WO2005028919A1 - Manual gear-type speed change apparatus for motor vehicle - Google Patents

Manual gear-type speed change apparatus for motor vehicle Download PDF

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Publication number
WO2005028919A1
WO2005028919A1 PCT/JP2003/011784 JP0311784W WO2005028919A1 WO 2005028919 A1 WO2005028919 A1 WO 2005028919A1 JP 0311784 W JP0311784 W JP 0311784W WO 2005028919 A1 WO2005028919 A1 WO 2005028919A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
speed
shaft
reverse
transmission
Prior art date
Application number
PCT/JP2003/011784
Other languages
French (fr)
Japanese (ja)
Inventor
Mitsuharu Sugeta
Mitsuru Hatano
Original Assignee
Ondo Corporation
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Ondo Corporation filed Critical Ondo Corporation
Priority to JP2005509034A priority Critical patent/JPWO2005028919A1/en
Priority to AU2003266518A priority patent/AU2003266518A1/en
Priority to PCT/JP2003/011784 priority patent/WO2005028919A1/en
Publication of WO2005028919A1 publication Critical patent/WO2005028919A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • 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
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

Definitions

  • the present invention relates to a manual gear transmission for a vehicle, and more particularly, to a manual gear transmission capable of remarkably reducing an idle rattle and a running rattle and remarkably reducing a shift operation force.
  • a main drive gear input type transmission is widely used for practical use.
  • Recent manual gear transmissions have six forward speeds and one reverse speed.
  • this transmission is equipped with seven gear trains and four synchronizer mechanisms.
  • This type of transmission has an input shaft connected to an output shaft of an engine via a clutch, a sub shaft to which torque is input from the input shaft, an output shaft arranged in parallel with the sub shaft, and a sub shaft. It has a plurality of gear trains provided on the output shaft and a plurality of synchronizer mechanisms.
  • Each gear train has a pair of gears, one of which is rotatably mounted on the countershaft or output shaft, and the other gear fixedly mounted on the output shaft or countershaft. It is installed.
  • a general sink opening niser mechanism has a hub, a synchro key, a sleeve, a sink opening ring, and the like, and connects the idle gear to the countershaft or the output shaft.
  • FIG. 14 shows a typical manual gear transmission 100 with a main drive gear input.
  • This transmission 100 has an input shaft 103, a countershaft 104 connected to a clutch disc 102, an output shaft 105, a gear train for 1st to 4th speeds 1 1 1 to 1 1 4 , Main drive gear train 110, 6-speed gear train 1 16, reversing gear train 109, 1st / 2nd speed synchronizer 1 2 0, 3rd / 4th speed synchronizer 1 mechanism 21 1 and 5 speed / reverse synchronizer 1 2 2 and 6 speed synchronizer 1 2 3 etc.
  • the gear provided on the sub shaft 104 is the drive gear
  • the gear provided on the output shaft 105 is the driven gear.
  • 1st speed driven gear lllb 2nd speed driven gear 1 1 2b, 3rd speed driving gear 1 1 3a
  • 4th speed driving gear 1 14a 6th speed driving gear 1 16a
  • reverse driven gear 1 09b It is provided to be rotatable.
  • FIG. 14 shows the transmission in the neutral state. When the engine is in the idle state, the transmission is in the -neutral state, and the drive gears 113 a, 114 a, and 1 a provided on the counter shaft 104 are shown.
  • the 16a is in a floating state, and the first-speed gear train 1 1 1, the second-speed gear train 1 1 2, the sixth-speed gear train 1 16 and the reverse gear train 1 09 rotate.
  • the main drive gear 1 110a of the main drive gear train 110 was directly connected to the output shaft 105 by the 5-speed / reverse sink opening mechanism 122, and the transmission 100 was switched to fifth speed. In this state, all gears and all synchronizer mechanisms rotate as well as the countershaft. This is the same in the first to fourth and sixth gears.
  • a transmission 200 shown in FIG. 15 is also in practical use.
  • an input shaft 201 is extended rearward, a sub shaft 202 parallel to the input shaft 201 is provided, and a rear end of the sub shaft 202 is connected to a reduction gear train 2 for output. It is connected to the output shaft 203 via 10.
  • 1st gear train 2 1 1, 2nd gear train 2 1 2, 3rd gear train 2 1 3, 4th gear train 21 4, 5th gear train on input shaft 201 and counter shaft 202 21 5 and 6-speed gear trains 2 16 and a reverse gear train 209 are provided.
  • drive gears 2 11 a to 2 16 a are provided on the input shaft, and driven gears 21 1 b to 2 16 b are sub shafts It is provided in 202.
  • the reversing gear system 1109 has a drive gear 209a, an intermediate gear 209c supported on the intermediate shaft, and a driven gear 209b engaged with the intermediate gear 209c.
  • the drive gears 21a to 21a are rotatably supported on the input shaft 201 via bearings.
  • the intermediate gear 209c is rotatably supported by the intermediate shaft.
  • the counter shaft 202 is provided with a synchronizer mechanism 204 for reversing and a synchronizer mechanism 205 for switching between 1st and 2nd speeds.
  • a synchronizer mechanism 207 for speed change is provided.
  • the moment of inertia of the gear train when converting the moment of inertia of the gear train to the moment of inertia on the input shaft, the moment of inertia is proportional to the square of the gear ratio. Because of the large size, the moment of inertia is large and the rotational speed of the input shaft does not easily change. Therefore, a large operating force is required to change the rotational speed of the low-speed gear train during downshifting.
  • the manual gear transmission for a vehicle includes an input shaft, a sub shaft to which torque is transmitted from the input shaft, an output vehicle to which torque is transmitted from the sub shaft, a plurality of gear trains, and a plurality of synchronies.
  • the present invention relates to a manual gear transmission for a vehicle including the mechanism.
  • This transmission is a plurality of drive gears in a plurality of gear trains for a plurality of predetermined low-speed specific speed stages including a first speed and a reverse speed, and is provided to be freely rotatable on the input shaft.
  • a first geared sleep shaft to which a driving gear is fixed and which is rotatably fitted to the input shaft; and a first geared sleeve mounted on the input shaft and for moving the input shaft in first speed and reverse.
  • a first synchronizer mechanism that can be connected to a shaft, and a second sink opening mechanism that is provided on the sub-shaft and is capable of transmitting the rotational force of the plurality of driven gears for a specific gear to the sub-shaft. It is characterized by having.
  • the drive gear of the first gear train and the drive gear of the reverse gear train can idle on the input shaft, and the first gear train
  • the driven gear and the driven gear of the reversing gear train can freely rotate on the peri shaft. If the first and second synchronizer mechanisms are held in the disengaged position when the transmission is in the neutral state, the drive gear and driven gear of the first-speed gear train, and the drive gear and driven gear of the reverse gear train will be Since it is kept floating, the idle rattle is significantly improved. Even when the vehicle is traveling at a gear other than the specified gear (2nd to 6th gear), the same state as above can be maintained, so that the running rattle is significantly improved.
  • the gear train for 1st gear and the reverse gear train with a large moment of inertia can be left floating, so that the operating force during shift operation can be significantly reduced.
  • the oil is not agitated by the first gear train and the reverse gear train, so that the oil stirring resistance can be reduced, The transmission efficiency of the rotational driving force can be increased.
  • the first synchronizer mechanism When traveling in the first speed, the first synchronizer mechanism is held at the connection position, the sleeve shaft with the first gear is rotated, and the second synchronizer mechanism is held at the first speed connection position. , It is possible to run. When retracting, the first synchronizer mechanism is held at the connection position, the first geared sleeve shaft is rotated, and the second synchronizer mechanism is held at the reverse connection position. is there.
  • the plurality of specific speed stages on the low speed side can be variously set, such as first speed and reverse, or first and second speeds and reverse.
  • This transmission may be configured in the following manner.
  • the plurality of specific gears are first speed and reverse.
  • the plurality of specific gear positions are first speed, second speed, and reverse, and the first speed driven gear and the second speed driven gear are fixed and fitted around the sub shaft so as to be idle.
  • a second geared sleeve shaft is provided, a second speed drive gear can be connected to the input shaft by the first synchronizer mechanism, and a second geared sleep shaft is provided by the second synchronizer mechanism. It is configured to be connectable to the counter shaft.
  • the plurality of specific gears are first speed, second speed, third speed, fourth speed, and reverse
  • the first speed driven gear, the second speed driven gear, the third speed driven gear, and the fourth speed driven gear are A third geared sleeve shaft fixedly fitted around the countershaft so as to be freely rotatable
  • a second-speed drive gear configured to be connectable to the input shaft by the first synchronizer mechanism
  • a third synchronizer mechanism is configured so that a third geared sleeve shaft can be connected to the countershaft by a synchronizer mechanism, and a third synchronizer mechanism that can selectively connect the third speed drive gear and the fourth speed drive gear to the input shaft. Have been killed.
  • the synchronizer mechanism comprises a hub and a sleep And a synchronizing ring.
  • the second synchronizer mechanism is configured to operate before the operation of the first synchronizer mechanism in the process of selecting a specific gear position.
  • the first gear in the transmission of the first aspect, it is possible to realize six forward speeds and one reverse speed, and in the neutral state, and in the second to sixth speeds, the first gear is provided.
  • the sleeve shaft, the first speed driven gear, and the reverse driven gear are configured to float.
  • the eighth mode in the transmission of the second mode, it is possible to realize the sixth forward speed and the first reverse speed, and in the neutral state, and in the third to sixth speeds, the first and second speeds are provided.
  • the geared sleeve shaft and the following 5 driven gears float.
  • the first and third gears are provided.
  • the geared sleeve shaft and the reverse driven gear are configured to float.
  • the input shaft and the output shaft are directly connected via the synchronizer mechanism at the fifth speed.
  • FIG. 1 is a cross-sectional view of a vehicle manual gear transmission (neutral state) according to an embodiment of the present invention
  • FIG. 2 is a cross-sectional view of a third synchronizer mechanism and gears on both sides thereof
  • FIG. FIG. 4 is a sectional view of a main part of one synchronizer mechanism and a sleep shaft with a first gear
  • FIG. 4 is an explanatory diagram of an operation path for operating a shift operation lever
  • FIG. 5 is a chart showing a shift table.
  • FIG. 6 is a cross-sectional view of a transmission (neutral state) according to Modification 1
  • FIG. 7 is an explanatory diagram of an operation path for operating a shift operation lever of the transmission of FIG. 6
  • FIG. 8 is a transmission table.
  • FIG. FIG. 9 is a cross-sectional view of a transmission (in a neutral state) according to Modification 2
  • FIG. 10 is an explanatory diagram of an operation path for operating a shift operation lever of the transmission of FIG. 9, and FIG. FIG.
  • FIG. 12 is a cross-sectional view of the transmission (neutral state) according to the second modification.
  • FIG. 13 is a cross-sectional view of a transmission (neutral state) according to a third modification.
  • Fig. 14 is a cross-sectional view of a conventional general manual gear transmission (neutral state)
  • Fig. 15 is a cross-sectional view of a conventional special manual gear transmission (neutral state).
  • the manual gear transmission 1 for a vehicle includes a clutch disc 2 of a clutch mechanism connected to an output shaft of an engine, an input shaft 3 connected to the clutch disc 2 and extending rearward, and
  • the sub shaft 4 is arranged in parallel with the ska shaft 3 and receives the rotational force from the input shaft 3.
  • the sub shaft 4 is coaxial with the input shaft 3 and the output shaft 5 and the input shaft 3 transmit the rotational force from the sub shaft 4.
  • the first-speed gear train 11 includes a first-speed drive gear 11a and a first-speed driven gear 11b.
  • the first-speed drive gear 11a is provided to be freely rotatable on the input shaft 3.
  • lib is provided on the countershaft 4 so that it can rotate freely.
  • the second-speed gear train 1 2 is composed of a second-speed drive gear 1 2a ′ and a second-speed driven gear 1 2b, and the second-speed drive gear 1 2a is provided to be freely rotatable on the input shaft 3.
  • the second-speed driven gear 1 2b is fixed to the countershaft 4.
  • the third-speed gear train 13 consists of a third-speed driving gear 13a and a third-speed driven gear 13b, and a third-speed driving gear 13a is provided on the input shaft 3 so that it can idle.
  • 1 3 b is fixed to countershaft 4.
  • the fourth-speed gear train 14 includes a fourth-speed drive gear 14a and a fourth-speed driven gear 14b, and the fourth-speed drive gear 14a is freely rotatable around the input shaft 3 so that the fourth-speed driven gear can be driven.
  • 14 b is fixed to counter shaft 4.
  • the sixth-speed gear train 16 includes a sixth-speed drive gear 16a and a sixth-speed driven gear 16b. The sixth-speed drive gear 16a is provided on the input shaft 3 so as to be freely rotatable.
