JPS6065941A - Vehicle transmission - Google Patents

Abstract

PURPOSE:To enable speed change skipping one step, without interrupting the transmission of power by combining a parallel-shaft type normally meshing transmission gear with two clutches, in a vehicle transmission for a F-R vehicle, etc. in which an input shaft and an output shaft are placed concentrically on the opposite side to each other. CONSTITUTION:An input shaft 1 is made connectable to a first and a second intermediate shaft 4, 5 through a first and a second clutch 6, 7 and a counter shaft 30 is provided parallel to the both shafts 4, 5, while an output shaft 2 is provided in the direction of the extension of the intermediate shaft 4. The counter shaft 30 in interlockingly connected to the output shaft 2 through gears 31, 32, and output gears 19, 20, 21, 16 and 17, each for second, fifth, third, first, and back gears respectively, are provided on the counter shaft 30, from the left side in order. The gears 19, 20 are meshed with second and fifth input gears 11, 12 on the intermediate shaft 5, and the gears 21, 16 are meshed with third and first input gears 13, 8 on the intermediate shaft 4. And, the gear 19 and gears 16, 17 are brought into, and out of, contact with the counter shaft 30 through synchromesh mechanisms 23, 24.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Technical Field The present invention relates to a vehicular transmission with three to five forward speeds.

(B) Conventional technology A vehicle transmission that combines a parallel shaft type constantly meshing gear transmission and two clutches and can perform gear shifting operations while transmitting power is developed by Automotive Engineering.
It is described in Vol. 88, No. 6, pp. 87-88. However, in the vehicle transmission described in this document, two clutches are switched alternately to change gears, so for example, in the case of 5 forward speeds, the transmission is sequentially changed from 1 → 2 → 3 → 4 → 5. I needed to make a shift. In other words, it has not been possible to perform a single-jump shift, such as a 1->3 shift, a 2->4 shift, or the like.

In order to solve the above problems, the present applicant has filed a patent application filed in 1983-
In No. 926 "Transmission for Vehicles" (filed on January 8, 1981), a transmission for vehicles was disclosed in which the third continuous input gear could be selectively connected to either of two clutches. . This allows a single jump speed change to be performed. However, the vehicle transmission disclosed in the above application is applicable only to FF vehicles (that is, the input shaft and output shaft are arranged parallel to each other on the same side), and is applicable only to FF vehicles. could not be applied.

(C) Purpose of the Invention The present invention is a vehicle transmission that combines a parallel shaft type constant mesh gear transmission and two clutches to enable single-jump gear shifting, and is applicable to FR vehicles. The aim is to obtain a device in which the input and output shafts are arranged concentrically and oppositely to each other.

(D) Structure of the Invention The vehicle transmission according to the present invention includes an input shaft, a first intermediate shaft disposed concentrically with the input shaft, and a first clutch capable of connecting or disconnecting the input shaft and the first intermediate shaft. a hollow second intermediate shaft provided concentrically with the first intermediate shaft; a second clutch disposed adjacent to the first clutch and capable of connecting or disconnecting the input shaft and the second intermediate shaft; An output shaft arranged concentrically in the extension direction of the intermediate shaft, a counter shaft arranged parallel to the first intermediate shaft and the second intermediate shaft, and one that constantly transmits rotational force between the counter shaft and the output shaft. a pair of gears, an n-speed input gear (n is 2 or 3) that can be selectively connected to or disconnected from the first intermediate shaft and the second intermediate shaft, and an n-speed input fixed to the counter shaft. An n-speed output gear that meshes with the gear, and one or two pairs of gears that can connect or disconnect the first intermediate shaft and the counter shaft at a predetermined rotation ratio (or the first intermediate shaft and the counter shaft can be connected at a predetermined rotation ratio). a pair of gears that can be connected or disconnected at a rotation ratio of one or two pairs of gears that can be connected or disconnected at a rotation ratio of
It has a reverse input gear and an output gear that can connect or disconnect the first intermediate shaft or the second intermediate shaft and the counter shaft via a reverse idler gear.

