JPS5877954A - Transmission gear for vehicle - Google Patents
Transmission gear for vehicleInfo
- Publication number
- JPS5877954A JPS5877954A JP56174758A JP17475881A JPS5877954A JP S5877954 A JPS5877954 A JP S5877954A JP 56174758 A JP56174758 A JP 56174758A JP 17475881 A JP17475881 A JP 17475881A JP S5877954 A JPS5877954 A JP S5877954A
- Authority
- JP
- Japan
- Prior art keywords
- gear
- shaft
- input shaft
- main shaft
- input
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement Of Transmissions (AREA)
- Structure Of Transmissions (AREA)
Abstract
Description
【発明の詳細な説明】
本丸明番よ主として機関前置前輪駆動重両のトランスア
クスルにおける補助変速機を−えた変遷機に関す◆もの
である。DETAILED DESCRIPTION OF THE INVENTION This invention mainly relates to a transition machine equipped with an auxiliary transmission in a front wheel drive heavy vehicle transaxle located in front of the engine.
横置きエンジンのトランスアクスルの場合には、変速機
は′１ｌ１１１１ｉ１に示すように、エンジンのクラン
ク軸にクラッチを介して連結される入力軸２１と一直線
に主軸２２が配置され、これと平行に配置した副軸２３
との間に互いに噛合う歯串列み配置されており、ＩＩ４
軸２３から前輪を駆動する伝導機構へ動力が伝達される
ようになっている。In the case of a transaxle for a horizontal engine, the transmission has a main shaft 22 arranged in line with an input shaft 21 connected to the engine crankshaft via a clutch, and parallel to this, as shown in 1111i1. subshaft 23
A row of teeth interlocking with each other is arranged between II4 and II4.
Power is transmitted from the shaft 23 to a transmission mechanism that drives the front wheels.
すなわち、主軸２２は右端部を入力軸２１の中空部へ軸
受をもって、左端部を一率箱に軸受をもってそれぞれ支
持されており、この主軸２２に一率１，１６．２．３．
４が同定支持される。これらの−率１．２．３．４と噛
合う一率１１．１２゜１３．１４が副軸２３に回転可能
に支持される。That is, the main shaft 22 has its right end supported by a bearing in the hollow part of the input shaft 21, and its left end supported by a bearing in a ratio box.
4 is identified and supported. The ratios 11.12° and 13.14 that mesh with these ratios 1, 2, 3, and 4 are rotatably supported on the secondary shaft 23.
そして、−拳１１と１２の間に配置した同期噛合クラッ
チ１０と、−車１３と１４の閤に配置した同期噛合クラ
ッチ機構９とによって、−車１１〜１４の１つを選択的
に副軸２３へ回転結合し、所定の変速段へ一率の噛合い
が達せられ、副輪２３に固定した出カー皐１５から前輪
の伝導−横へ伝達されるようになっている。Then, one of the wheels 11 to 14 is selectively connected to the subshaft by the synchronized mesh clutch 10 disposed between the fists 11 and 12 and the synchronized mesh clutch mechanism 9 disposed between the wheels 13 and 14. 23, one-rate meshing is achieved at a predetermined gear stage, and transmission to the front wheel is transmitted from the output wheel 15 fixed to the subwheel 23 to the side.
なお、後進段を得るために、同期噛合クラッチ機構１０
には一事１７が形成され、この歯１ｉ１７が図示してな
いアイドル−車を介して一事１６に噛合わされるように
なっている。Note that in order to obtain the reverse gear, the synchronous mesh clutch mechanism 10
A tooth 1i17 is formed on the shaft, and this tooth 1i17 is meshed with the tooth 16 via an idle wheel (not shown).
このような従来の変速機に、高速・低速段切換用補助変
速機を取付ける場合には、６１４４を主軸２２に対して
遊回転可能に支持する一方、入力軸２１に歯車５を固定
し、各−車４，５に噛合う一＄６．７を軸２４に固定し
、主軸２２に支持した同期噛合クラッチ８によって主軸
８を入力軸２１または歯車４に回転結合することによっ
て、高速段と低速段に切換えることができる。When installing an auxiliary transmission for high-speed/low-speed gear change into such a conventional transmission, the gear 5 is fixed to the input shaft 21 while the 6144 is supported so that it can freely rotate with respect to the main shaft 22, and each - By fixing the gears meshing with the wheels 4 and 5 to the shaft 24 and rotationally coupling the main shaft 8 to the input shaft 21 or the gear 4 by means of a synchronized mesh clutch 8 supported by the main shaft 22, high speed and low speed It can be switched in stages.
