JPS5884247A - Gear transmission - Google Patents
Gear transmissionInfo
- Publication number
- JPS5884247A JPS5884247A JP56183451A JP18345181A JPS5884247A JP S5884247 A JPS5884247 A JP S5884247A JP 56183451 A JP56183451 A JP 56183451A JP 18345181 A JP18345181 A JP 18345181A JP S5884247 A JPS5884247 A JP S5884247A
- Authority
- JP
- Japan
- Prior art keywords
- gear
- input shaft
- shaft
- subshaft
- clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—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
- F16H3/097—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 the input and output shafts being aligned on the same axis
-
- 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
-
- 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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
Description
【発明の詳細な説明】 本発明は、自動稟の歯車式変速機に関する。[Detailed description of the invention] The present invention relates to an automatic gear type transmission.
従来、自動車における歯車式変速機の半自動変速化を目
的として、クラッチをユ個使用し、該クラッチを交互に
使用することによって、該自動変速における変速切り換
えを速やかに、且つ変速衝撃を少なく行なう方式が考え
られているが、これらの方式におけるクラッチは、乾式
クラッチを使用しているため、該クラッチを結合する制
御の際、変速衝撃が出易いものとなっている。Conventionally, for the purpose of semi-automatic gear shifting of gear type transmissions in automobiles, a method has been developed in which a number of clutches are used and the clutches are used alternately to quickly shift gears in automatic gear shifting and to reduce shift impact. However, since the clutches in these systems use dry clutches, a shift impact is likely to occur during control to engage the clutches.
これに対し、該乾式クラッチを変速の滑らかな湿式の多
板クラッチに置き換えて使用すると、入力軸と出力軸を
同一軸上に使用する変速機においては、全体の構成が細
長くなってしまい、単に変速機自体の剛性ばか・りでな
く、変速機における軸方向長さが長くなって不都合を生
ずることになる。On the other hand, if the dry type clutch is replaced with a wet type multi-disc clutch with smooth gear shifting, the overall configuration of a transmission that uses the input shaft and output shaft on the same shaft becomes elongated and simply This causes problems not only in the rigidity of the transmission itself but also in the axial length of the transmission.
実施例に基づいて本発明を説明すると、第１図は本発明
における一実施例としての歯車式変速機をスケルトンの
図によって示したものでああ
り、エンジンに直結かるいは連動しでいる入力軸１と、
自動車の駆動輪Ｃ；連動する出力軸２は、同一軸上に配
設しでおり、入力軸１の側方両側には、副軸３および４
が配設しており、入力軸１に嵌着した歯車１ａは、それ
ぞれ歯車３ａおよび４ａを介して、常に副軸３および４
と連動関係にあり、副軸５には歯車５ａおよび５ｂが副
軸５と相対回転を可能に嵌合し、ハブ５Ｃは副軸５に対
して軸方向への摺動運動を可能「こしで、スプライン嵌
合し、ハ’：” ５ ａ ｆ＞ 外径にはリング５ｄが
軸方向への摺動運動を可能として、ハブ５０の外径へス
プライン嵌合し、リング５ｄの軸方向端部は、歯車５ａ
あるいは５ｂと択一的「こスプライン結合を可能としで
、ノ１ブ５Ｃとリング５ｄ１．を歯車５ｂに対してシン
クロナイザを構成し、歯車５ａと歯車結合しでいる歯車
２ａと、歯車５ｂと歯車結合している歯車２ｂのそれぞ
れは、それぞれ出力軸２に嵌着し、副軸３と副軸５との
間には、湿式の多板クラッチ３ｂが介設しでいる。To explain the present invention based on an embodiment, Fig. 1 is a skeleton diagram showing a gear type transmission as an embodiment of the present invention, and shows an input shaft that is directly connected or interlocked with an engine. 1 and
Driving wheels C of an automobile; the output shaft 2 to be linked is disposed on the same axis, and sub-shafts 3 and 4 are arranged on both sides of the input shaft 1.
