DE102019209640B4 - TRANSMISSION FOR A VEHICLE - Google Patents

Abstract

A transmission (1) for a vehicle, comprising:a drive shaft (5) to which power is transmitted from a drive source through a torque converter (4);a planetary gear (21) mounted on the drive shaft (5);a plurality input gears (71, 72) mounted on the input shaft (5) for rotation therewith;an output shaft (9) provided with a plurality of output gears (92-95) which meshing with the drive gears (71, 72); synchronizers (74, 89, 90, 114) mounted on the drive shaft (5) and operable to selectively couple the drive gears (71, 72) to the drive shaft (5). ; and a clutch mechanism (51) mounted on the drive shaft (5), the drive shaft (5) including a main drive shaft (10) and a sub drive shaft (11) mounted on an outer periphery of the main drive shaft (10) coaxially with the main drive shaft ( 10), the torque converter (4) being connected to a first end (10a) of the main drive shaft (10), the planetary gear (21) acting to connect the main drive shaft (10) and a first end (11a) of the power take-off shaft ( 11) to couple and reduce the speed of the main drive shaft (10) in order to supply the power from the main drive shaft (10) to the auxiliary drive shaft (11), the clutch mechanism (51) at a second end (10b) of the main drive shaft (10) and mounted on a second end (11b) of the power take-off shaft (11) and operative to selectively establish or block the transmission of power from the main drive shaft (10) to the power take-off shaft (11). ing, and wherein the plurality of drive gears (71, 72) and the synchronizers (74, 89, 90, 114) on the PTO shaft (11) in an axial direction of the PTO shaft (11) between the torque converter (4) and the clutch mechanism (51 ) are arranged, characterized in that a one-way clutch (25) is arranged between the planetary gear (21) and the power take-off shaft (11), and wherein the one-way clutch (25) acts to transmit power from the main drive shaft (10) to the power take-off shaft (11) and to block the transmission of power from the PTO shaft (11) to the main drive shaft (10).

Description

BACKGROUND OF THE INVENTION

1. Technical field

The present invention relates generally to a transmission for vehicles.

2. Prior Art

the JP 2011 - 133 040A teaches a parallel shaft transmission having a first input shaft, a second input shaft coaxial with the first input shaft, an intermediate shaft extending parallel to the first and second input shafts, an idler shaft, and an output shaft, and to that end acts to switch between power transmission paths using two clutches to obtain multiple gear ratios.

The above transmission has a power transmission path through which power is transmitted from the first input shaft through the idler shaft and the intermediate shaft to the output shaft by disengaging a first clutch mounted on the first input shaft and engaging a second clutch mounted on the idler shaft. On the power transmission path, the speed of the first input shaft is reduced by the idler shaft and then supplied to the intermediate shaft.

The above transmission also has a power transmission path through which a power is transmitted from the first input shaft through the second input shaft, the idler shaft and the intermediate shaft to the output shaft by engaging the first clutch arranged on the first input shaft and the one arranged on the idler shaft second clutch is disengaged. On the power transmission path, the rotational speed of the first drive shaft is transmitted to the second drive shaft without its rotational speed being reduced.

The above transmission also has a power transmission path through which power is transmitted from the first input shaft through the idler shaft and the second input shaft to the output shaft by disengaging the first clutch mounted on the first input shaft and engaging the second clutch disposed on the idler shaft becomes. On the power transmission path, the speed of the first drive shaft is reduced and then supplied to the second drive shaft.

In the above type of transmission for vehicles, the first clutch is mounted on the first input shaft and the second clutch is arranged on the idler shaft separate from the first input shaft. The input shaft and the idler shaft are coupled together using first and second speed reduction gear sets.

Therefore, the above transmission is required to have an additional shaft, which is arranged radially outside of the input shaft and to which a speed reducer composed of a clutch, the first gear set and the second gear set is attached, so that thereby Due to the assembly of the speed reducer, an increase in the dimensions of the gearbox results.

US 2002 / 0 173 399 A1 discloses an automatic transmission for a vehicle, which has: a primary transmission mechanism, comprising an input shaft, a planetary gear set with a sun gear, planetary gears and a ring gear, each being a spur gear, the ring gear and the sun gear respectively via a one-way clutch and a carrier are connected to the input shaft and a stationary member, and the planetary gears are connected to a primary output shaft; and a secondary transmission mechanism connected to a primary output shaft to control gear shifting into two or more speed change states.

U.S. 4,416,168 A discloses a transmission for automobiles and the like, and particularly relates to a transmission which is a combination of a main transmission device and a sub-transmission device. The main transmission includes a tubular intermediate shaft and an output shaft parallel thereto, and a plurality of pairs of helical gears mounted on the shafts to transmit rotary power between them.

SUMMARY OF THE INVENTION

The invention was conceived in view of the above problems. An object of the invention is to provide a transmission for vehicles designed to facilitate a reduction in size thereof.

According to one aspect of the invention, there is provided a transmission for a vehicle, comprising: (a) an input shaft to which power from a power source is transmitted through a torque converter; (b) a planetary gear mounted on the drive shaft; (c) a plurality of drive gears mounted on the drive shaft so that they rotate in relation to this can rotate; (d) an output shaft equipped with a plurality of output gears meshing with the input gears; (e) synchronizers mounted on the input shaft and operative to selectively couple the input gears to the input shaft; and (f) a clutch mechanism mounted on the drive shaft. The drive shaft includes a main drive shaft and a sub drive shaft arranged on an outer periphery of the main drive shaft coaxially with the main drive shaft. The torque converter is connected to a first end of the main drive shaft. The planetary gear set operates to couple the main drive shaft and a first end of the PTO shaft and to reduce the speed of the main drive shaft to provide power from the main drive shaft to the PTO shaft. The clutch mechanism is mounted at a second end of the main drive shaft and a second end of the PTO shaft and operates to selectively establish or block the transmission of power from the main drive shaft to the PTO shaft. The plurality of drive gears and the synchronizers are arranged in an axial direction of the drive shaft on the PTO shaft between the torque converter and the clutch mechanism. According to the invention, a one-way clutch is arranged between the planetary gear and the PTO shaft, the one-way clutch acting to achieve the transmission of power from the main drive shaft to the PTO shaft and to block the transmission of power from the PTO shaft to the main drive shaft.

USEFUL ADVANTAGES OF THE INVENTION

As can be seen from the foregoing discussion, the present invention facilitates reduction in size of the transmission.

character list

• 1 12 is a side view illustrating a layout of shafts of a transmission for a vehicle according to an embodiment of the invention;
• 2 Fig. 14 is a basic structural view illustrating a transmission for a vehicle according to an embodiment of the invention;
• 3 Fig. 13 is a sectional view taken along a line III-III in Fig 1 ;
• 4 Fig. 14 is a view showing a structure of a first end of a main drive shaft near a torque converter;
• 5 Fig. 14 is a view showing a structure of a second end of a main drive shaft near a clutch;
• 6 12 is a view of a transmission case of the assembly taken along a line VI-VI in FIG 4 ;
• 7 Fig. 14 is a view of a brake case of the assembly taken along a line VII-VII in Fig 4 .

