JP3746183B2 - Multi-speed transmission for automobile - Google Patents

Multi-speed transmission for automobile Download PDF

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Publication number
JP3746183B2
JP3746183B2 JP2000122816A JP2000122816A JP3746183B2 JP 3746183 B2 JP3746183 B2 JP 3746183B2 JP 2000122816 A JP2000122816 A JP 2000122816A JP 2000122816 A JP2000122816 A JP 2000122816A JP 3746183 B2 JP3746183 B2 JP 3746183B2
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Prior art keywords
shaft
gear
speed
input shaft
attached
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JP2001304354A (en
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清仁 細野
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Aichi Machine Industry Co Ltd
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Aichi Machine Industry Co Ltd
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    • 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
    • F16H3/093—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 with two or more countershafts
    • F16H2003/0931—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 with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • 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
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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
    • F16H3/093—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 with two or more countershafts

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Description

【０００１】
【発明の属する技術分野】
本発明は自動車用の多段変速機に関するものである。
【０００２】
【従来の技術】
例えば自動車の６段変速機のような多段変速機にあっては、従来、交互に駆動されるように配置され、同心的に軸支された２つの入力軸と、該入力軸の歯車にそれぞれ噛合する歯車を取付けた２つの主軸よりなり、前記軸上の相互に噛合する歯車の各対の少なくとも１つの歯車がその軸から解放可能である構成が提供されている（例えば特開昭６１−２５２９３８号）。
【０００３】
【発明が解決しようとする課題】
上記従来の構成では、図１７に示すように入力軸ＩO 、Ｉi と差動装置の冠歯車(20)の軸ＤＸとの距離Ｌが長くなると、入力軸ＩO の歯車(12)に噛合する歯車(21)および冠歯車(20)に噛合する歯車(18)が取付けられている主軸ＭA と入力軸Ｉi の歯車(9) に噛合する歯車(24)および冠歯車(20)に噛合する歯車(19)が取付けられている主軸ＭB との間隔が狭くなり、両軸間の歯車やカップリングが干渉するようになる。
このような干渉を防ぐには主軸ＭA 、ＭB 間距離ＬM を大きく設定すればよいが、そのためには、入力軸Ｉi 、ＩO の歯車と主軸ＭA 、ＭB の歯車との中心間距離であるＬA 、ＬB 、および主軸ＭA 、ＭB の歯車と冠歯車(20)との中心間距離であるＬF 、ＬG のうち少なくとも一つ以上の寸法を大きくする必要がある。しかしながら、減速比を変えないあるいは減速比の変化を微小に抑えることを前提にすると、歯車の中心間距離の拡大は、歯車の径寸法の拡大につながる。
このため、入力軸Ｉi 、ＩO の歯車と冠歯車(20)との中心間距離Ｌを大きくすると、各歯車の中心間距離を大きくし、各歯車の径寸法も大きくなる。すると、同期装置を使用する場合、歯車の慣性力が大きくなるため、同期装置も大容量が必要となり、スリーブの径も大きくなる。このようにして、変速機サイズが大きく膨らみ、車両への搭載が困難になるという問題がある。
また、別の問題として、変速段数を増やしたい場合、軸長さを長くして、歯車対を増やす場所を確保するのが通常であるが、クラッチディスクを２枚有するツインクラッチ方式の場合、特に、ＦＦ方式でエンジンを横置きにする場合は、変速機の搭載スペースが狭くなるため、軸長さを長くすることは困難であるという問題もある。
【０００４】
【課題を解決するための手段】
本発明は上記従来の課題を解決するための手段として、クラッチの第１ディスクＤ１に結合された第１入力軸Ｉi と、第２ディスクＤ２に結合され該第１入力軸Ｉi と同心的である第２入力軸ＩO と、該第１入力軸Ｉi および該第２入力軸ＩO に取付けられている歯車にそれぞれ噛合する歯車が取付けられている第１主軸ＭA および第２主軸ＭB と、該第１主軸ＭA および該第２主軸ＭB とに取付けられている歯車にそれぞれ噛合する歯車が取付けられている出力軸とからなる構成に、更に第１入力軸Ｉi と第２入力軸ＩO とに取付けられている歯車に噛合する歯車が取付けられている第１中間軸ＣA と、第２主軸ＭB に取付けられている歯車に噛合する歯車が取付けられている第２中間軸ＣB と、該第１中間軸ＣA と第２入力軸ＩO に取付けられている歯車に噛合する歯車が取付けられ第１入力軸Ｉi から上記第１中間軸ＣA を経由して第２入力軸ＩO へ伝達される回転を反転させるアイドラ軸ＩR を追加した自動車用多段変速機であって、第１主軸Ｍ A 、第２主軸Ｍ B 、第１中間軸Ｃ A および第２中間軸Ｃ B には軸に固定される歯車と軸に対して回転自在な歯車とが取付けられており、軸に対して回転自在な歯車には軸に固定されているカップリングが付随しており、更に上記第１入力軸Ｉ i には１速、３速、５速、リバース用の歯車Ｇ２、Ｇ３、Ｇ４が取付けられており、上記第２入力軸Ｉ O には２速、４速、６速用の歯車Ｇ１が１個取付けられており、上記第１主軸Ｍ A には３速、５速駆動用歯車Ｇ６、Ｇ７が取付けられており、上記第２主軸Ｍ B には２速、４速、６速駆動用歯車Ｇ９、Ｇ１０、Ｇ１１が取付けられており、そして１速は第１入力軸Ｉ i から第１中間軸Ｃ A を経由して第２入力軸Ｉ O に回転を伝達し、更に該第２入力軸Ｉ O から第２中間軸Ｃ B を介して第２主軸Ｍ B に伝達し、該第２主軸Ｍ B の２速用歯車Ｇ９のトルクで実現する自動車用多段変速機を提供するものである。
更にクラッチの第１ディスクＤ１に結合された第１入力軸Ｉ i と、第２ディスクＤ２に結合され該第１入力軸Ｉ i と同心的である第２入力軸Ｉ O と、該第１入力軸Ｉ i および該第２入力軸Ｉ O に取付けられている歯車にそれぞれ噛合する歯車が取付けられている第１主軸Ｍ A および第２主軸Ｍ B と、該第１主軸Ｍ A および該第２主軸Ｍ B とに取付けられている歯車にそれぞれ噛合する歯車が取付けられている出力軸とからなる構成に、更に第１入力軸Ｉ i と第２入力軸Ｉ O とに取付けられている歯車に噛合する歯車が取付けられている第１中間軸Ｃ A と、第２主軸Ｍ B に取付けられている歯車に噛合する歯車が取付けられている第２中間軸Ｃ B と、該第１中間軸Ｃ A と第２入力軸Ｉ O に取付けられている歯車に 噛合する歯車が取付けられ第１入力軸Ｉ i から上記第１中間軸Ｃ A を経由して第２入力軸Ｉ O へ伝達される回転を反転させるアイドラ軸Ｉ R を追加した自動車用多段変速機であって、第１主軸Ｍ A 、第２主軸Ｍ B 、第１中間軸Ｃ A および第２中間軸Ｃ B には軸に固定される歯車と軸に対して回転自在な歯車とが取付けられており、軸に対して回転自在な歯車には軸に固定されているカップリングが付随しており、更に上記第１入力軸Ｉ i には１速、３速、５速、リバース用の歯車Ｇ２、Ｇ３、Ｇ４が取付けられており、上記第２入力軸Ｉ O には２速、４速、６速用の歯車Ｇ１が１個取付けられており、上記第１主軸Ｍ A には３速、５速駆動用歯車Ｇ６、Ｇ７が取付けられており、上記第２主軸Ｍ B には２速、４速、６速駆動用歯車Ｇ９、Ｇ１０、Ｇ１１が取付けられており、そしてリバースは第１入力軸Ｉ i から第１中間軸Ｃ A およびアイドラ軸Ｉ R を経由して第２入力軸Ｉ O に逆回転を伝達し、更に該第２入力軸Ｉ O から第２中間軸Ｃ B を介して第２主軸Ｍ A に伝達し、該第２主軸Ｍ A の２速用歯車Ｇ９のトルクで実現する自動車用多段変速機を提供するものである。