The gear 1a fitted on the input shaft 1 is always connected to the counter shafts 3 and 4 via gears 3a and 4a, respectively.
Gears 5a and 5b are fitted to the countershaft 5 so as to allow relative rotation with the countershaft 5, and the hub 5C is engaged with the countershaft 5 so that it can slide relative to the countershaft 5 in the axial direction. A ring 5d is spline fitted to the outer diameter of the hub 50 to enable sliding movement in the axial direction, and the axial end of the ring 5d is spline fitted to the outer diameter of the hub 50. is gear 5a
Alternatively, the knob 1C and the ring 5d1 can be connected to the gear 5b to form a synchronizer, and the gear 2a and the gear 5b can be connected to the gear 5b. Each of the coupled gears 2b is fitted onto the output shaft 2, and a wet multi-plate clutch 3b is interposed between the subshaft 3 and the subshaft 5.
副
同様に、副軸４と電輪６との間には湿式の多板クラッチ
４ｂを介設し、副軸６には歯車６ａおよび６ｂがそれぞ
れ、副軸６に対して回転摺動を可能に嵌合し、ハブ６ｃ
は副軸６へ軸方向への摺動運動を可能にスプライン嵌合
し、ハブ６Ｃの外径には、リンク状のリング６４が軸方
６向への摺動を可能としてスプライン嵌合し、リング６
ｄの軸方向端部は、歯車６＆めるいは６ｂと択一的にス
プライン結合を可能として、へプロＣとリング６ｄはシ
ンクロナイザを構成し、歯車６ａおよび６ｂとそれぞれ
歯車結合している歯車２Ｃおよび２ｄのそれぞれは出力
軸２に嵌着しでいる。Similarly to the sub-shaft, a wet multi-disc clutch 4b is interposed between the sub-shaft 4 and the electric wheel 6, and gears 6a and 6b are respectively provided on the sub-shaft 6 and can rotate and slide relative to the sub-shaft 6. and hub 6c.
is spline-fitted to the subshaft 6 to allow sliding movement in the axial direction, and a link-shaped ring 64 is spline-fitted to the outer diameter of the hub 6C to allow sliding movement in the six axial directions. ring 6
The axial end of d can be spline-coupled to the gears 6 and 6b, and the hepro C and the ring 6d constitute a synchronizer, and the gear 2C is coupled to the gears 6a and 6b, respectively. and 2d are fitted onto the output shaft 2, respectively.
以上の構成ｌこおいてその作用を説明すると、入力軸１
は図示していないエンジンによって駆動されているもの
であるが、この状態（こおいて多板クラッチ（以後、単
にクラッチと呼ぶ）３ｂおよび４ｂを両者共１；解放状
態としておくと、第１図の変速機は中立の状態となって
、出力軸２にはエンジンからの動力が伝わらないものと
なっている。To explain the operation of the above configuration, the input shaft 1
is driven by an engine (not shown), and in this state (here, multi-plate clutches (hereinafter simply referred to as clutches) 3b and 4b are both set to 1; released), as shown in FIG. The transmission is in a neutral state, and power from the engine is not transmitted to the output shaft 2.
なお、この中立状態において、リング５ｄおよび６ｄの
それぞれは、それぞれハブ５Ｃおよび６Ｃのそれぞれの
みにスプライン結合した位置に設定されているものとす
る。Note that in this neutral state, each of the rings 5d and 6d is set at a position where they are spline-coupled only to the hubs 5C and 6C, respectively.
この状態から、隼を前方に発進させるために、変速機を
第１速に設定するため「こは、第１図に示すように、リ
ング５ｄがハブ５Ｃと歯車５ａをスプライン結合するま
うに設定し、その設定後クラ・ンチ３ｂを結合してゆく
と、エンジン１の動力は、入力軸１、歯車１ａおよび３
ａｓクラッチ３ｂ、ハブ５０２、リング５ｄ、歯車５ａ
および２ａを介しで、出力軸２Ｃ：伝動することとなる
。From this state, in order to start the Hayabusa forward, the transmission is set to 1st gear.As shown in Figure 1, the ring 5d is set to spline connect the hub 5C and gear 5a. After this setting, when the clutch 3b is connected, the power of the engine 1 is transferred to the input shaft 1, the gear 1a, and the gear 3b.
as clutch 3b, hub 502, ring 5d, gear 5a
and 2a, the output shaft 2C: is transmitted.