EMBODIMENT FOR IMPLEMENTATION OF THE INVENTION

A transmission for a vehicle according to an embodiment of the invention includes: (a) an input shaft to which power is transmitted from a drive source through a torque converter; (b) a planetary gear mounted on the drive shaft; (c) a plurality of drive gears mounted on the drive shaft for rotation therewith; (d) an output shaft equipped with a plurality of output gears meshing with the input gears; (e) synchronizers mounted on the input shaft and operative to selectively couple the input gears to the input shaft; and (f) a clutch mechanism mounted on the drive shaft. The drive shaft includes a main drive shaft and a sub drive shaft arranged on an outer periphery of the main drive shaft coaxially with the main drive shaft. The torque converter is connected to a first end of the main drive shaft. The planetary gear set operates to couple the main drive shaft and a first end of the PTO shaft and to reduce the speed of the main drive shaft to provide power from the main drive shaft to the PTO shaft. The clutch mechanism is mounted at a second end of the main drive shaft and a second end of the PTO shaft and operates to selectively establish or block the transmission of power from the main drive shaft to the PTO shaft. The plurality of drive gears and the synchronizers are arranged in an axial direction of the drive shaft on the PTO shaft between the torque converter and the clutch mechanism. According to the invention, a one-way clutch is arranged between the planetary gear and the PTO shaft, the one-way clutch acting to achieve the transmission of power from the main drive shaft to the PTO shaft and to block the transmission of power from the PTO shaft to the main drive shaft.

The above arrangements facilitate a reduction in size of the transmission.

EMBODIMENT

A vehicle transmission according to an embodiment of the invention will be described below with reference to the drawings.

the 1 until 7 illustrate the vehicle transmission according to the embodiment of the invention. In the 1 until 7 a vertical, a longitudinal and a lateral direction of the vehicle transmission are based on the vehicle transmission mounted in the vehicle. A direction perpendicular to the longitudinal direction is the lateral direction. A height direction of the transmission is the vertical direction.

First, the structure will be described.

In 1 For example, a vehicle transmission 1 mounted in a vehicle such as an automobile (hereinafter referred to only as a transmission) is equipped with seven forward speeds and one reverse speed.

The transmission 1 is provided with an input shaft 5 to which power is transmitted from a crankshaft 3 of an engine 2 through a torque converter 4 (see Fig 2 ), a forward idler shaft 6, a reverse idler shaft 7, an intermediate shaft 8, an output shaft 9 and a reverse shaft 10 arranged in parallel with the input shaft 5. The engine 2 according to this embodiment is realized by a transverse engine having a crankshaft 3 extending in the width direction of the vehicle. The engine 2 functions as a driving source of the invention.

The transmission 1 according to this embodiment is mounted in the vehicle so that a rotation axis of the torque converter 4, the input shaft 5, the forward idler shaft 6, the reverse idler shaft 7, the intermediate shaft 8 and the output shaft 9 extend in the width direction of the vehicle.

In 3 The torque converter 4 includes a front cover 4B connected to the crankshaft 3 through a drive plate 4A and a case 4C connected to the front cover 4B. The torque converter 4 functions as a fluid coupling for transmitting power between the engine 2 and the automatic transmission 1.

The shell 4C connected to the crankshaft 3 has a pump impeller, not shown, fixed to an inner surface thereof. In the shell 4C, a turbine runner 4D (which is in 4 partially shown) facing the pump impeller. The turbine runner 4D is connected to the drive shaft 5 . A stator, not shown, is arranged between the pump impeller and the turbine runner 4D.

Rotation of the crankshaft 3 causes the front cover 4B, the shell 4C and the pump impeller of the torque converter 4 to rotate together through the drive plate 4A. This causes a centrifugal force to act on the pump impeller, thereby generating fluid flow from the pump impeller to the turbine runner 4</b>D in the torque converter 4 .

The fluid flow rotates the turbine runner 4D so that the drive shaft 5 connected to the turbine runner 4D rotates. The stator acts to direct fluid flow from the turbine runner 4D along a direction of rotation of the pump impeller, thereby amplifying the power supplied from the motor 2 .

The drive shaft 5, as in the 2 and 3 1, includes a main drive shaft 11 having an oil path formed in an axial center thereof, and a PTO shaft 12 disposed on an outer periphery of the main drive shaft 11 coaxially with the main drive shaft 11 so as to rotate with respect to the main drive shaft 10 can turn. The PTO shaft 11 consists of a hollow cylindrical member in which the main drive shaft 10 is arranged so that it can rotate in relation thereto. The main drive shaft 11 has a length longer than that of the PTO shaft 11 and passes through the PTO shaft 12 in the axial direction.

Although not shown, a transmission case 12 serves as an outer shell for the entire transmission 1. The transmission case 12 includes a torque converter chamber in which the torque converter 4 is arranged, a transmission case chamber in which shift gears are arranged, and a clutch chamber in which a clutch 51 is arranged. The transmission housing 12 also includes a bulkhead 12A separating the torque converter chamber and the transmission housing chamber, and a bulkhead 12B separating the transmission chamber and the clutch chamber.

In other words, the partition wall 12A is arranged between the torque converter 4 and the shift gears. The bulkhead 12B is between the shift gears and the clutch 51 arranged. The bulkhead 12A is a bulkhead of the transmission case 12 closer to the torque converter 4 , while the bulkhead 12B is a bulkhead of the transmission case 12 closer to the clutch 51 . The partition walls 12A and 12B have main surfaces extending perpendicularly to the lateral direction. The main drive shaft 10, as in 4 clearly shown, passes through a hole 12a of the bulkhead 12A of the transmission case 12. The main shaft 10 and the sub shaft 11 pass through a hole 12b of the bulkhead 12B of the transmission case 12 as shown in FIG 5 illustrated.

Needle bearings 13A and 13B are, as in 5 clearly shown spaced apart from each other in the axial direction of the main drive shaft 10 and the sub drive shaft 11 between them. The PTO shaft 11 is supported by the needle bearings 13A and 13B so that it can rotate with respect to the main drive shaft 10. The PTO shaft 11 and the main drive shaft 10 hold each other.

The main drive shaft 10 has, as in 4 1, a first end 10a (closer to the torque converter 4) inserted into the torque converter 4 is provided. A spline is formed on the first end 10a of the main drive shaft 10, which meshes with a spline of the turbine impeller 4D of the torque converter 4, so that a power (ie, rotation or torque) of the engine 2 is transmitted through the torque converter 4 to the main drive shaft 10 .

A planetary gear 21 is mounted on an outer periphery of the main drive shaft 10 . The planetary gear 21 is coupled to the main drive shaft 10 and a first end 11a of the PTO shaft 11 (close to the torque converter 4 ) and acts to reduce the speed of the main drive shaft 10 and supply it to the PTO shaft 11 .

Specifically, the planetary gear 21 is mounted on a portion of the main drive shaft 10 not occupied by the PTO shaft 11 and is arranged coaxially with the main drive shaft 10 . In other words, the planetary gear 21 and the PTO shaft 11 are arranged adjacent to each other in the axial direction of the main drive shaft 10 , with the planetary gear 21 being located closer to the torque converter 4 . This layout makes it possible to reduce the size of the transmission 1 . The end of the planetary gear 21 that faces the clutch 51 and the end of the PTO shaft 11 that faces the torque converter 4 overlap each other in the axial direction of the main drive shaft 10 .

Specifically, the planetary gear 21 is provided with a carrier 22, a sun gear 23, and a ring gear 24. As shown in FIG.

As in 4 As illustrated, carrier 22 holds planet pinions 22A for rotation about their axes. The carrier 22 has the main drive shaft 10 passing through the center of rotation thereof. The carrier 22 has a radially inner periphery 22a fixed through a needle bearing 13C to the main drive shaft 10 so that it can rotate.

The carrier 22 is supported to be positioned in the axial direction of the main shaft 10 by a thrust bearing 13N and a thrust bearing 13M. The carrier 22 has a portion facing the torque converter 4, extends outward in a radial direction thereof, passes through a portion of the ring gear 24 facing the torque converter 4, and is bent to have a radially outer periphery 22b, which extends beyond an outer periphery of the ring gear 24 toward the clutch 51.

