JPS648226B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automobile transmission suitable for a transaxle for a horizontal engine.

[Prior art] For example, the transaxle of a horizontal engine equipped with an auxiliary transmission for switching between high and low speeds is
92829 or Utility Model Application Publication No. 54-171077, this is because the shaft of the auxiliary transmission is arranged on the same axis as the engine crankshaft.
The three-axle configuration increases the overall height of the vehicle, including the main transmission, and as a result, the engine is mounted higher in relation to the vehicle, raising the center of gravity and potentially reducing stability during high-speed driving. In addition, it is difficult to improve aerodynamic characteristics by lowering the front part of a passenger car, and there is also a problem in that commonality with transaxle parts that do not have an auxiliary transmission is lost.

Therefore, the main shaft of the main transmission was configured to be aligned on the same axis as the input shaft or the engine crankshaft, so that even if an auxiliary transmission was installed, it would not affect the mounting height of the engine. The following has been proposed. That is, this is an input shaft 21 connected to the engine crankshaft via a clutch.
A main shaft 22 is arranged on the same axis as the main shaft 22, and a gear train meshing with each other is arranged between the main shaft 22 and a counter shaft 23 arranged parallel to the main shaft 22, so that power is transmitted from the counter shaft 23 to a transmission mechanism that drives the front wheels. It's getting old.

The main shaft 22 has its right end supported by a bearing in the hollow part of the input shaft 21, and its left end supported by a gear box with a bearing (both not shown).
2 fixedly supports gears 1, 16, 2, 3, and 4, and gear 1 that meshes with the gears 1, 2, 3, and 4.
1, 12, 13, and 14 are rotatably supported by a subshaft 23 disposed parallel to the main shaft 22, and the gears 11
and 12 and between gears 13 and 14, synchronized meshing clutches 10, 9 are arranged between gears 11
selectively rotationally coupling one of ~14 to the secondary shaft 23,
The meshing of the gears to a predetermined gear stage is achieved, and the transmission is transmitted from the output gear 15 fixed to the countershaft 23 to the transmission mechanism of the front wheels.

Incidentally, in order to obtain a reverse gear, a gear 17 is formed in the synchronized mesh clutch mechanism 10, and this gear 17
is meshed with gear 16 via an idle gear (not shown).

When installing an auxiliary transmission for high-speed/low-speed gear switching to such a general conventional transmission, the gear (final gear) 4 is rotatably supported relative to the main shaft 22, while the input Input gear 5 on shaft 21
is fixed, and auxiliary gears 6 and 7 that mesh with the internal gears 4 and 5 are arranged in parallel above the main shaft 22.
4 and supported by the main shaft 22, the main shaft 22 is connected to the input shaft 21 or the gear 4.
The gearbox is rotatably coupled to the gearbox, and can be used to switch between high and low gears.

However, in the above-mentioned transmission, in the case of a gear position in which the gear 14 is rotationally coupled to the subshaft 23, no matter which of the synchronous meshing clutches 8 is selected, the gear ratio between the input shaft 21 and the subshaft 23 is does not change, so the result is a transmission with only seven forward gears.

As shown in FIG. A system in which the main shaft 22 is selectively rotationally coupled to the gear 4a or the input shaft 21 has been considered, but this would result in an additional gear train, which would lengthen the main shaft 22, making it possible for vehicles with narrow vehicle widths. The disadvantage is that it is difficult to install.

This point is similar to the automobile transmission device disclosed in Japanese Utility Model Publication No. 50-5327, and the auxiliary transmission device disclosed in FIG. Since the shaft (output shaft) 25 of the auxiliary transmission is disposed on the same axis as the main shaft 6 of the main transmission, the overall length in the axial direction is longer, making it suitable for vehicles with limited vehicle width. It cannot be used for horizontally mounted engine transaxles installed in the engine room.