【０００５】
また更にクラッチの第１ディスクＤ１に結合された第１入力軸Ｉ i と、第２ディスクＤ２に結合され該第１入力軸Ｉ i と同心的である第２入力軸Ｉ O と、該第１入力軸Ｉ i および該第２入力軸Ｉ O に取付けられている歯車にそれぞれ噛合する歯車が取付けられている第１主軸Ｍ A および第２主軸Ｍ B と、該第１主軸Ｍ A および該第２主軸Ｍ B とに取付けられている歯車にそれぞれ噛合する歯車が取付けられている出力軸とからなる構成に、更に第１入力軸Ｉ i と第２入力軸Ｉ O とに取付けられている歯車に噛合する歯車が取付けられている第１中間軸Ｃ A と、第２主軸Ｍ B に取付けられている歯車に噛合する歯車が取付けられている第２中間軸Ｃ B と、該第１中間軸Ｃ A と第２入力軸Ｉ O に取付けられている歯車に噛合する歯車が取付けられ第１入力軸Ｉ i から上記第１中間軸Ｃ A を経由して第２入力軸Ｉ O へ伝達される回転を反転させるアイドラ軸Ｉ R を追加した自動車用多段変速機であって、第１主軸Ｍ A 、第２主軸Ｍ B 、第１中間軸Ｃ A および第２中間軸Ｃ B には軸に固定される歯車と軸に対して回転自在な歯車とが取付けられており、軸に対して回転自在な歯車には軸に固定されているカップリングが付随しており、更に上記第１入力軸Ｉ i には１速、３速、５速、リバース用の歯車Ｇ２、Ｇ３、Ｇ４が取付けられており、上記第２入力軸Ｉ O には２速、４速、６速用の歯車Ｇ１が１個取付けられており、上記第１主軸Ｍ A には３速、５速駆動用歯車Ｇ６、Ｇ７が取付けられており、上記第２主軸Ｍ B には２速、４速、６速駆動用歯車Ｇ９、Ｇ１０、Ｇ１１が取付けられており、そして第１入力軸Ｉ i の１速、リバース用歯車を省略し、それに代えて第１入力軸Ｉ i の３速用歯車Ｇ７または５速用歯車Ｇ６を１速、リバース用に転用した自動車用多段変速機を提供するものである。
【０００６】
【作用】
本発明では、従来の２つの入力軸Ｉi 、ＩO と２つの主軸ＭA 、ＭB に更に２つの中間軸ＣA 、ＣB と１つのアイドラ軸ＩR を追加し、第１入力軸Ｉi は１速、３速、５速、リバース用とし、第２入力軸ＩO は２速、４速、６速用とし、第１主軸ＭA は３速、５速用とし、第２主軸ＭB は２速、４速、６速用とする。
【０００７】
１速は第１入力軸Ｉi から第１中間軸ＣA を経由して第２入力軸ＩO に取付けられた２速、４速、６速用の歯車Ｇ１に回転を伝達し、更に該第２入力軸ＩO から第２中間軸ＣB を経由して第２主軸ＭB に回転を伝達し、第２主軸ＭB の２速用歯車Ｇ９のトルクで実現し、リバースは第１入力軸Ｉi から第１中間軸ＣA およびアイドラ軸ＩR を経由して第２入力軸ＩO に取付けられた２速、４速、６速用歯車Ｇ１に逆回転を伝達し、更に該第２入力軸ＩO から第２中間軸ＣB を介して第２主軸ＭB に回転を伝達し、該第２主軸ＭB の２速用歯車Ｇ９のトルクで実現する。
【０００８】
上記したように、本発明では１速とリバースとを得るために第１入力軸Ｉi から第２入力軸ＩO に回転を伝達するための第１中間軸ＣA 、アイドラ軸ＩR を２つの主軸ＭA 、ＭB とは別に設けたので、入力軸Ｉi 、ＩO に小径な１速用歯車および主軸ＭA 、ＭB に大径な１速用歯車を取付ける必要がなくなり、入力軸強度にとって有利であり、主軸ＭA 、ＭB 上に大径な１速用歯車が存在しないので、干渉を避けるために主軸ＭA 、ＭB 間距離ＬM を大きく設定する必要もなくなる。
【０００９】
更に、第１主軸ＭA に取付けられた歯車とカップリングの位置を、第２主軸ＭB に取付けられた歯車とカップリングの位置とは、軸方向にずらした位置にすることができるので、２つの主軸ＭA 、ＭB に取付けられた歯車とカップリングが干渉するのを防ぐために、２つの主軸ＭA 、ＭB 間の距離ＬM を大きくする必要がない。そして本発明では、軸数を増やすことで変速段数を多段化したので、軸長さを短く抑えることができ、車両搭載上、都合が良くなる。
【００１０】
【発明の実施の形態】
図１〜図９に本発明の一実施例を示す。図１に示すクラッチの第１ディスクＤ１には第１（内側）入力軸Ｉi が結合され、第２ディスクＤ２には第２（外側）入力軸ＩO が結合されている。
【００１１】
該第１入力軸Ｉi には３つの歯車Ｇ２、Ｇ３、Ｇ４が取付け軸固定されており、該第２入力軸ＩO には１つだけ歯車Ｇ１が取付け固定されている。２つの主軸ＭA 、ＭB において、第１主軸ＭA には１つの歯車Ｇ５が取付け軸固定されており、該歯車Ｇ５は差動装置ＤＸの歯車Ｇ２０（出力軸の歯車）に噛合している。更に、該第１主軸ＭA には２つのハブＨ６、Ｈ７付きの歯車Ｇ６、Ｇ７が軸に対して回転自在に取付けられ、該２つの歯車Ｇ６、Ｇ７が軸に対して回転自在に取付けられ、該２つの歯車Ｇ６、Ｇ７間にはスリーブＳ１を有するカップリングＣ１が軸固定されている。そして該歯車Ｇ６は５速用として第１入力軸Ｉi の歯車Ｇ２に噛合し、該歯車Ｇ７は３速用として第１入力軸Ｉi の歯車Ｇ４に噛合している。
【００１２】
第２主軸ＭB には２つの歯車Ｇ８、Ｇ９が取付け軸固定されており、該歯車Ｇ８は差動装置ＤＸの歯車Ｇ２０に噛合しており、該歯車Ｇ９は２速用として第２中間軸ＣB の歯車Ｇ１７と噛合している。更に該第２主軸ＭB には２つのハブＨ１０、Ｈ１１付き歯車Ｇ１０、Ｇ１１が軸に対して回転自在に取付けられており、該２つの歯車Ｇ１０、Ｇ１１間にはスリーブＳ２を有するカップリングＣ２が軸固定されており、該歯車Ｇ１０は２速、４速、６速用として第２入力軸ＩO の歯車Ｇ１に噛合する。
【００１３】
本発明では上記構成に更に２つの中間軸ＣA 、ＣB とアイドラ軸ＩR とが追加される。第１中間軸ＣA には図１に示すように１つの歯車Ｇ１２が取付け軸固定されており、２つのハブＨ１３、Ｈ１４付き歯車Ｇ１３、Ｇ１４が軸に対して回転自在に取付けられ、該２つの歯車Ｇ１３、Ｇ１４間にはスリーブＳ３を有するカップリングＣ３が軸固定されており、歯車Ｇ１４は１速用として第２入力軸ＩO の歯車Ｇ１に噛合する。
【００１４】
第２中間軸ＣB には２つの歯車Ｇ１５、Ｇ１６が取付け軸固定されており、１つのハブＨ１７付き歯車Ｇ１７が軸に対して回転自在に取付けられており、該歯車Ｇ１７に隣接してスリーブＳ４を有するカップリングＣ４が軸固定されている。
【００１５】
第１中間軸ＣA の歯車Ｇ１２は第１入力軸Ｉi の歯車Ｇ３と噛合しており、更に第２中間軸ＣB の歯車Ｇ１５は２速、６速用として第２主軸ＭB の歯車Ｇ１０に噛合しており、第２中間軸ＣB の歯車Ｇ１６は６速用として第２主軸ＭB の歯車Ｇ１１に噛合し、第２中間軸ＣB の歯車Ｇ１７は２速用として第２主軸ＭB の歯車Ｇ９に噛合している。
【００１６】
図１に示すようにアイドラ軸ＩR は２つの歯車Ｇ１８、Ｇ１９は取付け軸固定されており、歯車Ｇ１８はリバース用として第１中間軸ＣA の歯車Ｇ１３に噛合し、歯車Ｇ１９は第２入力軸ＩO の歯車Ｇ１に噛合している。
【００１７】
上記構成では主軸ＭA 、ＭB 上のカップリングＣ１、Ｃ２の取付け位置が軸方向で相互に重ならない位置に設定されており、更に、カップリングＣ１が付随する第１主軸ＭA の歯車Ｇ６、Ｇ７と、カップリングＣ２が付随する第２主軸ＭB の歯車Ｇ１０、Ｇ１１の取付け位置も軸方向で相互にずらされており、また更に、第１主軸ＭA の歯車Ｇ６、Ｇ７とカップリングＣ１の取付け位置が、第２主軸ＭB の歯車Ｇ９の取付け位置とは軸方向に重ならないようになっており、また更に、１速とリバースとを得るために新たに第１中間軸ＣA とアイドラ軸ＩR を設け、２速用歯車のトルクを利用する構造とすることで、２つの主軸ＭA 、ＭB に大径な１速用歯車を設ける必要が無いので、主軸ＭA 、ＭB は相互に干渉物が無く、図２に示すように、第１主軸ＭA と第２主軸ＭB との間の距離ｌM を縮小することが出来る。そしてｌM を縮小すれば入力軸ＩO 、Ｉi と主軸ＭA 、ＭB 間の距離ｌA 、ｌB も縮小出来、歯車を無駄に巨大化することが防止出来、歯車の入力モーメントを小さくすることが出来るためにカップリングの負荷を軽減出来る。そして、軸数を増やすことで変速段数を多段化したので、軸長さを短く抑えることができるうえ、第１主軸ＭA の歯車Ｇ６、Ｇ７のうち径が小さい歯車Ｇ６と、第２主軸ＭB の歯車Ｇ９、Ｇ１０、Ｇ１１のうち最も径が小さい歯車Ｇ１１の軸方向位置を重ねることにより、２つの主軸ＭA 、ＭB 間の距離ｌM を大きくすることなく、更に軸長さを短くすることができ、車両搭載上、都合が良くなる。
【００１８】
以下に上記多段変速機の動作を説明する。
〔１速〕
図３に示すように第１中間軸ＣA のカップリングＣ３のスリーブＳ３を矢印方向にスライドさせて１速用の歯車Ｇ１４のハブＨ１４と噛合させると共に第２中間軸ＭB のカップリングＣ４のスリーブＳ４を矢印方向にスライドさせて２速用の歯車Ｇ１７のハブＨ１７と噛合させる。