  • the reverse gear train 9 includes a reverse drive gear 9 a, an intermediate gear 9 c pivotally supported on an intermediate shaft (not shown), and a reverse driven gear 9 mounted on the sub shaft 4.
  • the reverse drive gear 9 a is provided to be freely rotatable on the input shaft 3, and the reverse driven gear 9 b is idlely rotatable to the sub shaft 3.
  • the idle gears 9a, 11a to 14a, 16a, 9b, 11b are supported by the input shaft 3 or the sub shaft 4 via bearings.
  • the output reduction gear train 10 has a drive gear 10 a fixed to the sub shaft 4 and a driven key 10 b fixed to the output shaft 5.
  • first speed and reverse are set in advance as a plurality of specific speed stages on the low speed side.
  • a first geared drive shaft 20 is rotatably fitted to the input shaft 3 via a bearing, and a first speed drive gear 11 a and a reverse drive gear 9 are mounted on one end and the other end of the sleeve shaft 20. a is fixedly provided.
  • all drive gears 9a and 11a are rotatably provided on the input shaft 3, and all driven gears 9b and lib are It is provided so as to be idle.
  • 1st sink opening mechanism 1 1 2 1 when the input shaft 3 is provided between the sleeve shaft 20 and the 2nd speed drive gear 1 2a and the 1st speed and reverse are selected, the 1st The input shaft 3 is connected to the sleeve shaft 20 by the first mechanism 21 and if the 2nd speed is selected, the input shaft 3 is connected to the 2nd speed drive gear 1 2a by the first synchronizer 21 Is done.
  • the second synchronizer mechanism 22 is provided on the countershaft 4 between the first speed driven gear 11b and the reverse driven gear 9, and when the first speed is selected, the second synchronizer mechanism 22 drives the first synchronizer 22. 1 lb of gear connected to countershaft 4 and reverse selected
  • the reverse speed driven gear 9 b is connected to the sub shaft 4 by the second synchronizer mechanism 22.
  • the third synchronizer mechanism 23 is provided on the input shaft 3 between the third-speed drive gear 13a and the fourth-speed drive gear 14a, and when the third speed is selected, the third sink opening mechanism is provided.
  • the input shaft 3 is connected to the third-speed drive gear 13a by 23, and when the fourth speed is selected, the input shaft 3 is connected to the fourth-speed drive gear 14a by the third synchronizer mechanism 23. .
  • the fourth sink opening mechanism 24 is provided at the rear end of the input shaft 3, and when the fifth speed is selected, the fourth synchronizer 24 outputs the input shaft 3 to the output gear of the gear train 10. Connect to 1 0b. In the transmission 1, when the input shaft 3 and the output shaft 5 are directly connected to each other, a fifth speed is established. If the sixth speed is selected, the fourth synchronizing mechanism 24 connects the input vehicle 3 to the drive gear 16a of the sixth speed gear train 16.
  • the first to fourth synchronizer mechanisms 2:! To 24 are synchronizing mechanisms having the same structure, and therefore, the third synchronizer mechanism 23 will be briefly described with reference to FIG. 2 as an example.
  • the synchronizer mechanism 23 includes a hub 30, a cyclo key 31, a key spring 32, a sleeve 33, and a pair of sink opening rings 3 4, and an outer circumferential groove 3 3 of the sleeve 33.
  • the fork at the leading end of the shift rod operated by the shift operation lever is engaged, and the sleeve 33 is operated to the left or right in FIG. 2 by the shift operation lever.
  • Connect drive gear 13a Connect drive gear 13a.
  • each gear is provided with a number from 1 to 6 indicating a gear position, for easy understanding.
  • numerals 1, 2 and R indicating the gears used to connect the synchronizers are described.
  • a connection gear portion 11 c that can be connected to the first synchronizer mechanism 21 is formed at an end of the sleeve shaft 20.
  • the operation path when shifting gears with the shift operation lever is, for example, as shown in Fig. 4. is there.
  • FIG. 5 shows a speed change table showing a relationship between a shift position of a shift operation lever and a shift speed in the transmission 1.
  • the first to fourth synchronizer mechanisms 21 to 24 may be configured to be operated by the shift operation lever and the shift rod.
  • the first synchronizer mechanisms 21 and Z or the second synchronizer mechanism 22 are configured to be operated by independent electric actuators, and the electric actuators are operated in cooperation with the operation of the shift operation lever. You may comprise.
  • the 1st speed driven gear lib When switching from the state shown in Fig. 1 to the 1st speed, the 1st speed driven gear lib is connected to the sub shaft 4 by the 2nd synchronizer mechanism 22 before the operation of the 1st synchronizer mechanism 21 and then the 1st speed 1
  • the input shaft 3 is connected to the sleeve shaft 20 by the synchronizer mechanism 21.
  • the reverse driven gear 9 b When switching from the state shown in FIG. 1 to the reverse, prior to the operation of the first synchronizer 21, the reverse driven gear 9 b is connected to the sub shaft 4 by the second synchronizer 22, and then the first Input shaft 3 by synchronizer mechanism 2 1 To the sleeve shaft 20.
  • the second synchronizer mechanism 22 When switching from the first gear to the second gear, the second synchronizer mechanism 22 is switched to the disconnected state, and the input shaft 3 is connected to the second-speed drive gear 12a by the first synchronizer mechanism 21.
  • the input shaft 3 When switching from the 1st gear to the 2nd gear, the input shaft 3 is connected to the 2nd speed drive gear 1 2a by the 1st synchronizer 1 mechanism 2 1 while maintaining the connected state of the 2nd synchronizer 1 mechanism 2 2. You may.
  • the 3rd to 6th speeds are the same as those of a general white-shafted transmission, and will not be described.
  • FIG. 6 shows the transmission 1A in a neutral state
  • FIG. 7 shows an operation path of a shift lever
  • FIG. 8 shows a shift table.
  • first, second, and reverse gears are preset as a plurality of specific gears on the low-speed side
  • a second-speed driven gear 1 2b is also provided on the auxiliary shaft 4 so as to be freely rotatable. ing.
  • the sleeve shaft 3 O with the second gear is fitted around the sub-shaft 4 so as to freely rotate, and the sleep shaft 3 0
  • a second-speed driven gear 12b and a first-speed driven gear 11b are fixedly provided at one end and the other end thereof.
  • the function of the first synchronizer mechanism 21 is the same as that of the transmission 1. No. 2 Regarding the synchronizer mechanism 22, both when switching to the first speed and when switching to the second speed, the sleeve shaft 30 is moved by the second synchronizer mechanism 22 before the operation of the first synchronizer mechanism 21. Connected to counter shaft 4. The operation for switching to reverse is the same as that of the transmission 1.
  • the second synchronizer mechanism 22 may be configured to be operated by a shift operation lever and a shift rod.
  • the operation route of the shift operation lever is as shown in FIG.
  • the first synchronizer structure 21 and / or the second synchronizer mechanism 22 may be configured to be operated by independent electric actuators.
  • the first gear train 11 and the reverse gear train 9 only float.
  • the second-speed gear train 12 also floats, so that the gear rattle (running rattle) generated during traveling is improved compared to the transmission 1.
  • the shift operation force at the time of shifting gears is further reduced as compared with the transmission 1. The above applies not only to the 5th speed but also to the speeds of the 3rd, 4th and 6th speeds.
  • a transmission 1B according to a modification in which the transmission 1 is partially changed will be described.
  • the same components as those of the transmission 1 will be denoted by the same reference numerals, and the description thereof will be omitted. Only the changed configuration will be described.
  • Fig. 9 shows the transmission 1B in the neutral state
  • Fig. 10 shows the operation path of the shift lever
  • Fig. 11 shows the shift table.
  • first to fourth speeds and reverse are preset as a plurality of low-speed specific speed stages
  • second to fourth speed driven gears 12b to 14b are also connected to the countershaft 4b. It is provided so that it can idle.
  • These four driven gears 1 2 b to l 4 b are integrally rotated.
  • the sleeve shaft 31 with the third gear is fitted around the sub shaft 4 so as to be free to rotate, and the four-speed driven gear 14 b and the first speed are attached to one end and the other end of the sleeve shaft 31.
  • the driven gear 1 1b is integrally fixedly provided, and the 3rd speed driven gear 13b and the 2nd speed driven gear 12b are provided fixedly in the middle of the sleeve shaft 31. .
  • the function of the first synchronizer mechanism 21 is the same as that of the transmission 1.
  • the second synchronizer mechanism 22 when switching to each of the first to fourth gears, the second synchronizer mechanism is preceded by the operation of the first and third synchronizer mechanisms 21, 23.
  • the sleeve shaft 31 is connected to the sub shaft 4 by the mechanism 22.
  • the operation for switching to reverse is the same as that of the transmission 1.
  • the second synchronizer mechanism 22 may be configured to be operated by a shift operation lever and a shift rod.
  • the operation route of the shift operation is as shown in FIG.
  • the first sink opening mechanism 21 and / or the second synchronizer mechanism 22 may be configured to be operated by independent electric actuators.
  • a transmission 1C according to a modification in which the transmission 1 is partially modified will be described.
  • the same components as those of the transmission 1 are denoted by the same reference numerals, and description thereof will be omitted. Only different configurations will be described.
  • Fig. 12 shows the transmission in the neutral state Indicates 1 c.
  • first speed and reverse are previously set as a plurality of low-speed-side specific gears.
  • the first synchronizer 1C is arranged to correspond to both sides of the third synchronizer mechanism 23.
  • the third-speed gear train 13 and the driven gear 10b are arranged, and the fifth-speed drive gear 15a and the sixth-speed drive gear 16a are arranged on both sides of the fourth synchronizer mechanism 24.
  • the input shaft 3 is connected to the driven gear 10b by the third synchronizer 23, and the input shaft 3 and the output shaft 5 are directly connected.
  • a fifth-speed drive gear 15 a and a sixth-speed drive gear 16 a are rotatably provided on the input shaft 3, and a third-speed drive gear 13 a is provided so as to be rotatable on the input shaft 3.
  • FIG. 13 shows the transmission 1D in a neutral state.
  • first speed, second speed, and reverse are set in advance as a plurality of specific speed stages on the low speed side.
  • the first-speed gear train 11, the reverse gear train 9, the first gear sleeve shaft 20, the second-speed gear train 12, and the second gear sleeve shaft 30 are This is the same as the transmission 1A.
  • the gears of the gear trains 9, 11 and 12 maintain the floating state.
  • idle and running rattles are improved and oil agitation is reduced.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

A manual gear-type speed change apparatus for a motor vehicle has many problems to be solved, which are such as idle rattle, traveling rattle, and shift operation force. A speed change apparatus (1A) has an input shaft (3), an auxiliary shaft (4), an output shaft (5), a gear train (9) for reverse, a gear train (11-14) for the speeds from the first to the fourth, a gear train (16) for the sixth speed, a gear train (10) for output, a sleeve shaft (20) where a first speed drive gear (11a) and a reverse drive gear (9a) are fixed, a sleeve shaft (30) where a first speed driven gear (11b) and a second speed driven gear (12b) are fixed, four synchronizing mechanisms (21-24), etc. The reverse, first speed, and second speed are set in advance as plural specific speed change stages in a low speed range, each of the gears of the gear trains (9,11,12) in these specific speed change stages and the sleeves (20, 30) are set such that they can idle. All the gears in the gear trains (9, 11, 12) and the sleeves (20, 30) are kept in a floating state when the apparatus is in the neutral state and when the motor vehicle is traveling at a speed between the third and the sixth speed.

Description

明 細 書 車両用手動歯車変速機 技術分野  Description Manual gearbox for vehicles Technical field
本発明は、 車両用手動歯車変速機に関し、 特にアイドルラトルと走行ラトルの 著しい低減とシフト操作力の著しい軽減などを可能にしたものに関連する。 背景技術  The present invention relates to a manual gear transmission for a vehicle, and more particularly, to a manual gear transmission capable of remarkably reducing an idle rattle and a running rattle and remarkably reducing a shift operation force. Background art
車両用の手動歯車変速機としては、 メインドライブギヤ入力方式の変速機が広 く実用に供され、 最近の手動歯車変速機は、 前進 6速と後退 1速の変速段を有す るものが多く、 この変速機の場合、 7つのギヤ列と、 4つのシンクロナイザー機 構が装備されている。 この種の変速機は、 クラッチを介してエンジンの出力軸に 連結される入力軸、 この入力軸から回転力が入力される副軸、 この副軸と平行に 配置された出力軸、 副軸と出力軸に設けられた複数のギヤ列、 複数のシンクロナ ィザ一機構などを有する。 各ギヤ列は 1対のギヤを有し、 この 1対のギヤのうち の一方のギヤは副軸又は出力軸に遊転可能に装着され、 他方のギヤは出力軸又は 副軸に固定的に装着されている。  As a manual gear transmission for vehicles, a main drive gear input type transmission is widely used for practical use. Recent manual gear transmissions have six forward speeds and one reverse speed. In many cases, this transmission is equipped with seven gear trains and four synchronizer mechanisms. This type of transmission has an input shaft connected to an output shaft of an engine via a clutch, a sub shaft to which torque is input from the input shaft, an output shaft arranged in parallel with the sub shaft, and a sub shaft. It has a plurality of gear trains provided on the output shaft and a plurality of synchronizer mechanisms. Each gear train has a pair of gears, one of which is rotatably mounted on the countershaft or output shaft, and the other gear fixedly mounted on the output shaft or countershaft. It is installed.
