JPH0614100Y2 - Car transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a transmission mechanism of an automobile.

(Prior Art) As a transmission mechanism of an automobile, especially a manual transmission mechanism, as shown in Japanese Utility Model Laid-Open No. 59-189947, a constant mesh type is generally used. This is basically an input shaft to which power from the engine is input via, for example, a clutch, an output shaft connected to the drive wheels, and at least parallel to the input shaft and is always linked to the output shaft. Equipped with a counter shaft. Between the input shaft and the counter shaft, a gear train for forward traveling, the number of which corresponds to the number of gears, is formed. That is, for example, from the first speed to the input shaft
The drive gear for the fourth speed is mounted so as to rotate integrally, while the driven gears of the first speed to the fourth speed are rotatably mounted on the counter shaft, and the two gears of the corresponding gears are constantly meshed. Has been done. Then, by using the synchronous meshing device provided on the counter shaft to integrally rotate any one of the driven gears for the first speed to the fourth speed with the counter shaft, a desired shift speed can be obtained. There is. That is, by selecting a gear train (gear stage) using the synchronous meshing device, the gear shift is smoothly performed during traveling.

On the other hand, the gear train forming the reverse gear is composed of a drive gear attached to the input shaft, a driven gear attached to the counter shaft, and an idle gear. The selection of the reverse gear is usually a so-called sliding selection type. That is, by sliding any one of the three gears (generally, the idle gear is a sliding gear), the reverse gear position selection state in which the three gears are interlocked and the three gears are selected. It is designed to switch to the non-selected state where the interlocking relationship of has disappeared. As described above, the reason why the reverse gear is selected as the sliding selection type without using the synchronous meshing device is that the reverse gear is selected while the vehicle is stopped, and thus it is not necessary to use the synchronous meshing device. It was because it was considered.

By the way, when an attempt is made to increase the number of gear stages, for example, when the counter shaft having one forward 4th speed is further changed to 5 speed as described above, the axial length of the transmission mechanism becomes long. This is extremely disadvantageous when the engine and the speed change mechanism are laterally extended in the vehicle width direction as is often seen in FF vehicles.

From this point of view, recently, a second counter shaft has been added in parallel with the input shaft, and the second shaft and the second counter shaft are added.
Those in which a gear train for the fifth speed is added between the counter shaft and the counter shaft have been put into practical use. That is, the 5th speed drive gear is attached so as to rotate integrally with the input shaft,
The second counter shaft is always meshed with this fifth speed drive gear.
The driven gear for speed is rotatably mounted, and the second counter shaft is provided with a synchronous meshing device for selecting the fifth speed. Of course, this 5-speed synchromesh
Since only the 5th speed is selected, even if the 5th speed is selected by the displacement of the clutch sleeve in one direction, the displacement in the other direction is merely idle. However, due to the relationship of the shift pattern, the shift motion for selecting the fifth speed (displacement of the clutch sleeve in one direction) and the shift motion in the opposite direction (displacement of the clutch sleeve in the other direction) are the reverse gears. It is set to be optional.

(Problems to be solved by the invention) By the way, when selecting the reverse gear, immediately after the vehicle is stopped, the input shaft continues to rotate even if the clutch is disengaged. For this reason, when selecting the reverse shift speed of the sliding selection type, there is a possibility that the third gear train is not meshed well and a gear noise is generated or the third gear train is damaged. Occurs.

The present invention was made in consideration of the above circumstances,
An object of the present invention is to provide a speed change mechanism for an automobile, which makes good use of the structure of an existing speed change mechanism and has a structure that is as simple as possible so that the input shaft can be stopped before the reverse speed is selected.

