JP3731549B2 - Vehicle transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle transmission, and more particularly to a gear-type transmission including a plurality of clutches.
[0002]
[Prior art]
A conventional transmission including a plurality of clutches is disclosed in, for example, Japanese Patent Laid-Open No. 8-320054. The transmission gear stage is divided into an odd-numbered gear stage and an even-numbered gear stage, and includes first and second automatic clutches for transmitting power to each, and according to the output shafts of these automatic clutches. A gear stage gear train is provided on a transmission output shaft arranged in parallel with the clutch output shaft so as to be driven to rotate, and the transmission gear and the transmission output shaft are connected via a gear spline to obtain a predetermined gear train. The gear stage is selected.
[0003]
However, this conventional technique has a problem that when the number of gears increases, the number of gears corresponding to the number of gears increases, the transmission output shaft becomes longer, and the axial dimension of the transmission itself increases. .
[0004]
As a technique for solving this problem, the technique disclosed in Japanese Patent Application Laid-Open No. 2001-295898 hits an increase in the number of gears (for example, from five gears to six gears), and does not extend the dimension in the axial direction, so This is a technology in which the gear is configured in two stages.
[0005]
[Problems to be solved by the invention]
However, in the technique of Japanese Patent Laid-Open No. 2001-295898, the number of shafts supporting the gears is increased by one for six-speed gear shifting, and the number of gears is also increased, which increases the number of parts as a transmission and reduces the cost. There is a problem of causing an increase.
[0006]
The present invention has been made in consideration of the above-described problems, and an object of the present invention is to provide a vehicle transmission that supports multi-speed shifting without increasing the number of shafts and the number of gears.
[0007]
[Means for Solving the Problems]
According to a first aspect of the present invention, there are provided first and second input shafts that selectively transmit engine power via the first clutch or the second clutch, and the power transmitted to the first input shaft is transmitted via a speed reduction mechanism. A transmission sub-shaft, a second input shaft or an output shaft for transmitting power transmitted from the sub-shaft to the differential mechanism, an input gear rotatably provided on the second input shaft, and the sub-shaft An intermediate gear provided rotatably, an output gear fixed to the output shaft, means for connecting the counter shaft and the intermediate gear when the first clutch is engaged, and a second input shaft when the second clutch is engaged And an input gear, and an output gear is arranged so as to always mesh with the input gear and the intermediate gear, and the distance between the second input shaft and the output shaft, and between the auxiliary shaft and the output shaft. distance was set equal, that the said input gear and the intermediate gear were the same gear And butterflies.
[0009]
【The invention's effect】
According to a first aspect of the present invention, a second input shaft to which engine power is directly transmitted and a counter shaft to which power is decelerated and transmitted from the first input shaft are provided, and an input gear and an intermediate gear are provided on each shaft. It is provided so as to be rotatable. Then, by providing means for connecting these between the shafts and the gears, the shafts and the gears are integrally rotated. Each of the input gear and the intermediate gear is always configured to mesh with the output gear.
[0010]
Therefore, the output gear can be shared by the input gear and the intermediate gear, the number of parts of the output gear can be halved, and the number of output shafts can be reduced. Further, since the number of parts can be reduced, the cost can be reduced.
[0011]
Also , since the distance between the second input shaft and the output shaft and the distance between the sub shaft and the output shaft are set equal, and the input gear and the intermediate gear are the same gear, they can have the same gear specifications, The gear specifications can be reduced and the price can be reduced by mass production.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
[0013]
FIG. 1 is a diagram for explaining the configuration of a transmission according to the present invention. A first clutch C1 and a second clutch C2 are arranged on the engine output shaft Xe, and the respective clutches C1 and C2 can be engaged with the first input shaft X1 and the second input shaft X2. The first input shaft X1 has a hollow shape, and the second input shaft X2 is inserted coaxially with the first input shaft X1 therein.
[0014]
A reduction gear R1 that forms a reduction mechanism is fixed to the first input shaft X1, and the reduction gear R1 rotates with the rotation of the first input shaft X1, and this rotation is a reduction gear R2 that forms a reduction mechanism. The reduction gear R3 is transmitted to the fixed auxiliary shaft X3 via R3, and as a result, the auxiliary shaft X3 is rotated at a predetermined reduction ratio with respect to the engine speed. Needless to say, the auxiliary axis X3 is arranged in parallel with the input axes X1 and X2.