一般的なシンク口ナイザー機構は、 ハブとシンクロキーとスリーブとシンク口 リングなどを有し、 遊転状態のギヤを副軸又は出力軸に連結する。  A general sink opening niser mechanism has a hub, a synchro key, a sleeve, a sink opening ring, and the like, and connects the idle gear to the countershaft or the output shaft.
例えば、 図 1 4は、 メインドライブギヤ入力方式の一般的な手動歯車変速機 1 0 0を示す。 この変速機 1 0 0は、 クラツチディスク 1 0 2に連結された入力軸 1 0 3、 副軸 1 0 4、 出力軸 1 0 5、 1速〜 4速用ギヤ列 1 1 1〜 1 1 4、 メイ ンドライブギヤ列 1 1 0、 6速用ギヤ列 1 1 6、 後退用ギヤ列 1 0 9、 1速 / 2 速用シンクロナイザ一機構 1 2 0、 3速 / 4速用シンクロナイザ一機構 1 2 1、 5速/後退用シンクロナイザ一機構 1 2 2、 6速用シンクロナイザ一機構 1 2 3 などを有する。 メインドライブギヤ列以外の各ギヤ列のギヤのうち副軸 1 0 4に 装備されたギヤが駆動ギヤであり、 出力軸 1 0 5に装備されたギヤが従動ギヤで ある。 1速従動ギヤ l l l b、 2速従動ギヤ 1 1 2 b、 3速駆動ギヤ 1 1 3 a、 4速駆動ギヤ 1 14 a、 6速駆動ギヤ 1 1 6 a、 後退従動ギヤ 1 0 9 bが遊転可 能に設けられている。 図 14は、 ニュートラル状態のときの変速機を示し、 ェン ジンがアイドル状態のとき変速機は-ユートラル状態であり、 副軸 1 04に設け た駆動ギヤ 1 1 3 a， 1 14 a， 1 1 6 aが浮動状態であり、 1速用ギヤ列 1 1 1、 2速用ギヤ列 1 1 2、 6速用ギヤ列 1 1 6、 後退用ギヤ列 1 0 9は回転する。 5速/後退用シンク口ナイザー機構 1 2 2により、 メインドライブギヤ列 1 1 0 のメインドライブギヤ 1 1 0 aを出力軸 1 0 5に直接連結し、 変速機 1 00を 5 速に切換えた状態においては、 副軸は勿論のこと、 全部のギヤと全部のシンクロ ナイザー機構が回転する。 このことは、 1速〜 4速、 6速の変速段においても同 様である。 For example, FIG. 14 shows a typical manual gear transmission 100 with a main drive gear input. This transmission 100 has an input shaft 103, a countershaft 104 connected to a clutch disc 102, an output shaft 105, a gear train for 1st to 4th speeds 1 1 1 to 1 1 4 , Main drive gear train 110, 6-speed gear train 1 16, reversing gear train 109, 1st / 2nd speed synchronizer 1 2 0, 3rd / 4th speed synchronizer 1 mechanism 21 1 and 5 speed / reverse synchronizer 1 2 2 and 6 speed synchronizer 1 2 3 etc. Among the gears in each gear train other than the main drive gear train, the gear provided on the sub shaft 104 is the drive gear, and the gear provided on the output shaft 105 is the driven gear. is there. 1st speed driven gear lllb, 2nd speed driven gear 1 1 2b, 3rd speed driving gear 1 1 3a, 4th speed driving gear 1 14a, 6th speed driving gear 1 16a, reverse driven gear 1 09b It is provided to be rotatable. FIG. 14 shows the transmission in the neutral state. When the engine is in the idle state, the transmission is in the -neutral state, and the drive gears 113 a, 114 a, and 1 a provided on the counter shaft 104 are shown. 16a is in a floating state, and the first-speed gear train 1 1 1, the second-speed gear train 1 1 2, the sixth-speed gear train 1 16 and the reverse gear train 1 09 rotate. The main drive gear 1 110a of the main drive gear train 110 was directly connected to the output shaft 105 by the 5-speed / reverse sink opening mechanism 122, and the transmission 100 was switched to fifth speed. In this state, all gears and all synchronizer mechanisms rotate as well as the countershaft. This is the same in the first to fourth and sixth gears.
他方、 出力減速方式の手動歯車変速機として、 図 1 5に示す変速機 200も実 用に供されている。 この変速機 200においては、 入力軸 20 1が後方へ延長さ れ、 この入力軸 20 1と平行な副軸 20 2が設けられ、 副軸 20 2の後端部が出 力用減速ギヤ列 2 1 0を介して出力軸 2 0 3に連結されている。 入力軸 20 1と 副軸 202とに 1速用ギヤ列 2 1 1、 2速用ギヤ列 2 1 2、 3速用ギヤ列 2 1 3、 4速用ギヤ列 21 4、 5速用ギヤ列 21 5、 6速用ギヤ列 2 1 6、 後退用ギヤ列 209が設けられている。 1速〜 6速用のギヤ列 2 1 1〜2 1 6において、 駆動 ギヤ 2 1 1 a〜 2 1 6 aが入力軸に設けられ、 従動ギヤ 2 1 1 b〜 2 1 6 bが副 軸 202に設けられている。 後退用ギヤ歹 1120 9は、 駆動ギヤ 209 a、 中間軸 に支持された中間ギヤ 209 c、 中間ギヤ 20 9 cに嚙み合った従動ギヤ 20 9 bを有する。 駆動ギヤ 2 1 3 a〜 2 1 6 aは入力軸 20 1にべァリングを介して 回転自在に支持されている。 中間ギヤ 20 9 cは中間軸に回転自在に支持されて いる。 副軸 202には後退用シンクロナイザー機構 204と 1速 / 2速切換え用 シンクロナイザー機構 205が設けられ、 入力軸 20 1には 3速 Z 4速切換え用 シンクロナイザー機構 206と、 5速 Z 6速切換え用シンクロナイザー機構 20 7が設けられている。  On the other hand, as an output reduction type manual gear transmission, a transmission 200 shown in FIG. 15 is also in practical use. In this transmission 200, an input shaft 201 is extended rearward, a sub shaft 202 parallel to the input shaft 201 is provided, and a rear end of the sub shaft 202 is connected to a reduction gear train 2 for output. It is connected to the output shaft 203 via 10. 1st gear train 2 1 1, 2nd gear train 2 1 2, 3rd gear train 2 1 3, 4th gear train 21 4, 5th gear train on input shaft 201 and counter shaft 202 21 5 and 6-speed gear trains 2 16 and a reverse gear train 209 are provided. In gear trains 2 1 1 to 2 16 for 1st to 6th speed, drive gears 2 11 a to 2 16 a are provided on the input shaft, and driven gears 21 1 b to 2 16 b are sub shafts It is provided in 202. The reversing gear system 1109 has a drive gear 209a, an intermediate gear 209c supported on the intermediate shaft, and a driven gear 209b engaged with the intermediate gear 209c. The drive gears 21a to 21a are rotatably supported on the input shaft 201 via bearings. The intermediate gear 209c is rotatably supported by the intermediate shaft. The counter shaft 202 is provided with a synchronizer mechanism 204 for reversing and a synchronizer mechanism 205 for switching between 1st and 2nd speeds. A synchronizer mechanism 207 for speed change is provided.
前記変速機 1 00， 200も含めて、 従来の手動歯車変速機においては、 アイ ドルラ トル、 走行ラトル、 シフト操作力、 動力伝達系の抵抗、 などの面で解決す べき多くの課題が残っている。 アイドル状態において、 1速用ギヤ列、 2速用ギ ャ列、 後退用ギヤ列などの低速段用ギヤ列が回転するため、 それらのギヤ列から ギヤの歯打ち音 （アイドルラトル） が発生する。 特に、 低速段ギヤ列では、 歯車 の直径も大きく、 慣性モーメントも大きいため歯打ち音も強くなる。 走行状態に おいては全部のギヤやシンクロナイザー機構 ¾S回転するため、 回転駆動力の伝達 に使用されないギヤ列から歯打ち音 （走行ラ トル） が発生する。 この走行ラトル の大部分も低速段ギヤ列から発生すると推定されている。 In conventional manual gear transmissions including the transmissions 100 and 200, Many issues remain to be solved in terms of dol rattle, running rattle, shift operation force, power transmission system resistance, and so on. In the idle state, low-speed gear trains such as the first-speed gear train, the second-speed gear train, and the reverse gear train rotate, and gear rattling noise (idle rattle) is generated from those gear trains. . In particular, in low-speed gear trains, the gear diameter is large and the moment of inertia is large, so the rattling noise is also high. In the running state, all gears and synchronizer mechanism ¾S rotate, so gear rattling (running rattle) is generated from the gear train that is not used to transmit rotational driving force. It is estimated that most of the running rattle is generated from the low gear train.
これら、 アイドルラトルや走行ラトルを改善するために、 エンジンにデュアル マスフライホイールを採用したり、 変速機のギヤにシザーズギヤ或いはフリクシ ョンダンパーを採用する技術も公知であるが、 費用対効果の面で不利であり実用 性に欠ける。  In order to improve the idle rattle and the running rattle, it is also known to employ a dual mass flywheel for the engine or a scissor gear or a friction damper for the transmission gear, but this is disadvantageous in terms of cost effectiveness. And lacks practicality.
他方、 手動歯車変速機においては、 クラッチを分断しアップシフトする場合に は、 出力軸の回転数とギヤ比に応じて入力軸の回転数を低下させればよいので、 ダウンゥフトする場合ほど大きな操作力は必要ないが、 変速段とェンジン回転数 に応じた操作力は必要である。 ダウンシフトする場合には、 微小時間の間に出力 軸の回転数とギヤ比に応じて入力軸の回転数を著しく増加させなければならない 力 ら、 大きな操作力が必要となる。 特に、 冬孝などの気温が低いときは、 変速機 内のオイルの粘度が高いために、 非常に大きな操作力が必要となる。  On the other hand, in manual gear transmissions, when the clutch is disengaged and upshifted, the input shaft speed must be reduced according to the output shaft speed and gear ratio. No force is required, but an operating force corresponding to the gear and engine speed is required. When downshifting, a large amount of operating force is required because the input shaft speed must be significantly increased according to the output shaft speed and gear ratio during a short period of time. In particular, when the temperature is low, such as Toyotaka, an extremely large operating force is required because the viscosity of the oil in the transmission is high.
特に、 ギヤ列の慣性モーメントを入力軸上の慣性モーメントに換算する際には ギヤ比の 2乗に比例する慣性モーメントとなるが、 1速や後退のような低速段用 ギヤ列ではギヤ比が大きいため慣性モーメン トが大きく、 入力軸の回転数が変化 しにくいので、 シフトダウンの際に低速段用ギヤ列の回転数変化のために大きな 操作力が必要となる。  In particular, when converting the moment of inertia of the gear train to the moment of inertia on the input shaft, the moment of inertia is proportional to the square of the gear ratio. Because of the large size, the moment of inertia is large and the rotational speed of the input shaft does not easily change. Therefore, a large operating force is required to change the rotational speed of the low-speed gear train during downshifting.
更に、 歯車変速機のケース内にはオイルが J宁留され、 副軸に装備された複数の ギヤによりオイルを攪拌し、 ギヤ列やシンク 口ナイザー機構を潤滑するようにな つているが、 アイドル状態においても、 少なくとも、 1速用ギヤ列と 2速用ギヤ 列と後退用ギヤ列などの低速段ギヤ列が回転するため、 また、 走行状態において も全てのギヤ列と全てのシンクロナイザ一機構が回転するため、 オイル攪拌によ る駆動力の損失が生じ、 オイルの劣化も進行する。 発明の開示 In addition, oil is retained in the case of the gear transmission, and the oil is agitated by a plurality of gears mounted on the countershaft to lubricate the gear train and the sink opening mechanism. In this state, at least the low-speed gear train such as the first-speed gear train, the second-speed gear train, and the reverse gear train rotates. In addition, since all gear trains and all synchronizer mechanisms rotate, a loss of driving force occurs due to oil agitation, and oil deterioration proceeds. Disclosure of the invention
本発明の車両用手動歯車変速機は、 入力軸、 入力軸から回転力が伝達される副 軸、 副軸から回転力が伝達される出力車由と、 複数のギヤ列と、 複数のシンクロナ ィザ一機構とを備えた車両用手動歯車変速機に関するものである。  The manual gear transmission for a vehicle according to the present invention includes an input shaft, a sub shaft to which torque is transmitted from the input shaft, an output vehicle to which torque is transmitted from the sub shaft, a plurality of gear trains, and a plurality of synchronies. The present invention relates to a manual gear transmission for a vehicle including the mechanism.