この状態では第１入力軸Ｉi の回転は歯車Ｇ３から第１中間軸ＣA の歯車Ｇ１２、歯車Ｇ１４を経由して第２入力軸ＩO に歯車Ｇ１を介して伝達され、更に第２主軸ＭB の歯車Ｇ１０から歯車Ｇ１５を介して第２中間軸ＣB に伝達され、該第２中間軸ＣB の歯車Ｇ１７を介して第２主軸ＭB の歯車Ｇ９より第２主軸ＭB に伝達され、歯車Ｇ８より差動装置ＤＸの歯車Ｇ２０に伝達される。
【００１９】
〔３速〕
図４に示すように第１主軸ＭA のカップリングＣ１のスリーブＳ１を矢印方向にスライドさせて３速用の歯車Ｇ７のハブＨ７と噛合させる。この状態では第１入力軸Ｉi の回転は歯車Ｇ４から歯車Ｇ７を介して第１主軸ＭA に伝達され、歯車Ｇ５より差動装置ＤＸの歯車Ｇ２０に伝達される。
【００２０】
〔５速〕
図５に示すように第１主軸ＭA のカップリングＣ１のスリーブＳ１を矢印方向にスライドさせて５速用の歯車Ｇ６のハブＨ６と噛合させる。この状態では第１入力軸Ｉi の回転は歯車Ｇ２から歯車Ｇ６を介して第１主軸ＭA に伝達され、歯車Ｇ５より差動装置ＤＸの歯車Ｇ２０に伝達される。
【００２１】
〔リバース〕
図６に示すように第１中間軸ＣA のカップリングＣ３のスリーブＳ３を矢印方向にスライドさせてリバース用の歯車Ｇ１３のハブＨ１３に噛合させると共に第２中間軸ＣB のカップリングＣ４のスリーブＳ４を矢印方向にスライドさせて２速用の歯車Ｇ１７のハブＨ１７と噛合させる。
この状態では第１入力軸Ｉi の回転は歯車Ｇ３から第１中間軸ＣA の歯車Ｇ１２、歯車Ｇ１３からアイドラ軸ＩR に歯車Ｇ１８を介して伝達され、該アイドラ軸ＩR によって回転を逆転させられた上で該アイドラ軸ＩR の歯車Ｇ１９から第２入力軸ＩO の歯車Ｇ１に伝達され、更に第２主軸ＭB の歯車Ｇ１０を介して第２中間軸ＣB の歯車Ｇ１５に伝達され、更に第２中間軸ＣB から歯車Ｇ１７を介して第２主軸ＭB の歯車Ｇ９に伝達され、歯車Ｇ８から差動装置ＤＸの歯車Ｇ２０（出力軸の歯車）に伝達される。
【００２２】
〔２速〕
図７に示すように第２中間軸ＣB のカップリングＣ４のスリーブＳ４を矢印方向にスライドさせて２速用の歯車Ｇ１７のハブＨ１７に噛合させる。この状態では第２入力軸ＩO の回転は歯車Ｇ１、第２主軸ＭB の歯車Ｇ１０を経由して第２中間軸ＣB の歯車Ｇ１５に伝達され、歯車Ｇ１７から第２主軸ＭB の歯車Ｇ９を介して歯車Ｇ８より差動装置ＤＸの歯車Ｇ２０に伝達される。
【００２３】
〔４速〕
図８に示すように第２主軸ＭB のカップリングＣ２のスリーブＳ２を矢印方向にスライドさせて４速用の歯車Ｇ１０のハブＨ１０に噛合させる。この状態では第２入力軸ＩO の回転は歯車Ｇ１より第２主軸ＭB の歯車Ｇ１０に伝達され、歯車Ｇ８から差動装置ＤＸの歯車Ｇ２０に伝達される。
【００２４】
〔６速〕
図９に示すように第２主軸ＭB のカップリングＣ２のスリーブＳ２を矢印方向にスライドさせて６速用の歯車Ｇ１１のハブＨ１１に噛合させる。この状態では第２入力軸ＩO の回転は歯車Ｇ１より第２主軸ＭB の歯車Ｇ１０を介して第２中間軸ＣB の歯車Ｇ１５に伝達され、更に歯車Ｇ１６より第２主軸ＭB の歯車Ｇ１１に伝達され、歯車Ｇ８より差動装置ＤＸの歯車Ｇ２０に伝達される。
【００２５】
図１０には他の実施例が示される。この実施例では第１主軸ＭA と第１入力軸Ｉi の３速用歯車Ｇ７、Ｇ４と５速用歯車Ｇ６、Ｇ２とを入れ替えて、歯車Ｇ４と第２主軸ＭB の歯車Ｇ１１との間のスペースＳＰ１を確保した。
【００２６】
図１１には更に他の実施例が示される。この実施例では、第１中間軸ＣA の歯車Ｇ１３とカップリングＣ３を、歯車Ｇ１２とＧ１４の間に移動させ、これに伴い、第１中間軸ＣA の歯車Ｇ１３と噛合するアイドラ軸ＩR の歯車Ｇ１８、Ｇ１９も移動させて倒置し、図１では第１中間軸ＣA の歯車Ｇ１２とＧ１４の間にできていた空間を有効利用し、アイドラ軸ＩR および第１中間軸ＣA のとなりの空間ＳＰ２分変速機を小さくした。
【００２７】
図１２には更に他の実施例が示される。この実施例では、図１１に示す実施例に対して、更に、第１主軸ＭA と第１入力軸Ｉi の３速用歯車Ｇ７、Ｇ４と５速用歯車Ｇ６、Ｇ２とを入れ替えることで、第１入力軸Ｉi の歯車Ｇ４と第１中間軸ＣA の歯車Ｇ１３とを軸方向の同一位置に置くことを可能にし、これに伴い、第１中間軸ＣA の歯車Ｇ１２、Ｇ１３と第１入力軸Ｉi の歯車Ｇ３とアイドラ軸ＩR の歯車Ｇ１８を第１中間軸ＣA のカップリングＣ３の側へ寄せることができ、アイドラ軸ＩR と第１中間軸ＣA のとなりの空間ＳＰ３分変速機を小さくした。
【００２８】
図１３には更に他の実施例が示される。本実施例では前実施例において更に第２主軸ＭB の歯車Ｇ１０、Ｇ１１およびハブＨ１０、Ｈ１１を倒置し、これに対応して第２中間軸ＣB の歯車Ｇ１５、Ｇ１６を倒置した。
【００２９】
図１４には更に他の実施例が示される。本実施例では第１主軸ＭA の歯車Ｇ６、Ｇ７およびハブＨ６、Ｈ７を倒置し、これに対応して第１入力軸Ｉi の歯車Ｇ２、Ｇ４を倒置した。本実施例では第１入力軸Ｉi の内側に歯車Ｇ２よりも小径な歯車Ｇ４が配置されているので、該歯車Ｇ４と第２主軸ＭB の歯車Ｇ１０との隙間が確保される。
【００３０】
図１５には更に他の実施例が示される。本実施例では図１〜図９に示す実施例において第１入力軸Ｉi の１速用歯車Ｇ３を省き、第１中間軸ＣA の歯車Ｇ１２を第１入力軸Ｉi の３速用歯車Ｇ４と噛合させる。
【００３１】
図１６には更に他の実施例が示される。本実施例では、図１４に示す実施例において第１入力軸Ｉi の歯車Ｇ３を省き、かつ歯車Ｇ２と歯車Ｇ４とを倒置し、第１中間軸ＣA の歯車Ｇ１２を第１入力軸Ｉi の５速用歯車Ｇ２と噛合させる。この場合には第２入力軸ＩO の歯車Ｇ１と該歯車Ｇ１に噛合する第２主軸ＭB の歯車１０とを６速用とすれば１速およびリバースとしての減速比がとり易い。
【００３２】
【発明の効果】
本発明では第１主軸ＭA と第２主軸ＭB との間の距離ｌM が縮小されるから、歯車を無駄に巨大化する必要がなくなり、軸長さを小さく抑えながら変速段数の多段化を可能にし、車両搭載上有利な変速機を実現することができる。
【図面の簡単な説明】
図１〜図９は本発明の一実施例を示すものである。
【図１】入力軸と主軸と中間軸およびアイドラ軸の説明図
【図２】各軸の配置説明図
【図３】１速状態説明図
【図４】３速状態説明図
【図５】５速状態説明図
【図６】リバース状態説明図
【図７】２速状態説明図
【図８】４速状態説明図
【図９】６速状態説明図
【図１０】他の実施例の説明図
【図１１】更に他の実施例の説明図
【図１２】更に他の実施例の説明図
【図１３】更に他の実施例の説明図
【図１４】更に他の実施例の説明図
【図１５】更に他の実施例の説明図
【図１６】更に他の実施例の説明図
【図１７】従来例の各軸の配置説明図
【符号の説明】
Ｄ１ 第１ディスク
Ｄ２ 第２ディスク
Ｉi 第１入力軸
ＩO 第２入力軸
ＭA 第１主軸
ＭB 第２主軸
ＣA 第１中間軸
ＣB 第２中間軸
ＩR アイドラ軸
ＤＸ 差動装置（出力軸）
Ｇ 歯車
Ｓ スリーブ
Ｈ ハブ
Ｃ カップリング[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an automobile multi-stage transmission.
[0002]
[Prior art]
For example, in a multi-stage transmission such as a six-stage transmission of an automobile, conventionally, two input shafts arranged so as to be driven alternately and supported on concentric shafts and gears of the input shafts are respectively provided. There is provided a configuration comprising two main shafts to which meshing gears are attached, and at least one gear of each pair of meshing gears on the shaft can be released from the shaft (for example, JP-A-61-61). 252938).
[0003]
[Problems to be solved by the invention]
In the conventional configuration, as shown in FIG. 17, when the distance L between the input shafts I O and I i and the shaft DX of the crown gear (20) of the differential gear increases, the gear (12) of the input shaft I O A gear (24) and a crown gear (20) meshing with the gear (9) of the main shaft M A and the input shaft I i to which the gear (21) and the gear (18) meshing with the crown gear (20) are attached. distance between spindle M B which meshes with the gear (19) is mounted is narrowed, gears and couplings between the two axes is such that interference.