この様な状態から、更に自動車を加速しで、変速機を第
１速に設定するときは、第１図に示すように、リング６
ｄを歯車６ａの方向に移行させてゆこうとすると、まず
ハブ６Ｃが歯車６ａと接触しで、へプロ０は歯車６ａの
回転に同期しでゆき、更にリンク６ｄを移行させてゆく
と、該同期によって、リング６ｄは容易に歯車６ａとス
プライン嵌合を行なって、副軸６と歯車６ａの伝動態勢
が完了し、この状態においてクラッチ３ｂを解放するこ
とと、入れ換りにクラッチ４ｂを結合してゆくと、入力
軸１からの動力の流れは、入力軸１、歯車１ａおよび４
ａｘクラッチ４ｂ、副軸６、ハブ６ａ、リンク６ｄ、歯
車６ａおよび２Ｃを介して、出力軸２へ伝動してゆく。In this situation, when accelerating the car further and setting the transmission to 1st gear, as shown in Figure 1, ring 6
When trying to move d in the direction of the gear 6a, the hub 6C first comes into contact with the gear 6a, and the hepro 0 synchronizes with the rotation of the gear 6a, and when the link 6d is further moved, Due to this synchronization, the ring 6d easily performs spline fitting with the gear 6a, and the transmission force between the subshaft 6 and the gear 6a is completed, and in this state, the clutch 3b can be released and the clutch 4b can be replaced. As they are coupled, the power flow from input shaft 1 flows through input shaft 1, gears 1a and 4.
The power is transmitted to the output shaft 2 via the ax clutch 4b, countershaft 6, hub 6a, link 6d, gears 6a and 2C.
同様に、第３速への移行は、上記第１速の状態において
、リング５ｄを歯車５ｂの方向へ移行してゆくと、上記
と同様に、ハブ５Ｃと歯車５ｂは同期作用を行ないなが
ら、リンク５ｄは、ハブ５０と歯車５ｂとのスプライン
結合な完了して、歯車５ｂと副軸５を伝動態勢とする。Similarly, when shifting to the third speed, when the ring 5d is moved in the direction of the gear 5b in the first speed state, the hub 5C and the gear 5b perform a synchronous action in the same manner as described above. The link 5d completes the spline connection between the hub 50 and the gear 5b, and puts the gear 5b and the subshaft 5 in a transmission state.
この状態において、クラッチ４ｂを解放することと入れ
換りに、クラッチ３ｂを結合してゆくと、入力軸１にお
ける動力は、歯車１ａおよび３ａｘクラ・フチ３ｂｂ副
軸５、ハブ５０％ リンク５（１，歯車５ｂおよび２ｂ
を介しで、出力軸２に伝動してゆく。In this state, when the clutch 3b is engaged instead of disengaging the clutch 4b, the power at the input shaft 1 is reduced to the gear 1a and 3ax, the clutch edge 3bb, the subshaft 5, the hub 50%, and the link 5 ( 1, gears 5b and 2b
The power is transmitted to the output shaft 2 via.
同様に、第３速から第１速への移行は、第３速の状態か
ら、ハブ６ｄを歯車６ｂの側へ移行してゆくと、上述の
同期作用を同様に、ハブ６０と歯車６ｂが同期しながら
、リング６ｄはハブ６ｃと歯車６ｂのスプライン結合を
完了し、その後に、クラッチ３ｂを解放することと入れ
換って、クラッチ４ｂを結合してゆぴと、入力軸１の動
力は、歯車１ａおよび４ａ、クラッチ４ｂ、副軸６、ハ
ブ６０、リンク６ａ、歯車６ｂおよび２ｄを介して、出
力軸２へ伝動してゆく。Similarly, in the transition from the third speed to the first speed, when the hub 6d is moved from the third speed state to the gear 6b side, the hub 60 and the gear 6b similarly perform the above-mentioned synchronizing action. In synchronization, the ring 6d completes the spline connection of the hub 6c and the gear 6b, and then replaces the clutch 3b with the disengagement and engages the clutch 4b, so that the power of the input shaft 1 is The power is transmitted to the output shaft 2 via the gears 1a and 4a, the clutch 4b, the subshaft 6, the hub 60, the link 6a, and the gears 6b and 2d.