この変速機は、 1速と後退の変速段を含む予め設定した低速側の複数の特定変 速段の為の複数のギヤ列の複数の駆動ギヤであって、 入力軸に遊転可能に設けら れた複数の駆動ギヤと、 前記複数の駆動ギヤに夫々嚙み合った複数の従動ギヤで あって、 副軸に遊転可能に設けられた複数の従動ギヤと、 1 速駆動ギヤと後退駆 動ギヤとが固定され且つ入力軸に遊転可能に外嵌された第 1のギヤ付きスリープ 軸と、 前記入力軸に装備され且つ 1速と後退において入力軸を第 1のギヤ付きス リーブ軸に連結可能な第 1のシンクロナイザ一機構と、 前記副軸に装備され且つ 前記複数の特定変速段用の従動ギヤの回転力を副軸に伝達可能な第 2のシンク口 ナイザ一機構とを備えたことを特徴とするものである。  This transmission is a plurality of drive gears in a plurality of gear trains for a plurality of predetermined low-speed specific speed stages including a first speed and a reverse speed, and is provided to be freely rotatable on the input shaft. A plurality of driven gears, a plurality of driven gears respectively meshed with the plurality of drive gears, a plurality of driven gears provided on the sub shaft so as to be idle, a first-speed drive gear, and a reverse gear. A first geared sleep shaft to which a driving gear is fixed and which is rotatably fitted to the input shaft; and a first geared sleeve mounted on the input shaft and for moving the input shaft in first speed and reverse. A first synchronizer mechanism that can be connected to a shaft, and a second sink opening mechanism that is provided on the sub-shaft and is capable of transmitting the rotational force of the plurality of driven gears for a specific gear to the sub-shaft. It is characterized by having.
例えば、 低速側の複数の特定変速段が 1速と後退である場合、 1速用ギヤ列の 駆動ギヤと後退用ギヤ列の駆動ギヤは入力軸に遊転可能であり、 1速用ギヤ列の 従動ギヤと後退用ギヤ列の従動ギヤは畐リ軸に遊転可能である。 変速機がニュート ラル状態のとき、 第 1 , 第 2のシンクロナイザー機構を連結解除位置に保持すれ ば、 1速用ギヤ列の駆動ギヤと従動ギヤ、 後退用ギヤ列の駆動ギヤと従動ギヤが 浮動状態に維持されるから、 アイドルラ トルが著しく改善される。 特定変速段以 外の変速段 （2速〜 6速） で走行中にも、 上記と同様の状態に保持できるから、 走行ラトルも著しく改善される。  For example, when a plurality of low-speed specific gears are a first gear and a reverse gear, the drive gear of the first gear train and the drive gear of the reverse gear train can idle on the input shaft, and the first gear train The driven gear and the driven gear of the reversing gear train can freely rotate on the peri shaft. If the first and second synchronizer mechanisms are held in the disengaged position when the transmission is in the neutral state, the drive gear and driven gear of the first-speed gear train, and the drive gear and driven gear of the reverse gear train will be Since it is kept floating, the idle rattle is significantly improved. Even when the vehicle is traveling at a gear other than the specified gear (2nd to 6th gear), the same state as above can be maintained, so that the running rattle is significantly improved.
2速〜 6速では、 大きな慣性モーメントの 1速用ギヤ列、 後退用ギヤ列を浮動 させておくことができるため、 シフト操作時の操作力を格段に低減することがで きる。 また、 ニュートラル状態のとき、 2速〜 6速のときには、 1速用ギヤ列と 後退用ギヤ列でオイルを攪拌することもないから、 オイル攪拌抵抗も低減でき、 回転駆動力の伝達効率を高めることができる。 In the 2nd to 6th speeds, the gear train for 1st gear and the reverse gear train with a large moment of inertia can be left floating, so that the operating force during shift operation can be significantly reduced. Also, in the neutral state, when the gears are in the second to sixth gears, the oil is not agitated by the first gear train and the reverse gear train, so that the oil stirring resistance can be reduced, The transmission efficiency of the rotational driving force can be increased.
1速で走行する際には、 第 1のシンクロナイザー機構を連結位置に保持して第 1ギヤ付きスリ一ブ軸を回転させ、 第 2のシンクロナイザー機構を 1速連結位置 に保持することより、 走行可能である。 後退する場合には、 第 1のシンクロナイ ザ一機構を連結位置に保持して第 1ギヤ付きスリーブ軸を回転させ、 第 2のシン クロナイザー機構を後退連結位置に保持することより、 後退可能である。  When traveling in the first speed, the first synchronizer mechanism is held at the connection position, the sleeve shaft with the first gear is rotated, and the second synchronizer mechanism is held at the first speed connection position. , It is possible to run. When retracting, the first synchronizer mechanism is held at the connection position, the first geared sleeve shaft is rotated, and the second synchronizer mechanism is held at the reverse connection position. is there.
なお、 後述のように、 低速側の複数の特定変速段は、 1速と後退、 又は 1， 2 速と後退のように種々設定可能である。  As will be described later, the plurality of specific speed stages on the low speed side can be variously set, such as first speed and reverse, or first and second speeds and reverse.
この変速機を次のような態様に構成してもよい。  This transmission may be configured in the following manner.
1番目の態様においては、 前記複数の特定変速段が 1速と後退である。  In a first aspect, the plurality of specific gears are first speed and reverse.
2番目の態様においては、 前記複数の特定変速段が 1速と 2速と後退であり、 1速従動ギヤと 2速従動ギヤとが固定され且つ副軸に遊転可能に外嵌された第 2 のギヤ付きスリーブ軸が設けられ、 前記第 1のシンクロナイザー機構により 2速 駆動ギヤが入力軸に連結可能に構成され、 前記第 2のシンクロナイザー機構によ り第 2のギヤ付きスリープ軸が副軸に連結可能に構成されている。  In the second aspect, the plurality of specific gear positions are first speed, second speed, and reverse, and the first speed driven gear and the second speed driven gear are fixed and fitted around the sub shaft so as to be idle. A second geared sleeve shaft is provided, a second speed drive gear can be connected to the input shaft by the first synchronizer mechanism, and a second geared sleep shaft is provided by the second synchronizer mechanism. It is configured to be connectable to the counter shaft.
この変速機においては、 ニュートラル状態のとき、 1速用ギヤ列、 2速用ギヤ 歹 lj、 後退用ギヤ列の全部のギヤを、浮動状態に保持することができ、 また、 3速〜 6速で走行中にも、 1速用ギヤ列、 2速用ギヤ列、 後退用ギヤ列の全部のギヤを 浮動状態に保持することができる。 そのため、 アイドルラトルと走行ラトルを一 層低減でき、 3速〜 6速で走行中のシフト操作力を一層軽減できる。  In this transmission, when in the neutral state, all the gears of the first-speed gear train, the second-speed gear train, and the reverse gear train can be held in a floating state. , All the gears of the 1st gear train, 2nd gear train, and reverse gear train can be kept floating. As a result, the idle rattle and the running rattle can be further reduced, and the shift operation force during traveling at the third to sixth speeds can be further reduced.
3番目の態様においては、 前記複数の特定変速段が 1速と 2速と 3速と 4速と 後退であり、 1速従動ギヤと 2速従動ギヤと 3速従動ギヤと 4速従動ギヤが固定 され且つ副軸に遊転可能に外嵌された第 3のギヤ付きスリーブ軸を備え、 前記第 1のシンクロナイザー機構により 2速駆動ギヤが入力軸に連結可能に構成され、 前記第 2のシンクロナイザー機構により第 3のギヤ付きスリーブ軸が副軸に連結 可能可能に構成され、 3速駆動ギヤと 4速駆動ギヤを択一的に入力軸に連結可能 な第 3のシンクロナイザ一機構が穀けられている。  In a third aspect, the plurality of specific gears are first speed, second speed, third speed, fourth speed, and reverse, and the first speed driven gear, the second speed driven gear, the third speed driven gear, and the fourth speed driven gear are A third geared sleeve shaft fixedly fitted around the countershaft so as to be freely rotatable; a second-speed drive gear configured to be connectable to the input shaft by the first synchronizer mechanism; A third synchronizer mechanism is configured so that a third geared sleeve shaft can be connected to the countershaft by a synchronizer mechanism, and a third synchronizer mechanism that can selectively connect the third speed drive gear and the fourth speed drive gear to the input shaft. Have been killed.
4番目の態様においては、 前記シンクロナイザー機構は、 ハブ と、 スリープ と、 シンクロリングとを含む同期嚙合機構である。 In a fourth aspect, the synchronizer mechanism comprises a hub and a sleep And a synchronizing ring.
5番目の態様においては、 前進 6速と後退 1速の変速段を実現可能であり、 計 7つのギヤ列と計 4つのシンクロナイザ一機構を有する。  In the fifth mode, six forward speeds and one reverse speed can be realized, and a total of seven gear trains and four synchronizers are provided.
6番目の態様においては、 前記第 2シンクロナイザー機構は、 特定変速段の選 択の過程において、 第 1シンクロナイザ一機構の作動前に作動するように構成さ れている。  In a sixth aspect, the second synchronizer mechanism is configured to operate before the operation of the first synchronizer mechanism in the process of selecting a specific gear position.
7番目の態様においては、 1番目の態様の変速機において、 前進 6速と後退 1 速の変速段を実現可能であり、 ニュー トラル状態と、 2速〜 6速においては、 第 1のギヤ付きスリーブ軸と、 1速従動ギヤと、 後退従動ギヤとが浮動状態になる ように構成されている。  In the seventh aspect, in the transmission of the first aspect, it is possible to realize six forward speeds and one reverse speed, and in the neutral state, and in the second to sixth speeds, the first gear is provided. The sleeve shaft, the first speed driven gear, and the reverse driven gear are configured to float.
8番目の態様においては、 2番目の態様の変速機において、 前進 6速と後退 1 速の変速段を実現可能であり、 ニュートラル状態と、 3速〜 6速においては、 第 1， 第 2のギヤ付きスリーブ軸と、 後 5 従動ギヤとが浮動状態になる。  In the eighth mode, in the transmission of the second mode, it is possible to realize the sixth forward speed and the first reverse speed, and in the neutral state, and in the third to sixth speeds, the first and second speeds are provided. The geared sleeve shaft and the following 5 driven gears float.
9番目の態様においては、 3番目の態様の変速機において、 前進 6速と後退 1 速の変速段を実現可能であり、 ニュー トラル状態と 5速と 6速においては、 第 1 , 第 3のギヤ付きスリーブ軸と、 後退従動ギヤとが浮動状態になるように構成され ている。  In the ninth aspect, in the transmission of the third aspect, it is possible to realize the sixth forward speed and the first reverse speed, and in the neutral state and the fifth and sixth speeds, the first and third gears are provided. The geared sleeve shaft and the reverse driven gear are configured to float.
1 0番目の態様においては、 5速のときに入力軸と出力軸とがシンクロナイザ 一機構を介して直結される。  In the tenth aspect, the input shaft and the output shaft are directly connected via the synchronizer mechanism at the fifth speed.
図面の簡単な説明 Brief Description of Drawings
図 1は本発明の実施形態に係る車両用手動歯車変速機 （ニュートラル状態） の 断面図であり、 図 2は第 3シンクロナイザ一機構とその両側のギヤの断面図であ り、 図 3は第 1シンクロナイザ一機構と第 1ギヤ付きスリープ軸の要部断面図で あり、 図 4はシフト操作レバーを操作する操作経路の説明図であり、 図 5は変速 テーブルを示す図表で る。  FIG. 1 is a cross-sectional view of a vehicle manual gear transmission (neutral state) according to an embodiment of the present invention, FIG. 2 is a cross-sectional view of a third synchronizer mechanism and gears on both sides thereof, and FIG. FIG. 4 is a sectional view of a main part of one synchronizer mechanism and a sleep shaft with a first gear, FIG. 4 is an explanatory diagram of an operation path for operating a shift operation lever, and FIG. 5 is a chart showing a shift table.
