Automotive transmission

Abstract: A transmission has a plurality of transmission gear trains (21a,21b;23a,23b;24a,24b;25a,25b,25c) and clutching means (15,17,18,19) disposed between input (12) and output (13) shafts parallel to each other, a countershaft (14) disposed parallel to the input and output shafts, a first gear (23b) rotatably mounted on the output shaft and rotatable in interlinked relation to the input shaft, second (26) and third (27a) gears mounted on the countershaft, clutching means (16) mounted on the countershaft for connecting the second gear with the third gear, the second gear being held in mesh with the first gear, and a fourth gear (27b) meshing with the third gear and fixed to the output shaft.

Description: The present invention relates to an automotive transmission, and more particularly to a transmission of the countershaft type. Many automatic transmissions of the countershaft type have two parallel shafts, i.e., input and output shafts parallel to each other, a plurality of trains of intermeshing transmission gears disposed between the input and output shafts, and clutching means (such as hydraulic clutches, dog clutches, or the like) disposed parallel to each other in the axial direction for selecting power transmission via any one of the transmission gear trains. Engine output power which has been changed in speed by the transmission gear train selected by the clutching means is transmitted to the output shaft (see Japanese Patent Publication JP-B2-62-34979, for example). More specifically, an automatic transmission of the countershaft type for use with an engine directed transversely in an engine compartment is shown in Figs. 5 and 6 of the accompanying drawings. The transmission, generally designated by the reference numeral 70, has an input shaft 72 disposed coaxially with and coupled to an output shaft (flywheel) 61 of an engine 60 via a torque converter 71, and an output shaft 73 and axle shafts 74a,74b which are disposed parallel to the input shaft 72. The transmission 70 also includes four trains of intermeshing transmission gears 81a, 81b; 82a, 82b; 83a, 83b; 84a, 84b for first through fourth gear positions, one train of transmission gears 85a, 85b, 85c for a reverse gear position, four hydraulic clutches 75, 76, 77, 78, and a single dog clutch 79, all disposed between the input and output shafts 72, 73 and parallel to each other in the axial direction. Any one of the hydraulic clutches 75, 76, 77, 78 and the dog clutch 79 is operated to select one of the transmission gear trains for power transmission and speed changing. The engine output power thus changed in speed is transmitted through output gears 87a, 87b and a differential mechanism 88 to the axle shafts 74a, 74b, from which drive power is transmitted to lefthand and righthand road wheels. Fig. 6 shows the arrangement of the shafts of the transmission. With the transmission 70 coupled to an output end of the engine 60, the input shaft 72 is disposed coaxially with the output shaft (crankshaft) 61 of the engine 60, and the output shaft 73 and the axle shafts 74a, 74b are positioned substantially laterally of the input shaft 72. The transmission gear trains and the hydraulic clutches (dog clutches or the like may be employed in place of the hydraulic clutches for mechanically enabling and disabling power transmission) are disposed between the input and output shafts and parallel to each other in the axial direction. Therefore, it is difficult to reduce the axial dimension of the transmission. The axial dimension of the transmission becomes larger as the number of gear positions is increased. With the transmission being directed transversely in the engine compartment, the engine and the transmission coupled to the rear end thereof are required to be placed in the engine compartment so as to extend in the transverse direction of the automobile. If the axial dimension of the transmission is large, any margin of the installation space available in the engine compartment for the engine and the transmission is small. Where the transmission is directed longitudinally in the engine compartment with the engine and the transmission coupled to the rear end of the engine extending longitudinally in the automobile, the rear end of the transmission projects into the passenger compartment of the automobile to a large degree, resulting in the problem of a reduced passenger compartment space in addition to the above problem of the reduced margin of the installation space in the engine compartment. Moreover, the transmission itself suffers a drawback in that the shafts thereof are longer and have reduced rigidity, increasing noise from the gears on the shafts and reducing gear durability. Furthermore, the rigidity of the transmission case is lowered and hence vibration and noise of the power line are increased. To avoid the aforesaid shortcomings, there has heretofore been proposed, as disclosed in Japanese Utility Model Publication JP-Y2-57-9136, a transmission having one more shaft in addition to the two conventional shafts supporting the transmission gears, and a gear train dIsposed between the additional shaft and one of the two existing shafts and having a clutch means for selecting an auxiliary gear position. The proposed transmission can have an increased number of gear positions without increasing the axial dimension. This transmission will be referred to as a transmission of the three parallel shaft type. With the transmission of the three parallel shaft type, when changing gear positions, an auxiliary transmission mechanism has to be shifted as well as a main transmission