しかし、上述した変速機では、−車１４を副−軸２３に
回転結合した変速段の場合には、同期噛合クラッチ８を
いずれに選択しても、入力軸２１と副軸２３との闇の一
阜比は変化しないので、結局前進７段の変速段となる。However, in the above-mentioned transmission, in the case of a gear position in which the -wheel 14 is rotatably coupled to the sub-shaft 23, no matter which of the synchronized mesh clutches 8 is selected, there is no interference between the input shaft 21 and the sub-shaft 23. Since the ratio does not change, there will be seven forward gears in the end.
そこで、第２図に示すように、−車４は主軸２２に固定
し、これとは別に一事６と噛合う一事４ａを主軸２２に
遊回転可能に支持し、同期噛合クラッチ機構８によって
主軸２２を一事４ａまたは入力軸２１に選択的に回転結
合するようにしたものが考えられるが、これは−車列が
一列増加することになり、それだけ主軸２２が畏くなり
、車幅の狭い車両の場合に取付けが困難となる。As shown in FIG. It is conceivable that the main shaft 22 is selectively rotatably coupled to the input shaft 21 or to the input shaft 21, but this would increase the number of vehicles by one row, which would make the main shaft 22 more difficult, making it difficult for narrow vehicles. installation becomes difficult in some cases.
本発明の目的はこのような問題に鑑み、従来の変速−に
歯車列の増加を来たすことなく、しかも−車列の倍数の
変速段を得られるようにした車両の変速機を得ることに
ある。SUMMARY OF THE INVENTION In view of these problems, it is an object of the present invention to provide a transmission for a vehicle that does not require an increase in the number of gear trains required for conventional transmissions, and is capable of obtaining gears that are a multiple of the number of gears in the vehicle train. .
このため、本発明は入力軸と一直線上に配置した主軸に
第１の変速−車列を固定支持し、該第１の貴速−車列に
噛み合う第２の変速−車列を副軸に遊回転可能に支持し
、義弟２の唆速−拳列と前記副軸との選択的回転結合に
よって前記副軸から動力を取り出すようにした車両の変
速機において、前記入力軸の端部に入力歯車を遊回転可
能に支持し、咳入り一事と前記主軸に固定した第１の変
速−車列の最終段変速−率にそれぞれ噛み合う歯車を第
３の軸に固定して高・低速段切換用補助変速機を構成し
、前記入力軸と前記主軸との闇に、前記入カー車と１紀
主軸の内の一方を選択的に前記入力軸に回転結合する同
期噛合クラッチ機構を設けたものである。For this reason, the present invention fixedly supports a first gear train on a main shaft disposed in line with the input shaft, and a second gear train that meshes with the first gear train on a countershaft. In a vehicle transmission, the transmission is supported in an idly rotatable manner and extracts power from the subshaft by selectively rotating and coupling the speed-fist row of the brother-in-law 2 with the subshaft, and the input shaft is input to the end of the input shaft. Gears are supported for free rotation, and gears are fixed to a third shaft that mesh with the first gear and the final gear of the train, respectively, which are fixed to the main shaft. An auxiliary transmission is configured, and a synchronized mesh clutch mechanism is provided between the input shaft and the main shaft for selectively rotationally coupling one of the input car wheel and the first main shaft to the input shaft. be.
本発明を実施例に基づいて説明すると、第３゜４図に示
すように、ケーシング２０の右端壁に軸受２６をもって
入力軸２１が回転可能に支潰さ、れ、主軸２２は右端部
を軸受３３をもって入力軸２丁の中空部に、また左端部
を軸受２５をもってケーシング２０の左端壁に回転可能
に支持される。そして、主軸２２に第１速−阜１、後進
用歯車１６、第２速歯車２、第３速−車３．１４速歯串
４０がそれぞれ固定される。To explain the present invention based on an embodiment, as shown in FIGS. 3-4, an input shaft 21 is rotatably supported by a bearing 26 on the right end wall of a casing 20, and a main shaft 22 has a right end portion supported by a bearing 33. The input shafts are rotatably supported in the hollow portions of the two input shafts, and the left end portion is rotatably supported by the left end wall of the casing 20 with a bearing 25. A first gear gear 1, a reverse gear 16, a second gear gear 2, a third gear gear 3, and a fourteenth gear gear 40 are fixed to the main shaft 22, respectively.
、 一方、副軸２３は軸受２７，２８をもってケーシ
ング２０の両端壁に回転可能に支持され、前述した歯車
１，２．３．４０にそれぞれ噛合う一事１１．１２．１
３．１４を遊回転可能に支持している。, On the other hand, the countershaft 23 is rotatably supported by bearings 27 and 28 on both end walls of the casing 20, and meshes with the aforementioned gears 1, 2.3.40, respectively.11.12.1
3.14 is supported for free rotation.