図 6は変更形態 1の変速機 （ニュートラル状態） の断面図であり、 図 7は図 6 の変速機のシフト操作レバーを操作する操作経路の説明図であり、 図 8は変速テ 一ブルを示す図表である。 図 9は変更形態 2の変速機 （ュユートラル状態） の断面図であり、 図 1 0は図 9の変速機のシフト操作レバーを操作する操作経路の説明図であり、 図 1 1は変 速テーブルを示す図表である。 FIG. 6 is a cross-sectional view of a transmission (neutral state) according to Modification 1, FIG. 7 is an explanatory diagram of an operation path for operating a shift operation lever of the transmission of FIG. 6, and FIG. 8 is a transmission table. FIG. FIG. 9 is a cross-sectional view of a transmission (in a neutral state) according to Modification 2, FIG. 10 is an explanatory diagram of an operation path for operating a shift operation lever of the transmission of FIG. 9, and FIG. FIG.
図 1 2は変更形態 2の変速機 （ニュートラル状態） の断面図である。  FIG. 12 is a cross-sectional view of the transmission (neutral state) according to the second modification.
図 1 3は変更形態 3の変速機 （ニュートラル状態） の断面図である。  FIG. 13 is a cross-sectional view of a transmission (neutral state) according to a third modification.
図 1 4は従来の一般的な手動歯車変速機 （ニュートラル状態） の断面図であり、 図 1 5は従来の特殊な手動歯車変速機 （ニュートラル状態） の断面図である。 発明を実施するための最良の形態  Fig. 14 is a cross-sectional view of a conventional general manual gear transmission (neutral state), and Fig. 15 is a cross-sectional view of a conventional special manual gear transmission (neutral state). BEST MODE FOR CARRYING OUT THE INVENTION
最初に、 本発明に係る出力軸?咸速方式の車両用手動歯車変速機について、 図 1 〜図 5に基づいて説明する。  First, a manual gear transmission for an output-shaft-speed vehicle according to the present invention will be described with reference to FIGS.
図 1 .に示すように、 この車両用手動歯車変速機 1は、 エンジンの出力軸に連結 されるクラツチ機構のクラツチディスク 2、 このクラッチディスク 2に連結され て後方へ延びた入力軸 3、 このスカ軸 3に平行に並べて配置され入力軸 3から回 転力が伝達される副軸 4、 入力軸 3と同軸に配置され副軸 4かち回転力が伝達さ れる出力軸 5、 入力軸 3と副軸 4に設けられた 6つのギヤ列 9 , 1 1〜 1 4， 1 6と、 副軸 4と出力軸 5に設けられ副軸 4の回転力を減速して出力軸 5に出力す る出力用減速ギヤ列 1 0と、 4つのシンクロナイザー機構 2 1〜2 4、 入力軸 3 を支持するベアリング 1 7、 副軸 4を支持する 3組のベアリング 1 8、 出力軸 5 を支持するベアリング 1 9、 これらを収容するケース 2 5、 ケース 2 5内の下部 に貯留されたオイルなどを有する。 6つのギヤ列は、 1速用ギヤ列 1 1、 2速用 ギヤ列 1 2、 3速用ギヤ列 1 3、 4速用ギヤ列 1 4、 6速用ギヤ列 1 6、 後退用 ギヤ列 9である。 各ギヤ列 9， 1 1〜1 4， 1 6において入力軸 3に装備された ギヤを駆動ギヤ、 副軸 4に装備されたギヤを従動ギヤとする。  As shown in FIG. 1, the manual gear transmission 1 for a vehicle includes a clutch disc 2 of a clutch mechanism connected to an output shaft of an engine, an input shaft 3 connected to the clutch disc 2 and extending rearward, and The sub shaft 4 is arranged in parallel with the ska shaft 3 and receives the rotational force from the input shaft 3.The sub shaft 4 is coaxial with the input shaft 3 and the output shaft 5 and the input shaft 3 transmit the rotational force from the sub shaft 4. Six gear trains 9, 11 to 14, 16 provided on sub shaft 4, and sub shaft 4 and output shaft 5 provided with sub shaft 4 to reduce the rotational force of sub shaft 4 and output to output shaft 5 Output reduction gear train 10 and four synchronizer mechanisms 21 to 24, bearings 17 supporting the input shaft 3, three sets of bearings 18 supporting the countershaft 4, and bearings supporting the output shaft 5 19, Case 25 for storing them, and oil etc. stored in the lower part of Case 25. The six gear trains are: 1st gear train 1, 1st, 2nd gear train 1, 2nd, 3rd gear train 13, 3, 4th gear train 14, 4, 6th gear train 16, 6, reverse gear train 9 In each gear train 9, 11 to 14 and 16, the gear mounted on input shaft 3 is the drive gear, and the gear mounted on sub-shaft 4 is the driven gear.
1速用ギヤ列 1 1は 1速駆動ギヤ 1 1 aと 1速従動ギヤ 1 1 bとからなり、 1 速駆動ギヤ 1 1 aは入力軸 3に遊転可能に設けられ、 1速従動ギヤ l i bが副軸 4に遊転可能に設けられている。 2速用ギヤ列 1 2は 2速駆動ギヤ 1 2 a 'と 2速 従動ギヤ 1 2 bとからなり、 2速駆動ギヤ 1 2 aが入力軸 3に遊転可能に設けら れ、 2速従動ギヤ 1 2 bが副軸 4に固定されている。 3速用ギヤ列 1 3は 3速駆 動ギヤ 1 3 aと 3速従動ギヤ 1 3 bからなり、 3速駆動ギヤ 1 3 aが入力軸 3に 遊転可能に設けられ、 3速従動ギヤ 1 3 bが副軸 4に固定されている。 4速用ギ ャ列 14は 4速駆動ギヤ 14 a と 4速従動ギヤ 1 4 bとからなり、 4速駆動ギヤ 1 4 aは入力軸 3に遊転可能に ISけられ、 4速従動ギヤ 1 4 bが副軸 4に固定さ れている。 6速用ギヤ列 1 6は 6速駆動ギヤ 1 6 aと 6速従動ギヤ 1 6 bとから なり、 6速駆動ギヤ 1 6 aは入力軸 3に遊転可能に設けられ、 6速従動ギヤ 1 6 bが副軸 4に固定されている。 後退用ギヤ列 9は、 後退用駆動ギヤ 9 aと、 図示 外の中間軸に枢支された中間ギヤ 9 cと、 副軸 4に装着された後退用従動ギヤ 9 とを有する。 後退駆動ギヤ 9 aは入力軸 3に遊転可能に設けられ、 後退用従動 ギヤ 9 bは副軸 3に遊転可能に ISけられている。 尚、 遊転可能なギヤ 9 a， 1 1 a〜14 a, 1 6 a, 9 b, 1 1 bは、 ベアリングを介して入力軸 3又は副軸 4 に支持されている。 出力用減速ギヤ列 1 0は、 副軸 4に固定された駆動ギヤ 1 0 aと出力軸 5に固定された従動キ 'ャ 1 0 bとを有する。 The first-speed gear train 11 includes a first-speed drive gear 11a and a first-speed driven gear 11b.The first-speed drive gear 11a is provided to be freely rotatable on the input shaft 3. lib is provided on the countershaft 4 so that it can rotate freely. The second-speed gear train 1 2 is composed of a second-speed drive gear 1 2a ′ and a second-speed driven gear 1 2b, and the second-speed drive gear 1 2a is provided to be freely rotatable on the input shaft 3. The second-speed driven gear 1 2b is fixed to the countershaft 4. The third-speed gear train 13 consists of a third-speed driving gear 13a and a third-speed driven gear 13b, and a third-speed driving gear 13a is provided on the input shaft 3 so that it can idle. 1 3 b is fixed to countershaft 4. The fourth-speed gear train 14 includes a fourth-speed drive gear 14a and a fourth-speed driven gear 14b, and the fourth-speed drive gear 14a is freely rotatable around the input shaft 3 so that the fourth-speed driven gear can be driven. 14 b is fixed to counter shaft 4. The sixth-speed gear train 16 includes a sixth-speed drive gear 16a and a sixth-speed driven gear 16b.The sixth-speed drive gear 16a is provided on the input shaft 3 so as to be freely rotatable. 16 b is fixed to countershaft 4. The reverse gear train 9 includes a reverse drive gear 9 a, an intermediate gear 9 c pivotally supported on an intermediate shaft (not shown), and a reverse driven gear 9 mounted on the sub shaft 4. The reverse drive gear 9 a is provided to be freely rotatable on the input shaft 3, and the reverse driven gear 9 b is idlely rotatable to the sub shaft 3. The idle gears 9a, 11a to 14a, 16a, 9b, 11b are supported by the input shaft 3 or the sub shaft 4 via bearings. The output reduction gear train 10 has a drive gear 10 a fixed to the sub shaft 4 and a driven key 10 b fixed to the output shaft 5.
この変速機 1の場合、 低速側の複数の特定変速段として予め 1速と後退とが設 定されている。 第 1ギア付きス リーブ軸 20がベアリングを介して入力軸 3に遊 転可能に外嵌され、 このスリーブ軸 20の一端部と他端部に、 1速駆動ギヤ 1 1 aと後退駆動ギヤ 9 aが夫々固定的に設けられている。 複数の特定変速段の為の ギヤ列 9 , 1 1において、 全部の駆動ギヤ 9 a, 1 1 aが入力軸 3に遊転可能に 設けられ、 全部の従動ギヤ 9 b， l i bが副軸 4に遊転可能に設けられている。 第 1シンク口ナイザ一機構 2 1 ίま、 スリーブ軸 20と 2速駆動ギヤ 1 2 aの間に おいて入力軸 3に設けられ、 1速と後退が選択された場合に、 第 1シンクロナイ ザ一機構 2 1により入力軸 3がスリーブ軸 20に連結され、 2速が選択された場 合には第 1シンクロナイザー機精 2 1により入力軸 3が 2速駆動ギヤ 1 2 aに連 結される。  In the case of the transmission 1, first speed and reverse are set in advance as a plurality of specific speed stages on the low speed side. A first geared drive shaft 20 is rotatably fitted to the input shaft 3 via a bearing, and a first speed drive gear 11 a and a reverse drive gear 9 are mounted on one end and the other end of the sleeve shaft 20. a is fixedly provided. In the gear trains 9 and 11 for a plurality of specific shift speeds, all drive gears 9a and 11a are rotatably provided on the input shaft 3, and all driven gears 9b and lib are It is provided so as to be idle. 1st sink opening mechanism 1 1 2 1 In addition, when the input shaft 3 is provided between the sleeve shaft 20 and the 2nd speed drive gear 1 2a and the 1st speed and reverse are selected, the 1st The input shaft 3 is connected to the sleeve shaft 20 by the first mechanism 21 and if the 2nd speed is selected, the input shaft 3 is connected to the 2nd speed drive gear 1 2a by the first synchronizer 21 Is done.