mechanism, resulting in complex transmission control especially for an automatic transmission. Since one more shaft is added, the direction of rotation of the output shaft is opposite to the direction of rotation of the output shaft in the transmission of the two parallel shaft type. Therefore, if the transmission of the three parallel shaft type is employed in place of the transmission of the two parallel shaft type, it is necessary to modify the overall power line of the automobile. In view of the foregoing problems, it is an object of the present invention to provide a transmission which can solve the above problems without increasing the axial dimension thereof. According to US-A-4627302 there is known an automotive transmission having input and output shafts extending parallel to each other, the input shaft having a driven end, a plurality of trains of intermeshing transmission gears disposed between the input and output shafts for selecting gear positions, clutching means for selecting one of the transmission gear trains at a time, the transmission gear trains and the clutching means being juxtaposed in an axial direction, a counter-shaft disposed parallel to said input and output shafts, a first gear rotatably mounted on said output shaft and rotatable in interlinked relation to-said input shaft, a second gear meshing with said first gear and mounted on said countershaft, a third gear mounted on said countershaft, first clutching means on said countershaft for connecting or disconnecting said second gear with said third gear, said first clutching means being disposed further from said driven end than said second gear, and a fourth gear meshing with said third gear and fixedly mounted on said output shaft, a first gear train being disposed adjacent said driven end, said first gear train comprising said first gear and a fifth gear mounted on the input shaft. The invention is characterised in that said fifth gear is fixedly mounted on the input shaft; in that a second clutching means for selecting said first train of intermeshing gears is disposed on the output shaft closer to said driven end than said first gear, the second gear being rotatably mounted on the counter-shaft; and in that the third gear is fixedly mounted on the counter-shaft. An embodiment of the invention will now be described with reference to the accompanying drawings:- Fig. 1 is a schematic cross-sectional view of a transmission which is not an embodiment of the invention, but which is included for purposes of explanation; Fig. 2 is a schematic plan view showing a power line in an automobile incorporating a transmission of the invention; Fig. 3 is a side elevational view of the transmission shown in Fig. 1; Fig. 4 is a schematic cross-sectional view of a transmission according to the invention; Fig. 5 is a schematic cross-sectional view of a conventional transmission; and Fig. 6 is a side elevational view of the conventional transmission. Fig. 2 is a schematic plan view showing a power line in an automobile 1 which is an automobile that drives front road wheels 4a, 4b in the illustrated embodiment. The automobile 1 has an engine 2 disposed in an engine compartment 1a with the crankshaft extending transversely of the automobile body, and a transmission 10 coupled to a side end of the engine 2. Output power from the transmission 10 is transmitted to the front wheels 4a, 4b via lateral axle shafts 3a, 3b. As can be seen from Fig. 1, it is desirable to reduce the dimensions of the engine 2 and the transmission 10 in the transverse direction of the automobile body for easy installation of the engine 2 and the transmission 10 into the engine compartment 1a in the front portion of the automobile body. Turning now to Figure 1, the transmission 10 includes a case 10a joined to the engine 2 and has a transmission input shaft 12 coupled via a torque converter 11 to a flywheel 2a serving as an output shaft of the engine 2. The transmission 10 further has an output shaft 13 and a countershaft 14 which lie parallel to the input shaft 12. On the input shaft 12, there are mounted four drive gears 21a, 23a, 24a, 25a and hydraulic clutches 15, 18 for selecting first and fourth gear positions, these gears and clutches being juxtaposed in the axial direction. The drive gear 23a which is provided for a third gear position is fixed to the input shaft 12. The drive gears 21a, 24a, 25a which are provided for the first and fourth gear positions and a reverse gear position, respectively, are rotatably mounted on the input shaft 12, and can selectively be coupled to and separated from the input shaft 12 by the first- and fourth-gear-position hydraulic clutches 15, 18. On the output shaft 13, there are mounted an output drive gear 28a, four driven gears 21b, 23b, 24b, 25c held in mesh with the drive gears 21a, 23a, 24a, 25a, respectively, (the last via a reversing gear 25b), a driven gear 27b for a second gear position, a hydraulic clutch 17 for selecting the third gear position, and a dog clutch 19 for selecting the reverse gear position, these gears and clutch being juxtaposed in the axial direction. The output driven gear 28a, the driven gear 27b for the second gear position, and the driven gear 21b for the first gear position are fixed to the output shaft 13. The driven gears 23b, 24b, 25c which are provided for the third and fourth gear positions and the reverse gear position, respectively, are rotatably mounted on the output shaft 13, and can selectively be coupled to and separated from the output shaft 13 by the third-gear-position hydraulic clutch 17 and the reverse-gear-position dog clutch 19. Therefore, between the