(Means and Actions for Solving Problems) In order to achieve the above-mentioned object, the present invention has the following configuration. That is, an input shaft and an output shaft, two first and second counter shafts that are arranged parallel to the input shaft and are always interlocked with the output shaft, and rotate integrally with the input shaft. A plurality of first drive gears mounted in such a manner and a plurality of first driven gears rotatably mounted on the first counter shaft and constantly meshed with the corresponding first drive gears. A plurality of first gear trains that form a shift stage, a second drive gear that is attached to the input shaft so as to rotate integrally, and a second drive gear that is rotatably attached to the second counter shaft and always meshes with the second drive gear. At least one second gear train, which comprises a second driven gear and constitutes a shift stage for forward traveling, a third drive gear attached to the input shaft, and a third driven gear attached to the first counter shaft. Gi , And an idle gear that interlocks the third drive gear and the third driven gear, and by sliding any one of the three gears by the shift motion, the input shaft is transmitted through the third gear train. And a third gear train for backward movement, which is a sliding selection type, capable of transmitting the rotation of the second shaft to the output shaft, and the second counter shaft is provided with the second gear shaft by the shift motion.
A clutch sleeve slidably displaced in the axial direction of the counter shaft is provided, and the second driven gear is coupled so as to rotate integrally with the second counter shaft when the clutch sleeve is displaced in one direction. A transmission mechanism for an automobile, comprising: a synchronous meshing device for enabling power transmission via the third gear train to be selected by a shift motion for displacing a clutch sleeve of the synchronous meshing device in the other direction. , A synchronizing gear that is always meshed with any one of the first drive gears is rotatable on the second counter shaft at a position opposite to the second driven gear with the synchronous gearing device for the second gear train interposed therebetween. The synchronization gear has a cone portion on the surface side facing the clutch sleeve in which a synchronizer ring is rotatably fitted. It

With such a configuration, when a shift operation for selecting the reverse gear is performed, the clutch sleeve of the second gear train selecting meshing device initially has a synchronizing gear. Press the synchronizer ring of to the cone. Accordingly, the input shaft and the second counter shaft are interlocked with the second counter shaft via the synchronizing gear, the synchronizer ring frictionally engaged with the cone portion, and the clutch sleeve, and the brake that stops the input shaft is provided. The action will be performed. Then, the third gear train is selected by further shifting in the direction of selecting the reverse gear.

(Embodiment) An embodiment of the present invention will be described below with reference to the accompanying drawings.

In FIG. 1, a speed change mechanism T has an input shaft 1, an output shaft 2, and two counter shafts 3 and 4 arranged in parallel with each other. 4 are rotatably held in the casing C of the speed change mechanism T. The input shaft 1 is connected to an output shaft 6a of the engine 6 via a clutch 5.

For the input shaft 1, from the side closer to the engine 6 to the side farther,
Drive gears 11A, RA, 12A, 13A, 14A for first speed, reverse, second speed, third speed, fourth speed and fifth speed,
15A is fixed. The first counter shaft 3 has a total of four driven gears 11B, 12B, 13B for the first to fourth speeds,
14B is rotatably attached, and each driven gear is always meshed with a corresponding drive gear. That is, the drive gear 1
A gear train I for the first speed is configured by 1A and 11B.
2A and 12B form a gear train II for 2nd speed,
3A and 13B form a gear train III for the third speed,
A gear train IV for the fourth speed is constituted by 14A and 14B. The forward running gear trains I to IV are the plurality of first gear trains in the present invention.

A driven gear 15B for the fifth speed is rotatably attached to the second counter shaft 4. The driven gear 15B is constantly meshed with the drive gear 15A for the fifth speed, and the both gears constitute a fifth speed gear train IV as the second gear train in the present invention.

Output gears 7 or 8 having the same number of teeth are fixed to the first and second two counter shafts 3 and 4, respectively, at the ends on the side closer to the engine 6. Both the output gears 7 and 8 are always meshed with the final reduction gear 9 fixed to the output shaft 2 (see FIG. 2).