[0015]
A first speed input gear G1, a third speed input gear G3, a fifth speed input gear G5, and a reverse input gear B1 are attached to the countershaft X3 so as to be rotatable with respect to the countershaft X3. Hubs H1, H3, H5, and Hb are formed on the gears G1, G3, G5, and B1, respectively. Further, a coupling P1 having a sleeve S1 slidable in the axial direction of the auxiliary shaft X3 between the gears G1 and G3, and a sleeve S2 slidable in the axial direction of the auxiliary shaft X3 between the gears G5 and B1. A coupling P2 having is formed. The couplings P1 and P2 are fixed to the auxiliary shaft X3.
[0016]
The second speed input gear G2, the fourth speed input gear G4, and the sixth speed input gear G6 are rotatable with respect to the second input shaft X2 on the second input shaft X2 to which the engine rotation is transmitted by the engagement of the second clutch C2. Attached to. Hubs H2, H4, and H6 are formed on the gears G2, G4, and G6, respectively. Further, a coupling P3 having a sleeve S3 slidable in the axial direction of the input shaft X2 between the gears G2 and G4, and a sleeve S4 slidable in the axial direction of the input shaft X2 adjacent to the gear G6. A coupling P4 is formed. The couplings P3 and P4 are fixed to the input shaft X2.
[0017]
An output shaft X4 is disposed in parallel with the shafts X2 and X3 at a position with an equal inter-axis distance from the input shaft X2 and the auxiliary shaft X3, and output gears G7, G8, and G9 are fixed to the output shaft X4. The output gear G7 is always meshed with the gear G1 and the gear G2, the output gear G8 is meshed with the gear G3 and the gear G4, and the output gear G9 is meshed with the gear G5 and the gear G6. .
[0018]
Further, a reduction gear R4 is fixed to the output shaft X4, the reduction gear R4 meshes with the gear R5 of the differential device, and the rotational speed of the output shaft X4 is reduced according to the final reduction ratio and transmitted to the differential device. To do.
[0019]
Next, a method for transmitting power from the engine will be described.
[0020]
First, the case where the transmission gear is the first speed will be described. In the case of the first speed, the first clutch C1 is engaged and the second clutch C2 is disengaged. Therefore, the engine power is transmitted to the first input shaft X1, and further to the auxiliary shaft X3 via the reduction gear R1 fixed to the first input shaft X1 and the gears R2 and R3.
[0021]
By selecting the first speed as the transmission gear, the sleeve S1 of the coupling P1 slides toward the gear G1 and is fitted to the hub H1 of the gear G1, and the gear G1 and the coupling P1 are integrated via the sleeve S1. The power transmitted to the countershaft X3 is transmitted to the gear G1. As described above, the gear G1 meshes with the output gear G7 fixed to the output shaft X4. Therefore, the engine power is transmitted from the reduction gear R4 fixed to the output shaft X4 to the differential device via the gear R5. Is done.
[0022]
A case where the transmission gear is 2nd speed will be described. In the case of the second speed, the second clutch C2 is engaged and the first clutch C1 is released. Accordingly, the engine power is transmitted to the second input shaft X2.
[0023]
By selecting the second speed as the transmission gear, the sleeve S3 of the coupling P3 slides to the gear G2 side and engages with the hub H2 of the gear G2, and the gear G2 and the coupling P3 are integrated via the sleeve S3. And the power transmitted to the second input shaft X2 is transmitted to the gear G2. As described above, the gear G2 meshes with the output gear G7 fixed to the output shaft X4. Therefore, the engine power is transmitted from the reduction gear R4 fixed to the output shaft X4 to the differential device via the gear R5. Is done.
[0024]
A case where the transmission gear is in the third speed will be described. In the case of the third speed, the first clutch C1 is engaged and the second clutch C2 is disengaged. Therefore, the engine power is transmitted to the first input shaft X1, and further to the auxiliary shaft X3 via the reduction gear R1 fixed to the first input shaft X1 and the gears R2 and R3.
[0025]
By selecting the third speed as the transmission gear, the sleeve S1 of the coupling P1 slides toward the gear G3 and is fitted to the hub H3 of the gear G3, and the gear G3 and the coupling P1 are integrated via the sleeve S1. The power transmitted to the countershaft X3 is transmitted to the gear G3. As described above, the gear G3 meshes with the output gear G8 fixed to the output shaft X4. Therefore, the engine power is transmitted from the reduction gear R4 fixed to the output shaft X4 to the differential device via the gear R5. Is done.
[0026]
A case where the transmission gear is 4th speed will be described. In the case of the fourth speed, the second clutch C2 is engaged and the first clutch C1 is released. Accordingly, the engine power is transmitted to the second input shaft X2.
[0027]
Since the fourth speed is selected as the transmission gear, the sleeve S3 of the coupling P3 slides toward the gear G4 and is engaged with the hub H4 of the gear G4. The gear G4 and the coupling P3 are integrated via the sleeve S3. And the power transmitted to the second input shaft X2 is transmitted to the gear G4. As described above, the gear G4 meshes with the output gear G8 fixed to the output shaft X4. Therefore, the engine power is transmitted from the reduction gear R4 fixed to the output shaft X4 to the differential device via the gear R5. Is done.