input and output shafts 12, 13, there are axially juxtaposed four sets of transmission drive and driven gears 21a, 21b ; 23a, 23b; 24a, 24b; 25a, 25b, 25c, the hydraulic clutches 15, 17, 18 (clutching means) and the dog clutch 19 (clutching means) for selecting one of these gear sets. The countershaft 14 supports thereon a drive gear 26 for the second gear position which is fixed to the countershaft 14 and held in mesh with the third-gear-position driven gear 23b rotatably mounted on the output shaft 13, a clutch gear 27a for the second gear position which meshes with the second-gear-position driven gear 27b fixed to the output shaft 13 and is rotatably mounted on the countershaft 14, and a clutching means 16 mounted on the countershaft 14 for connecting or disconnecting the second-gear-position drive gear 26 with the second-gear-position clutch gear 27a. An output driven gear 28b meshing with the output drive gear 28a drives the axle shafts 3a, 3b coupled to the wheels 4a, 4b, respectively, through a differential mechanism 29. As shown in Fig. 3, the output shaft 13 and the axle shafts 3a, 3b are disposed substantially laterally of the input shaft 12 which is positioned coaxially with the crankshaft of the engine 2, and the countershaft 14 is disposed obliquely upwardly of the output shaft 13. In the illustrated transmission the third-gear-position driven gear 23b corresponds to a first gear as recited in the claim, the second-gear-position drive gear 26 to a second gear, the second-gear-position clutch gear 27a to a third gear, the second-gear-position driven gear 27b to a fourth gear, and the clutching means for connecting or disconnecting the second gear with the third gear comprises the second-gear-position hydraulic clutch 16. A power transmission path in the transmission 10 thus constructed will be described below. Output power from the engine 2 is transmitted via the torque converter 11 to the transmission input shaft 12. Dependent on the operation of a shift lever positioned at the driver's seat and the running conditions of the automobile, the hydraulic clutches 15 through 18 for selecting the first through fourth gear positions and the dog clutch 19 for selecting the reverse gear position are selectively operated to determine a power transmission path. More specifically, if all of the hydraulic clutches 15 through 18 are disengaged, and the dog clutch 19 is positioned in engagement with the fourth-gear-position driven gear 24b for example, the input shaft 12, the gear 23a fixed thereto, the gear 23b meshing with the gear 23a fixed thereto, the gear 23b meshing with the gear 23a, the gear 26 meshing the gear 23b, and the countershaft 14 to which the gear 26 is fixed, are rotated. However, no engine output power is transmitted to the output shaft 13, and the transmission is kept in a neutral position. When the first-gear-position hydraulic clutch 15 is then engaged, the first-gear-position drive gear 21a is rotated with the input shaft 12 to transmit the rotation of the input shaft 12 to the output shaft 13 through the first gear-position gear train 21a, 21b while the speed of rotation is being changed by the gear train 21a, 21b. Then, the rotation is transmitted via the output gear train 28a, 28b to the axle shafts 3a, 3b to drive the wheels 4a, 4b in the first gear position. When the first-gear-position hydraulic clutch 15 is disengaged and the second-gear-position hydraulic clutch 16 is engaged, the second-gear-position clutch gear 27a is connected to the countershaft 14. The gear 26 fixedly mounted on the countershaft 14 is in mesh with the gear 23a fixed to the input shaft 12 through the gear 23b rotatably mounted as an idler gear on the output shaft 13. Since the rotation of the input shaft 12 is transmitted to the countershaft 14 via the gears 23a, 23b, 26, as described above, the rotation thus transmitted from the input shaft 12 is then transmitted to the output shaft 13 via the second-gear-position clutch gear 27a and the driven gear 27b. The engine output power is therefore transmitted from the output shaft 13 via the output gear train 28a, 28b to the axle shafts 3a, 3b to drive the wheels 4a, 4b in the second gear position. When the second-gear-position hydraulic clutch 16 is disengaged and the third-gear-position hydraulic clutch 17 is engaged, the third-gear-position driven gear 23b is coupled to the output shaft 13. Accordingly, the rotation of the input shaft 12 is transmitted to the output shaft 13 through the third-gear-position gear train 23a, 23b while the speed of rotation is being changed by the gear train 23a, 23b, to drive the wheels 4a, 4b in the third gear position. When the third-gear-position hydraulic clutch 17 is disengaged and the fourth-gear-position hydraulic clutch 18 is engaged, the fourth-gear-position drive gear 24a is connected to the input shaft 12. (At this time, inasmuch as the reverse-gear-position drive gear 25a is coupled to the fourth-gear-position drive gear 24a, the gear 25a is also connected to the input shaft 12, but the gear 25c is freed to rotate on the output shaft 13 by the reverse-gear-position dog clutch 19.) The rotation of the input shaft 12 is now transmitted to the output shaft 13 via the fourth-gear-position gear train 24a, 24b and the dog clutch 19 while the speed of rotation is being changed by the gear train 24a, 24b, to drive the wheels 4a, 4b in the fourth gear position. For selecting the reverse gear position, while the fourth-gear-position hydraulic clutch 18 is being engaged, the dog clutch 19 is operated to connect the reverse-gear-position driven gear 25c to the output shaft 13. At this