In addition, in the above publication, the output shaft (output shaft) 25 is on the same axis as the input shaft (main drive shaft 5), and the drive is not carried out from the subshaft (counter shaft) 13 or 30, so it cannot be changed as it is. Therefore, it cannot be used as a transaxle, and a gear train and shaft must be added.

[Problems to be Solved by the Invention] Therefore, the purpose of the present invention is to solve the problems described above.
To provide a vehicular transmission which can accurately obtain gear stages that are multiples of the gear train without increasing the overall length and height of the conventional transmission due to an increase in the number of gear trains.

[Means for Solving the Problems] In order to achieve the above object, the configuration of the present invention includes an input shaft, a main shaft provided on the same axis as the input shaft and provided with a first gear train, and a first gear train. The main transmission includes a subshaft that rotatably supports a second gear train meshing with the main shaft and has an output gear fixed thereto, and is arranged above the main shaft and the input gear rotatably supported at the end of the input shaft. A high speed gear train consisting of an auxiliary gear train that has an auxiliary shaft that connects the final speed gear of the first speed gear train and the input gear, and a synchronized mesh clutch mechanism that is installed on the input shaft and selectively connects the input gear and the main shaft. It is equipped with an auxiliary transmission for switching to a low gear.

[Operation] When the input shaft 21 is rotationally coupled to the input gear 5 by the synchronized meshing clutch mechanism 8, the auxiliary transmission is connected to a low gear, and the main shaft 22 is rotated at a low speed via the gears 7, 6, and 40. And synchronized mesh clutch mechanism 1
By selecting the gears 0 and 9, the gears at a predetermined gear stage (for example, the first to fourth gears) are brought into engagement, and power is transmitted from the output gear 15 of the subshaft 23 to the front wheels.

Conversely, when the rotation of the input shaft 21 is directly transmitted to the main shaft 22 by the synchronized mesh clutch 8, the auxiliary transmission is switched to a high speed gear, and similarly to the above, a predetermined gear stage ( For example, 5th to 8th stages) are obtained.

[Embodiments of the Invention] The present invention will be explained based on the embodiments shown in FIGS.
6, the input shaft 21 is rotatably supported, and the main shaft 22 has a right end with a bearing 33 in the hollow part of the input shaft 21, and a left end with a bearing 25 and is rotatable in the left end wall of the casing 20. is supported by
The main shaft 22 includes a first speed gear 1 and a reverse gear 1.
6. The second speed gear 2, the third speed gear 3, and the fourth speed gear (final speed gear) 40 are each fixed to form a first speed gear train.

On the other hand, the subshaft 23 is rotatably supported by both end walls of the casing 20 with bearings 27 and 28, and the gear 11 meshes with the gears 1, 2, 3, and 40, respectively, which constitute the second speed change gear train. ,12,1
3 and 14 are rotatably supported.

A synchronized meshing clutch mechanism 10 is disposed between the gears 11 and 12, and a gear 17 is formed on the outer circumference of the clutch sleeve of the clutch mechanism 10, and this gear 17 is connected to an idle gear 18 supported on a casing 20 with a shaft 19. Gear 16 of main tooth 22 through
It is intertwined with. Moreover, the gears 13 and 14
A synchronized mesh clutch mechanism 9 is also arranged between.

An output gear 15 is fixed to the right end of the subshaft 23, and this output gear 15 is meshed with a final reduction gear 32 of a final reduction gear 31.
2 is integrally coupled with a case 31a of the final reduction gear, and is rotatably supported by the casing 20 with bearings 29 and 30.

An important feature of the present invention is that an input gear 5 is rotatably supported on the input shaft 21, and a synchronized meshing clutch 8 disposed on the input shaft 21 engages the input shaft 21.
1 is selectively rotatably coupled to the gear 5 or the main shaft 22. And input gear 5
A gear 7 that meshes with the gear 40 and a gear 6 that meshes with the gear 40 are integrally constructed, and an auxiliary gear train consisting of both gears 6 and 7 is connected to the main shaft 22 with an auxiliary shaft 24.
It is supported by the casing 20 parallel to and above it. In this way, the auxiliary transmission for switching between high and low speeds is constructed.