A one-way clutch 25 is attached to a portion of the outer periphery 22b that is closer to the clutch 51 than the ring gear 24 is. The portion of the carrier 22 to which the one-way clutch 25 is attached is arranged so as to overlap with an end portion of the PTO shaft 11 facing the clutch converter 4 in a radial direction of the main drive shaft 10 . This enables a reduction in the dimension of the planetary gear 21 in the axial direction of the main shaft 10 .

The sun wheel 23 is, as in 4 illustrated, by a braking device 31, as will be described later in detail, between a locked condition in which the sun gear 23 is locked from rotating (ie fixedly attached to the transmission housing 12) and an unlocked condition switched by allowing the sun gear 23 to rotate. The sun gear 23 is supported at the inner periphery thereof by the radially inner periphery 22a of the carrier 22 through the needle bearing 13N so that it can rotate with respect to the carrier 22 .

The sun gear 23 has a surface located between the carrier 22 and the Brake case 32 extends perpendicularly to the length of the main shaft 10 and is sandwiched between the thrust bearing 13M and a thrust bearing 13G so that it is positioned in the axial direction of the main shaft 10 . The sun gear 23 is inserted into the carrier 22 from the side opposite to the torque converter 4 and meshes with the planet pinions 22A.

The sun gear 23 has a portion opposed to the torque converter 4 and is inserted into the brake case 32 until it overlaps with a bearing 15 in the radial direction of the main shaft 10 and engages friction plates 34 in the brake case 32 . This structure enables reduction in size of the planetary gear 21 and the brake device 31 in the axial direction of the main shaft 10.

As in 4 As illustrated, ring gear 24 has main drive shaft 10 running through the center thereof. A spline is formed on a radially inner periphery 24a of the ring gear 24 to mesh with a spline of the main shaft 10 so that it rotates together with the main shaft 10 .

The ring gear 24 is held between a shoulder of the main drive shaft 10, which extends perpendicularly to the length of the main drive shaft 10 and is located closer to the torque converter 4 than the ring gear 24 is, and a thrust bearing 13F so that it moves in the axial direction of the Main drive shaft 10 is positioned.

The ring gear 24 extends from the radially inner periphery 24a, extends between the carrier 22 and the PTO shaft 11, extends radially outward from the side of the planet pinion gear 22A opposite to the clutch 51, is inside the carrier 22 toward bent toward the torque converter 4 and then meshes with the planet pinions 22A at the inner periphery thereof. This structure enables reduction of the dimension of the planetary gear 21 in the axial direction of the main shaft 10.

The outer periphery 22b of the carrier 22 is located outside a radially outer periphery 24b of the ring gear 24 and extends from the first end 10a side toward the second end 10b side of the main drive shaft 10 and covers the radially outer periphery 24b of the ring gear 24 in the axial direction of the main drive shaft 10 completely.

The one-way clutch 25 is interposed between a portion of the radially outer periphery 22b of the carrier 22 opposite to the second end 10b of the main drive shaft 10 and the first end 11a of the PTO shaft 11. As shown in FIG. The one-way clutch 25 is fixed to the radially outer periphery 22b of the carrier 22 by a snap ring 26 .

The one-way clutch 25 acts to achieve transmission of a force therethrough when an inner ring and an outer ring thereof are prevented from rotating in a first direction relative to each other and to block transmission of a force when allowed to rotate the inner ring and the outer ring rotate in a second direction opposite to the first direction. The one-way clutch 25 according to this embodiment is designed to selectively transmit the power from the carrier 22 to the PTO shaft 11 when the carrier 22 rotates at a speed such that the rotational speed of the PTO shaft 11 is increased, and a supply of the power from the PTO shaft 11 to the carrier 22 is blocked when the PTO shaft 11 rotates at a speed higher than that of the carrier 22 .

In the above manner, the one-way clutch 25 performs the transmission of power from the main drive shaft 10 through the planetary gear 21 to the PTO shaft 11 while blocking the transmission of power from the PTO shaft 11 through the planetary gear 21 to the main drive shaft 10.

A thrust bearing 13E is disposed between the carrier 22 and the ring gear 24 in the axial direction of the main shaft 10 . The carrier 22 and the ring gear 24 are restrained from relatively moving in the axial direction of the main shaft 10 by the thrust bearing 13E while being held so that they can rotate around the main shaft 10 relative to each other.

The thrust bearing 13F is arranged between the ring gear 24 and the first end 11a of the PTO shaft 11 in the axial direction of the main drive shaft 10 . The ring gear 24 and the PTO shaft 11 are prevented from relatively rotating in the axial direction of the main drive shaft 10 by the thrust bearing 13F while being held so that they can rotate around the main drive shaft 10 relative to each other.

As in 4 clearly shown, the carrier 22 has a lubricant supply plate 13D facing the clutch 51 . The lubricant supply plate 13D has an outer periphery attached to the carrier 22 and carrier pins ten of the planet pinions 22A faces. The lubricant supply plate 13D defines an oil pan between this plate and the carrier 22.

The lubricant supply plate 13D serves to collect lubricant oil that flows radially from a radial hole 10h of the main shaft 10 and supply this oil to oil paths formed in the support pins of the planet pinions 22A. The lubricant supply plate 13D is arranged to collect the oil that has passed through the thrust bearing 13E and is led outward in the radial direction of the main shaft 10 .

The lubricant supply plate 13D ensures the stability of oil supply to the planet pinions 22A even though the planetary gear 21 is covered by the outer periphery 22b of the carrier 22. In the following discussion, the "radial direction" reflects the radial direction of the main drive shaft 10 and the PTO shaft 11 unless otherwise specified.

The needle bearing 13N is interposed between the radially inner periphery 22a of the carrier 22 and a radially inner periphery of the sun gear 23 . The carrier 22 and the sun gear 23 are supported by the needle bearing 13N so that they can rotate relative to each other. In other words, the main drive shaft 10, the needle bearing 13C, the radially inner periphery 22a of the carrier 22, the needle bearing 13N, the sun gear 23, the planet pinions 22A, the outer periphery 24b of the ring gear 24 and the radially outer periphery 22b of the carrier 22 in arranged coaxially in this order from the center of the main shaft 10 in the axial direction of the main shaft 10 .

How out 3 As can be seen, the first end 11a of the PTO shaft 11 has an opening whose inner diameter is larger than that of the remaining portion thereof. A distance between an inner periphery of the first end 11a of the PTO shaft 11 and the outer periphery of the main drive shaft 10 within the opening of the first end 11a is therefore larger than that between the inner periphery of the remaining portion of the PTO shaft 11 and the outer periphery of the main drive shaft 10.

The radially inner periphery 24a of the ring gear 24 has a portion (i.e., a cylindrical end of a radially inner periphery 34a facing the clutch 51) inserted into an air gap between the main drive shaft 10 and the PTO shaft 11. The main drive shaft 10 has a spline 10s extending from the needle bearing 13E to the inside of the first end 11a of the PTO shaft 11 in the axial direction. The radially inner periphery 24a of the ring gear 24 is inserted into the first end 11a of the PTO shaft 11 and meshes with the splines 10s.

The above arrangements allow the radially inner periphery 24a of the ring gear 24 to have a reduced dimension in the axial direction, ensure mechanical strength high enough to perform power transmission from the main shaft 10 to the ring gear 24, and effectively prevent that the ring gear 24 tends in an undesirable manner.

Therefore, it is possible to improve the meshing accuracy of the gears and minimize undesirable mechanical noise. In addition, it is possible to appropriately secure a position where the radially inner periphery 22a of the carrier 22 is rotatably supported by the needle bearing 13C.