(F) Embodiment FIG. 1 shows an embodiment of the present invention. This vehicle transmission has an input shaft 1 and an output shaft 2 that are arranged concentrically. The input shaft 1 is connected to the crankshaft of the engine, and the output shaft 2 is connected to drive wheels via a differential gear. The input shaft l is provided with two clutches 6 and 7, the first clutch 6 being able to connect the input shaft l to the first intermediate shaft 4, and the second clutch 7 being able to connect the input shaft 1 to the second intermediate shaft 4. 5. The first intermediate shaft 4 and the second intermediate shaft 5 are arranged concentrically with the input shaft 1, and the second intermediate shaft 5 is a hollow shaft, and the first intermediate shaft 4 passes through the inner diameter portion thereof.

A counter shaft 3 is parallel to the first intermediate shaft 4 and the second intermediate shaft 5.
o is provided. The counter shaft 30 is connected to the output shaft 2 by a pair of gears 31 and 32 so that rotational force can be transmitted at all times. On the counter shaft 3o, from the left side in FIG. 1, a second speed output gear 19 and a fifth speed output gear 2 are installed.
0, 3rd speed output gear 21. A first speed output gear 16 and a reverse output gear 17 are provided. The 5th speed output gear 2o and the 3rd continuous output gear 21 are always connected to the counter shaft 3o so as to rotate together, and the 2nd speed output gear 19 is connected to the counter shaft 3o by the synchromesh mechanism 23. The first speed output gear 16 and the reverse output gear 17 are connected to the counter shaft 3o by a synchromesh mechanism 24 so as to rotate together with the counter shaft 3o. It is possible to separate or remove the

The output gear 19 for the second speed and the output gear 2° for the fifth speed are the human power gear 11 for the second speed provided on the second intermediate shaft 5, respectively.
and the fifth speed manual gear 12. The second speed manual gear 11 is connected to the second intermediate shaft 5 so as to always rotate together with the second intermediate shaft 5, and the fifth continuous input gear 12 rotates integrally with the second intermediate shaft 5 by a zinc chrome mesh mechanism 15. They can be connected or disconnected as desired. The third speed output gear 21 and the first speed output gear 16 mesh with the third speed input gear 13 and the first speed human power gear 8 provided on the first intermediate shaft 4, respectively. The first speed manual gear 8 is connected to the first intermediate shaft 4 so as to always rotate together, and the third speed manual gear 13 can be connected to the second intermediate shaft 5 by a synchromesh mechanism 15. At the same time, it can be connected to the first intermediate shaft 4 by a synchromesh mechanism 14. The reverse output gear 17 meshes with a reverse idler gear 22, and the reverse idler gear 22 meshes with a trailing input gear 9 provided to rotate together with the first intermediate shaft 4. Further, the output shaft 2 is provided with a synchromesh mechanism 33 that can connect or disconnect the output shaft 2 and the first intermediate shaft 4.

Next, the operation of this vehicle transmission will be explained.

(1) Neutral position By releasing the first clutch 6 and the second clutch 7, the transmission of rotational force from the input shaft 1 is completely cut off, so that the vehicle transmission is placed in a neutral state.

Note that even if either the first clutch 6 or the second clutch 7 is in a fastened state, the synchromesh 41Ht
A neutral state can be achieved by setting all of lk14, 15, 23, 24 and 33 to neutral positions.

(2) When the 1→2 shift synchronized mesh mechanism 24 is brought into the first speed selection state (left side position in FIG. 1) and the first clutch 6 is then engaged, the first speed state is achieved. That is, the rotational force from the input shaft 1 is applied to the first clutch 6, the first intermediate shaft 4, the first speed manual gear 8, the first speed output gear 16, and the synchromesh mechanism 2.
The rotational force of the counter shaft 30 is further transmitted to the output shaft 2 via the gears 32 and 31. When shifting up from the first speed state to the second speed state, the synchromesh mechanism 23 is operated to the second speed selection state (left side position in FIG. 1) while remaining in the first speed state. By doing so, the second intermediate shaft 5 and the counter shaft 3o are connected via the second speed input gear 11 and the second continuous output gear 19. Next, the first clutch 6 is released and at the same time the second clutch 7 is fastened. By doing this, the rotational force from the input shaft 1 is transmitted to the first clutch 6, the second intermediate shaft 5, the second speed manual gear 11, the second speed output gear 19, the synchromesh mechanism 23, the counter shaft 30, The power is transmitted to the output shaft 2 via the gears 32 and 31, allowing the vehicle to travel in the second speed. In this case, the gear shift is performed by switching the engagement from the first clutch 6 to the second clutch 7 while effectively maintaining the connection of the gear train in the first speed state and the connection of the gear train in the second speed state.
Gear changes are performed without interruption of power transmission. Note that after the switching from the first clutch 6 to the second clutch 7 is completed, the synchromesh mechanism 24 is returned from the first speed selection state to the neutral state.