Spindle M A To prevent such interference, may be set large distance L M between M B, To that end, the input shaft I i, I O of the gear and the main shaft M A, the gear of M B a center distance L a, L B, and the main shaft M a, a center-to-center distance between the in M B gear and crown gear (20) L F, necessary to increase the at least one dimension of L G There is. However, on the premise that the reduction ratio is not changed or the change in the reduction ratio is suppressed to a minute, an increase in the distance between the centers of the gears leads to an increase in the radial dimension of the gears.
For this reason, if the distance L between the centers of the gears of the input shafts I i and I O and the crown gear (20) is increased, the distance between the centers of the respective gears is increased, and the radial dimension of each gear is also increased. Then, when using the synchronizer, the inertial force of the gear increases, so the synchronizer also requires a large capacity, and the sleeve diameter also increases. In this way, there is a problem that the size of the transmission is greatly expanded and it is difficult to mount the transmission on the vehicle.
Further, as another problem, when it is desired to increase the number of gears, it is usual to increase the shaft length and secure a place to increase the gear pairs, but in the case of the twin clutch system having two clutch disks, When the engine is placed horizontally by the FF method, there is a problem that it is difficult to increase the shaft length because the space for mounting the transmission is reduced.
[0004]
[Means for Solving the Problems]
As a means for solving the above-mentioned conventional problems, the present invention provides a first input shaft I i coupled to the first disk D1 of the clutch and a first input shaft I i coupled to the second disk D2 and concentric with the first input shaft I i . in a second input shaft I O and, the first spindle M a and a second mainshaft gear to each mesh with a gear attached to the first input shaft I i and the second input shaft I O is attached and M B, the structure comprising an output shaft that the first spindle M a and the second main shaft M gear meshing respectively mounted gears and B are attached, a further first input shaft I i a first intermediate shaft C a the gear that meshes with the gear attached to the second input shaft I O is attached, a gear that meshes with the gear attached to the second spindle M B is attached a second intermediate shaft C B, attached to the first intermediate shaft C a and the second input shaft I O Automotive multistage added the idler shaft I R for reversing the rotation of the gear meshing with the gear is transmitted via the first intermediate shaft C A from the first input shaft I i attached to the second input shaft I O a transmission, the first spindle M a, the second spindle M B, and the rotatable gear relative to the gear and the shaft fixed to the shaft in the first intermediate shaft C a and the second intermediate shaft C B A gear that is mounted and rotatable with respect to the shaft is accompanied by a coupling fixed to the shaft, and the first input shaft I i is for first speed, third speed, fifth speed, and reverse. is attached is of the gear G2, G3, G4, the second input shaft I O 2 speed to 4-speed, and the gear G1 of 6-speed are attached one to the first spindle M a is third speed, is attached is 5-speed drive gear G6, G7, the second speed to the second spindle M B, 4-speed, 6 speed drive gear G9, G1 , G11 is mounted, and the first speed to transmit the rotation to the second input shaft I O via the first intermediate shaft C A from the first input shaft I i, the further second input shaft I O through a second intermediate shaft C B is transmitted to the second spindle M B, there is provided a multi-speed transmission for a motor vehicle to achieve a torque of the second second-speed gear of the main shaft M B G9.