以上の実施例においでは、説明の便宜上、自動車の前進
走行に対する場合のみについて説明して来たが、実用上
の本発明における歯車式変速機においでは、第２図のよ
うな後退用の変速機部分を有している。In the above embodiments, for convenience of explanation, only the case where the automobile is traveling forward has been explained, but in the practical gear type transmission according to the present invention, a transmission for reverse as shown in FIG. It has a part.
第２図において、破断面図示の左側は、第１図における
第１速に使用する部分の歯車列を示し、破断面図示の右
側は第１図に付加された歯車列の構成を示し、第２図に
おけるイ矢視図を第３図に示し、第２図における破断面
の右側は第３図における口矢視図に相当し、第２図にお
、ける破断面左側は、第３図における副軸６、出力軸２
および副軸５を紙面に垂直な同一平面内に展開した場合
の図、すなわち第３図におけるハ矢視（副軸６と出力軸
２の関係）と、二矢視（出力軸２と副軸５との関係）を
同一平面に展開し、該展開した構成をハ、二矢視の反対
側から見た図として示している。In FIG. 2, the left side of the broken surface diagram shows the gear train of the part used for the first speed in FIG. 1, and the right side of the broken surface diagram shows the configuration of the gear train added to FIG. 2 is shown in FIG. 3, the right side of the fracture surface in FIG. 2 corresponds to the view in FIG. 3, and the left side of the fracture surface in FIG. Subshaft 6, output shaft 2 in
and a view when the sub-shaft 5 is developed in the same plane perpendicular to the paper surface, that is, the C arrow view (relationship between the sub-shaft 6 and the output shaft 2) in FIG. 5) are developed on the same plane, and the developed configuration is shown as C, a diagram seen from the opposite side of the two-arrow view.
第２図において、ハブ６ｆは、副軸６に軸方向への摺動
運動を可能に゛嵌合し、歯車６ｅは副軸６上に回転摺動
を可能に嵌合し、リンク６ｇは前述の説明におけるリン
グ５ｄあるいは６ｄと同様な役目を果すために、ハブ６
ｆの外径へスプライン嵌合し、リング６ｇが、第２図に
図示するように、歯車６ｅにスプライン嵌合していると
き、ハブ６ｆと歯車６ｅとのスプライン連結を可能とし
、歯車６ｅと歯車結合しでいる歯車５ｅは副軸５に嵌着
している。In FIG. 2, the hub 6f is fitted onto the subshaft 6 so that it can slide in the axial direction, the gear 6e is fitted onto the subshaft 6 so that it can rotate and slide, and the link 6g is connected to the subshaft 6 as described above. In order to perform the same role as the ring 5d or 6d in the description of
When the ring 6g is spline-fitted to the outer diameter of the gear 6e and the ring 6g is spline-fitted to the gear 6e as shown in FIG. The gear 5e, which is connected to the gears, is fitted onto the subshaft 5.
上記第２図の構成においてその作用を説明すると、第１
図における作用説明の場合のように、前進時の変速を行
なっているときは、第２図におけるリンク６ｇは、左方
へ移行され、ハブ６ｆと歯車６ｅとのスプライン連結は
解除されている。To explain its function in the configuration shown in Fig. 2 above, the first
As in the explanation of the operation in the figures, when the forward speed is being changed, the link 6g in FIG. 2 is moved to the left, and the spline connection between the hub 6f and the gear 6e is released.