The first counter shaft 3 is provided with two synchromesh devices S1 and S2. The synchromesh S1 is for selecting either the first speed gear train or the second speed gear train. Further, the synchronous meshing device S2 is for selecting either the third speed gear train or the fourth speed gear train. That is,
Details of the respective synchromesh devices S1 and S2 are shown in FIG. 4, but as is known, the clutch hub 21 fixed to the counter shaft 3 and the clutch hub 21 are slidably and integrally rotated. Clutch sleeve 22 provided as
And a cone portion 23 provided on each driven gear, and a synchronizer ring 2 rotatably fitted to the cone portion 23.
4, a clutch gear 25 formed on each driven gear, and a synchronizer key 26. Now, focusing on the synchronous meshing device S1, its operation will be described as follows. First, when the clutch sleeve 22 is displaced to the left in FIG. 4, the synchronizer ring 24 is pressed against the cone 23 of the second speed driven gear 12B via the synchronizer key 26 (synchronization action). When the clutch sleeve 22 is further displaced to the left in FIG. 4, the clutch sleeve 22 is meshed with the clutch gear 25 formed on the driven gear 12B for the second speed through the teeth of the synchronizer ring 24, thereby selecting the second speed. Is completed. This second speed selection is completed (engagement between the clutch sleeve 22 and the clutch gear 25)
The cone part 2 of the synchronizer ring 24
The pressure contact state with respect to No. 3 is released, and the cone portion 23 is idled again. Since the structure and operation of the synchronous meshing devices S1 and S2 are well known, detailed description thereof will be omitted.

The reverse driven gear RB is integrally formed with the clutch sleeve 22 of the synchronous meshing device S1. The driven gear RB is not directly meshed with the reverse drive gear RB but is selectively meshed with the idle gear RI. That is, the idle gear RI is slidable with respect to the idle shaft 31 rotatably held in the casing C, and the drive gear RA depends on the sliding position.
And the driven gear RB are both meshed with each other, and the reverse gear stage selected state and the gears RA and RB are disengaged from each other and not selected. By the respective gears RA, RB and RI as described above,
As the gear train, a sliding selection type backward gear train R is configured.

Selection of the gear train V for the fifth speed, that is, the driven gear 15 thereof
The connection of B to the second counter shaft 4 is performed by the synchronous meshing device S.
Performed by 3. The structure of the synchronous meshing device S3 itself is the same as that of S1 and S2, but one direction of the clutch sleeve 22 (left direction in FIGS. 1 and 4).
Although the fifth speed is selected by the displacement to, there is no shift stage (gear train) in which power is transmitted via the clutch sleeve 22 depending on the displacement in the other direction.

The operations of the respective synchromesh devices S1, S2, S3 are appropriately performed by, for example, the movement of the change lever operated by the driver, and the shift pattern thereof is shown in FIG. That is, although not shown, a shift rod is provided for each of the synchronous meshing devices S1, S2, S3, and any one of the shift rods (any one of the synchronous meshing devices) is selected by the selective movement of the change lever. The subsequent shift movement of the change lever causes the selected shift rod (the clutch sleeve 22 of the selected synchromesh) to be displaced to the first left side or the right side, so that the desired shift speed is selected. Become. Then, as is clear from the relationship of the shift patterns in FIG. 3, the shift motions for selecting the fifth speed gear train and the reverse gear train are set so as to move in the same straight line. More specifically, when the clutch sleeve 22 of the synchromesh S3 is moved to the right in FIGS. 1 and 4, it corresponds to the shift movement for selecting the reverse gear stage.

A brake device B is provided between the input shaft 1 and the second counter shaft 4. The brake device B includes a synchronous gear 41 rotatably attached to the second counter shaft 4, which is located on the opposite side of the fifth speed driven gear 15B with the synchronous meshing device S3 interposed therebetween. High speed drive gear 13
Always meshed with A. A cone portion 23 'is formed on the surface of the synchronizing gear 41 facing the synchronous engagement device S3, and a synchronizer ring 24' is rotatably fitted to the cone portion 23 '. Therefore, the clutch sleeve 22 of the synchromesh S3 is shown in FIGS.
With the displacement to the right in the figure, first, synchronizer ring 2
4'is pressed against the cone portion 23 'of the synchronizing gear 41.
By this pressure contact (friction engagement), the input shaft 1 and the second counter shaft 4 are frictionally coupled (brake action against the input shaft 1). When the clutch sleeve 22 is further displaced, the press contact of the synchronizer ring 24 'with the cone portion 23' is released (release of the braking action). At this time, the relationship between the displacement of the clutch sleeve 22 of the synchromesh S3 in the direction to obtain the above-mentioned braking action and the shift amount for selecting the reverse gear is as follows.
That is, each of the gears RA, RB forming the reverse gear is
Before the RI engagement is performed, the synchronizer ring 24 'is pressed against the cone portion 23', and when the gears RA, RB, RI are completely engaged, the pressure contact is released.

