JPS6288848A - Geared transmission - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] (b) Industrial application field The present invention relates to a gear transmission.

(b) Prior art As a conventional gear transmission, for example, Japanese Patent Application Laid-Open No. 60-30849
There is something shown in the publication. In this gear transmission, the second gear, third gear, and fourth gear sets of the main transmission are
By combining an auxiliary transmission mechanism with a two-stage transmission system for high speed and low speed, two types of speed change ratios, high speed and low speed, are obtained for the gear sets for 2nd to 4th speeds, respectively, and in combination with the 1st speed. A total of seven forward speed gear ratios are provided.

(C) Problems to be Solved by the Invention However, in such conventional gear transmissions, the rotational force reduced by the auxiliary transmission mechanism is configured to pass through the meshing mechanism for 2nd to 4th speeds. Therefore, there is a problem in that the load on the meshing mechanism increases when the sub-transmission mechanism is used, and operability deteriorates. In addition, in such a gear transmission, the auxiliary transmission mechanism is equipped with two pairs of gears for high speed and low speed transmission systems, so in addition to the gears for 1st to 4th speeds, 6 pairs of 12 gears are used for forward movement. gears, but only a total of seven gear ratios can be obtained. For this reason, if it is desired to roughly increase the speed ratio for prefectural roads, an additional gear set will be required, resulting in an increase in the axial dimension of the transmission. The present invention aims to solve these problems.

(d) Means for Solving the Problems The present invention solves the above problems by configuring the power transmission system so that the speed is increased by the auxiliary transmission mechanism. That is, the gear transmission of the present invention has one input shaft (one
0), an output shaft (40) arranged parallel to the input shaft,
A hollow shaft (30) rotatably supported by the output shaft, and a first speed input on the input shaft that enables transmission of rotational force between the input shaft and the output shaft by operating a meshing mechanism. Gear (12) and second speed input gear (1'6),
and a first speed output gear (42) and a second speed output gear ('46) on the output shaft, and a third speed rotatably provided on the input shaft and connectable to the input shaft by a meshing mechanism. The above input gears for forward gears (18, 20 and 22) and the output gears for forward gears (48, 50 and 52) provided so as to constantly mesh with the input gears for forward gear and rotate integrally with the hollow shaft. ), an auxiliary finger link drive gear (24) which is rotatably provided on the input shaft integrally with the top input gear (22), and a drive gear for the auxiliary finger link (24) which is rotatably engaged with the auxiliary finger link drive gear on the output shaft. A driven gear for auxiliary station expansion (54) provided, a first clutch (64) that connects or disconnects the output shaft and the hollow shaft, and a second clutch that connects or disconnects the output shaft and the driven gear for auxiliary station expansion. (
66) (note that the reference numerals in parentheses are the reference numerals of corresponding members in the embodiments described later).

(e) Operation When the first clutch is operated to connect the output shaft and the hollow shaft and the second clutch is released, rotational force is transmitted via the auxiliary finger link drive gear and the auxiliary link drive gear. Therefore, the i number ratio between the input gear on the input shaft and the output gear on the output shaft becomes the gear ratio of the transmission.

On the other hand, when the second clutch is activated and the first clutch is released, the rotational force is transmitted through the auxiliary finger chain drive gear and the auxiliary chain expansion driven gear, so the tooth ratio between the input gear and the output gear changes. The gear ratio is obtained by multiplying the ratio of the number of teeth between the drive gear for the auxiliary finger chain and the driven gear for the auxiliary chain expansion, and the ratio of the number of teeth between the output gear for the highest stage and the input gear for the highest stage. Note that in the first and second speeds, only the rotational force is transmitted without passing either the first clutch or the second clutch (that is, no auxiliary speed change is performed).

(f) Embodiment (First Embodiment) Fig. 'fJ1 shows a first embodiment of the present invention. The input shaft 10 is connected to the engine crankshaft via a clutch (not shown). Output shaft 40 parallel to input Ith10
is placed. The input shaft 10 includes, in order from the right side in FIG. 1, a first speed input gear 12, a reverse input gear 14, a second speed input gear 16, a third speed input gear 18, a fourth speed input gear 20, and A fifth speed input gear 22 is arranged. Input gearwork 2 for 1st speed, input gear 14 for reverse, and input m for 2nd speed
The wheel 16 is connected to the input shaft 10 so as to rotate together with the input shaft 10. 3rd speed river input gear 18, 4th speed input gear 20
The input gear 22 for the 5th speed is rotatably supported with respect to the input shaft 10, and the input gear 18 for the 3rd speed and the input gear 20 for the 4th speed are supported by the meshing mechanism 26 for the 3rd and 4th speeds. The fifth speed input gears 22 are configured to rotate together with the input shaft 10 by a fifth continuous meshing mechanism 28, respectively. Further, the input shaft 10 is provided with an auxiliary speed increasing drive gear 24 that is rotatable together with the fifth speed input gear 22.