Further, a first input shaft I i coupled to the first disk D 1 of the clutch , a second input shaft I O coupled to the second disk D 2 and concentric with the first input shaft I i, and the first input a shaft I i and the second input shaft first spindle M a and a second mainshaft gear to each mesh with attached gear I O is attached M B, the first spindle M a and the second a structure comprising an output shaft gears respectively mesh with the gear mounted on the main shaft M B is mounted, the gear attached further to the first input shaft I i and the second input shaft I O a first intermediate shaft C a of meshing gears is mounted, a second intermediate shaft C B which gear is mounted which meshes with attached gear to the second spindle M B, first intermediate shaft C A gear that meshes with the gear that is attached to A and the second input shaft IO is attached to the first input shaft Ii . A Luo said first intermediate shaft C A motor vehicle multi-speed transmission have added idler shaft I R for reversing the rotation transmitted via the second input shaft I O a first spindle M A, the second spindle M B, the first intermediate shaft C A and the second intermediate shaft C B and a rotatable gear attached to the gear and the shaft fixed to the shaft, the rotatable gears to the axis Is accompanied by a coupling fixed to the shaft, and the first input shaft I i is fitted with first, third, fifth and reverse gears G2, G3, G4, the second speed to the second input shaft I O, 4-speed, and the gear G1 of 6-speed are mounted one above the third speed to the first spindle M a, attached 5-speed drive gear G6, G7 and, the second speed to the second spindle M B, 4-speed, 6 speed drive gear G9, G10, G11 is mounted, and the reverse is 1 the input shaft I i via the first intermediate shaft C A and idler shaft I R transmits the reverse rotation to the second input shaft I O, a further second intermediate shaft C B from the second input shaft I O transmitted to the second spindle M a through, there is provided a multi-speed transmission for a motor vehicle to achieve a torque of the second-speed gear G9 of the second spindle M a.
[0005]
Furthermore, the first input shaft I i coupled to the first disk D1 of the clutch, the second input shaft I O coupled to the second disk D2 and concentric with the first input shaft I i , the first input shaft and the I i and the second input shaft I O with an installed first spindle M a and the second spindle are engaged to gear with the gear is mounted M B, the first spindle M a and said 2 to the configuration comprising a main shaft M B and attached to it is a gear with each output shaft gear which meshes is attached to, is attached further to the first input shaft I i and the second input shaft I O gear and the first intermediate shaft C a the gear meshing is attached, the second intermediate shaft gear that meshes with the gear attached to the second spindle M B is attached C B, the first intermediate shaft C a first input shaft gear mounted which meshes with the attached gear to the second input shaft I O The vehicle for multi-speed transmission have added idler shaft I R for reversing the rotation of i is transmitted via the first intermediate shaft C A to the second input shaft I O, the first spindle M A, the 2 spindle M B, the first intermediate shaft C A and the second intermediate shaft C B and a rotatable gear attached to the gear and the shaft fixed to the shaft, rotatable gear to the axis Is accompanied by a coupling fixed to the shaft, and the first input shaft I i is fitted with gears G2, G3, G4 for 1st, 3rd, 5th, and reverse, the second speed to the second input shaft I O, 4-speed, and the gear G1 of 6-speed are mounted one above the third speed to the first spindle M a, 5-speed drive gear G6, G7 mounting It is and, the second speed to the second spindle M B, 4-speed, 6 speed drive gear G9, G10, G11 are mounted, and first inlet 1 speed axis I i, omitted reverse gear, the first input shaft 3 speed gear G7 or 5-speed gear G6 the first speed of I i Alternatively, a multi-speed transmission for a motor vehicle that is diverted for reverse It is to provide.
[0006]
[Action]
In the present invention, two conventional input shaft I i, add the I O and two spindle M A, M B further two intermediate axes C A, C B and one idler shaft I R, the first input shaft I i is for 1st speed, 3rd speed, 5th speed, reverse, 2nd input shaft I O is for 2nd speed, 4th speed, 6th speed, 1st main axis M A is for 3rd speed, 5th speed, 2nd spindle M B is the second speed, fourth speed, and a sixth speed.
[0007]
First speed-second-gear mounted on the second input shaft I O via the first intermediate shaft C A from the first input shaft I i, 4-speed, transmits the rotation to the gear G1 of 6-speed, further wherein from the second input shaft I O via the second intermediate shaft C B transmits the rotation to the second spindle M B, realized by the torque of the second-speed gear G9 of the second spindle M B, reverse the first input the first intermediate shaft from the axis I i C a and idler shaft I R 2 speed mounted on the second input shaft I O via a fourth speed, and transmits the reverse rotation to the gear G1 6-speed, further said 2 the input shaft I O through the second intermediate shaft C B transmits the rotation to the second spindle M B, realized by the torque of the second second-speed gear of the main shaft M B G9.
[0008]
As described above, in the present invention, the first intermediate shaft C A and the idler shaft I R for transmitting the rotation from the first input shaft I i to the second input shaft I O in order to obtain the first speed and the reverse are 2 One of the main shaft M a, since provided separately from the M B, the input shaft I i, I O to smaller diameter first speed gear and the main shaft M a, there is no need to attach a large diameter first speed gear to M B, input is advantageous for the axial strength, spindle M a, because there is no large diameter first speed gear on M B, spindle M a in order to avoid interference, there is no need to set a large distance L M between M B.
[0009]
Furthermore, the position of the gear coupling mounted on the first spindle M A, the position of the gear coupling mounted on the second spindle M B, it is possible to position shifted in the axial direction, two spindle M a, in order to prevent interference mounted gear and coupling the M B, two spindle M a, there is no need to increase the distance L M between M B. In the present invention, since the number of gears is increased by increasing the number of shafts, the shaft length can be kept short, which is convenient for vehicle mounting.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
1 to 9 show an embodiment of the present invention. A first (inner) input shaft I i is coupled to the first disk D1 of the clutch shown in FIG. 1, and a second (outer) input shaft IO is coupled to the second disk D2.
[0011]
The first input shaft I i 3 single gears G2, G3, G4 are fixedly mounted shaft, the gear G1 only one is fixedly attached to the second input shaft I O. Of the two main shafts M A and M B , one gear G5 is fixed to the first main shaft M A, and the gear G5 meshes with a gear G20 (output shaft gear) of the differential device DX. Yes. Further, two gears G6 and G7 with hubs H6 and H7 are attached to the first main shaft M A so as to be rotatable with respect to the shaft, and the two gears G6 and G7 are attached to be rotatable with respect to the shaft. A coupling C1 having a sleeve S1 is fixed between the two gears G6 and G7. And the gear G6 is meshed for the 5-speed to the gear G2 of the first input shaft I i, the gear G7 is engaged for the third speed to the gear G4 of the first input shaft I i.
[0012]
Two gears in the second spindle M B G8, G9 are fixed mounting shaft, the gear G8 is engaged with the gear G20 of a differential device DX, the gear G9 and the second intermediate shaft for the second speed It is gear G17 meshing of C B. Further provided in the second main shaft M B two hubs H10, H11 having gear G10, G11 are rotatably mounted with respect to the axis, the coupling C2 is between the two gears G10, G11 having a sleeve S2 Is fixed, and the gear G10 meshes with the gear G1 of the second input shaft IO for the second speed, the fourth speed, and the sixth speed.
[0013]
The present invention further two intermediate axes C A to the arrangement, and the C B and the idler shaft I R are added. The first intermediate shaft C A 1 single gear G12 as shown in Figure 1 are fixedly mounted shaft, two hubs H13, H14 having gear G13, G14 are rotatably mounted with respect to the axis, the two A coupling C3 having a sleeve S3 is fixed between the two gears G13 and G14, and the gear G14 meshes with the gear G1 of the second input shaft IO for the first speed.
[0014]
The second intermediate shaft C B 2 two gears G15, G16 are fixedly mounted shaft, and one hub H17 having gear G17 is rotatably mounted with respect to the axis, the sleeve adjacent to the gear G17 A coupling C4 having S4 is fixed on the shaft.
[0015]
The gear G12 of the first intermediate shaft C A has a gear G3 meshes of the first input shaft I i, further gear G15 is the second speed of the second intermediate shaft C B, the second spindle M B for the 6-speed gear G10 meshes with a gear G16 of the second intermediate shaft C B meshes for the 6-speed to the gear G11 of the second spindle M B, the gear G17 of the second intermediate shaft C B is the second spindle as the second-speed meshes with gear G9 of M B.