一事１１と１２の間に同期噛合クラッチ機構１０が配置
され、該クラッチ機構のクラッチスリーブの外周に一事
１７が形成され、この−車１７は軸１９をもってケーシ
ング２０に支持したアイドル−串１８を介して主軸２２
の一事１６と噛合わされる。−皐１３と１４との間に同
期噛合クラッチ機構９が配置される。A synchronized mesh clutch mechanism 10 is arranged between the clutches 11 and 12, and a clutch 17 is formed on the outer periphery of the clutch sleeve of the clutch mechanism. spindle 22
This is intertwined with 16. - A synchronized mesh clutch mechanism 9 is arranged between the cages 13 and 14.
副軸２３の右端部には出り一事１５が固定され、この出
カー車１５は終減速装置３１の終減速−串３２に噛み合
わされる。終減速−車３２は終減速装置のケース３１ａ
と一体的に結合され、軸受２９．３０をもってケーシン
グ２０に回転可能に支持される。以上の−或は従来例と
ほぼ同様である。An output wheel 15 is fixed to the right end of the subshaft 23, and the output wheel 15 is engaged with a final reduction skewer 32 of a final reduction gear 31. Final deceleration - The car 32 is the case 31a of the final deceleration device.
and is rotatably supported by the casing 20 with bearings 29 and 30. This is almost the same as the above-mentioned or conventional example.
本発′明の■要な構成は、入力軸２１に入カー車。The essential structure of the present invention is that the input shaft 21 is an input vehicle.
５を遊回転可能に支持し、入力２１上に配設された１Ｅ
４ｙｓ噛合クラッチ８によって入力軸２１を一事５また
は主軸２２に選択的に回転結合するようにしたものであ
る。そして、−串５に噛み合う歯車７および一事４０に
噛み合う一事６を一体に構成し、軸２４をもってケーシ
ング２０に支持する。1E arranged on the input 21.
The input shaft 21 is selectively rotatably coupled to the main shaft 22 by the 4ys dog clutch 8. A gear 7 meshing with the skewer 5 and a gear 6 meshing with the gear 40 are integrally constructed and supported by the casing 20 with a shaft 24.
このようにして、高速・低速段切換用補助変速機が構成
されるｉ
本発明は上述のように構成したので、同期噛合クラッチ
機構８を第３図に示す状態から右方へ移動すると、入力
軸２１の回転は歯車５．７．６゜４０を経て主軸２２に
伝達され、補助変速機は低速段に接続される。そして、
ここで同期噛合クラッチ機構１０．９の選択操作によっ
て所定の変速段の歯車の噛合いが達せられ、副軸２３の
出カー車１５から終減速＠１ｉ３１を経て前輪車軸へ動
りが伝達される。In this way, the auxiliary transmission for high-speed/low-speed gear switching is constructed. Since the present invention is configured as described above, when the synchronous mesh clutch mechanism 8 is moved to the right from the state shown in FIG. The rotation of the shaft 21 is transmitted to the main shaft 22 via the gear 5.7.6° 40, and the auxiliary transmission is connected to the lower gear. and,
Here, meshing of the gears at a predetermined gear stage is achieved by selection operation of the synchronous mesh clutch mechanism 10.9, and movement is transmitted from the output wheel 15 of the subshaft 23 to the front wheel axle via the final reduction @1i31. .
同期噛合クラッチ８を左方へ移動すると、入力軸２１の
回転は直接主軸２２へ伝達されることになり、補助変速
機は高速段へ切換えられる。そして、低速段の場合と同
様に同期噛合クラッチ＊＊１０．９の選択操作によって
所定の変速段で出力自車１５が回転され、この回転が終
減速装置３１を経て前輪車軸へ伝達される。When the synchronized mesh clutch 8 is moved to the left, the rotation of the input shaft 21 is directly transmitted to the main shaft 22, and the auxiliary transmission is switched to a high speed gear. Then, as in the case of the low gear, the output vehicle 15 is rotated at a predetermined gear by selecting the synchronized mesh clutch **10.9, and this rotation is transmitted to the front wheel axle via the final reduction gear 31.
本発明は上述のように、主軸２２に対する一率列を増加
することなく、しかも゛補助変速機を高速・低速段に切
換えた場合に、図示の例では前進２×４速段に変速する
ことができる。そして、変速機の主軸の長さに変化をも
たらさないばかりでなく、主変速機に補助変速機を設け
ｉ場合に、部品の追加および一部変更だけですむから農
産する場合に非常に有利である。As described above, the present invention is capable of shifting to a forward 2×4 speed in the illustrated example without increasing the ratio train for the main shaft 22, and when the auxiliary transmission is switched to a high speed or a low speed. Can be done. Not only does it not cause a change in the length of the main shaft of the transmission, but when an auxiliary transmission is installed in the main transmission, only the addition of parts and some changes are required, making it very advantageous for agricultural production. be.