time, the rotation of the input shaft 12 is transmitted to the output shaft 13 via the idler gear 25b, so that the output shaft 13 is rotated in the direction opposite to the direction of rotation when the first through four gear positions are selected, thus driving the wheels 4a, 4b in the reverse gear position. Fig. 4 shows a transmission according to an embodiment of the present invention. In this embodiment, a second-gear-position clutch gear 36 rotatably mounted on the countershaft 14 is held in mesh with the third-gear-position driven gear 23b, and a second-gear-position drive gear 37a fixedly mounted on the countershaft 14 is held in mesh with a second-gear-position drivengear 37b fixedly mounted on the output shaft 13. When the second-gear-position hydraulic clutch 16 is engaged, the second-gear-position clutch gear 36 is coupled to the countershaft 14. Thus, the second-gear-position clutch gear 36 is coupled to the second-gear position drive gear 37a by the second-gear-position hydraulic clutch 16. Consequently, the rotation of the input shaft 12 is transmitted to the countershaft 14 through the third-gear-position driven gear 23b operating as an idler gear, and then transmitted to the output shaft 13 through the second-gear-position drive and driven gears 37a, 37b to drive the wheels 4a, 4b in the second gear position. In the embodiment of Fig. 4, the third-gear-position driven gear 23b corresponds to a first gear as recited in the claim, the second-gear-position clutch gear 36 to the second gear, the second-gear-position drive and driven gears 37a, 37b to the third and fourth gears, respectively, and the second-gear-position hydraulic clutch 16 to a clutching means for connecting or disconnecting the second gear with the third gear. As described above, the transmission 10 can select any one of the first through fourth gear positions simply by selectively engaging a corresponding one of the hydraulic clutches 15 through 18. With the conventional transmission of the three parallel shaft type, both main and auxiliary transmission mechanisms have to be operated to change gear positions, and hence transmission control has been complex. The transmission of the present invention however allows easy transmission control especially where it is employed as an automatic transmission. The direction of rotation of the output shaft 13 is the same as the direction of rotation of the output shaft 73 of the conventional transmission of the two parallel shaft type as shown in Fig. 5. Therefore, it is simple to replace the conventional transmission of the two parallel shaft type with the transmission of the present invention. Since the second-gear-position hydraulic clutch 16 and the fourth-gear-position hydraulic clutch 18 are aligned with each other perpendicularly to their axial direction, the axial dimension of the transmission is shorter than that of the conventional transmission shown in Fig. 5 by the width of such a hydraulic clutch. With the transmission being thus reduced in its axial dimension, an installation space in the engine compartment 1a for placing the engine and the transmission transversely of the automobile body has a large margin, allowing the engine and the transmission to be Installed with ease. The shafts 12, 13, 14 in the transmission 10 are rendered short, and so are their spans supported by bearings, resulting in higher shaft rigidity. Accordingly, the gears supported on these shafts are held in neat and smooth mesh, produce less noise, and have increased durability. A transmission case 10a of the transmission 10 is also reduced in size, increased in rigidity, and reduces vibration and noise of the transmission and the power line coupled thereto. In the above embodiment the second-gear-position hydraulic clutch 16 may be replaced by a dog clutch. While the present invention has been described above with reference to a transmission disposed in the transverse direction of an automobile body, the principles of the invention are also applicable to a transmission disposed in the longitudinal direction of an automobile body. While an automatic transmission has been described in the above embodiment, the arrangement of the present invention can be employed in a manually operated transmission which has a main clutch mechanism positioned in placed of the torque converter and operable by a clutch pedal depressed by the driver, and a synchromesh dog clutch mechanism disposed in place of the hydraulic clutches. With the present invention, as described above, a plurality of transmission gear trains and a clutching means are disposed between input and output shafts, and second and third gears and a clutching means for connecting or disconnecting the second gear with the third gear are disposed on a countershaft extending parallel to the input and output shafts. The clutching means for connecting or disconnecting the second gear with the third gear can be positioned in lateral alignment with the clutching means disposed between the input and output shafts. Therefore, the axial dimension of the transmission can be reduced by the width of such clutching means. Moreover, since any one of the gear positions can be selected simply by engaging one clutch, transmission control can be rendered simple and easy (especially for an automatic transmission). Inasmuch as the direction of rotation of the output shaft is the same as the direction of rotation of the output shaft of a conventional transmission of the two parallel shaft type, the transmission of the invention can be installed on an automobile easily in place of the existing transmission of the two parallel shaft type.

