the fourth head H4 in the first entry operation by the shift operation and moved to the shift position from the neutral position to the second position by the shift operation.
  • the second drive unit D2 engages with the third head H3 by the entering operation to move the third fork shaft FS3 from the neutral position to the shift position of the specific gear position (first speed).
  • the drive unit D2, the third drive unit D3, and the fourth drive unit D4 have a second cam D2a, a third cam D3a, and a fourth cam D4a fixed to the shift & select shaft Z, respectively.
  • the cam surface of the second cam D2a can be engaged with the third head H3, the cam surface of the third cam D3a can be engaged with the fourth head H4, and the fourth cam D4a
  • An entering operation and a second entering operation are performed.
  • the operation mechanism 80 for controlling the pulling operation, the first entering operation, and the second entering operation is provided in each of the second driving unit D2, the third driving unit D3, and the fourth driving unit D4. Since it is D2a, the 3rd cam D3a, and the 4th cam D4a, a structure is simple and manufacture is also easy.
  • the third group of shift speeds are the first group of shift speeds (fifth speed, 6th speed) and the second group (3rd speed, 4th speed) are lower speeds.
  • the speed reduction ratio in the reverse speed can be set to the low speed side, and a large torque required for reverse travel at low speed can be secured.

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Abstract

L'invention comprend : des engrenages entraînés qui sont répartis entre un premier arbre intermédiaire, un deuxième arbre intermédiaire et un troisième arbre intermédiaire, chaque engrenage entraîné venant toujours en prise avec un engrenage d'entraînement ; un dispositif de commutation qui emploie l'un de l'engrenage entraîné et de l'engrenage d'entraînement comme engrenage fou disposé de façon à pouvoir tourner librement par rapport à l'arbre sur lequel est disposé l'engrenage, qui emploie l'autre engrenage comme un engrenage fixe fixé à l'arbre sur lequel est disposé l'engrenage, et qui relie de manière libérable un engrenage fou correspondant à une position d'engrenage sélectionnée parmi une pluralité de positions d'engrenage à l'arbre sur lequel est disposé ledit engrenage fou. Le dispositif de commutation comprend une unité de mécanisme d'actionnement qui, afin d'établir une position de marche arrière, commande : une opération de libération pour effectuer une transition vers un état dans lequel un second engrenage de relais, qui est un engrenage fou, tourne de façon relative par rapport au deuxième arbre intermédiaire ; une première opération de mise en prise pour effectuer une transition vers un état dans lequel un premier engrenage de relais, qui est un engrenage fou, est relié au premier arbre intermédiaire ; une seconde opération de mise en prise pour effectuer une transition vers un état dans lequel un engrenage fou correspondant à une position d'engrenage particulière est relié à un arbre sur lequel est disposé ledit engrenage fou.
PCT/JP2016/087938 2015-12-24 2016-12-20 Transmission manuelle pour véhicule WO2017110804A1 (fr)

Applications Claiming Priority (2)

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JP2015-251344 2015-12-24
JP2015251344A JP2019031984A (ja) 2015-12-24 2015-12-24 車両用手動変速機

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WO2017110804A1 true WO2017110804A1 (fr) 2017-06-29

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005054888A (ja) * 2003-08-04 2005-03-03 Honda Motor Co Ltd 車両用変速機
JP2009036325A (ja) * 2007-08-02 2009-02-19 Aisin Ai Co Ltd ６組の前進変速ギヤ対を有する変速機
JP2009108915A (ja) * 2007-10-30 2009-05-21 Mazda Motor Corp 変速機
JP2010019386A (ja) * 2008-07-14 2010-01-28 Honda Motor Co Ltd トランスミッション
JP2012007672A (ja) * 2010-06-24 2012-01-12 Aisin Ai Co Ltd 変速機のシフトアンドセレクトシャフトアッセンブリ

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005054888A (ja) * 2003-08-04 2005-03-03 Honda Motor Co Ltd 車両用変速機
JP2009036325A (ja) * 2007-08-02 2009-02-19 Aisin Ai Co Ltd ６組の前進変速ギヤ対を有する変速機
JP2009108915A (ja) * 2007-10-30 2009-05-21 Mazda Motor Corp 変速機
JP2010019386A (ja) * 2008-07-14 2010-01-28 Honda Motor Co Ltd トランスミッション
JP2012007672A (ja) * 2010-06-24 2012-01-12 Aisin Ai Co Ltd 変速機のシフトアンドセレクトシャフトアッセンブリ

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