Considering a case where the vehicle is temporarily stopped and then moved backward in the above-described configuration while the vehicle is traveling forward, when the vehicle is stopped, the driver must shift the transmission mechanism from neutral to a direction for selecting the reverse gear. become. At this time, if the time from the forward traveling to the stop and the shift to the reverse gear is short, the input shaft may be rotated even after the clutch 5 is disengaged. However, in the present invention, the above-mentioned brake device B stops the rotation of the input shaft 1 in advance, and then the gear RA that constitutes the reverse gear stage.
Since RB and RI are meshed with each other, the selection of the reverse gear is performed smoothly.

Although the embodiment has been described above, the driven gear provided on the second counter shaft 4 is not limited to the highest gear, but may be, for example, the lowest gear. Further, the second gear train configured on the second counter shaft 4 is not limited to one gear stage, but a plurality of gear trains, for example, for 5th speed and 6th gear, so as to configure more gear stages. , 7
It may have three gear trains for speed.

(Effects of the Invention) As is apparent from the above description, the present invention, when selecting the reverse gear, previously brakes the input shaft to stop the input shaft. It is possible to always smoothly select the shift speed.

Further, according to the present invention, the existing synchronous meshing device is effectively utilized as it is to construct the brake device for obtaining the above-mentioned brake, so that the structure is relatively simple and the conventional gear shift device is used. The transmission mechanism according to the present invention can be obtained by using the mechanism as it is.

[Brief description of drawings]

FIG. 1 is a skeleton diagram showing an example of the present invention. FIG. 2 is a simplified front view showing a path through which power is transmitted from the input shaft to the output shaft. FIG. 3 is a diagram showing an example of a shift pattern. FIG. 4 is a side sectional view specifically showing the transmission mechanism of FIG. 1: Input shaft 2: Output shaft 3: First counter shaft 4: Second counter shaft 7, 8, 9: Gear (for interlocking output shaft and counter shaft) I, II, III, IV: First gear train V: Second gear train R: Third gear train S3: Synchronous meshing device 22: Clutch sleeve 23 ': Cone portion 24': Synchronizer ring 41: Synchronous gear

Claims (1)

[Scope of utility model registration request] 1. An input shaft and an output shaft, first and second counter shafts respectively arranged in parallel with the input shaft and always interlocked with the output shaft, and respectively connected to the input shaft. It is composed of a plurality of first drive gears mounted so as to rotate integrally and a plurality of first driven gears rotatably mounted on the first counter shafts and constantly meshed with the corresponding first drive gears, respectively. A plurality of first gear trains that form a gear for traveling, a second drive gear that is attached to the input shaft so as to rotate integrally, and a second drive gear that is rotatably attached to the second counter shaft. At least one second gear train, which is composed of a second driven gear that constantly meshes and constitutes a shift stage for forward traveling, a third drive gear that is attached to the input shaft, and is attached to the first counter shaft. Third driven gear A, and an idle gear that interlocks the third drive gear and the third driven gear, and by shifting any one of these three gears by shift movement, input through the third gear train A third gear train for retreating, which is a sliding selection type, which enables rotation of the shaft to be transmitted to the output shaft, and the second counter shaft, which is provided on the second counter shaft and shifts to move the second gear.
A clutch sleeve slidably displaced in the axial direction of the counter shaft is provided, and the second driven gear is coupled so as to rotate integrally with the second counter shaft when the clutch sleeve is displaced in one direction. A transmission mechanism for an automobile, comprising: a synchronous meshing device for enabling power transmission via the third gear train to be selected by a shift motion for displacing a clutch sleeve of the synchronous meshing device in the other direction. , A synchronizing gear that is always meshed with any one of the first drive gears is rotatable around the second counter shaft at a position opposite to the second driven gear with the synchronous gearing device for the second gear train interposed therebetween. The synchronization gear has a cone portion, on the side facing the clutch sleeve, in which a synchronizer ring is rotatably fitted, is formed on the synchronizing gear. Gearbox for moving cars.