第 2シンクロナイザー機構 2 2は、 1速従動ギヤ 1 1 bと後退従動ギヤ 9 の 間において副軸 4に設けられ、 1速が選択された場合には第 2シンクロナイザ一 機構 22により 1速従動ギヤ 1 l bが副軸 4に連結され、 後退が選択された場合 には第 2シンクロナイザ一機構 2 2により後退速従動ギヤ 9 bが副軸 4に連結さ れる。 第 3シンクロナイザ一機構 2 3は、 3速駆動ギヤ 1 3 aと 4速駆動ギヤ 1 4 aの間において入力軸 3に設けられ、 3速が選択された場合には第 3シンク口 ナイザ一機構 2 3により入力軸 3が 3速駆動ギヤ 1 3 aに連結され、 4速が選択 された場合には第 3シンクロナイザ一機構 2 3により入力軸 3が 4速駆動ギヤ 1 4 aに連結される。 第 4シンク口ナイザ一機構 2 4は、 入力軸 3の後端部に設け られ、 5速が選択された場合に第 4シンクロナイザー機構 2 4が入力軸 3を出力 ギヤ列 1 0の出力ギヤ 1 0 bに連結する。 この変速機 1では入力軸 3と出力軸 5 を直接連結した場合に 5速の変速段になる。 6速が選択されたば第 4シンクロナ ィザ一機構 2 4が入力車由 3を 6速用ギヤ列 1 6の駆動ギヤ 1 6 aに連結する。 第 1〜第 4シンクロナイザー機構 2 ：!〜 2 4は、 同構造の同期嚙合機構である ので、 第 3シンクロナイザー機構 2 3を例として図 2に基づいて簡単に説明する。 このシンクロナイザー機構 2 3は、 ハブ 3 0と、 シィクロキー 3 1と、 キースプ リング 3 2と、 スリーブ 3 3と、 1対のシンク口リング 3 4とを有し、 スリーブ 3 3の外周溝 3 3 aに«；、 シフト操作レバーにより操作されるシフトロッ ドの先 端のフォークが係合し、 シフト操作レバーによりスリーブ 3 3が図 2の左方又は 右方へ操作される。 3速に切換える場合には、 スリープ 3 , 3を右方へ移動させ、 スリーブ 3 3を 3速駆動ギヤ 1 3 aの連結ギヤ部 1 3 cに係合させることにより、 入力軸 3と 3速駆動ギヤ 1 3 aを連結する。 4速に切換える場合にはスリーブ 3 3を左方へ移動させ、 スリーブ 3 3を 4速駆動ギヤ 1 4 aの連結ギヤ部 1 4 cに 係合させることにより、 入力軸 3と 4速駆動ギヤ 1 4 aを連結する。 The second synchronizer mechanism 22 is provided on the countershaft 4 between the first speed driven gear 11b and the reverse driven gear 9, and when the first speed is selected, the second synchronizer mechanism 22 drives the first synchronizer 22. 1 lb of gear connected to countershaft 4 and reverse selected The reverse speed driven gear 9 b is connected to the sub shaft 4 by the second synchronizer mechanism 22. The third synchronizer mechanism 23 is provided on the input shaft 3 between the third-speed drive gear 13a and the fourth-speed drive gear 14a, and when the third speed is selected, the third sink opening mechanism is provided. The input shaft 3 is connected to the third-speed drive gear 13a by 23, and when the fourth speed is selected, the input shaft 3 is connected to the fourth-speed drive gear 14a by the third synchronizer mechanism 23. . The fourth sink opening mechanism 24 is provided at the rear end of the input shaft 3, and when the fifth speed is selected, the fourth synchronizer 24 outputs the input shaft 3 to the output gear of the gear train 10. Connect to 1 0b. In the transmission 1, when the input shaft 3 and the output shaft 5 are directly connected to each other, a fifth speed is established. If the sixth speed is selected, the fourth synchronizing mechanism 24 connects the input vehicle 3 to the drive gear 16a of the sixth speed gear train 16. The first to fourth synchronizer mechanisms 2:! To 24 are synchronizing mechanisms having the same structure, and therefore, the third synchronizer mechanism 23 will be briefly described with reference to FIG. 2 as an example. The synchronizer mechanism 23 includes a hub 30, a cyclo key 31, a key spring 32, a sleeve 33, and a pair of sink opening rings 3 4, and an outer circumferential groove 3 3 of the sleeve 33. At a, the fork at the leading end of the shift rod operated by the shift operation lever is engaged, and the sleeve 33 is operated to the left or right in FIG. 2 by the shift operation lever. To switch to the third speed, move the sleep 3 and 3 to the right and engage the sleeve 33 with the coupling gear portion 13c of the third speed drive gear 13a to move the input shaft 3 and the third speed. Connect drive gear 13a. When switching to the 4th speed, move the sleeve 33 to the left and engage the sleeve 33 with the coupling gear portion 14c of the 4th speed drive gear 14a to move the input shaft 3 and the 4th speed drive gear. Connect 1 4a.
このように、 第 1〜第 4シンクロナイザー機構 2 1〜2 4は周知のものである ので、 図 1には簡単に図示した。 尚、 図 1において、 理解し易くなるように、 各 ギヤには、 変速段を示す 1〜 6の数字が記載されている。 各シンクロナイザー機 構 2 1〜2 4には、 それを連結する際の変速段を示す 1 , 2 , Rの数字や文字が 記載されている。 尚、 図 3に示すように、 スリーブ軸 2 0の端部には、 第 1シン クロナイザー機構 2 1に連結可能な連結ギヤ部 1 1 cが形成されている。 シフト 操作レバーにより変速段を切換える際の操作経路は、 例えば図 4に示すとおりで ある。 1速又は後退に切換える際に、 第 2シンクロナイザー機構 2 2は第 1シン クロナイザー機構 2 1よりも早いタイミングで連結作動し、 その後に第 1シンク 口ナイザー機構 2 1が連結作動するように構成されている。 このような動作タイ ミングを早めることを示す 「s」 の文字も図 4に記載されている。 図 5は、 この 変速機 1におけるシフト操作レバーのシフト位置と変速段の関係を示す変速テー ブルを示すものである。 As described above, the first to fourth synchronizer mechanisms 21 to 24 are well-known, and therefore are simply illustrated in FIG. In FIG. 1, each gear is provided with a number from 1 to 6 indicating a gear position, for easy understanding. In each of the synchronizer mechanisms 21 to 24, numerals 1, 2 and R indicating the gears used to connect the synchronizers are described. As shown in FIG. 3, a connection gear portion 11 c that can be connected to the first synchronizer mechanism 21 is formed at an end of the sleeve shaft 20. The operation path when shifting gears with the shift operation lever is, for example, as shown in Fig. 4. is there. When switching to first gear or reverse, the second synchronizer mechanism 22 is operated earlier than the first synchronizer mechanism 21, and then the first sink opening mechanism 21 is operated later. Have been. The letter “s” indicating that such an operation timing is hastened is also shown in FIG. FIG. 5 shows a speed change table showing a relationship between a shift position of a shift operation lever and a shift speed in the transmission 1.
シフト操作レバーとシフトロッド等の構造については、 図示していないが、 第 1〜第 4シンクロナイザー機構 2 1〜2 4をシフト操作レバーとシフトロッドに より操作するように構成してもよい。 但し、 第 1シンクロナイザー機構 2 1及ぴ Z又は第 2シンクロナイザー機構 2 2を夫々独立の電動ァクチユエータにより操 作するように構成し、 その電動ァクチユエータをシフト操作レバーの操作に連携 動作させるように構成してもよい。  Although the structures of the shift operation lever and the shift rod are not shown, the first to fourth synchronizer mechanisms 21 to 24 may be configured to be operated by the shift operation lever and the shift rod. However, the first synchronizer mechanisms 21 and Z or the second synchronizer mechanism 22 are configured to be operated by independent electric actuators, and the electric actuators are operated in cooperation with the operation of the shift operation lever. You may comprise.
次に、 以上説明した変速機 1の作用について説明する。  Next, the operation of the transmission 1 described above will be described.
図 1に示すニュートラル状態のとき、 第 1〜第 4シンクロナイザー機構 2 ：!〜 2 4は連結解除状態であるので、 1速駆動ギヤ 1 1 aと後退駆動ギヤ 9 aが設け られたスリーブ軸 2 0は浮動状態を維持する。 同様に、 1速従動ギヤ 1 1 bと後 退従動ギヤ 9 bも浮動状態を維持する。 4つの駆動ギヤ 1 2 a〜 1 4 a , 1 6 a も浮動状態を維持する。 この-ユートラル状態のとき、 入力軸 3と、 この入力軸 3に設けられたシンクロナイザー機構 2 1， 2 3， 2 4のみが回転する。 このよ うに、 副軸 4も、 ギヤ列 9〜1 6も回転しないので、 アイドルラトルが全く発生 しなくなる。 ギヤ列 9〜1 6もオイルを攪拌しないため、 オイルの攪拌も全く無 くなり、 オイルの発熱や劣化も抑制される。  In the neutral state shown in FIG. 1, since the first to fourth synchronizer mechanisms 2:! To 24 are in the disconnected state, the sleeve shaft provided with the first speed drive gear 11 a and the reverse drive gear 9 a is provided. 20 remains floating. Similarly, the first speed driven gear 11b and the reverse driven gear 9b also maintain the floating state. The four drive gears 12a to 14a and 16a also maintain the floating state. In this state, only the input shaft 3 and the synchronizers 21, 23, 24 provided on the input shaft 3 rotate. As described above, neither the countershaft 4 nor the gear trains 9 to 16 rotate, so that no idle rattling occurs. Since the gear trains 9 to 16 do not agitate the oil, there is no oil agitation, and heat generation and deterioration of the oil are suppressed.
図 1の状態から 1速に切換える場合は、 第 1シンクロナイザー機構 2 1の作動 に先行して第 2シンクロナイザ一機構 2 2により、 1速従動ギヤ l i bを副軸 4 に連結し、 その後に第 1シンクロナイザー機構 2 1により入力軸 3をスリーブ軸 2 0に連結する。 図 1の状態から後退に切換える場合は、 第 1シンクロナイザー 機構 2 1の作動に先行して、 第 2シンクロナイザー機構 2 2により後退従動ギヤ 9 bを副軸 4に連結し、 その後に第 1シンクロナイザー機構 2 1により入力軸 3 をスリーブ軸 2 0に連結する。 1速から 2速に切換える際には、 第 2シンクロナ ィザ一機構 2 2を連結解除状態に切換え、 第 1シンクロナイザ一機構 2 1により 入力軸 3を 2速駆動ギヤ 1 2 aに連結する。 尚、 1速から 2速に切換える際には、 第 2シンクロナイザ一機構 2 2の連結状態を保持したまま、 第 1シンクロナイザ 一機構 2 1により入力軸 3を 2速駆動ギヤ 1 2 aに連結してもよい。 3速〜 6速 については、 一般白勺な変速機と同様であるので説明を省略する。 When switching from the state shown in Fig. 1 to the 1st speed, the 1st speed driven gear lib is connected to the sub shaft 4 by the 2nd synchronizer mechanism 22 before the operation of the 1st synchronizer mechanism 21 and then the 1st speed 1 The input shaft 3 is connected to the sleeve shaft 20 by the synchronizer mechanism 21. When switching from the state shown in FIG. 1 to the reverse, prior to the operation of the first synchronizer 21, the reverse driven gear 9 b is connected to the sub shaft 4 by the second synchronizer 22, and then the first Input shaft 3 by synchronizer mechanism 2 1 To the sleeve shaft 20. When switching from the first gear to the second gear, the second synchronizer mechanism 22 is switched to the disconnected state, and the input shaft 3 is connected to the second-speed drive gear 12a by the first synchronizer mechanism 21. When switching from the 1st gear to the 2nd gear, the input shaft 3 is connected to the 2nd speed drive gear 1 2a by the 1st synchronizer 1 mechanism 2 1 while maintaining the connected state of the 2nd synchronizer 1 mechanism 2 2. You may. The 3rd to 6th speeds are the same as those of a general white-shafted transmission, and will not be described.
第 4シンクロナイザー機構 2 4により、 入力軸 3と出力軸 5を直接連結した 5 速の変速段で走行する場合、 第 1， 第 2シンクロナイザ一機構 2 1 , 2 2は連結 解除状態であるから、 ギヤ列 9 , 1 1の全部のギヤが浮動状態を維持する。 その ため、 1速用ギヤ列 1 1と後退用ギヤ列 9から歯打ち音が発生しないため、 走行 ラトルが著しく低減する。 しかも、 大きな慣性モーメントを有する 1速用ギヤ列 1 1と後退用ギヤ歹 9が浮動状態であるので、 5速から変速操作する際のシフト 操作力が著しく軽減される。 1速用ギヤ列 1 1と後退用ギヤ列 9が浮動状態であ る分だけ、 オイルの攪拌も少なく、 オイルの発熱も少なくなる。 以上は 5速の場 合を例として説明したが、 以上のことは、 2速〜 4速、 6速の変速段で走行中に も同様である。  When the vehicle is driven at the fifth speed with the input shaft 3 and the output shaft 5 directly connected by the fourth synchronizer mechanism 24, the first and second synchronizer mechanisms 2 1 and 2 2 are in the disconnected state. All the gears of the gear trains 9 and 11 remain floating. Therefore, no rattling noise is generated from the first-speed gear train 11 and the reverse gear train 9, and the running rattle is significantly reduced. In addition, since the first-speed gear train 11 having a large moment of inertia and the reverse gear 9 are in a floating state, the shift operation force when shifting from the fifth speed is significantly reduced. Since the first-speed gear train 11 and the reverse gear train 9 are in a floating state, oil agitation is reduced, and heat generation of the oil is also reduced. Although the above description has been given of the case of the fifth speed as an example, the same applies to the case where the vehicle is traveling at the second to fourth and sixth speeds.