The radially inner periphery 24a of the ring gear 24 is partially inserted into the PTO shaft 11 as described above, thereby preventing the transmission 1 from having an increased length in the axial direction of the main shaft 10 even if the radially inner periphery 24a of the ring gear 24 is designed so that it has a greater length. This makes it possible to reduce the size of the transmission 1 .

The brake device 31 is arranged outside the outer periphery of the main shaft 10 in the radial direction of the main shaft 10 . The brake device 31 is equipped with the cylindrical brake case 32 . The brake case 32 is fixed to the bulkhead 12A. Specifically, the brake case 32 is fixed to a surface of the bulkhead 12A that faces the clutch 51 (i.e., that faces away from the torque converter 4).

The brake housing 32 has a cylindrical clutch hub 33, annular friction plates 34 and 35, a piston 36 and return springs 37 disposed therein. The clutch hub 33 is formed in a cylindrical shape integrally with the sun gear 23 and is designed to have a diameter larger than that of the sun gear 23 . The clutch hub 33 extends along the length of the main drive shaft 10 coaxially with the main drive shaft 10 and is inserted into the brake housing 32 .

The friction plates 34 are spline-connected to the outer periphery of the clutch hub 33 so as to be joined together of the clutch hub 33 and also move in the axial direction of the main drive shaft 10 .

The friction plates 35 are splined to the inner periphery of the brake case 32 so that they are prevented from rotating in the direction of rotation of the main shaft 10 with respect to the brake case 32 but move in the axial direction of the main shaft 10 be able.

The three friction plates 34 and the three friction plates 35 are alternately arranged in the axial direction of the main shaft 10 .

A retaining plate 38 is disposed between the one of the friction plates 35 and the carrier 22 adjacent to one of the friction plates 35 which is closest to the clutch 51 . The retaining plate 38 is spline-connected to the inner periphery of the brake case 32 so that it is prevented from rotating in the direction of rotation of the main shaft 10 with respect to the brake case 32 . The retainer plate 38 is stopped by a snap ring 39 fitted into the brake case 32 from moving in the axial direction of the main shaft 10 toward the carrier 22 .

The holding plate 38 is formed to have a thickness larger than that of the friction plates 34 and 35 in the axial direction of the main shaft 10 . The holding plate 38 receives a pressure exerted by the piston 36 to prevent the friction plates 34 and 35 from tilting undesirably.

The piston 36 is disposed in the brake case 32 and faces the one of the friction plates 35 closest to the torque converter 4 . When the piston is subjected to hydraulic pressure, it moves in the axial direction of the main drive shaft 10 toward the clutch 51 and presses the friction plates 35.

The friction plates 34 and 35 are stopped by the stop plate 38 from moving in the axial direction of the main shaft 10 . In other words, the friction plates 34 and 35 are held by the piston 36 and the holding plate 38. As shown in FIG.

When the one of the friction plates 35 closer to the torque converter 4 is pressed by the piston 36 during operation, this causes the friction plates 34 and the friction plates 35 to come into frictional contact with each other and the sun gear 23 to be fixed to the brake case 32 attach. This keeps the sun gear 23 from rotating with respect to the transmission case 12 .

In the bulkhead 12A and the brake case 32, an oil path 44A to which oil is supplied from an oil passage not shown to move the piston 36 is formed. The piston 36 is located closer to the partition wall 12A than the friction plates 34 and 35 are, thereby facilitating the formation of the oil path 44A for the piston 36.

When the sun gear 23 is locked from rotating, power (i.e., torque) is transmitted from the main drive shaft 10 through the ring gear 24 to the carrier 22 . Specifically, when the sun gear 23 is fixed while the ring gear 34 rotates, this causes the planet pinions 22A to revolve around the sun gear 23, so that the carrier 22 rotates, whereby the power from the carrier 22 through the one-way clutch 25 increases the PTO shaft 11 is transmitted.

The planetary gear 21 is capable of variably setting a gear ratio among the planetary pinions 22A, the sun gear 23 and the ring gear 24 to reduce the rotational speed of the main drive shaft 10 and transmit it to the PTO shaft 11 . The planetary gear 21 therefore functions as a speed reducer.

The annular return springs 37 are arranged outside the friction plates 34 in the radial direction of the main shaft 10 . The return springs 37 each consist of a conical plate spring and are each arranged between two adjacent friction plates 35 .

The return springs 37 press the friction plates 35 such that a distance between two adjacent friction plates 35 in the axial direction of the main shaft 10 is increased. Therefore, when the hydraulic pressure from the piston 36 disappears, the friction plates 36 are moved away from the friction plate 34 by the pressure generated by the return springs 37 .

Therefore, when the hydraulic pressure from the piston 36 disappears, this results in friction between the friction plates 34 and 35, thereby allowing the sun gear 23 to rotate. If the sun gear 23 is allowed to rotate, this causes the ring gear 24 to rotate rapidly without the carrier 22 rotating, so that no force is generated of the main drive shaft 10 is transmitted to the auxiliary drive shaft 11.

The carrier 22, the sun gear 23 and the ring gear 24 according to this embodiment form rotating elements according to the invention. Specifically, the sun gear 23 is one of the three rotating elements according to the invention. The ring gear 24 forms a first rotating element according to the invention. The carrier 22 forms a second rotating element according to the invention. The sun gear 23 forms a third rotating element according to the invention.

The clutch hub 33, the friction plates 34 and 35, the piston 36 and the return spring 37 constitute a braking portion according to the invention. Specifically, the braking portion acts to switch the sun gear 23 between an unlocked mode in which the sun gear 23 is allowed to rotate and a locked mode in which the sun gear 23 is locked from rotating.

In the brake case 32, there is formed a through hole 32a through which the main shaft 10 passes. The bearing 15 is arranged between the brake housing 32 and the main drive shaft 10 . The main drive shaft 10 is supported by the brake case 32 through the bearing 15 so that it can rotate.

The brake housing 32 has a portion which is arranged inside the clutch hub 33 and in which the bearing 15 is arranged. The brake case 32 holds the bearing 15 inside the clutch hub 33 so as to rotatably support the main drive shaft 10 . This structure allows the transmission 1 to have a minimized length in the axial direction of the main shaft 10, thereby enabling the transmission 1 to be reduced in size. A hollow cylinder 18 is press-fitted into the through hole 32a of the brake case 32 . The stator of the torque converter 4 is fixed to the cylinder 18 .

The thrust bearing 13G is arranged between the brake case 32 and the clutch hub 33 in the axial direction of the main shaft 10 . The clutch hub 33 is positioned in the axial direction of the main drive shaft 10 via the brake case 32 through the thrust bearing 13G.

The thrust bearing 13M is arranged between the carrier 22 and the clutch hub 33 in the axial direction of the main shaft 10 . The carrier 22 is positioned in the axial direction of the main shaft 10 by the clutch hub 33 using the thrust bearing 13M.

As in 5 clearly shown, the clutch 51 is arranged at the second end 10b of the main drive shaft 10 and the second end 11b of the auxiliary drive shaft 11. The clutch 51 is equipped with a clutch drum 52 and a clutch hub 53 .

The clutch drum 52 is supported by the transmission case 12 so that it can rotate using a bearing mounted at the center of rotation thereof. The bearing is arranged inside the clutch hub 53, thereby resulting in a reduction in the length of the transmission 1 in the axial direction of the main shaft 10, resulting in a reduction in the overall size of the transmission.

The clutch drum 52 is splined to the end of the main drive shaft 10 so that they rotate together. The clutch hub 53 is splined to the end of the PTO shaft 1 so that they rotate together.