The output shaft 40 includes, in order from the right side in FIG. 1, a first output gear 42, a second output gear 46, a third output gear 48,
A fourth speed output gear 50 and a fifth continuous output gear 52 are arranged. Further, the output shaft 40 is provided with a synchro hub 44 for first and second speeds, and a cup song sleeve 56 for first and second speeds is provided in combination with the synchro hub 44 for first and second speeds. 1st speed output gear 42 and 2nd speed output gear 42
The continuous output gear 46 is rotatably supported with respect to the output shaft 40, and has a first and second speed coupling sleeve 56.
Therefore, it can be connected to the output shaft 40 via the synchro hub 44 for the 1st and 2nd speeds so as to rotate together with the output shaft 40.

Further, the first and second speed coupling sleeves 56 are integrally provided with a reverse output gear 58, and the reverse output gear 58 is operated by moving the reverse idler gear 62 on the idler @60 in the axial direction. , through which rotational force can be transmitted to the reverse input gear 14. Output shaft 40
A hollow shaft 30 is rotatably supported, and the above-mentioned third output gear 48, fourth output gear 50, and fifth gear output gear 52 are provided to rotate integrally with the hollow shaft 30. There is.

Further, the output shaft 40 is provided with the aforementioned auxiliary speed increasing drive gear 2.
An auxiliary speed-increasing driven gear 54 is provided which can rotate while always meshing with 4. A one-way clutch 64 (first clutch) is provided between the hollow shaft 30 and the output shaft 40. This one-way clutch 64 is arranged in such a direction that rotational force is transmitted only when the output shaft 40 is driven from the hollow shaft 30 side. Further, the output shaft 40 is provided with a hydraulic clutch 66 (second clutch) that connects or disconnects the output shaft 40 and the auxiliary speed-increasing driven gear 54 so as to rotate together. The first continuous output gear 42 is always the first
It meshes with the speed input gear 12 to constitute a first continuous gear set. Similarly, the second-speed output gear 46, the third-speed output gear 48, the fourth-speed output gear 50, and the fifth-speed output gear 52 are the second-speed input gear 16, the third-speed input gear 18, and the third-speed input gear 18, respectively. It always meshes with the 4th speed input gear 20 and the 5th speed input gear 22, forming a 2nd continuous gear set, a 3rd continuous gear set, a 4th continuous gear set, and a 5th continuous gear set.

Next, the operation of this embodiment will be explained.

(1) By setting the neutral shift lever (not shown) to the neutral position, the third and fourth gear engagement mechanisms 26, the fifth gear engagement mechanisms 28, the first and second gear coupling sleeves 56,
and the reverse idler gear 62 are all in the neutral position,
Input axis! A neutral state is reached in which no rotational force is transmitted from zero to the output shaft 40.

(2) By setting the reverse shift lever to the reverse position, the reverse idler gear 62 moves to the left in the figure, and it engages with the reverse output gear 58 and the reverse input gear 14 at the same time. This results in a backward state. That is, the rotational force from the input shaft 10 is applied to the reverse input gear 14, the reverse idler gear 62, the reverse output gear 58, the first and second speed coupling sleeves 56, and the first and second speed synchro hubs 44.
is transmitted to the output shaft 40 via. Since the backward idler gear 62 is interposed in the transmission path, the output shaft 40 rotates in the backward direction. The gear ratio is determined by the ratio of the number of teeth between the reverse input gear 14 and the reverse output gear 58.

(3) By setting the first gear shift lever to the first gear selection state,
The second speed coupling sleeve 56 moves to the right in the figure and connects the first speed output gear 42 and the first and second speed synchro hubs 44 so as to rotate together. This brings the vehicle into the first speed state. That is, the rotational force from the input shaft 10 is transmitted to the first speed input gear 12 and the first speed output gear 42.
, first and second speed coupling sleeves 56, and first
and is transmitted to the output shaft 40 via the second-speed synchro hub 44. The gear ratio is determined by the ratio of the number of teeth between the first speed input gear 12 and the first continuous output gear 42.

(4) By setting the second gear shift lever to the second gear selection state, the first
The second-speed coupling sleeve 56 moves to the left in the figure, and couples the second-speed output gear 46 and the first and second-speed synchro hubs 44 to rotate together. This brings the vehicle into the second speed state. That is, the rotational force from the input shaft 10 is transmitted to the second speed input gear 16 and the second speed output gear 46.
, first and second speed coupling sleeves 56, and first
and is transmitted to the output shaft 40 via the second-speed synchro hub 44. The gear ratio is determined by the ratio of the number of teeth between the second speed input gear 14 and the second continuous output gear 46.