第１図は車両の変速−についての従来例を示す概略構成
図、第２Ｗ＆を倫の従来例を示す概略構成図、第３図は
本発明に係る変速機の断ｉＩｉ図、第４図は＠装置の概
略構成図である。
５：入り一率 ６．７．１４ニー串 ８：同期噛合クラ
ッチ機構 １５：出カー車 ２１：人力軸２２：主軸
２３ ：ｌｌ軸 ３１：終減速装置 ３１ａ：ケース
３３：軸受 ４０：第４速−車特許出願人 いすぜ自動
車株式会社
代理人 弁理士 山本俊夫
第２図
第４図Fig. 1 is a schematic configuration diagram showing a conventional example of a vehicle transmission, Fig. 2 is a schematic configuration diagram showing a conventional example of W&, Fig. 3 is a cross-section diagram of a transmission according to the present invention, and Fig. 4 is a schematic configuration diagram showing a conventional example of a transmission of a vehicle. @It is a schematic configuration diagram of the device. 5: Entry rate 6.7.14 Knee skewer 8: Synchronous mesh clutch mechanism 15: Outgoing car 21: Human power shaft 22: Main shaft
23: ll axis 31: final reduction gear 31a: case
33: Bearing 40: 4th gear - Car patent applicant Isuze Jidosha Co., Ltd. Agent Patent attorney Toshio Yamamoto Figure 2 Figure 4
Claims (1)
固定支持し、咳第１の変速―車列にｌ１ｌｌ六〜−ふ合
う第２の変速−車列を副軸に遊回転可能に支持し、該＃
１２の変速−車列と前記副軸との選択的回転結合によっ
て前記副軸から動力を取り出す−ようにした車両の変速
機において、旬記入り軸の一部己入力−車を遊回転可能
に支持し、葭入カー串と１記主軸に固定した第１の変速
−車列の最終段変速歯車にそれぞれ噛み合う一率を第３
の軸に同定して高・低速段切換用補助変速機を構成し、
前記入力軸と前記主軸との間に、前記入カー車と前記主
軸の内の一方を選択的に前記入り軸に回転結合する同期
噛合クラッチ機構を設けたことを特徴とする車両の変速
機。The first gear shift - vehicle train is fixedly supported on the input shaft and the main shaft arranged on the first wheel, and the cough first gear shift - vehicle train is connected to the vehicle train as a sub-shaft. Supports freely rotatable, and the #
In a vehicle transmission, which is configured to take out power from the subshaft through selective rotational coupling between the vehicle train and the subshaft, a partial self-input of the input shaft allows the vehicle to freely rotate. The first gear is supported and fixed to the car skewer and the main shaft.
The auxiliary transmission for switching between high and low speeds is constructed by identifying the shaft of
A vehicular transmission characterized in that a synchronized mesh clutch mechanism is provided between the input shaft and the main shaft for selectively rotationally coupling one of the input car wheel and the main shaft to the input shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56174758A JPS5877954A (en) | 1981-10-31 | 1981-10-31 | Transmission gear for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56174758A JPS5877954A (en) | 1981-10-31 | 1981-10-31 | Transmission gear for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5877954A true JPS5877954A (en) | 1983-05-11 |
| JPS648226B2 JPS648226B2 (en) | 1989-02-13 |
Family
ID=15984158
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56174758A Granted JPS5877954A (en) | 1981-10-31 | 1981-10-31 | Transmission gear for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5877954A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5375482A (en) * | 1992-06-09 | 1994-12-27 | Dangel; Henry | Gearbox for a front wheel drive and transverse engine vehicle improving the ability of the latter to cope with difficult ground |
| US12030377B2 (en) * | 2021-11-16 | 2024-07-09 | Volvo Truck Corporation | Electric powertrain for a vehicle |
-
1981
- 1981-10-31 JP JP56174758A patent/JPS5877954A/en active Granted
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5375482A (en) * | 1992-06-09 | 1994-12-27 | Dangel; Henry | Gearbox for a front wheel drive and transverse engine vehicle improving the ability of the latter to cope with difficult ground |
| US12030377B2 (en) * | 2021-11-16 | 2024-07-09 | Volvo Truck Corporation | Electric powertrain for a vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS648226B2 (en) | 1989-02-13 |
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