Specifically, a spline formed on the outer periphery of the end of the PTO shaft 11 is arranged in the clutch boss 53 to obtain a spline connection between the PTO shaft 11 and the clutch boss 53 . The clutch drum 52 is partially disposed between the axial end of the main drive shaft 10 and the axial end of the auxiliary drive shaft 11 so as to be spline-connected to the outer periphery of the axial end of the main drive shaft 10 .

The spline connection of the clutch drum 52 and the main drive shaft 10 and the spline connection of the clutch hub 53 and the PTO shaft 11 overlap each other in the radial direction, thereby reducing the length of the transmission 1 in the axial direction of the main drive shaft 10, which results leads to a reduction in the overall size of the transmission 1. The axial end of the main drive shaft 10 protrudes outwards from the axial end of the auxiliary drive shaft 1 . The spline connection of the clutch drum 52 to the main drive shaft 10 in the axial direction thereof is longer than that of the clutch hub 53 to the PTO shaft 11.

Annular friction plates 54 are splined to the inner periphery of the clutch drum 52 . The Friction Plat th 54 can rotate together with the clutch drum 52 and can move in the axial direction of the main drive shaft 10 .

Friction plates 55 are spline-connected to the outer periphery of the clutch hub 53 . The friction plates 55 can rotate together with the clutch hub 53 and can move in the axial direction of the main shaft 10 .

The three friction plates 54 and the three friction plates 55 are alternately arranged in the axial direction of the main shaft 10 .

A retaining plate 56 is interposed between the friction plate 55 and the clutch drum 52 in the axial direction of the main drive shaft 10 . The retaining plate 56 is arranged in surface contact with the clutch drum 52 and thus serves as a stopping device to prevent the main shaft 10 from moving in the axial direction thereof. The retainer plate 56 also acts to absorb pressure applied to the friction plates 54 and 55 by a CSC 57, as will be discussed in detail later. The retaining plate 56 has a thickness larger than that of the friction plates 54 and 55 in the axial direction of the main shaft 10, and acts to prevent the friction plates 54 and 55 from tilting.

Mounted within the clutch 51 is a concentric slave cylinder 57 (also referred to hereinafter as the CSC 57). In the CSC 57, there is formed an oil path 57a to which oil is supplied from an oil passage, not shown, through an oil path 12c formed in the partition wall 12B.

In the CSC 57, a piston 57A is arranged. The piston 57A acts to press a backup ring 58 against the clutch boss 53 by the hydraulic pressure of the oil supplied into the oil path 57a.

The support ring 58 is a portion that does not rotate with respect to the transmission case 12 and has a radially inner periphery that is fixed to the piston 57A. The support ring 58 also has a radially outer periphery to which an inner ring 59A of a bearing 59 is fixed.

A pressing flange 60 has a radially inner periphery fixed to an outer ring 59B of the bearing 59 . In other words, the support ring 58 and the clamping flange 60 are fixed together by the bearing 59 and act to achieve the transmission of a force as generated by the CSC 57 . The support ring 58 and the clamping flange 60 can rotate relative to one another. The pressing flange 60 is arranged closer to the torque converter 4 than the friction plates 54 are arranged and has a radially outer periphery opposed to the one of the friction plates 54 that is closest to the torque converter 4 in the axial direction of the main shaft 10 .

The pressure flange 60 is restricted from moving toward the CSC 57 in the axial direction of the main drive shaft 10 by a snap ring 61 fitted into the clutch drum 52 .

The support ring 58 and the pressing flange 60 are positioned in the axial direction of the main shaft 10 by the bearing 59 and can move in the axial direction of the main shaft 10 together.

When a piston 57A of the CSC 57 in the clutch 51 is subjected to hydraulic pressure, it is advanced to press the backup ring 58 . When the backup ring 58 is urged by the piston 57a to move toward the clutch drum 52, this causes the pressing flange 60 to move toward the clutch drum 52 through the bearing 59. As shown in FIG. This causes the pressing flange 60 to press the friction plates 54 to create frictional contact between the friction plates 54 and the friction plates 55 .

When the hydraulic pressure acts on the piston 57A of the CSC 57 in the above manner, the clutch drum 52 and the clutch hub 53 rotate together and transmit power or torque generated by the engine 2 from the main drive shaft 10 the PTO shaft 11. The movement of the friction plates 54 and 55 in the axial direction of the main drive shaft 10 is restricted by the retaining plate 56. FIG. The pressure exerted by the piston 57A is intercepted by the transmission case 12 through the clutch drum 52 and a bearing.

Outside the friction plates 55, annular return springs 62 are arranged. The return springs 62 each consist of a conical plate spring and are each arranged between two adjacent friction plates 54 . The return springs 62 press the friction plates 54 so that a distance between the two adjacent friction plates 54 in the axial direction of the main shaft 10 is increased.

Therefore, when the hydraulic pressure from the piston 57A disappears, the friction plates 54 are moved away from the friction plates 55 by the pressure generated by the return springs 62. FIG. This has the effect that no power of the engine 2 is transmitted from the main drive shaft 10 to the auxiliary drive shaft 11 through the clutch 51 .

As described above, the clutch 51 according to this embodiment is arranged between the second end 10b of the main drive shaft 10 and the second end 11b of the PTO shaft 11 and acts to selectively establish or block the transmission of power from the main drive shaft 10 to the PTO shaft 11 . The clutch 51 according to this embodiment constitutes a clutch mechanism according to the invention.

The second end 11b of the PTO shaft 11 is supported by the bulkhead 12b using a bearing 63 so that it can rotate. On the outer periphery of the second end 11b of the PTO shaft 11, a shoulder 11f having a surface extending perpendicularly to the axial direction of the PTO shaft 10 is formed. An inner ring 63A of the bearing 63 is closer to the clutch 51 than the shoulder 11f is and is placed on the shoulder 11f. The PTO shaft 11 includes a shaft portion 11d that is closer to the torque converter 4 than the shoulder 11f is. A serration is formed on the shaft portion 11d.

A snap ring 64 is interposed between the CSC 57 and the inner ring 63A of the bearing 63 in the axial direction of the main shaft 10 . The snap ring 64 is fitted into a groove formed in the PTO shaft 11 and is placed in contact with the end of the inner ring 63</b>A of the bearing 63 that faces the clutch 51 .

The end of the inner ring 63A of the bearing 63 that faces the torque converter 4 is placed in contact with an idle input gear 73 . In other words, the inner ring 63A of the bearing 63 is interposed between the snap ring 64 and a shoulder 11e together with the idle input gear 73, a spacer 17 and a boss 76, and is positioned by the PTO shaft 11.

The inner ring 63A is coupled through balls 63C to an outer ring 63B so that it can rotate. It is fitted in the outer periphery of the outer ring 63B. A snap ring 65 is fitted into the through hole 12b of the bulkhead 12B, thereby positioning the bearing 63 in the axial direction of the main shaft 10 and fixing it to the bulkhead 12B.

The inner ring 63A of the bearing 63 is held between the shoulder 11e of the PTO shaft 11 and the snap ring 64, thereby positioning the bearing 63 in the axial direction of the main drive shaft 10 and mounting it to the PTO shaft 11. This positions the PTO shaft 11 with respect to the bulkhead 12B and firmly attaches the PTO shaft 11 to the bulkhead 12B.

A fourth speed gear 71, a fifth speed gear 72, the idle input gear 73 (also referred to as shift gears), and a synchronizer 74 are arranged in the axial direction of the PTO shaft 11 between the torque converter 4 and the clutch 51 . Specifically, the second end 11b of the PTO shaft 11 is formed with a spline which is connected to the clutch boss 53 of the clutch 51 . The bearing 63 is located adjacent to the spline of the PTO shaft 11 closer to the planetary gear 21 than the spline of the PTO shaft 11 is located. On the PTO shaft 11, the idle input gear 73, the fourth speed gear 71, the synchronizer 74 and the fifth speed gear 72, which are arranged toward the planetary gear 21 from the bearing 63, are mounted. The PTO shaft 11 has the first end 11a on which the one-way clutch 25 is mounted.