[0028]
A case where the transmission gear is 5th gear will be described. In the case of the fifth speed, the first clutch C1 is engaged and the second clutch C2 is disengaged. Therefore, the engine power is transmitted to the first input shaft X1, and further to the auxiliary shaft X3 via the reduction gear R1 fixed to the first input shaft X1 and the gears R2 and R3.
[0029]
By selecting the fifth speed as the transmission gear, the sleeve S2 of the coupling P2 slides toward the gear G5 and is engaged with the hub H5 of the gear G5. The gear G5 and the coupling P2 are integrated via the sleeve S2. And the power transmitted to the countershaft X3 is transmitted to the gear G5. As described above, the gear G5 meshes with the output gear G9 fixed to the output shaft X4. Therefore, the engine power is transmitted from the reduction gear R4 fixed to the output shaft X4 to the differential device via the gear R5. Is done.
[0030]
A case where the transmission gear is 6th speed will be described. In the case of the sixth speed, the second clutch C2 is engaged, and the first clutch C1 is disengaged. Accordingly, the engine power is transmitted to the second input shaft X2.
[0031]
Since the sixth speed is selected as the transmission gear, the sleeve S4 of the coupling P4 slides toward the gear G6 and is engaged with the hub H6 of the gear G6. The gear G6 and the coupling P4 are integrated via the sleeve S4. And the power transmitted to the second input shaft X2 is transmitted to the gear G6. As described above, the gear G6 meshes with the output gear G9 fixed to the output shaft X4. Therefore, the engine power is transmitted to the differential gear from the reduction gear R4 fixed to the output shaft X4.
[0032]
Therefore, even if the transmission gear is 6-speed, it is not necessary to use four shafts as in the prior art, but to maintain three shafts and without increasing the size of the transmission in the axial direction. A transmission can be configured.
[0033]
FIG. 2 shows the transmission of engine power as a gear.
[0034]
Here, the gears G1 and G2, G3 and G4, and G5 and G6 transmit power to the differential device through the same output gears G7, G8, and G9, respectively, in other words, with two input side gears. One output side gear can be shared, the number of gears can be reduced, and an increase in output shaft can be suppressed. In addition, since the number of output gears can be reduced, parts costs can be reduced.
[0035]
Further, the gears G1 and G2, G3 and G4, and G5 and G6 have the same distance between the second input shaft X2 and the output shaft X4, and the distance between the second input shaft X2 and the auxiliary shaft X3. , Can have the same gear specifications, reduce gear specifications, and can reduce the price due to mass production. It should be noted that the gear ratio with the gears of the same specification is set differently depending on whether or not a reduction mechanism composed of reduction gears G1 to G3 is used.
[0036]
A total of 12 gears including 9 reduction gears including reduction gears R1 to R3 constituting the engine-side reduction mechanism are configured, and the number of types can be reduced from 12 to 12 types in the prior art.
[0037]
The present invention is not limited to the above-described embodiment, and it is obvious that various modifications can be made within the scope of the technical idea of the present invention.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a transmission according to an embodiment of the present invention.
FIG. 2 is a diagram illustrating the flow of power from an engine.
[Explanation of symbols]
X1 1st input shaft X2 2nd input shaft X3 Sub shaft X4 Output shaft G1 1st speed input gear G2 2nd speed input gear G3 3rd speed input gear G4 4th speed input gear G5 5th speed input gear G6 6th speed input gear G7 Output gear G8 Output gear G9 Output gear C1 First clutch C2 Second clutch S1 Sleeve S2 Sleeve S3 Sleeve S4 Sleeve P1 Coupling P2 Coupling P3 Coupling P4 Coupling

Claims (1)

First and second input shafts that selectively transmit engine power via the first clutch or the second clutch;
A countershaft through which the power transmitted to the first input shaft is transmitted through the speed reduction mechanism;
An output shaft for transmitting power transmitted from the second input shaft or the sub shaft to the differential mechanism;
An input gear rotatably provided on the second input shaft;
An intermediate gear rotatably provided on the countershaft, an output gear fixed to the output shaft,
Means for connecting the countershaft and the intermediate gear when the first clutch is engaged;
Means for connecting the second input shaft and the input gear when the second clutch is engaged;
An output gear is arranged so as to always mesh with the input gear and the intermediate gear, the distance between the second input shaft and the output shaft, and the distance between the auxiliary shaft and the output shaft are set to be equal, A vehicle transmission characterized in that the gear is the same gear .

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