(5) With the 3rd gear second clutch 66 released, move the shift lever to the 3rd gear position.
When in the speed selection state, the meshing mechanism 26 for the third and fourth speeds
The third speed driver gear 18 and the input shaft 10 are connected by this. This brings the vehicle into the third speed state. That is, the rotational force from the input shaft 1o is transmitted to the third and fourth gear meshing mechanism 2.
6. It is transmitted to the output @40 via the third speed input gear 18, the third speed output gear 48, the hollow 'N130, and the one-way clutch 64. The gear ratio is determined by the ratio of the number of teeth between the third speed driver gear 18 and the third speed output gear 48.

In this case, since the rotational force is transmitted via the one-way clutch 64, the output! It cannot be driven from the th40 side.

(6) Bring the auxiliary speed increasing third speed clutch 66 into the engaged state. When the shift lever moves to the third gear position in this state, the rotational force from the input shaft 1o is
3rd and 4th gear meshing mechanism 26, i33rd gear force tiI
411B, third output gear 48, hollow shaft 30, fifth output gear 52, fifth speed input gear 22, auxiliary speed increase drive gear 24, auxiliary speed increase driven mm54 and second
It is transmitted to the output shaft 4o via the clutch 66.

The gear ratio at this time is the ratio of the number of teeth between the auxiliary speed increasing drive gear 24 and the auxiliary speed increasing driven gear 54 with respect to the tooth number ratio between the third speed input gear 18 and the third speed output gear 48. and the ratio of the number of teeth between the output gear 52 for the highest stage and the input gear 22 for the highest stage. That is, the stroke ratio between the auxiliary speed-increasing drive gear 24 and the auxiliary speed-increasing driven gear 54 and the top-stage output gear 52 and the top-stage input gear are higher than in the normal third speed in (5) above. The gear ratio is reduced (speeded up) by an amount multiplied by the tooth number ratio with respect to 22. In this case, the one-way clutch 64 is in an idle state.

(7) With the 4th gear second clutch 66 released, move the shift lever to the 4th gear position.
If the speed selection condition is poor, the third and fourth engagement mechanisms 26
4th speed input gear 20 and input shaft 10 are connected. This results in the fourth speed state. That is, the rotational force from the input f410 is transmitted to the third and fourth gear meshing mechanisms 26, the fourth continuous input gear 20, the fourth gear output gear 50,
Output l via the hollow shaft 30 and one-way clutch 64
141I+40. The gear ratio is determined by the ratio of the number of teeth between the fourth gear 20 and the fourth output gear 5o. Note that in this case, since the rotational force is transmitted via the one-way clutch 64, it is not possible to drive from the output +1id 140 side.

(8) Bring the auxiliary speed increasing fourth speed clutch 66 into the engaged state. When the shift lever moves to the 4th speed position in this state, the rotational force from the input 1lilhlo is transmitted to the 3rd and 4th speed meshing mechanism 26, the 4th speed input gear 2o, and the 4th speed output 1! y jE50, hollow shaft 3
0, 5th fl output gear 52, 5th speed input gear 22,
It is transmitted to the output shaft 4o via the auxiliary speed increasing drive gear 24, the auxiliary speed increasing driven gear 54, and the second clutch 66.

The gear ratio at this time is the number of teeth of the auxiliary speed increasing drive southeast 24 and the auxiliary speed increasing driven gear 54 relative to the tooth number ratio of the 4th speed input gear 2o and the 4th speed output gear 5o. It is multiplied by the ratio and the ratio of the number of teeth between the output gear 52 for the highest stage and the input gear 22 for the highest stage. That is, the tooth ratio between the auxiliary speed-increasing drive gear 24 and the auxiliary station-increasing driven gear 54 and the uppermost output gear 52 and the uppermost input gear 22 are lower than in the normal fourth speed in (7) above. The gear ratio has become smaller (speed has been increased) by the number of teeth multiplied by the number of teeth. In addition,
In this case, the one-way clutch 64 is in an idling state.

(9) With the 5th gear second clutch 66 released, move the shift lever to the 5th gear position.
In the speed selection state, the fifth speed input gear 22 and the input shaft 10 are connected by the fifth continuous engagement mechanism 28.

This brings the vehicle into the fifth speed state. In other words, input +1!
The rotational force from d+10 is transmitted to the fifth continuous engagement mechanism 28,
Output via the 5th speed input gear 24, 5th speed output gear 52, hollow shaft 30, and one-way clutch 64! lIb
40. The gear ratio is determined by the ratio of the number of teeth between the fifth speed input gear 22 and the fifth speed output gear 52. In this case, since the rotational force is transmitted via the one-way clutch 64, there is no possibility of driving from the output shaft 40 side.