The first end 11a of the PTO shaft 11 has the largest diameter. Specifically, the PTO shaft 11 includes shaft portions 11c and 11d that are aligned with each other. The shaft portion 11c is located closer to the first end 11a than the shaft portion 11d is located and has a larger diameter than the shaft portion 11d. The second end 11b, which is adjacent to the shaft portion 11d, has the smallest diameter. A spline is formed on the shaft portion 11d to which the idle input gear 73 and the hub 76 are connected. In other words, the idle input gear 73 and the hub 76 are connected with the same spline.

The fourth speed gear 71 is held by the spacer 17 attached to the shaft portion 11d of the PTO shaft 11 so that it moves through a needle bearing 13H arranged inside the fourth speed gear 71 with respect to the Spacer 17 can rotate. The spacer 17 has ends located abutting the idle input gear 73 and the hub 76 .

The spacer 17 is defined as a rolling surface of the needle bearing 13H and positions the shift gear 71 in the axial direction between the idle input gear 73 and the hub 76. The spacer 17 also positions the hub 76 and the idle input gear 73 in the axial direction thereof between the bearing 63 and the shoulder 11e (i.e., a shoulder between the shaft portion 11d and the shaft portion 11c) and is mounted on the PTO shaft 11.

The fifth speed gear 72 is rotatably supported on the shaft portion 11c of the PTO shaft 11 using a needle bearing 13I disposed inside the fifth speed gear 72 . The fifth speed gear 72 is held between the hub 76 and a shoulder (formed between the shaft portion 11c and the first end 11a) so that it is positioned and mounted on the PTO shaft 11.

The shaft portion 11c defines a rolling surface of the needle bearing 131 and positions the shift gear 72 in the axial direction. The fourth speed gear 71 and the fifth speed gear 72 according to this embodiment form driving gears according to the invention.

The idle input gear 73 is spline-connected to the shaft portion 11d of the PTO shaft 11 so that it rotates together with the PTO shaft 11 . Synchronizer 74 is fitted with hub 76, bushing 77 and synchronizer rings 78A and 78B.

The hub 76 is spline-connected to the shaft portion 11d of the PTO shaft 11 so as to rotate together with the PTO shaft 11 . The boss 76 is held between the spacer 17 and the shoulder 11e so as to be positioned in the axial direction and mounted on the PTO shaft 11. As shown in FIG. The bushing 77 is spline-connected to the hub 76 and can move in the axial direction of the PTO shaft 11 .

When the fourth or fifth speed is selected by means of a gear shift operation, the sleeve 77 is moved from a neutral position thereof to the fourth speed gear 71 or the fifth speed gear 72 by an unshown shift fork.

For example, when an automatic gear shift operation is realized, the sleeve 77 is moved by an actuator not shown. When a shift lever is moved into a drive range or a reverse range by a driver, the actuator moves the synchronizer 74 and synchronizers 89, 90 and 114, which will be described later in detail to control gear ratios in the transmission 1 using a shift map, in in which an accelerator pedal position and a vehicle speed are set as parameters.

The bushing 77 has serrations 77a and 77b formed on an inner periphery thereof. The fourth speed gear 71 is formed with a spline 71a which is connected to the spline 77a. The fifth speed gear 72 is formed with a spline 72a which is connected to the spline 77b.

When the bushing 77 is moved from a neutral position toward the fourth speed gear 71, this causes the splines 77a of the bushing 77 to mesh with the splines 71a, thereby turning the PTO shaft 11 and the fourth speed gear 71 through the Bushing 77 are coupled together so that the fourth speed gear 71 rotates together with the PTO shaft 11.

When the bushing 77 is moved from the neutral position toward the fifth speed gear 72, this causes the splines 77b of the bushing 77 to mesh with the splines 72a, causing the PTO shaft 11 and the fifth speed gear 72 to rotate through the Bushing 77 are coupled together so that the fifth speed gear 72 rotates together with the PTO shaft 11.

The synchronizer ring 78A is interposed between the hub 76 and the fourth speed gear 71, and has a serration 78a connected to the serration 77a of the sleeve 77 formed on the outer periphery thereof.

The synchronizer ring 78B is interposed between the hub 76 and the fifth speed gear 72, and has a serration 78b formed on the outer periphery thereof det, which is connected to the serration 77b of the socket 77.

When the sleeve 77 is moved from its neutral position toward the fourth speed gear 71, the serrations 78a of the synchronizer ring 78A mesh with the serrations 77a of the sleeve 77 and comes against a tapered surface 71b of the fourth speed gear 71 is pressed to produce frictional contact therewith, thereby synchronizing the rotation of the fourth speed gear 71 with that of the bushing 77 (i.e., the rotation of the PTO shaft 11).

When the sleeve 77 is moved from its neutral position toward the fifth speed gear 72, the serrations 78b of the synchronizer ring 78B engage the serrations 77b of the sleeve 77 and abut a tapered surface 72b of the fifth speed gear 72 is pressed to create frictional contact therewith, thereby synchronizing the rotation of the fifth speed gear 72 with that of the sleeve 77 (i.e., the rotation of the PTO shaft 11).

In the above manner, the synchronizer 74 acts to selectively couple the fourth speed gear 71 or the fifth speed gear 72 to the PTO shaft 11 while achieving the above synchronization, thereby minimizing shifter shake or mechanical noise.

The spacer 17 is interposed between the needle bearing 13H of the fourth speed gear 71 and the shaft portion 11d of the PTO shaft 11 . The spacer 17 meshes with the spline of the shaft portion 11d to which the idle input gear 73 and the hub 76 are connected, and defines a rolling surface of the needle bearing 13H. The spacer 17 allows the idle input gear 73 and the hub 76 to be assembled to the PTO shaft 11 using the same splines, thereby facilitating the manufacture of the PTO shaft 11.

The shoulder 11e is formed at the boundary between the shaft portion 11c and the shaft portion 11d. The idle input gear 73, the spacer 17 and the hub 76 are located or held between the shoulder 11e and the inner ring 63A of the bearing 63. FIG.

The above arrangements position the fourth speed gear 71, the idle input gear 73, and the hub 76 in the axial direction of the PTO shaft 11. In other words, the shaft portion 11d functions as a mounting portion on which the fourth speed gear 71, the idle input gear 73 and the hub 76 are positioned in the axial direction of the PTO shaft 11 and assembled to the PTO shaft 11.

In 4 An annular oil pump 41 is mounted on the partition wall 12A. The main drive shaft 10 runs through the oil pump 41 . The oil pump 41 includes an inner rotor 41A and an outer rotor 41B. The inner rotor 41A is attached to a pump shaft 4c of the shell 4C so that it is rotated. The outer rotor 41B is arranged outside of the inner rotor 41A in a radial direction of the oil pump 41 .

The oil pump 41 is implemented by, for example, a trochoid oil pump in which inner teeth formed on the outer rotor 41B and outer teeth formed on the inner rotor 41A mesh with each other and define a plurality of hydraulic chambers into which oil is drawn or from which oil is discharged is carried away.

When a power output from the motor 2 is transmitted from the pump shaft 4c of the casing 4C to the inner rotor 41A in the oil pump 41 so that the inner rotor 41A and the outer rotor 41B rotate in one direction, this causes the Volumes of the hydraulic chambers are successively increased or decreased in order to draw in oil through an inlet opening 41 or to discharge oil from an outlet opening 43 .