変更形態 1 (図 6〜図 8参照）  Modification 1 (see Fig. 6 to Fig. 8)
次に、 前記変速機 1を部分的に変更した変更形態に係る変速機 1 Aについて説 明する。 但し、 変速機 1と同様の構成については同一の符号を付して説明を省略 し、 変更された構造についてのみ説明する。 図 6はニュートラル状態の変速機 1 Aを示し、 図 7はシフトレバーの操作経路を示し、 図 8は変速テーブルを示す。 この変速機 1 Aにおいては、 低速側の複数の特定変速段として、 1速と 2速と後 退とが予め設定され、 2速従動ギヤ 1 2 bも副軸 4に遊転可能に設けられている。 1速従動ギヤ 1 1 bと 2速従動ギヤ 1 2 bを一体的に回転させる為に、 第 2ギヤ 付きスリーブ軸 3 Oが副軸 4に遊転可能に外嵌され、 このスリープ軸 3 0の一端 部と他端部に、 2速従動ギヤ 1 2 bと 1速従動ギヤ 1 1 bがー体的に形成され固 定的に設けられている。  Next, a transmission 1A according to a modification in which the transmission 1 is partially changed will be described. However, the same components as those of the transmission 1 are denoted by the same reference numerals, and the description thereof will be omitted. Only the changed configuration will be described. FIG. 6 shows the transmission 1A in a neutral state, FIG. 7 shows an operation path of a shift lever, and FIG. 8 shows a shift table. In the transmission 1A, first, second, and reverse gears are preset as a plurality of specific gears on the low-speed side, and a second-speed driven gear 1 2b is also provided on the auxiliary shaft 4 so as to be freely rotatable. ing. In order to rotate the first-speed driven gear 1 1b and the second-speed driven gear 1 2b integrally, the sleeve shaft 3 O with the second gear is fitted around the sub-shaft 4 so as to freely rotate, and the sleep shaft 3 0 A second-speed driven gear 12b and a first-speed driven gear 11b are fixedly provided at one end and the other end thereof.
第 1シンクロナイザー機構 2 1の機能については変速機 1と同様である。 第 2 シンクロナイザー機構 2 2に関して、 1速に切換える際にも 2速に切換える際に も、 第 1シンクロナイザー機構 2 1の作動に先行して、 第 2シンクロナイザー機 構 2 2によりスリーブ軸 3 0が副軸 4に連結される。 後退に切換える際の作動に ついては変速機 1と同様である。 The function of the first synchronizer mechanism 21 is the same as that of the transmission 1. No. 2 Regarding the synchronizer mechanism 22, both when switching to the first speed and when switching to the second speed, the sleeve shaft 30 is moved by the second synchronizer mechanism 22 before the operation of the first synchronizer mechanism 21. Connected to counter shaft 4. The operation for switching to reverse is the same as that of the transmission 1.
ここで、 この第 2シンクロナイザー機構 2 2をシフト操作レバーとシフトロッ ドにより操作するように構成してもよい。 その場合のシフト操作レバーの操作経 路は図 7に示すとおりである。 但し、 前記変速機 1と同様に、 第 1シンクロナイ ザー棵構 2 1及び/又は第 2シンクロナイザ一機構 2 2を夫々独立の電動ァクチ ユエータにより操作するように構成してもよい。  Here, the second synchronizer mechanism 22 may be configured to be operated by a shift operation lever and a shift rod. In this case, the operation route of the shift operation lever is as shown in FIG. However, similarly to the transmission 1, the first synchronizer structure 21 and / or the second synchronizer mechanism 22 may be configured to be operated by independent electric actuators.
この変速機 1 Aを図 6に示すニュートラル状態にしてアイドリングする際に、 変速機 1と同様にギヤ列 9〜 1 4 , 1 6は全く回転せず、 入力軸 3とシンクロナ ィザ一機構 2 1， 2 3 , 2 4のみが回転するので、 前記変速機 1と同様にアイド ルラ トルが全く発生しなくなり、 ギヤ列によるオイル攪拌も無くなり、 オイルの 発熱も防止できる。  When idling the transmission 1A in the neutral state shown in FIG. 6, the gear trains 9 to 14 and 16 do not rotate at all, as in the transmission 1, and the input shaft 3 and the synchronizer mechanism 2 Since only 1, 23 and 24 rotate, no idle rattle is generated as in the case of the transmission 1, oil stirring by the gear train is eliminated, and heat generation of the oil can be prevented.
第 4シンクロナイザ一機構 2 4により、 入力軸 3と出力軸 5を直接連結した 5 速の変速段で走行する場合、 1速用ギヤ列 1 1と後退用ギヤ列 9が浮動状態にな るだけでなく、 2速用ギヤ列 1 2も浮動状態になるため、 走行中に発生するギヤ 類の歯打ち音 （走行ラ トル） は変速機 1よりも改善される。 変速段を切換える際 のシフト操作力も、 変速機 1よりも一段と軽減される。 以上のことは、 5速に限 らず、 3速， 4速、 6速の変速段で走行する場合も同様である。  When the vehicle is driven at the fifth speed by directly connecting the input shaft 3 and the output shaft 5 by the fourth synchronizer mechanism 24, the first gear train 11 and the reverse gear train 9 only float. In addition, the second-speed gear train 12 also floats, so that the gear rattle (running rattle) generated during traveling is improved compared to the transmission 1. The shift operation force at the time of shifting gears is further reduced as compared with the transmission 1. The above applies not only to the 5th speed but also to the speeds of the 3rd, 4th and 6th speeds.
変更形態 2 (図 9〜図 1 1参照）  Modification 2 (see Fig. 9 to Fig. 11)
次に、 前記変速機 1を部分的に変更した変更形態に係る変速機 1 Bについて説 明する。 伹し、 変速機 1と同様の構成については同一の符号を付して説明を省略 し、 変更された構造についてのみ説明する。 図 9はニュートラル状態の変速機 1 Bを示し、 図 1 0はシフトレバーの操作経路を示し、 図 1 1は変速テーブルを示 す。 この変速機 1 Bにおいては、 低速側の複数の特定変速段として、 1速〜 4速 と後退とが予め設定され、 2速〜 4速の従動ギヤ 1 2 b〜 1 4 bも副軸 4に遊転 可能に設けられている。 これら 4つの従動ギヤ 1 2 b〜l 4 bを一体的に回転さ せる為に、 第 3ギヤ付きスリーブ軸 3 1が副軸 4に遊転可能に外嵌され、 このス リーブ軸 3 1の一端部と他端部に、 4速従動ギヤ 1 4 bと 1速従動ギヤ 1 1 bが 一体的に固定的に設けられ、 スリーブ軸 3 1の途中部に 3速従動ギヤ 1 3 bと 2 速従動ギヤ 1 2 bがー体的に固定的に設けられている。 Next, a transmission 1B according to a modification in which the transmission 1 is partially changed will be described. However, the same components as those of the transmission 1 will be denoted by the same reference numerals, and the description thereof will be omitted. Only the changed configuration will be described. Fig. 9 shows the transmission 1B in the neutral state, Fig. 10 shows the operation path of the shift lever, and Fig. 11 shows the shift table. In this transmission 1B, first to fourth speeds and reverse are preset as a plurality of low-speed specific speed stages, and second to fourth speed driven gears 12b to 14b are also connected to the countershaft 4b. It is provided so that it can idle. These four driven gears 1 2 b to l 4 b are integrally rotated. The sleeve shaft 31 with the third gear is fitted around the sub shaft 4 so as to be free to rotate, and the four-speed driven gear 14 b and the first speed are attached to one end and the other end of the sleeve shaft 31. The driven gear 1 1b is integrally fixedly provided, and the 3rd speed driven gear 13b and the 2nd speed driven gear 12b are provided fixedly in the middle of the sleeve shaft 31. .
第 1シンクロナイザー機構 2 1の機能については変速機 1と同様である。 第 2 シンクロナイザー機構 2 2に関して、 1速〜 4速の各変速段に切換える際には、 第 1、 第 3シンクロナイザー機構 2 1 , 2 3の作動に先行して、 第 2シンクロナ ィザ一機構 2 2によりスリーブ軸 3 1が副軸 4に連結される。 後退に切換える際 の作動については変速機 1と同様である。  The function of the first synchronizer mechanism 21 is the same as that of the transmission 1. Regarding the second synchronizer mechanism 22, when switching to each of the first to fourth gears, the second synchronizer mechanism is preceded by the operation of the first and third synchronizer mechanisms 21, 23. The sleeve shaft 31 is connected to the sub shaft 4 by the mechanism 22. The operation for switching to reverse is the same as that of the transmission 1.
ここで、 この第 2シンクロナイザー機構 2 2をシフト操作レバーとシフトロッ ドにより操作するように構成することも可能ではある。 その場合のシフト操作レ ノ 一の操作経路は図 1 0に示すとおりである。 伹し、 前記変速機 1と同様に、 第 1 シンク口ナイザー機構 2 1及び,又は第 2シンクロナイザ一機構 2 2を夫々独 立の電動ァクチユエータにより操作するように構成してもよい。  Here, the second synchronizer mechanism 22 may be configured to be operated by a shift operation lever and a shift rod. In this case, the operation route of the shift operation is as shown in FIG. However, similarly to the transmission 1, the first sink opening mechanism 21 and / or the second synchronizer mechanism 22 may be configured to be operated by independent electric actuators.
この変速機 1 Bにおいては、 図 9に示すニュートラル状態にして、 アイドリン グする際に回転するギヤ類は変速機 1と同様であるので、 変速機 1と同様にアイ ドルラトルを低減でき、 オイル攪拌を減少でき、 オイルの発熱を低減できる。 第 4シンクロナイザー機構 2 4により、 入力軸 3を従動ギヤ 1 0 bを介して出 力軸 5に直接連結した 5速の変速段で走行する場合、 1速用ギヤ列 1 1と後退用 ギヤ列 9が浮動状態になるだけでなく、 2速〜 4速用ギヤ列 1 2〜 1 4も浮動状 態になるため、 走行中に発生するギヤ類の歯打ち音 （走行ラトル） は前記変速機 1 , 1 Aよりも改善される。 変速段を切換える際のシフト操作力も、 前記変速機 1 , 1 Aよりも一層と軽減される。 以上のことは、 5速に限らず 6速の場合も同 猿である。  In this transmission 1B, the gears that rotate when idling in the neutral state shown in Fig. 9 are the same as those in the transmission 1, so that idle rattle can be reduced as in the transmission 1, and oil stirring And the heat generation of the oil can be reduced. In the case of traveling at the fifth speed, in which the input shaft 3 is directly connected to the output shaft 5 via the driven gear 10 b by the fourth synchronizer mechanism 24, the first-speed gear train 11 and the reverse gear Not only is row 9 in a floating state, but also the second to fourth gear trains 12 to 14 are in a floating state. Machine 1, 1A is improved. The shift operation force at the time of switching gears is further reduced as compared with the transmissions 1 and 1A. The same applies to the case of the 6th speed as well as the 5th speed.
変更形態 3 (図 1 2参照）  Modification 3 (See Fig. 12)
次に、 前記変速機 1を部分的に変更した変更形態に係る変速機 1 Cについて説 明する。 但し、 前記変速機 1と同様の構成については同一の符号を付して説明を 省略し、 異なる構造についてのみ説明する。 図 1 2はニュートラル状態の変速機 1 cを示す。 Next, a transmission 1C according to a modification in which the transmission 1 is partially modified will be described. However, the same components as those of the transmission 1 are denoted by the same reference numerals, and description thereof will be omitted. Only different configurations will be described. Fig. 12 shows the transmission in the neutral state Indicates 1 c.
この変速機 1 Cにおいては、 低速側の複数の特定変速段として、 1速と後退と が予め設定され、 この変速機 1 Cにおいては、 第 3シンクロナイザー機構 2 3の 両側に対応するように第 3速用ギヤ列 1 3と従動ギヤ 1 0 bが配置され、 第 4シ ンクロナイザ一機構 2 4の両側に対応するように 5速駆動ギヤ 1 5 aと 6速駆動 ギヤ 1 6 aが配置され、 4速のとき第 3シンクロナイザー機構 2 3により入力軸 3が従動ギヤ 1 0 bに連結され、 入力軸 3と出力軸 5とが直接連結される。  In the transmission 1C, first speed and reverse are previously set as a plurality of low-speed-side specific gears. In the transmission 1C, the first synchronizer 1C is arranged to correspond to both sides of the third synchronizer mechanism 23. The third-speed gear train 13 and the driven gear 10b are arranged, and the fifth-speed drive gear 15a and the sixth-speed drive gear 16a are arranged on both sides of the fourth synchronizer mechanism 24. At the 4th speed, the input shaft 3 is connected to the driven gear 10b by the third synchronizer 23, and the input shaft 3 and the output shaft 5 are directly connected.
5速駆動ギヤ 1 5 aと 6速駆動ギヤ 1 6 aが入力軸 3に遊転可能に設けられ、 3速駆動ギヤ 1 3 aが入力軸 3に遊転可能に設けられている。  A fifth-speed drive gear 15 a and a sixth-speed drive gear 16 a are rotatably provided on the input shaft 3, and a third-speed drive gear 13 a is provided so as to be rotatable on the input shaft 3.
この変速機 1 Cにおいては、 ニュートラル状態の場合と、 2速〜 6速で走行す る走行状態の場合には、 ギヤ列 9， 1 1の全部のギヤが浮動状態を維持するため、 前記変速機 1と同様に、 アイドルラトルや走行ラトルが改善され、 オイル攪拌も 少なくなる。  In this transmission 1C, in the neutral state and in the traveling state in which the vehicle travels at the second to sixth speeds, all the gears of the gear trains 9 and 11 maintain the floating state. As in Machine 1, the idle rattle and running rattle are improved, and oil agitation is reduced.