(3) 2→3 gear shift When shifting from 2 to 3, the synchromesh mechanism 23 is
While in the speed selection state, the synchromesh mechanism 14 is set to the third speed selection state (left side position in FIG. 1), and the third speed input gear 13 is connected to the first intermediate shaft 4. Next, the second clutch 7 is released and the first clutch 6 is fastened at the same time.

By doing this, the rotational force from the input shaft 1 is transmitted to the first clutch 6, the first intermediate shaft 4, the synchromesh mechanism 14,
It is transmitted to the output shaft 2 via the third speed input gear 13, the third speed output gear 21, the counter shaft 30, the gears 32, and the gears 31, thereby enabling running in the third speed. When the switching from the second clutch 7 to the first clutch 6 is completed, the synchromesh mechanism 23 is returned from the second speed selection state to the neutral state. This 2→3 shift is also performed without interrupting power transmission.

(4) 3->4 speed change During 3->4 speed change, first the third speed state in which the synchromesh mechanism 14 is activated is switched to the third speed state in which the synchromesh mechanism 15 is activated. That is, the synchromesh mechanism 15 is set to the third speed selection state (the right position in FIG. 1), and the first clutch 6 is released, and at the same time the $2
Clutch 7 is engaged. Next, the synchromesh mechanism 14 is returned to the neutral position. By doing this, the rotational force of the input shaft 1 is transmitted to the second clutch 7, the second intermediate shaft 5, the synchromesh mechanism 15, the third speed manual gear 13, the third speed output gear 21, the counter shaft 30, and the gear. 32 and gear 31
A third speed state is entered in which the signal is transmitted to the output shaft 2 via the . Next, the synchromesh mechanism 33 is set to the fourth speed selection state (the first
(left position in the figure), and the first intermediate shaft 4 and output shaft 2 are connected. Next, the second clutch 7 is released and the first clutch 6 is simultaneously engaged. By doing this, the rotational force of the input shaft 1 is transmitted to the output shaft 2 via the first clutch 6, the first intermediate shaft 4, and the synchromesh mechanism 33, resulting in the fourth speed state. After the second clutch 7 is completely released, the synchromesh mechanism 15 is returned from the third speed selection state to the neutral position. This shift also does not cause interruption of power transmission.

(5) The synchromesh mechanism 15 is moved to the fifth gear while maintaining the fourth continuous running state of 4→5 gear shift.
The speed selection state (left side position in FIG. 1) is set, and the second intermediate shaft 5 and the fifth speed manual gear 12 are connected. Then, the first
At the same time as the clutch 6 is released, the second clutch 7 is fastened. By doing this, the rotational force of the input shaft 1 is
Clutch 7, second intermediate shaft 5, synchromesh mechanism 15
, the fifth speed manual gear 12, the fifth speed output gear 20, the counter shaft 30, the output shaft 2 via the gear 32, and the gear 31.
The transmission is transmitted to the 5th speed state. After the first clutch 6 is released, the synchromesh mechanism 33 is returned from the fourth speed selection state to the neutral state. This shift also does not interrupt power transmission.

(6) 5→4→3→2→1 shifting 5→4 shifting, 4→3 shifting, 3→2 shifting, and 2→1 shifting are the above-mentioned 4→5 shifting and 3→4 shifting.

This is accomplished by the completely opposite operations of 2→3 shifting and 1→2 shifting. In this case as well, no interruption of power transmission occurs.