In the 6 and 7 the inlet port 42 and the outlet port 43 are formed in the brake case 32 and the partition wall 12A. Specifically, the inlet port 42 and the outlet port 43 are defined by placing a mating surface 32f of the brake case 32 and a mating surface 12f of the bulkhead 12A in contact with each other.

The inlet port 42 and the outlet port 43 according to this embodiment form a pump chamber according to the invention. The mating surface 32f of the brake case 32 forms a wall surface of a brake case according to the invention. When the mating surface 32f is placed in contact with the mating surface 12f of the bulkhead 12A, portions of the mating surfaces 32f and 12f around the inlet port 42 and the outlet port 43 are firmly attached to each other to prevent oil leakage.

In the partition wall 12A, an oil path in which oil filtered by an oil filter flows is formed. Such oil is drawn into the hydraulic chambers through the inlet port 42 . The oil is accommodated in the transmission case 12 and is sucked by the oil pump 41 through the oil filter and the oil path.

Operating oil is supplied to the pistons 36 from an oil supply hole 44A formed in an upper portion of the oil pump 41 . The operating oil supplied to the piston 36 through the oil supply hole 44A is controlled by an oil control valve, not shown, regardless of the oil pump 41.

A proportion of the oil discharged from the discharge port 43 is controlled by an oil control valve, not shown, and supplied to oil supply holes 44B, 44C and 44D. The oil supplied from the oil supply hole 44C flows in an oil path 10A (see Fig 4 ) in the main drive shaft 10 and is then supplied to the torque converter 4.

The oil supplied from the oil supply hole 44B flows in an oil path 10B (see FIG 4 ) in the main drive shaft 10 and is then fed to the PTO shaft 11 and the clutch 51. The oil supplied from the oil supply hole 44D flows around the cylinder 18 and is then supplied to the torque converter 4. FIG. The oil supply holes 44A, 44B, 44C and 44D according to this embodiment form oil paths according to the invention.

In 4 the oil paths 10A and 10B extend through the axis of the main shaft 10 and are separated from each other by a partition portion 10C. The oil path 10A extends from the partition portion 10C to the first end 10a of the main drive shaft 10 and opens into the torque converter 4 at the first end 10a.

The oil path 10B extends from the partition portion 10C toward the second end 10b of the main drive shaft 10 and is closed at the second end 10b by a plug 16 (see FIG 5 ).

The cylinder 18 is arranged between the main drive shaft 10 and the brake housing 32 . The main shaft 10 is supported by the cylinder 10 so that it can rotate through a metal bearing 13J. In the cylinder 18, oil holes 18a and 18b are formed.

A portion of the oil discharged from the discharge port 43 is supplied to the oil path 10A from the oil supply hole 44C through the oil hole 18b formed in the cylinder 18 and a radial hole 10d formed in the main shaft 10.

A portion of the oil discharged from the discharge port 43 is supplied to the oil path 10B from the oil supply hole 44B through the oil hole 18a formed in the cylinder 18 and a radial hole 10e formed in the main shaft 10.

A portion of the oil discharged from the discharge port 43 is supplied from the oil supply hole 44D, flows inside the inner rotor 41A of the oil pump 41, flows between the pump shaft 4c of the torque converter 4 and the cylinder 18, and then reaches the torque converter 4.

The oil supplied into the oil path 10</b>A is supplied to the torque converter 4 . The oil discharged from the torque converter 4 is supplied to the oil path 10A by switching an oil control valve, not shown.

The oil supplied into the oil path 10B is discharged to the outside of the main shaft 10 through radial holes 10f, 10g, 10h, 10i, 10j, 10k and 10m by the centrifugal force resulting from the rotation of the main shaft 10. The oil discharged from the radial holes of the main shaft 10 into the PTO shaft 11 is also drained from radial holes formed in the PTO shaft 11 in the radial direction of the PTO shaft 11 and out by the centrifugal force resulting from the rotation of the PTO shaft 11 Openings formed in the ends of the PTO shaft 11 are discharged in the axial direction of the PTO shaft 11 .

The radial hole 10f is formed in a portion of the main shaft 10 that faces a clearance between the planetary gear 21 and the brake device 31 . The oil discharged from the radial hole 10f is supplied to the bearing 15, thrust bearings 13G and 13M, and friction plates 34 and 35 to lubricate and cool the bearing 15, thrust bearings 13G and 13M, and friction plates 34 and 35.

The radial hole 10g is formed in a portion of the main shaft 10 opposed to the needle bearing 13C. The oil discharged from the radial hole 10g is supplied to the needle bearings 13C and 13N to lubricate and cool the needle bearings 13C and 13N. After lubricating and cooling the needle bearings 13C and 13N, the oil is also used to lubricate and cool the planetary gear 21.

The radial hole 10h is formed in a portion of the main shaft 10 that faces a clearance between the carrier 22 and the ring gear 24. As shown in FIG. The oil discharged from the radial hole 10h is supplied to the thrust bearing 13E to lubricate and cool the thrust bearing 13E. After lubricating and cooling the thrust bearing 13E, the oil flows into the ring gear 24 to lubricate the planetary gear 21 and cool it.

The radial hole 10i is formed in a portion of the main shaft 10 opposed to the needle bearing 13A. The oil discharged from the radial hole 10i is supplied to the needle bearing 13A to lubricate and cool the needle bearing 13A.

After lubricating and cooling the needle bearing 13A, the oil is also used to lubricate and cool the thrust bearing 13F and flows through a radial hole, not shown, formed in the PTO shaft 11 to the needle bearing 131, the synchronizer ring 78B and the One-way clutch 25 to lubricate and cool.

The radial hole 10j is formed in a portion of the main shaft 10 opposed to the needle bearing 13H. The oil discharged from the radial hole 10j is supplied into the PTO shaft 11 and also to the needle bearing 13H and the synchronizer ring 78A through radial holes, not shown, formed in the PTO shaft 11 and the spacer 17 to thereby form the needle bearing 13H and the synchronizer ring 78A to lubricate and cool.

The radial hole 10k is formed in a portion of the main shaft 10 opposed to the needle bearing 13B. The oil discharged from the radial hole 10k is supplied to the needle bearing 13B to lubricate and cool the needle bearing 13B. The bearing 63 is supplied with the oil supplied from a path different from the oil paths 10A and 10B in the main shaft 10, and is lubricated and cooled.

The radial hole 10m is formed in a portion of the main shaft 10 which faces a clearance between the serration at the second end 10b and the needle bearing 13B. The oil discharged from the radial hole 10m passes between the main drive shaft 10 and the PTO shaft 11 and is supplied to the bearing 59 of the clutch 51 and the friction plates 54 and 55, thereby lubricating and cooling the bearing 59 and the friction plates 54 and 55.

In 3 For example, the forward idler shaft is supported to rotate by partitions 12B and 12A using bearings 80A and 80B. In the 2 and 3 On the forward idler shaft 6, idler gears 81 and 82 are mounted.

The idler gear 81 is mounted on the forward idler shaft 6 closer to the clutch 51 and meshes with the idler input gear 73 . The idler gear 81 is spline-connected to the forward idler shaft 6 so that it rotates together with the forward idler shaft 6 , thereby transmitting the power from the idler input gear 73 to the forward idler shaft 6 .

The idler gear 82 is arranged on the forward idler shaft 6 closer to the torque converter 4 in the axial direction of the forward idler shaft 6 . The idler gear 82 is formed integrally with the forward idler shaft 6 so that it rotates together with the forward idler shaft 6 .

In 3 For example, the intermediate shaft 8 is supported so that it can rotate by the left and right bulkheads 12B and 12A using bearings 83A and 83B. In the 2 and 3 On the intermediate shaft 8 is a first and second speed gear 84, a third speed gear 85, a sixth speed gear 86, a seventh speed gear 87 (also referred to as shift gears), and a Idle gear 88 mounted, which are arranged from the clutch 51 toward the torque converter 4.