[0016]
Idler shaft I R is two gears G18, as shown in FIG. 1, G19 is fixedly mounted shaft, the gear G18 is engaged with the gear G13 of the first intermediate shaft C A for the reverse gear G19 and the second input The gear meshes with the gear G1 of the shaft IO .
[0017]
In the above-described configuration is set at a position where the mounting position of the main shaft M A, coupling of the M B C1, C2 do not overlap each other in the axial direction, further, the gear G6 of the first spindle M A coupling C1 is accompanied , G7 and, mounting position of the gear G10, G11 of the second spindle M B coupling C2 is accompanied also being offset from each other in the axial direction, further, the gear G6, G7 and coupling the first spindle M a the mounting position of C1 is, the mounting position of the gear G9 of the second spindle M B and so as not to overlap in the axial direction, further, newly first intermediate shaft C a in order to obtain a first speed and the reverse and provided idler shaft I R, by a structure that utilizes the torque of the second-speed gear, the two main axis M a, there is no need to provide a large diameter first speed gear to M B, spindle M a, M B is no interferer with each other, as shown in FIG. 2, the first It is possible to reduce the axial M A and the distance l M between the second spindle M B. The input shaft I O if reduced l M, I i and the spindle M A, the distance l A between M B, l B can also reduced, the gear vain can be prevented to be huge, and the input torque of the gear Since it can be made smaller, the coupling load can be reduced. And, since the multistage shift stages by increasing the number of axes, after which it is possible to suppress short axial length, a gear G6 diameter is small among the gear G6, G7 of the first spindle M A, the second spindle M by superimposing the axial position of the most diameter is small gear G11 of gears G9, G10, G11 of B, 2 two spindle M a, without enlarging the distance l M between M B, a further axial length shorter This is convenient for mounting on a vehicle.
[0018]
The operation of the multi-stage transmission will be described below.
[1st gear]
With the sleeve S3 of the coupling C3 of the first intermediate shaft C A slide in the direction of the arrow to the hub H14 mesh gear G14 for the first speed, as shown in Figure 3 of the coupling C4 of the second intermediate shaft M B The sleeve S4 is slid in the direction of the arrow and meshed with the hub H17 of the second speed gear G17.
The rotation of the first input shaft I i in the state is transmitted from the gear G3 gear G12 of the first intermediate shaft C A, via the gear G1 to the second input shaft I O through the gears G14, further second spindle transmitted from the gear G10 of M B is transmitted to the second intermediate shaft C B via gears G15, than the gear G9 of the second spindle M B through the second gear G17 of the intermediate shaft C B to the second spindle M B Then, it is transmitted from the gear G8 to the gear G20 of the differential device DX.
[0019]
[3rd speed]
As shown in FIG. 4, the sleeve S1 of the coupling C1 of the first main spindle M A is slid in the direction of the arrow to engage with the hub H7 of the third-speed gear G7. Rotation of the first input shaft I i in this state is transmitted from the gear G4 to the first spindle M A through the gears G7, it is transmitted from the gear G5 to the gear G20 of a differential device DX.
[0020]
[5-speed]
As shown in FIG. 5, the sleeve S1 of the coupling C1 of the first main shaft M A is slid in the direction of the arrow to be engaged with the hub H6 of the fifth-speed gear G6. Rotation of the first input shaft I i in this state is transmitted to the first spindle M A through the gear G6 from the gear G2, it is transmitted from the gear G5 to the gear G20 of a differential device DX.
[0021]
〔reverse〕
Sleeve coupling C4 of the second intermediate shaft C B with the sleeve S3 of the coupling C3 of the first intermediate shaft C A slide in the direction of the arrow to mesh with the hub H13 gear G13 for reverse as shown in FIG. 6 S4 is slid in the direction of the arrow to mesh with the hub H17 of the second gear G17.
In this state the rotation of the first input shaft I i is the gear G12 of the first intermediate shaft C A from the gear G3, is transmitted through a gear G18 to idler shaft I R from the gear G13, reverse rotation by the idler shaft I R is transmitted from the gear G19 of said idle shaft I R to the gear G1 of the second input shaft I O in terms of allowed was further transferred through a gear G10 of the second spindle M B to the gear G15 of the second intermediate shaft C B is, and further transmitted from the second intermediate shaft C B is transmitted to the gear G9 of the second spindle M B through gears G17, the gear of the differential device DX from the gear G8 G20 (output shaft of the gear).
[0022]
[2nd gear]
A sleeve S4 in coupling C4 of the second intermediate shaft C B are engaged with the hub H17 gear G17 for the second speed is slid in the arrow direction as shown in FIG. The rotation of second input shaft I O in the state is the transmission gear G1, the gear G15 of via gears G10 of second main shaft M B second intermediate shaft C B, the gear from the gear G17 of a second main axis M B It is transmitted from the gear G8 to the gear G20 of the differential device DX via G9.
[0023]
[4th gear]
The second is meshed with the sleeve S2 of the coupling C2 of the spindle M B to the hub H10 gear G10 for the fourth speed is slid in the arrow direction as shown in FIG. In this state the rotation of the second input shaft I O is transmitted to the gear G10 of the second spindle M B than gear G1, it is transmitted from the gear G8 to a gear G20 of a differential device DX.
[0024]
[6th speed]
Is meshed with the second spindle M hub H11 gear G11 of 6-speed sleeve S2 of the coupling C2 is slid in the direction of the arrow B as shown in FIG. This state is transmitted to the gear G15 of the second input shaft rotation I O and the second intermediate shaft C B via the gear G10 of the second spindle M B than gear G1, further second gear spindle M B than the gear G16 G11 is transmitted to the gear G20 of the differential device DX from the gear G8.
[0025]
FIG. 10 shows another embodiment. In this embodiment interchanging the gear G6, G2 for the third speed gear G7, G4 and fifth speed of the first spindle M A and the first input shaft I i, gear G4 and the gear G11 of the second spindle M B A space SP1 between them was secured.
[0026]
FIG. 11 shows still another embodiment. In this embodiment, the gear G13 coupling C3 of the first intermediate shaft C A, is moved between the gears G12 and G14, along with this, idler shaft I R to the gear G13 meshing the first intermediate shaft C A gears G18, G19 also inverted by moving, by effectively utilizing the space that was able between gears G12 and G14 of the first intermediate shaft C a in Figure 1, the idler shaft I R and the first intermediate shaft C a The adjacent space SP2 minute transmission was made smaller.
[0027]
FIG. 12 shows still another embodiment. In this embodiment, the third-speed gears G7 and G4 and the fifth-speed gears G6 and G2 of the first main shaft M A and the first input shaft I i are further replaced with the embodiment shown in FIG. makes it possible to put the gear G4 of said first input shaft I i a wheel G13 of the first intermediate shaft C a at the same position in the axial direction, as a result, the gear G12, G13 of the first intermediate shaft C a the gear G3 and the gear G18 of the idler shaft I R of the first input shaft I i can gather to the side of the coupling C3 of the first intermediate shaft C a, next to the idler shaft I R and the first intermediate shaft C a Space SP3 minute transmission was made smaller.
[0028]
FIG. 13 shows still another embodiment. Further inverted the second spindle M gear G10, G11 and hub H10, H11 of B in the examples before, in this embodiment, the inverted gears G15, G16 of the second intermediate shaft C B correspondingly.
[0029]
FIG. 14 shows still another embodiment. In this embodiment, the gears G6 and G7 of the first main shaft M A and the hubs H6 and H7 are inverted, and the gears G2 and G4 of the first input shaft I i are correspondingly inverted. Since in this embodiment are disposed a small-diameter gear G4 than gear G2 inside the first input shaft I i, the gap between the gear G4 and the gear G10 of the second spindle M B is secured.
[0030]
FIG. 15 shows still another embodiment. In the present embodiment omit first speed gear G3 of the first input shaft I i in the embodiment shown in FIGS. 1-9, the gear G12 of the first intermediate shaft C A 3-speed gear of the first input shaft I i Engage with G4.