(10) Bring the auxiliary speed increasing fifth speed clutch 66 into the engaged state. When the shift lever moves to the 5th gear position in this state, the rotational force of the input shaft 106% is applied to the 5th continuous meshing mechanism 28, the 5th continuous input gear 22,
It is transmitted to the output shaft 40 via the auxiliary station expansion drive gear 24, the auxiliary station expansion driven gear 54, and the second clutch 66.

In this case, the speed ratio is the ratio of the number of teeth between the speed increasing drive gear 24 and the speed increasing driven gear 52. This gear ratio is smaller (speed-up) than the gear ratio in the normal fifth gear (9) above. In this case, the one-way clutch 64 is in an idle state.

As explained above, in the 1st and 2nd speeds, no auxiliary shifting is performed, and in the 3rd to 5th speeds, transmission is carried out by the transmission system using the input gear and the output gear, and the drive gear for the auxiliary station expansion and the driven gear for the auxiliary station expansion. By switching the system and performing auxiliary shifting, it is possible to obtain a total of 8 forward speed gear ratios with 6 to 12 gears. Moreover, the load on the meshing mechanism does not increase due to the auxiliary speed change.

Further, the capacity of the clutch 66 can also be relatively small.

Although this embodiment is based on a gear transmission with five forward gears, the number of forward gears of the main transmission can be arbitrarily set as shown in a second embodiment described later. That is, if the number of forward gears is n, it is possible to obtain [(n-2)X2+21 forward gears.

Furthermore, although the one-way clutch 64 is used in this embodiment, a normal hydraulic clutch similar to the clutch 66 may also be used. In this case, drive from the output shaft 40 side becomes possible, but it is necessary to switch two clutches at the same time.

(Second Embodiment) FIG. 2 shows a second embodiment of the present invention. This embodiment applies the present invention to a gear transmission with four forward speeds, and differs from the first embodiment only in that the fifth continuous gear set is omitted. The auxiliary station increase drive gear 24 is rotatably provided on the input shaft 10 together with the 4th speed input gear 20, and the auxiliary speed increase driven gear 54 is always engaged with the auxiliary station increase drive gear 24 and is rotatable. Output shaft 40-
It is provided at

According to this second embodiment, there are 11 gears in total with 5 to 10 gears.
The same functions and effects as in the first embodiment can be obtained except that a gear ratio of 6 speeds can be obtained.

(G) As described in detail, according to the present invention, the auxiliary transmission transmission line for increasing speed is added to the main transmission, so the load on the meshing mechanism of the main transmission increases. You can never defeat the operability. Further, multiple speed ratios can be obtained without significantly increasing the axial dimension of the transmission.

[Brief explanation of drawings]

FIG. 1 is a diagram showing a gear transmission according to a first embodiment of the invention, and FIG. 2 is a diagram showing a two-wheel transmission according to a second practical example of the invention. 10... Input 1rlII, 18... 3rd continuous input gear, 20... 4th speed river input gear, 22... 5th continuous input tooth Φ, 24... Auxiliary speed increase drive southeast, 30・
...Hollow shaft, 40...Output shaft, 48-...Output gear for third speed, 50...Output gear for fourth speed, 52...Fifth
Continuous output gear, 54... Auxiliary speed increasing driven gear, 6
4...One-way clutch (first clutch), 66.
...Clutch (second clutch). Patent Applicant Nissan Motor Co., Ltd. Agent Patent Attorney Toshiyuki Miyauchi Figure 2

Claims (1)

[Claims] 1. An input shaft, an output shaft arranged parallel to the input shaft, a hollow shaft rotatably supported by the output shaft, and the input shaft and the output shaft are connected by operating a meshing mechanism. A first speed input gear and a second speed input gear on the input shaft, and a first speed output gear and a second speed output gear on the output shaft, which enable transmission of rotational force between the an input gear for forward gears of 3rd speed or higher that is rotatably provided on the input shaft and can be connected to the input shaft by a meshing mechanism; and an input gear for forward gears of 3rd speed or higher, which is always meshed with the input gear for forward gears and rotates integrally with the hollow shaft. an output gear for forward gears provided so as to rotate, an auxiliary speed-increasing drive gear rotatably provided on the input shaft together with the input gear for the highest stage, and an auxiliary speed-increasing drive gear on the output shaft that is constantly meshed with the auxiliary speed-increasing drive gear. a first clutch that connects or disconnects the output shaft and the hollow shaft; and a second clutch that connects or disconnects the output shaft and the auxiliary speed increase driven gear. A gear transmission having: 2. The gear transmission according to claim 1, wherein the first clutch is a one-way clutch arranged so as to transmit rotational force only in the direction from the hollow shaft to the output shaft.