By configuring the present invention as described above, when the synchronized mesh clutch mechanism 8 is moved to the right from the state shown in FIG. 22, and the auxiliary transmission is connected to the low speed gear. and,
Here, by selection operation of the synchronized mesh clutch mechanisms 10 and 9, meshing of the gears of the predetermined low speed gear is achieved as described above, and the output gear 1 of the subshaft 23 is
5, power is transmitted to the front wheel axle via the final reduction gear 31.

Furthermore, when the synchronous mesh clutch mechanism 8 is moved to the left, the rotation of the input shaft 21 is directly transmitted to the main shaft 22, and the auxiliary transmission is switched to a high speed gear. Then, as in the case of a low speed gear, the output gear 15 is rotated at a predetermined high speed gear by selecting the synchronized mesh clutch mechanisms 10 and 9, and this rotation is transmitted to the front wheel axle via the final reduction gear 31. be done.

[Effects of the Invention] As described above, the present invention rotates an input shaft, a main shaft provided on the same axis as the input shaft and provided with a first speed change gear train, and a second speed change gear train that meshes with the first gear train. A main transmission includes a subshaft that is freely supported and has an output gear fixed thereto, an input gear that is rotatably supported at the end of the input shaft, and an auxiliary shaft that is disposed above the main shaft, and a first speed change gear train. An auxiliary transmission for switching between high and low speeds is installed, which consists of an auxiliary gear train that connects the final gear and the input gear, and a synchronized mesh clutch mechanism that is installed on the input shaft and selectively connects the input gear and the main shaft. Therefore, there is no need to increase the first gear train of the main shaft, and there is no need to add a rotating shaft below the input shaft.Therefore, the length of the main shaft of the transmission does not change and the adaptability is widened. With,
The mounting position of the engine can be lowered and safety can be improved. In addition, when an auxiliary transmission is installed in the main transmission due to the above, it is possible to make the other parts common by adding some parts and changing some parts of the transmission case, which is very advantageous in terms of production efficiency and cost when mass-producing. be. Moreover, when the auxiliary transmission is switched to a high speed or a low speed, [the number of forward speeds of the main transmission (for example, 4
gears) x number of high and low gears of the auxiliary transmission (2 stages)].

Furthermore, since the proposed auxiliary transmission can be placed above the main shaft in a relatively spaced location, there is no part that protrudes below the input shaft or main shaft, and it does not affect the mounting height of the engine. Another advantage is that it can be placed in the same position as a transaxle without a transmission.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing a conventional example of an automobile transmission equipped with an auxiliary transmission, FIG. 2 is a schematic configuration diagram showing another conventional example, and FIG. 3 is a cross-sectional view of a transmission according to the present invention. 4 are schematic configuration diagrams of the device. 5: Input gear, 6, 7: Auxiliary gear, 8 : Synchronous mesh clutch mechanism, 15: Output gear, 21: Input shaft, 22: Main shaft, 23: Subshaft, 31: Final reduction gear, 31a: Case, 33: Bearing, 40: 4th gear (final gear).

Claims (1)

[Claims] 1. From an input shaft, a main shaft provided on the same axis as the shaft and provided with a first speed change gear train, and a subshaft that rotatably supports a second speed change gear train that meshes with the first gear train and has an output gear fixed. an input gear rotatably supported at the end of the input shaft in the main transmission configured;
An auxiliary gear train that has an auxiliary shaft placed above the main shaft and connects the final speed gear of the first speed gear train and the input gear, and a synchronous mesh that is installed on the input shaft and selectively connects the input gear and the main shaft. An automobile transmission equipped with an auxiliary transmission for switching between high and low gears consisting of a clutch mechanism.