[0031]
FIG. 16 shows still another embodiment. In this embodiment, omitting the first input shaft I i of the gear G3 in the embodiment shown in FIG. 14, and then inverted the gear G2 and the gear G4, the gear G12 of the first intermediate shaft C A first input shaft I Engage with i- speed gear G2. Easy reduction ratio takes as first speed and reverse if a wheel 10 of the second spindle M B and 6-speed meshing with the gear G1 and the gear G1 of the second input shaft I O in this case.
[0032]
【The invention's effect】
Since the present invention the distance l M is reduced between the first spindle M A and the second spindle M B, there is no need to wastefully huge gears, multistage of kept small while the speed change stages of the axial length Therefore, it is possible to realize a transmission that is advantageous for mounting on a vehicle.
[Brief description of the drawings]
1 to 9 show an embodiment of the present invention.
FIG. 1 is an explanatory diagram of an input shaft, a main shaft, an intermediate shaft, and an idler shaft. FIG. 2 is an explanatory diagram of an arrangement of each shaft. FIG. 3 is a first speed state explanatory diagram. Explanatory diagram of the speed state [FIG. 6] Explanatory diagram of the reverse state [FIG. 7] Explanatory diagram of the second speed state [FIG. 8] Explanatory diagram of the fourth speed state [FIG. FIG. 11 is a diagram illustrating still another embodiment. FIG. 12 is a diagram illustrating still another embodiment. FIG. 13 is a diagram illustrating still another embodiment. FIG. 14 is a diagram illustrating still another embodiment. 15 is an explanatory view of still another embodiment. FIG. 16 is an explanatory view of still another embodiment. FIG. 17 is an explanatory view of arrangement of axes of a conventional example.
D1 1st disc D2 2nd disc I i first input shaft I O second input shaft M A first main shaft M B second main shaft C A first intermediate shaft C B second intermediate shaft I R idler shaft DX differential unit (Output shaft)
G gear S sleeve H hub C coupling

Claims (15)

クラッチの第１ディスクに結合された第１入力軸と、第２ディスクに結合され該第１入力軸と同心的である第２入力軸と、該第１入力軸および該第２入力軸に取付けられている歯車にそれぞれ噛合する歯車が取付けられている第１主軸および第２主軸と、該第１主軸および該第２主軸とに取付けられている歯車にそれぞれ噛合する歯車が取付けられている出力軸とからなる構成に、更に第１入力軸と第２入力軸とに取付けられている歯車に噛合する歯車が取付けられている第１中間軸と、第２主軸に取付けられている歯車に噛合する歯車が取付けられている第２中間軸と、該第１中間軸と第２入力軸に取付けられている歯車に噛合する歯車が取付けられ第１入力軸から上記第１中間軸を経由して第２入力軸へ伝達される回転を反転させるアイドラ軸を追加した自動車用多段変速機であって、第１主軸、第２主軸、第１中間軸および第２中間軸には軸に固定される歯車と軸に対して回転自在な歯車とが取付けられており、軸に対して回転自在な歯車には軸に固定されているカップリングが付随しており、更に上記第１入力軸には１速、３速、５速、リバース用の歯車が取付けられており、上記第２入力軸には２速、４速、６速用の歯車が１個取付けられており、上記第１主軸には３速、５速駆動用歯車が取付けられており、上記第２主軸には２速、４速、６速駆動用歯車が取付けられており、そして１速は第１入力軸から第１中間軸を経由して第２入力軸に回転を伝達し、更に該第２入力軸から第２中間軸を介して第２主軸に伝達し、該第２主軸の２速用歯車のトルクで実現することを特徴とする自動車用多段変速機 A first input shaft coupled to the first disk of the clutch, a second input shaft coupled to the second disk and concentric with the first input shaft, and attached to the first input shaft and the second input shaft A first main shaft and a second main shaft to which gears meshed with the respective gears are attached, and an output to which gears meshed with the gears attached to the first main shaft and the second main shaft are respectively attached. A first intermediate shaft to which a gear meshing with a gear attached to the first input shaft and the second input shaft is further attached, and a gear attached to the second main shaft. A second intermediate shaft to which a gear is attached, and a gear meshing with a gear attached to the first intermediate shaft and the second input shaft are attached to the first input shaft via the first intermediate shaft. Eye that reverses rotation transmitted to the second input shaft The vehicle for multi-speed transmission have added La shaft, the first spindle, the second spindle, and a rotatable gear relative to the gear and the shaft fixed to the shaft in the first intermediate shaft and the second intermediate shaft A gear that is mounted and rotatable with respect to the shaft is accompanied by a coupling fixed to the shaft, and the first input shaft has a gear for 1st speed, 3rd speed, 5th speed, and reverse. A second gear, a fourth gear, and a sixth gear are mounted on the second input shaft, and a third gear and a fifth gear are mounted on the first main shaft. The second main shaft is equipped with gears for driving the second speed, the fourth speed and the sixth speed, and the first speed transmits the rotation from the first input shaft to the second input shaft via the first intermediate shaft. In addition, transmission from the second input shaft to the second main shaft via the second intermediate shaft is realized by the torque of the second speed gear of the second main shaft. Automotive multi-speed transmission, characterized 第１主軸と第２主軸のカップリングの取付け位置は軸方向で相互に重ならない位置に設置されている請求項１に記載の自動車用多段変速機The multi-stage transmission for an automobile according to claim 1, wherein the coupling position of the coupling between the first main shaft and the second main shaft is installed at a position that does not overlap each other in the axial direction. リバースは第１入力軸から第１中間軸およびアイドラ軸を経由して第２入力軸に逆回転を伝達し、更に該第２入力軸から第２中間軸を介して第２主軸に伝達し、該第２主軸の２速用歯車のトルクで実現する請求項１に記載の自動車用多段変速機Reverse transmits reverse rotation from the first input shaft to the second input shaft via the first intermediate shaft and the idler shaft, and further transmits from the second input shaft to the second main shaft via the second intermediate shaft, The automobile multi-stage transmission according to claim 1, which is realized by a torque of a second-speed gear of the second main shaft. ２速および６速は第２入力軸から第２中間軸を介して第２主軸に伝達し、該第２主軸の２速用歯車および６速用歯車のトルクで実現する請求項１に記載の自動車用多段変速機The second speed and the sixth speed are transmitted from the second input shaft to the second main shaft through the second intermediate shaft, and are realized by the torque of the second speed gear and the sixth speed gear of the second main shaft. Multi-speed transmission for automobile ４速は第２入力軸から直接第２主軸に伝達し、該第２主軸の４速用歯車のトルクで実現する請求項１に記載の自動車用多段変速機4. The automobile multi-stage transmission according to claim 1, wherein the fourth speed is directly transmitted from the second input shaft to the second main shaft and realized by the torque of the fourth speed gear of the second main shaft. 