これに対し、自動車を後退させでゆく場合は、最初、ク
ラッチ３ｂおまび４ｂを解放させた中立状態にしておき
、次に第２図に示すようにリング６ｇを歯車６ｅヘスプ
ライン嵌合させ、且つクラッチ４ｂを結合してゆくと、
入力軸１における動力は、歯車１ａおよび４ａｘクラッ
チ４ｂ、副軸６、ハブ６ｆ、リング６ｇ、歯車Ａｅおよ
び５ｅ、副軸５、ハブ５０％ リング５ｄ、歯車５ａお
よび２ａを介しで出力軸２へ伝動することになり、この
場合、動力の流れ方向からみて第１速の歯車列（歯車５
ａおよび２ａ）の前に歯車列６ｅおよび５ｅを付加して
いる、ことによって、出力軸２の回転方向は入力軸１と
逆方向の回転となる。On the other hand, when moving the car backwards, first, the clutch 3b and 4b are released in a neutral state, and then, as shown in FIG. 2, the ring 6g is spline-fitted to the gear 6e. And when the clutch 4b is engaged,
The power on the input shaft 1 is transmitted to the output shaft 2 via the gear 1a and the 4ax clutch 4b, the countershaft 6, the hub 6f, the ring 6g, the gears Ae and 5e, the countershaft 5, the hub 50% ring 5d, and the gears 5a and 2a. In this case, the first speed gear train (gear 5
Since the gear trains 6e and 5e are added before a and 2a), the rotation direction of the output shaft 2 is opposite to that of the input shaft 1.
なお、上記後退の場合においでは、第１図におけるリン
ク６ｄは、歯車６ａあるいは６ｂのいずれとの結合にお
いて６解除気れた状態に設定されており、リング５ｄに
よるハブ５ｏと歯車５ａとの結合は、リング６ｇの操作
と同時に行なわれている。In the case of the above-mentioned backward movement, the link 6d in FIG. 1 is set to a state in which the link 6d in FIG. is being performed simultaneously with the operation of the ring 6g.
また、上述の説明において、各リング５（１゜６ｄおよ
び６ｇの動きは変速レバーの変速位置への動きに応答し
て作動するものとなっている以上の前進走行および後退
走行における変速作用は、例えば自動車のアクセルペダ
ルの踏み込み量、走行速度および変速レバーの変速位置
を検出しで、これら検出した信号によって、自動的Ｃ；
該変速の操作を行なうものであるが、これら制御装置は
説明の便宜上、省略している。Furthermore, in the above explanation, the movements of each ring 5 (1° 6d and 6g are operated in response to the movement of the gearshift lever to the gearshift position). For example, by detecting the amount of depression of the accelerator pedal, the traveling speed, and the shift position of the shift lever of a car, and using these detected signals, automatic C;
These control devices are used to perform the gear shifting operation, but for convenience of explanation, these control devices are omitted.
以上のように、本発明における歯車式変速機は、その変
速を行なうものであるが、上記した臀１
変速制御「こおいで、クラッチ３ｂおよび４ｂが、クラ
ッチ３ｂからクラッチ４ｂへ、あるいはクラッチ４ｂか
らクラッチ３ｂへその動力の流れを切り換える際に、そ
れぞれのクラッチ３ｂつ相互における切り換えの間断な
く、変速制御が行なわれないと、変速時の衝撃が生じ、
あるいはその逆に生ぬるい感覚の加速感覚となって、自
動車の乗り心地を悪くさせてしまうが、第１および２図
の実施例においては、クラッチ３ｂおよび４ｂに湿式の
クラッチを使用しでいるため、変速時のクラッチ解放お
よび結審を滑らかに行なうことが出来ることとなって、
その結果、上記したクラッチ３ｂからクラッチ４ｂへ、
あるいはその逆におけるクラッチの切り換え操作は、い
わゆるホット・シフト （ｈｏｔ ５ｈｉｆｔ）に近い
埋着的な変速を可能としながら、且つ変速衝撃を小さく
することが出来るようになっている。As described above, the gear type transmission according to the present invention performs the speed change. When switching the flow of power to the clutches 3b, if the speed change control is not performed without interruption between the respective clutches 3b, a shock will occur during the speed change.