(7) When selecting reverse from the reverse neutral position, the synchromesh mechanism 24 is placed in the reverse selection state (right position in FIG. 1), and the reverse output gear 17 is connected to the counter shaft 30. Next, the first clutch 6 is engaged. By doing this, the rotational force of the input shaft 1 is transferred to the first clutch 6, the first
Intermediate shaft 4, reverse input gear 9, reverse idler gear 22
, the reverse output gear 17, the synchromesh mechanism 24, the counter shaft 30, the gears 32, and 31, and are transmitted to the output shaft 2, thereby enabling backward travel.

(8) In the first speed state of 1→3 shifting and 3→1 shifting, the first clutch 6, the first intermediate shaft 4
, the power is transmitted via the first speed input gear 8, the first speed output gear 16, and the synchromesh mechanism 24. When switching from this state to the third speed state, first the synchronizer The mesh mechanism 15 is set to the third speed selection state, the third speed input gear 13 and the second intermediate shaft 5 are connected, and the first clutch 6 is released and the second clutch 7 is fastened at the same time. By doing so, it is possible to change gears without interrupting power transmission. The same applies to the 3→1 shift. Note that the third speed state where the first clutch 6 is engaged (the third speed where the synchromesh mechanism 14 is operating)
When switching to the first speed state from
After switching to the 3rd speed state (3rd speed in which the synchromesh mechanism 15 is in operation) in which the
All you have to do is shift gears.

(9) When shifting from 5 to 3 or from 3 to 5 at the 5th speed, the transmission is performed via the second clutch 7, the second intermediate shaft 5, the zinc chrome mechanism 15, the 5th speed input gear 12, and the 5th speed output gear 20. When switching from this state to the third speed, the synchromesh mechanism 14 is first set to the third speed selection state and the first intermediate shaft 4 and the third continuous input gear 13 are connected. do. Then, the second clutch 7 may be released and the first clutch 6 may be fastened at the same time. By doing this, the first clutch 6, the first intermediate shaft 4, the synchromesh mechanism 14, and the third speed input gear 1
3 and the third speed state where the rotational force is transmitted through the third speed output gear 21. This shift also does not cause interruption of power transmission. Regarding the 3rd to 5th gear shift, it is also possible to perform the shift by performing the reverse operation to the above. However, in this case, when switching from the 3rd speed state with the second clutch 7 engaged to the 5th speed state, the shift must first be made to the 3rd speed state with the first clutch 6 engaged, and then the 3rd to 5th gear shift should be performed. Bye.

(10) 2->4 speed change, 4->2 speed change second clutch 7, second intermediate shaft 5, second speed input gear 11
When switching from the second speed state where the rotational force is transmitted through the second speed output gear 19, the synchromesh mechanism 23 and the counter shaft 30 to the fourth speed state, first the synchromesh is in this state. The mechanism 33 is set to the fourth speed selection state, and then the second clutch 7 is released and the first clutch 6 is fastened at the same time. By doing this, the first clutch 6, the first intermediate shaft 4 and the synchromesh mechanism 33
The fourth speed state is reached in which the rotational force is transmitted through. This speed change can also be performed without interrupting power transmission. Furthermore, for the 4th to 2nd gear shift, the operation opposite to the above may be performed.

As is clear from the above description, in the embodiment shown in FIG. 1, the input shaft 1 and the output shaft 2 are arranged concentrically, and moreover, single jump speed change is possible. The described embodiment is a vehicular transmission with 5 forward speeds, but by removing the 5th speed manual gear 12 and the 5th speed output gear 20, it can be changed to a 4 forward speed vehicular transmission. In addition, the first continuous input gear 8 and the first speed output gear 16 (
Alternatively, by removing the synchromesh mechanism 33), a vehicle transmission for three forward speeds can be obtained. In addition, in the embodiment described, the fourth speed is such that the first intermediate shaft 4 and the output shaft 2 are connected by the synchromesh mechanism 33, but the fourth speed is connected to the first intermediate shaft 4 and the counter shaft 30, respectively. There is no problem even if a speed manual gear and an output gear are provided.