第１入力軸の１速、リバース用歯車を省略し、それに代えて第１入力軸の３速用歯車または５速用歯車を１速、リバース用に転用した請求項１〜請求項５のいずれか１項に記載の自動車用多段変速機The first-speed and reverse gears of the first input shaft are omitted, and the third-speed gear or fifth-speed gear of the first input shaft is replaced with the first-speed and reverse gears instead. The multi-stage transmission for automobiles according to claim 1 クラッチの第１ディスクに結合された第１入力軸と、第２ディスクに結合され該第１入力軸と同心的である第２入力軸と、該第１入力軸および該第２入力軸に取付けられている歯車にそれぞれ噛合する歯車が取付けられている第１主軸および第２主軸と、該第１主軸および該第２主軸とに取付けられている歯車にそれぞれ噛合する歯車が取付けられている出力軸とからなる構成に、更に第１入力軸と第２入力軸とに取付けられている歯車に噛合する歯車が取付けられている第１中間軸と、第２主軸に取付けられている歯車に噛合する歯車が取付けられている第２中間軸と、該第１中間軸と第２入力軸に取付けられている歯車に噛合する歯車が取付けられ第１入力軸から上記第１中間軸を経由して第２入力軸へ伝達される回転を反転させるアイドラ軸を追加した自動車用多段変速機であって、第１主軸、第２主軸、第１中間軸および第２中間軸には軸に固定される歯車と軸に対して回転自在な歯車とが取付けられており、軸に対して回転自在な歯車には軸に固定されているカップリングが付随しており、更に上記第１入力軸には１速、３速、５速、リバース用の歯車が取付けられており、上記第２入力軸には２速、４速、６速用の歯車が１個取付けられており、上記第１主軸には３速、５速駆動用歯車が取付けられており、上記第２主軸には２速、４速、６速駆動用歯車が取付けられており、そしてリバースは第１入力軸から第１中間軸およびアイドラ軸を経由して第２入力軸に逆回転を伝達し、更に該第２A first input shaft coupled to the first disk of the clutch, a second input shaft coupled to the second disk and concentric with the first input shaft, and attached to the first input shaft and the second input shaft A first main shaft and a second main shaft to which gears meshed with the respective gears are attached, and an output to which gears meshed with the gears attached to the first main shaft and the second main shaft are respectively attached. A first intermediate shaft to which a gear meshing with a gear attached to the first input shaft and the second input shaft is further attached, and a gear attached to the second main shaft. A second intermediate shaft to which a gear is attached, and a gear meshing with a gear attached to the first intermediate shaft and the second input shaft are attached to the first input shaft via the first intermediate shaft. Eye that reverses rotation transmitted to the second input shaft A multi-stage transmission for an automobile to which a rear shaft is added, wherein the first main shaft, the second main shaft, the first intermediate shaft, and the second intermediate shaft have a gear fixed to the shaft and a gear rotatable relative to the shaft. A gear that is mounted and rotatable with respect to the shaft is accompanied by a coupling fixed to the shaft, and the first input shaft has a gear for 1st speed, 3rd speed, 5th speed, and reverse. A second gear, a fourth gear, and a sixth gear are mounted on the second input shaft, and a third gear and a fifth gear are mounted on the first main shaft. The second main shaft is fitted with second, fourth and sixth speed driving gears, and reverse is reversed from the first input shaft to the second input shaft via the first intermediate shaft and idler shaft. Transmitting the rotation, and the second 入力軸から第２中間軸を介して第２主軸に伝達し、該第２主軸の２速用歯車のトルクで実現することを特徴とする自動車用多段変速機A multi-stage transmission for an automobile which is transmitted from an input shaft to a second main shaft via a second intermediate shaft and realized by a torque of a second speed gear of the second main shaft. 第１主軸と第２主軸のカップリングの取付け位置は軸方向で相互に重ならない位置に設置されている請求項７に記載の自動車用多段変速機The multistage transmission for an automobile according to claim 7, wherein the coupling positions of the couplings of the first main shaft and the second main shaft are installed at positions that do not overlap each other in the axial direction. ２速および６速は第２入力軸から第２中間軸を介して第２主軸に伝達し、該第２主軸の２速用歯車および６速用歯車のトルクで実現する請求項７に記載の自動車用多段変速機The second speed and the sixth speed are transmitted from the second input shaft to the second main shaft through the second intermediate shaft, and are realized by the torque of the second speed gear and the sixth speed gear of the second main shaft. Multi-speed transmission for automobile ４速は第２入力軸から直接第２主軸に伝達し、該第２主軸の４速用歯車のトルクで実現する請求項７に記載の自動車用多段変速機The multi-speed transmission for an automobile according to claim 7, wherein the fourth speed is directly transmitted from the second input shaft to the second main shaft and realized by a torque of the fourth speed gear of the second main shaft. 第１入力軸の１速、リバース用歯車を省略し、それに代えて第１入力軸の３速用歯車または５速用歯車を１速、リバース用に転用した請求項７〜請求項１０のいずれか１項に記載の自動車用多段変速機The first-speed and reverse gears of the first input shaft are omitted, and the third-speed gear or fifth-speed gear of the first input shaft is replaced with the first-speed and reverse gears instead. The multi-stage transmission for automobiles according to claim 1 クラッチの第１ディスクに結合された第１入力軸と、第２ディスクに結合され該第１入力軸と同心的である第２入力軸と、該第１入力軸および該第２入力軸に取付けられている歯車にそれぞれ噛合する歯車が取付けられている第１主軸および第２主軸と、該第１主軸および該第２主軸とに取付けられている歯車にそれぞれ噛合する歯車が取付けられている出力軸とからなる構成に、更に第１入力軸と第２入力軸とに取付けられている歯車に噛合する歯車が取付けられている第１中間軸と、第２主軸に取付けられている歯車に噛合する歯車が取付けられている第２中間軸と、該第１中間軸と第２入力軸に取付けられている歯車に噛合する歯車が取付けられ第１入力軸から上記第１中間軸を経由して第２入力軸へ伝達される回転を反転させるアイドラ軸を追加した自動車用多段変速機であって、第１主軸、第２主軸、第１中間軸および第２中間軸には軸に固定される歯車と軸に対して回転自在な歯車とが取付けられており、軸に対して回転自在な歯車には軸に固定されているカップリングが付随しており、更に上記第１入力軸には１速、３速、５速、リバース用の歯車が取付けられており、上記第２入力軸には２速、４速、６速用の歯車が１個取付けられており、上記第１主軸には３速、５速駆動用歯車が取付けられており、上記第２主軸には２速、４速、６速駆動用歯車が取付けられており、そして第１入力軸の１速、リバース用歯車を省略し、それに代えて第１入力軸の３速用歯車または５速用歯車を１速、リバース用に転用したことを特徴とする自動車用多段変速機A first input shaft coupled to the first disk of the clutch, a second input shaft coupled to the second disk and concentric with the first input shaft, and attached to the first input shaft and the second input shaft A first main shaft and a second main shaft to which gears meshed with the respective gears are attached, and an output to which gears meshed with the gears attached to the first main shaft and the second main shaft are respectively attached. A first intermediate shaft to which a gear meshing with a gear attached to the first input shaft and the second input shaft is further attached, and a gear attached to the second main shaft. A second intermediate shaft to which a gear is attached, and a gear meshing with a gear attached to the first intermediate shaft and the second input shaft are attached to the first input shaft via the first intermediate shaft. Eye that reverses rotation transmitted to the second input shaft A multi-stage transmission for an automobile to which a rear shaft is added, wherein the first main shaft, the second main shaft, the first intermediate shaft, and the second intermediate shaft have a gear fixed to the shaft and a gear rotatable relative to the shaft. A gear that is mounted and rotatable with respect to the shaft is accompanied by a coupling fixed to the shaft, and the first input shaft has a gear for 1st speed, 3rd speed, 5th speed, and reverse. A second gear, a fourth gear, and a sixth gear are mounted on the second input shaft, and a third gear and a fifth gear are mounted on the first main shaft. The second main shaft is provided with second, fourth and sixth speed driving gears, and the first input shaft 1-speed and reverse gears are omitted, and instead the first input shaft 3 A multi-speed transmission for automobiles, wherein a speed gear or a fifth speed gear is converted to a first speed and a reverse speed. 第１主軸と第２主軸のカップリングの取付け位置は軸方向で相互に重ならない位置に設置されている請求項１２に記載の自動車用多段変速機The multi-stage transmission for an automobile according to claim 12, wherein the coupling positions of the couplings of the first main shaft and the second main shaft are installed at positions that do not overlap each other in the axial direction. ２速および６速は第２入力軸から第２中間軸を介して第２主軸に伝達し、該第２主軸の２速用歯車および６速用歯車のトルクで実現する請求項１２に記載の自動車用多段変速機The second speed and the sixth speed are transmitted from the second input shaft to the second main shaft via the second intermediate shaft, and are realized by the torque of the second speed gear and the sixth speed gear of the second main shaft. Multi-speed transmission for automobile ４速は第２入力軸から直接第２主軸に伝達し、該第２主軸の４速用歯車のトルクで実現する請求項１２に記載の自動車用多段変速機The multi-speed transmission for an automobile according to claim 12, wherein the fourth speed is directly transmitted from the second input shaft to the second main shaft and realized by the torque of the fourth speed gear of the second main shaft.
JP2000122816A 2000-04-24 2000-04-24 Multi-speed transmission for automobile Expired - Fee Related JP3746183B2 (en)

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