Or, conversely, the acceleration may feel lukewarm, making the ride of the car worse.However, in the embodiments shown in Figs. 1 and 2, wet clutches are used for clutches 3b and 4b. Clutch release and termination can be performed smoothly when shifting gears,
As a result, from the clutch 3b described above to the clutch 4b,
Or vice versa, the clutch switching operation is designed to enable a fixed speed change similar to a so-called hot shift (hot 5-hift), and to reduce the impact of the speed change.
また、多板クラッチ３ｂおよび４ｂは、その性質よ、そ
の径が小さく且つ軸方向への−１１が長い構成となるも
のであるが、クラッチ３ｂおよび４ｂは、入力軸１およ
び２の両側にそれぞれ配設する構成としているため、変
速機全体の構成として、径方向寸法および軸方向長さを
適度の限定された空間に構成させることを可能とし、且
つ変速機全体の剛性を十分に満足した構成となしうるも
のとなっている。Further, the multi-disc clutches 3b and 4b have a small diameter and a long -11 axis in the axial direction due to their nature, but the clutches 3b and 4b are arranged on both sides of the input shafts 1 and 2, respectively. Since the structure is such that the entire transmission can be configured in a limited space with an appropriate radial dimension and axial length, the structure satisfies the rigidity of the entire transmission. It has become something that can be done.
以上の説明から明らかなように、本発明における歯車式
変速機は、入力軸１および出力軸２を一釉上に配設した
変速機においで、入力軸１からの動力の流れを、分岐し
たユ釉の副軸５および６へ交互に伝動し、該交互に伝動
するクラッチ３ｂおよび４ｂを湿式の多板クラッチとし
、且つ該分岐したユ釉は入力軸１の両側に配設し、該ユ
軸のそれぞれに、クラッチ３ｂあるいは４ｂを、それぞ
れ介設した構成をしたことによって、その変速制御はホ
ット慟シフトに近い変速を可能としながら、滑らかな変
速衝撃のない変速を可能とし、且つ変速機の寸法を適切
な形状にまとめ上げることが可能となっているものであ
る。As is clear from the above description, the gear type transmission according to the present invention has an input shaft 1 and an output shaft 2 disposed on one glaze, and the power flow from the input shaft 1 is branched. The clutches 3b and 4b, which alternately transmit power to the secondary shafts 5 and 6, are wet-type multi-disc clutches, and the branched Yu-glazes are arranged on both sides of the input shaft 1, and the Yu-glazes are arranged on both sides of the input shaft 1. By having a configuration in which a clutch 3b or 4b is interposed on each of the shafts, the speed change control enables a speed change close to a hot shift, and also enables a smooth speed change without any shock. It is possible to organize the dimensions into an appropriate shape.
第１図は、本発明における一実施例としての歯車式変速
機をスケルトンの図によって示し、第２図は、第１図に
付加される後退用の変速歯車列の部分を、第１図と同様
のスケルトンの図によって示し、第３図は、第２図にお
けるイ矢視図を示したものである。
実施例に使用した符号は下記のとおりである１：入力軸
１ａ：歯車。
２：出力軸
２ａ’ｂ ２ｂ 、２ｃおヨＵ２６ ：歯１１−０３．
４．５および６：副軸
３ａｓ ４ａｘ ５ａ−５ｂ％ ５ｅ、６ａ−６ｂおよ
び６ｅ：歯車、 ３ｂおよび４ｂ：湿式多板クラッチ％
５ｃ −（５ｏおよび６ｆ：ハブ、 ５ｄ、６（１
および６ｇ＝リング。
特許出願人 三輪精機株式会社
代表者 西海悦史FIG. 1 shows a skeleton diagram of a gear type transmission as an embodiment of the present invention, and FIG. 2 shows a part of a reverse speed change gear train added to FIG. It is shown by a similar skeleton diagram, and FIG. 3 shows a view in the direction of arrow A in FIG. 2. The symbols used in the examples are as follows: 1: Input shaft 1a: gear. 2: Output shaft 2a'b 2b, 2c side U26: Teeth 11-03.