(f) As described in detail of the invention, the vehicle transmission according to the present invention has the following features:
an input shaft, a first intermediate shaft disposed concentrically with the input shaft, a first clutch capable of connecting or disconnecting the input shaft and the first intermediate shaft, and a hollow clutch disposed concentrically with the first intermediate shaft. a second intermediate shaft, a second clutch disposed adjacent to the first clutch and capable of connecting or disconnecting the input shaft and the second intermediate shaft;
An output shaft arranged concentrically in the extension direction of the intermediate shaft, a counter shaft arranged parallel to the first intermediate shaft and the second intermediate shaft, and one that constantly transmits rotational force between the counter shaft and the output shaft. A pair of gears and an n-speed human power gear (13) that can be selectively connected to or disconnected from the first intermediate shaft and the second intermediate shaft.
(n=3 in the described embodiment, but n=2 for a transmission with three forward speeds) and an output gear for the nth speed fixed to the counter shaft and meshing with the input gear for the nth speed. (21), and one or two pairs of gears (
Alternatively, a pair of gears (8, 16) capable of connecting or disconnecting the first intermediate shaft and the counter shaft at a predetermined rotation ratio;
A synchromesh mechanism (33) that can directly connect or disconnect the intermediate shaft and the output shaft (or only the latter), and a pair or two that can connect or disconnect the second intermediate shaft and the counter shaft at a predetermined rotation ratio. Pair of gears (11, 19 and 12.20
), and a reverse input gear and an output gear that are capable of connecting or disconnecting the first intermediate shaft or the second intermediate shaft and the counter shaft via the reverse idler gear. A vehicle transmission that enables single-jump gear shifting without interrupting power transmission by combining a and two clutches, and in which the input shaft and output shaft are arranged concentrically ( In other words, it is possible to obtain a system (applicable to FR vehicles).

[Brief explanation of drawings]

FIG. 1 is a diagram showing a vehicle transmission which is one embodiment of the present invention. 1...Input shaft, 2--Skewer output shaft, 4...-first intermediate shaft, 5-shaft φ/second intermediate shaft, 6...-first clutch, 7...
・Second clutch, 8...1st speed input gear, 9・Share Φ
Reverse input gear, 11-... 2nd speed manual gear, 12-
・・5th speed manual gear, 13・Φ・3rd speed input gear,
14...φ synchromesh mechanism, 15... synchromesh mechanism, 16... 1st speed output gear, 17φ・
・Reverse output gear, 19... Second speed output gear, 20
... Output gear for 5th speed, 21. φ3rd output gear, 22-φ. Reverse idler gear, 23.. Fist synchronized mesh mechanism, 24 ψe. Synchronized mesh mechanism, 30.
Φ/φ counter shaft, 31...φ gear, 32 life/fist gear, 33φφ synchronized mesh mechanism.

Claims (1)

[Claims] an input shaft, a first intermediate shaft disposed concentrically with the input shaft, a first clutch capable of connecting or disconnecting the input shaft and the first intermediate shaft, and a hollow clutch disposed concentrically with the first intermediate shaft. a second intermediate shaft, a second clutch disposed adjacent to the first clutch and capable of connecting or disconnecting the input shaft and the second intermediate shaft;
An output shaft arranged concentrically in the extension direction of the intermediate shaft, a counter shaft arranged parallel to the first intermediate shaft and the second intermediate shaft, and one that constantly transmits rotational force between the counter shaft and the output shaft. a pair of gears, and an n-th speed input gear (n is 2
or 3), an n-speed output gear that is fixed to the counter shaft and meshes with the n-speed input gear, and one or two pairs that can connect or disconnect the first intermediate shaft and the counter shaft at a predetermined rotation ratio. (or a pair of gears that can connect or disconnect the first intermediate shaft and the counter shaft at a predetermined rotation ratio, and a synchromesh mechanism that can directly connect or disconnect the first intermediate shaft and the output shaft, or (only the latter), one or two pairs of gears that can connect or disconnect the second intermediate shaft and the counter shaft at a predetermined rotation ratio, and a retreating idler that connects the first intermediate shaft or the second intermediate shaft and the counter shaft. A vehicular transmission with 3 to 5 forward speeds, which has a reverse input gear and an output gear that can be connected or disconnected via a gear.