変更形態 4 (図 1 3参照） '  Modification 4 (see Figure 13) ''
次に、 前記変速機 1を部分的に変更した変更形態に係る変速機 1 Dについて説 明する。 伹し、 前記変速機 1と同様の構成については同一の符号を付して説明を 省略し、 異なる構造についてのみ説明する。 図 1 3はニュートラル状態の変速機 1 Dを示す。 この変速機 1 Dにおいては、 低速側の複数の特定変速段として、 1 速と 2速と後退とが予め設定されている。 この変速機 1 Dにおいては、 1速用ギ ャ列 1 1、 後退用ギヤ列 9、 第 1ギヤ付きスリーブ軸 2 0、 2速用ギヤ列 1 2、 第 2ギヤ付きスリーブ軸 3 0については、 前記変速機 1 Aと同様である。 出力用 ギヤ列 1 0、 3速用ギヤ列 1 3、 5速用ギヤ列 1 5、 6速用ギヤ列 1 6、 第 3 , 第 4シンクロナイザー機構 2 3， 2 4については前記変速機 1 Cと同様である。 この変速機 1 Dにおいては、 ニュートラル状態の場合と、 3速〜 6速で走行状態 の場合には、 ギヤ列 9， 1 1 , 1 2の全部のギヤが浮動状態を維持するため、 前 記変速機 1， 1 Aと同様に、 アイドルラトルや走行ラトルが改善され、 オイル攪 拌も少なくなる。  Next, a transmission 1D according to a modification in which the transmission 1 is partially changed will be described. The same components as those of the transmission 1 will be denoted by the same reference numerals, and description thereof will be omitted. Only different structures will be described. FIG. 13 shows the transmission 1D in a neutral state. In the transmission 1D, first speed, second speed, and reverse are set in advance as a plurality of specific speed stages on the low speed side. In the transmission 1D, the first-speed gear train 11, the reverse gear train 9, the first gear sleeve shaft 20, the second-speed gear train 12, and the second gear sleeve shaft 30 are This is the same as the transmission 1A. The output gear train 10, the third gear train 13, the fifth gear train 15, the sixth gear train 16, the third and fourth synchronizer mechanisms 23, 24 Same as C. In the transmission 1D, in the neutral state, and in the traveling state at the third to sixth speeds, all the gears of the gear trains 9, 11 and 12 maintain the floating state. As with transmissions 1 and 1A, idle and running rattles are improved and oil agitation is reduced.
以上は、 本発明の実施の形態に係る変速機 1， 1 A〜 1 Dについての説明であ るが、 当業者であれば、 ギヤ列の配置を変更したり、 ギヤ列を 8列にしたり、 シ ンクロナイザ一機構の数を増加又は減少させたり、 入力軸 3と出力軸 5を直接連 結する場合の変速段を 5速や 4速以外の変速段にしたりするなど、 本発明の趣旨 を逸脱しない範囲において前記の実施の形態に種々の変更を付加した形態で実施 可能であり、 本発明はこれら実施形態の構造のみに限定されるものではない。 The above is the description of the transmissions 1, 1A to 1D according to the embodiment of the present invention. However, those skilled in the art can change the arrangement of the gear train, increase the number of gear trains to eight, increase or decrease the number of synchronizers, or directly connect the input shaft 3 and the output shaft 5. The present invention can be implemented in a form in which various changes are added to the above-described embodiment without departing from the gist of the present invention, for example, by setting the shift speed to a speed other than the fifth speed or the fourth speed. Is not limited only to the structures of these embodiments.

Claims

請求の範囲 The scope of the claims
1 . 入力軸、 入力軸から回転力が伝達される副軸、 副軸から回転力が伝達さ れる出力軸と、 複数のギヤ列と、 複数のシンクロナイザー機構とを備えた車両用 手動歯車変速機において、  1. Manual gear shifting for vehicles equipped with an input shaft, a countershaft to which torque is transmitted from the input shaft, an output shaft to which torque is transmitted from the countershaft, a plurality of gear trains, and a plurality of synchronizer mechanisms On the machine,
1速と後退の変速段を含む予め設定した低速側の複数の特定変速段の為の複数 のギヤ列の複数の駆動ギヤであって、 入力軸に遊転可能に設けられた複数の駆動 ギヤと、  A plurality of drive gears in a plurality of gear trains for a plurality of predetermined low-speed specific gear stages including a first gear position and a reverse gear position, the plurality of drive gears being rotatably provided on the input shaft. When,
前記複数の駆動ギヤに夫々嚙み合つた複数の従動ギヤであって、 副軸に遊転可 能に設けられた複数の従動ギヤと、  A plurality of driven gears respectively meshed with the plurality of drive gears, a plurality of driven gears rotatably provided on the countershaft;
1 速駆動ギヤと後退駆動ギヤとが固定され且つ入力軸に遊転可能に外嵌された 第 1のギヤ付きスリープ軸と、  A first geared sleep shaft in which a first speed drive gear and a reverse drive gear are fixed and are rotatably fitted to the input shaft;
前記入力軸に装備され且つ 1速と後退において入力軸を第 1のギヤ付きスリ一 ブ軸に連結可能な第 1のシンク口ナイザー機構と、  A first sink port riser mechanism mounted on the input shaft and capable of connecting the input shaft to a first geared sleeve shaft in first speed and reverse;
前記副軸に装備され且つ前記複数の特定変速段用の従動ギヤの回転力を副軸に 伝達可能な第 2のシンク口ナイザ一機構と、  A second sink port riser mechanism mounted on the countershaft and capable of transmitting the rotational force of the plurality of driven gears for the specific gear stage to the countershaft;
を備えたことを特徴とする車両用手動歯車変速機。  A manual gear transmission for a vehicle, comprising:
2 . 前記複数の特定変速段が 1速と後退であることを特徴とする請求の範囲 第 1項に記載の車両用手動歯車変速機。  2. The manual gear transmission for a vehicle according to claim 1, wherein the plurality of specific shift speeds are a first speed and a reverse speed.
3 . 前記複数の特定変速段が 1速と 2速と後退であり、  3. The plurality of specific gear positions are first speed, second speed, and reverse,
1速従動ギヤと 2速従動ギヤとが固定され且つ副軸に遊転可能に外嵌された第 2のギヤ付きスリ一ブ軸を備え、  A first gear driven gear and a second gear driven gear are fixed, and a second geared sleeve shaft is fitted around the countershaft so as to be freely rotatable;
前記第 1のシンクロナイザー機構により 2速駆動ギヤが入力軸に連結可能に構 成され、 前記第 2のシンクロナイザ一機構により第 2のギヤ付きスリ一プ軸が副 軸に連結可能に構成されたことを特徴とする請求の範囲第 1項に記載の車両用手 動歯車変速機。  A second speed drive gear is configured to be connectable to the input shaft by the first synchronizer mechanism, and a second geared slip shaft is configured to be connectable to the sub shaft by the second synchronizer mechanism. The manual gear transmission for a vehicle according to claim 1, wherein:
4 . 前記複数の特定変速段が 1速と 2速と 3速と 4速と後退であり、 1速従動ギヤと 2速従動ギヤと 3速従動ギヤと 4速従動ギヤが固定され且つ副軸 に遊転可能に外嵌された第 3のギヤ付きスリ一ブ軸を備え、 前記第 1のシンクロナイザー機構により 2速駆動ギヤが入力軸に連結可能に構 成され、 前記第 2のシンクロナイザ一機構により第 3のギヤ付きスリープ軸が副 軸に連結可能可能に構成され、 3速駆動ギヤと 4速駆動ギヤを択一的に入力軸に 連結可能な第 3のシンクロナイザ一機構を設けたことを特徴とする請求の範囲第 1項に記載の車両用手動歯車変速機。 4. The plurality of specific gears are first gear, second gear, third gear, fourth gear and reverse gear, and the first gear driven gear, second gear driven gear, third gear driven gear and fourth gear driven gear are fixed and the countershaft is A third geared shaft with a third gear rotatably fitted to the A second speed drive gear is configured to be connectable to the input shaft by the first synchronizer mechanism; a third geared sleep shaft is configured to be connectable to the sub shaft by the second synchronizer mechanism; 2. The manual gear transmission for a vehicle according to claim 1, further comprising a third synchronizer mechanism capable of selectively connecting the high speed drive gear and the fourth speed drive gear to the input shaft.
5 . 前記シンク口ナイザ一機構は、 ハブと、 スリーブと、 シンクロリングと を含む同期嚙合機構であることを特徴とする請求の範囲第 1項〜第 4項の何れか 1項に記載の車両用手動歯車変速機。  5. The vehicle according to any one of claims 1 to 4, wherein the sink opening mechanism is a synchronous coupling mechanism including a hub, a sleeve, and a synchro ring. Manual gear transmission.
6 . 前進 6速と後退 1速の変速段を実現可能であり、 計 7つのギヤ列と計 4 つのシンクロナイザ一機構を有することを特徴とする請求の範囲第 1項〜第 4項 の何れか 1項に記載の車両用手動歯車変速機。  6. A gear according to any one of claims 1 to 4, characterized by being able to realize six forward speeds and one reverse speed, and having a total of seven gear trains and a total of four synchronizers. 2. The manual gear transmission for a vehicle according to claim 1.
7 . 前記第 2シンクロナイザー機構は、 特定変速段の選択の過程において、 第 1シンク口ナイザ一機構の作動前に作動するように構成されたことを特徴とす る請求の範囲第 2項〜第 4項の何れか 1項に記載の車両用手動歯車変速機。  7. The second synchronizer mechanism according to claim 2, wherein the second synchronizer mechanism is configured to operate before the operation of the first sink opening mechanism in the process of selecting a specific gear position. 5. The manual gear transmission for a vehicle according to any one of the above items 4.
8 . 前進 6速と後退 1速の変速段を実現可能であり、 ニュートラル状態と、 8. Six forward speeds and one reverse speed can be realized, and neutral and
2速〜 6速の変速段においては、 第 1のギヤ付きスリーブ軸と、 1速従動ギヤと、 後退従動ギヤとが浮動状態になるように構成されたことを特徴とする請求の範囲 第 2項に記載の車両用手動歯車変速機。 In the second to sixth speeds, the first geared sleeve shaft, the first speed driven gear, and the reverse driven gear are configured to be in a floating state. Item 4. A manual gear transmission for a vehicle according to item 1.
9 . 前進 6速と後退 1速の変速段を実現可能であり、 ニュートラル状態と、 3速〜 6速においては、 第 1 , 第 2のギヤ付きスリーブ軸と、 後退従動ギヤとが 浮動状態になることを特徴とする請求の範囲第 3項に記載の車両用手動歯車変速 機。  9. Six forward speeds and one reverse speed can be realized, and in the neutral state and in the third to sixth speeds, the first and second geared sleeve shafts and the reverse driven gear float. 4. The manual gear transmission for a vehicle according to claim 3, wherein:
1 0 . 前進 6速と後退 1速の変速段を実現可能であり、 ニュートラル状態と、 5速と、 6速においては、 第 1 , 第 3のギヤ付きスリーブ軸と、 後退従動ギヤと が浮動状態になることを特徴とする請求の範囲第 4項に記載の車両用手動歯車変 速機。  10. Forward 6th speed and reverse 1st speed can be realized. In the neutral state, 5th speed and 6th speed, the first and third geared sleeve shafts and the reverse driven gear float. 5. The manual gear transmission for a vehicle according to claim 4, wherein the transmission is in a state.
1 1 . 5速のときに、 入力軸と出力軸とがシンクロナイザー機構を介して直 結されることを特徴とする請求の範囲第 8項〜第 1 0項の何れか 1項に記載の車 両用手動歯車変速機。 The input shaft and the output shaft are directly connected via a synchronizer mechanism at 11.5 speed, according to any one of claims 8 to 10 characterized by the above-mentioned. car Dual-purpose manual gear transmission.
PCT/JP2003/011784 2003-09-16 2003-09-16 Manual gear-type speed change apparatus for motor vehicle WO2005028919A1 (en)

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JP2005509034A JPWO2005028919A1 (en) 2003-09-16 2003-09-16 Manual gear transmission for vehicles
AU2003266518A AU2003266518A1 (en) 2003-09-16 2003-09-16 Manual gear-type speed change apparatus for motor vehicle
PCT/JP2003/011784 WO2005028919A1 (en) 2003-09-16 2003-09-16 Manual gear-type speed change apparatus for motor vehicle

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WO2017043118A1 (en) * 2015-09-08 2017-03-16 アイシン精機株式会社 Reverse mechanism for vehicle driving force transmission device

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