4.5 and 6: Countershaft 3as 4ax 5a-5b% 5e, 6a-6b and 6e: Gear, 3b and 4b: Wet multi-disc clutch%
5c - (5o and 6f: hub, 5d, 6(1
and 6g = ring. Patent applicant: Etsushi Nishikai, representative of Sanwa Seiki Co., Ltd.
Claims (1)
する出力軸（２）とが同軸上にある歯車式変速機におい
て、前記入力軸の側方両側に、一方の副軸（３）および
他方の副軸（４）を設け、前記入力軸、前記一方の副軸
および前記他方の副軸との関係は、′相互に且つ常に各
軸の回転を連動しでいる関係にあり、前記一方の副軸と
−の副軸（５）との間には一方の湿式多板クラッチ（３
ｂ）を介設し、前記他方の副軸と他の副軸（６）との間
には他方の湿式多板クラッチ（４ｂ）を介設し、前記出
力軸と前記−の副軸、および前記出力軸と前記他の副軸
とのそれぞれの間においで関係とすることを特徴とする
歯車式変速機。1. In a gear transmission in which an input shaft (1) linked to the engine and an output shaft (2) linked to the drive wheels are coaxial, one countershaft (3) is installed on both sides of the input shaft. ) and the other sub-shaft (4), and the relationship between the input shaft, the one sub-shaft and the other sub-shaft is such that the rotation of each axis is mutually and always interlocked; One wet type multi-disc clutch (3) is connected between the one subshaft and the negative subshaft (5).
b), the other wet multi-disc clutch (4b) is interposed between the other subshaft and the other subshaft (6), and the output shaft and the - subshaft, and A gear type transmission characterized in that there is a relationship between the output shaft and the other subshaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56183451A JPS5884247A (en) | 1981-11-16 | 1981-11-16 | Gear transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56183451A JPS5884247A (en) | 1981-11-16 | 1981-11-16 | Gear transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5884247A true JPS5884247A (en) | 1983-05-20 |
Family
ID=16136003
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56183451A Pending JPS5884247A (en) | 1981-11-16 | 1981-11-16 | Gear transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5884247A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4640141A (en) * | 1983-06-07 | 1987-02-03 | Getrag Getriebe- Und Zahnradfabrik Gmbh | Gearbox-transmission with synchronized reverse-gear |
| JPH0587198A (en) * | 1990-03-30 | 1993-04-06 | General Motors Corp <Gm> | Power transmission |
| CN100350173C (en) * | 2004-11-23 | 2007-11-21 | 浙江杭叉工程机械股份有限公司 | Mechanical speed variable gear of fork truck |
| CN105805302A (en) * | 2016-05-18 | 2016-07-27 | 山东理工大学 | Highly-integrated power system with motor and four-speed electromagnetic direct-drive transmission |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4964768A (en) * | 1973-08-28 | 1974-06-22 |
-
1981
- 1981-11-16 JP JP56183451A patent/JPS5884247A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4964768A (en) * | 1973-08-28 | 1974-06-22 |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4640141A (en) * | 1983-06-07 | 1987-02-03 | Getrag Getriebe- Und Zahnradfabrik Gmbh | Gearbox-transmission with synchronized reverse-gear |
| JPH0587198A (en) * | 1990-03-30 | 1993-04-06 | General Motors Corp <Gm> | Power transmission |
| CN100350173C (en) * | 2004-11-23 | 2007-11-21 | 浙江杭叉工程机械股份有限公司 | Mechanical speed variable gear of fork truck |
| CN105805302A (en) * | 2016-05-18 | 2016-07-27 | 山东理工大学 | Highly-integrated power system with motor and four-speed electromagnetic direct-drive transmission |
| CN105805302B (en) * | 2016-05-18 | 2019-02-26 | 山东理工大学 | A kind of motor and the highly integrated dynamical system of four-speed electromagnetic direct-drive speed changer |
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