Claims: An automotive transmission having input (12) and output (13) shafts extending parallel to each other, the input shaft (12) having a driven end, a plurality of trains of intermeshing transmission gears (21a,21b; 23a,23b; 24a,24b; 25a,25b,25c) disposed between the input and output shafts for selecting gear positions, clutching means (15,17,18,19) for selecting one of the transmission gear trains at a time, the transmission gear trains and the clutching means being juxtaposed in an axial direction, a counter shaft (14) disposed parallel to said input and output shafts, a first gear (23b) rotatably mounted on said output shaft and rotatable in interlinked relation to said input shaft, a second gear (36) meshing with said first gear and mounted on said countershaft, a third gear (37a) mounted on said countershaft, first clutching means (16) on said countershaft for connecting or disconnecting said second gear with said third gear, said first clutching means being disposed further from said driven end than said second gear, and a fourth gear (37b) meshing with said third gear and fixedly mounted on said output shaft, a first gear train (23a,23b) being disposed adjacent said driven end, said first gear train comprising said first gear and a fifth gear (23a) mounted on the input shaft (12), characterised in that said fifth gear (23a) is fixedly mounted on the input shaft (12); in that a second clutching means (17) for selecting said first train of intermeshing gears (23a, 23b) is disposed on the output shaft (13) closer to said driven end than said first gear (23b), the second gear (36) being rotatably mounted on the counter-shaft (14); and in that the third gear (37a) is fixedly mounted on the counter-shaft. An automotive transmission as defined in claim 1, wherein said clutching means for selecting one of the transmission gear trains at a time and/or said clutching means on said countershaft includes a hydraulically operable clutch (15,17,18). An automotive transmission as defined in claims 1 or 2 wherein said clutching means for selecting one of the transmission gear trains at a time and/or said clutching means on said countershaft includes a dog clutch (19). An automotive transmission as defined in any preceding claim wherein said transmission is adapted to be disposed in a transverse direction of an automobile body. An automotive transmission as defined in any preceding claim wherein said transmission is adapted to be disposed in a longitudinal direction of an automobile body. An automotive transmission as defined in any preceding claim wherein further gears (24b, 25c, 21b) are provided on said output shaft (13) and co-operate with further gears (24a, 25a, 21a) provided on said input shaft (12). An automotive transmission as defined in claim 6 wherein one of said further gears (25c) on said output shaft is drivable from one of said further gears (25a) on said input shaft (12) via a gear (25b) disposed therebetween to provide a reverse gear ratio. An automotive transmission as defined in any preceding claim wherein said first clutching means (16) on said countershaft (14) is offset in the axial direction from said second clutching means (17) on said output shaft (13) associated with said first gear (23b).

Inventors: NAKAYAMA HIROSHI, YAMAKA YOJI, YUMOTO TOSHIYUKI, NAKAYAMA, HIROSHI, YAMAKA, YOJI, YUMOTO, TOSHIYUKI
Applicants: HONDA MOTOR CO LTD, HONDA GIKEN KOGYO KABUSHIKI KAISHA
Application year: 1989
Main classification: B60K17
IPC codes: F16H3, B60K17