The shift gears 84 to 87 have diameters that sequentially increase from the clutch 51 toward the torque converter 4 . In other words, the shift gear 84 located closest to the clutch 51 has the smallest diameter among the shift gears 84 to 87, while the shift gear 87 located closest to the torque converter 4 has the largest diameter.

The switching gears 84 to 87 are mounted on the intermediate shaft 8 so that they can rotate with respect thereto. The idler gear 88 is spline-connected to the intermediate shaft 8 so that it rotates together with the intermediate shaft 8 . The idler gear 88 meshes with the idler gear 82 on the forward idler shaft 6 so that the idler gear 88 is supplied with power from the idler gear 82 .

The synchronizer 89 is interposed between the gear 84 for the first and second speeds and the gear 85 for the third speed. The synchronizer 90 is disposed between the sixth speed gear 86 and the seventh speed gear 87 .

When first gear or second gear is selected by a gear shift operation, the synchronizer 89 couples the first and second speed gear 84 to the intermediate shaft 8 so that the first and second speed gear 84 rotates together with the intermediate shaft 8 .

When the third speed is selected by a gear shift operation, the synchronizer 89 couples the third speed gear 85 to the intermediate shaft 8 so that the third speed gear 85 rotates together with the intermediate shaft 8 .

When the sixth gear is selected by a gear shift operation, the synchronizer 90 couples the sixth speed gear 86 to the intermediate shaft 8 so that the sixth speed gear 86 rotates together with the intermediate shaft 8 .

When the seventh speed is selected by a gear shift operation, the synchronizer 90 couples the seventh speed gear 87 to the intermediate shaft 8 so that the seventh speed gear 87 rotates together with the intermediate shaft 8 .

Synchronizers 74, 90 and 114 have a single cone shape while synchronizer 89 has a double cone shape. However, the synchronizers 89, 90 and 114 function in the same manner as the synchronizer 74, and a detailed explanation thereof is omitted here.

As in 3 As illustrated, the output shaft 9 is supported by the left and right bulkheads 12B and 12A using bearings 91A and 91B so that it can rotate. In the 2 and 3 mounted on the output shaft 9 are a first, second and fourth speed output gear 92, a third and fifth speed output gear 93, a sixth speed output gear 94, a seventh speed output gear 95 and a forward final drive gear 96, arranged from the clutch 51 toward the torque converter 4 . The driven gears 92 to 95 have diameters that decrease from the clutch 51 toward the torque converter 4 . In other words, the driven gear 92 located closest to the clutch 51 has the largest diameter among the driven gears 92 to 95, while the driven gear 95 located closest to the torque converter 4 has the smallest diameter.

The output gears 92 to 95 are spline-connected to the output shaft 9 so that they rotate together with the output shaft 9 . The forward final drive gear 96 is formed integrally with the output shaft 9 so that it rotates together with the output shaft 9 .

The first, second and fourth speed output gear 92 meshes with the fourth speed gear 71 and the first and second speed gear 84 . The first, second and fourth speed output gear 92 has a larger diameter than the first and second speed gear 84 . The fourth speed gear 71 has a smaller diameter than the output gear 92 for the first, second and fourth speeds and has a larger diameter than the gear 84 for the first and second speeds.

The third and fifth speed output gear 93 meshes with the third speed gear 85 and the fifth speed gear 72 . The third and fifth speed driven gear 93 has a larger diameter than the third speed gear 85 . The fifth speed gear 72 has a larger diameter than the output gear 93 for the third and fifth speeds.

The sixth speed output gear 94 meshes with the sixth speed gear 86 and has a smaller diameter than the sixth speed gear 86 . The seventh speed driven gear 95 meshes with the seventh speed gear 87 and has a smaller diameter than the seventh speed gear 87 .

As can be seen from the above discussion, the automatic transmission 1 is designed such that gear ratios are determined by selecting the diameters of the gears 71, 72, 84, 85, 86, 87, 92, 93, 94 and 95. The first, second and fourth speed driven gear 92 and the third and fifth speed driven gear 93 constitute driven gears according to the invention. The gear ratios are also dependent on the gear ratios of the idler gears.

The forward final drive gear 96 meshes with a final driven gear 97A of a differential 97 so that power is transmitted from the output shaft 9 to the differential 97 through the forward final drive gear 96 and the final driven gear 97A.

Drive wheels 99L and 99R are as in 2 illustrated, is coupled to differential 97 by drive shafts 98L and 98R. The differential 97 acts to distribute the power output from the engine 2 to left and right drive shafts 98L and 98R through a differential mechanism 97B, and then to transmit it to drive wheels 99L and 99R.

As in 3 As illustrated, the reverse idler shaft 7 is supported by the partition walls 12B and 12A using bearings 100A and 100B so that it can rotate. On the reverse idler shaft 7, reverse idler gears 101 and 102 are mounted.

The idler gear 101 is disposed close to the clutch 51 and spline-connected to the reverse idler shaft 7 so that it rotates together with the reverse idler shaft 7 .

The idler gear 102 is arranged close to the torque converter 4 and is formed integrally with the reverse idler shaft 7 so that it rotates together with the reverse idler shaft 7 .

The transmission 1 is equipped with a reverse shaft 110 . The reverse shaft 110 extends parallel to the drive shaft 5 (i.e., the main drive shaft 10 and the PTO shaft 11).

As in 3 As illustrated, the reverse shaft 110 is supported by the bulkhead 12A and a side wall 12B of the transmission case 12 using bearings 111A and 111B so that it can rotate.

As in the 2 and 3 As illustrated, the reverse shaft 110 mounts a reverse gear 112 and a reverse final drive gear 113 having a smaller diameter than the reverse gear 112 . The reverse gear 112 is supported on the reverse shaft 110 so that it can rotate with respect thereto. The reverse final drive gear 13 is formed integrally with the reverse shaft 110 so that it rotates together with the reverse shaft 110 .

As in 1 clearly shown, the reverse idler shaft 7 is arranged at a position higher than those of the input shaft 5, the forward idler shaft 6, the intermediate shaft 8, the output shaft 9 and the reverse shaft 110. The reverse idler shaft 7 is located at the highest position in the vehicle transmission according to this embodiment. The drive shaft 5 is arranged at the highest position except for the reverse idler shaft 7 and the reverse shaft 110 .

The above arrangements allow the shafts for the reverse gears to be concentrated or collected above the input shaft 5 and also allows the shafts for the forward gears to be concentrated or collected below the input shaft 5. This provides an effective layout for the shafts that define the power transmission paths within the transmission case 12 even if the transmission 1 is designed to have an increased number of shafts.

The reverse gear 112 meshes with the idle gear 102 . The reverse final drive gear 113 meshes with the final driven gear 97A.

On the reverse shaft 110 the synchronizer 114 is mounted. When reverse gear is selected via a gear shift operation, the synchronizer 114 couples the reverse gear 112 to the reverse shaft 110 so that the reverse gear 112 rotates with the reverse shaft 110 .

The power is then transmitted from the reverse final drive gear 113 to the final driven gear 97A, so that the final driven gear 97A rotates in the reverse direction opposite to the forward direction, thereby moving the vehicle in the reverse direction. The synchronizer 114 functions in the same manner as the synchronizer 74, and a detailed explanation thereof is omitted here.

Next, power transmission paths for attaining a variety of gear ratios will be described below. The reverse idle shaft 7 and the reverse shaft 10 are located above a first imaginary plane L1, while the axial center of the reverse idle shaft 7 is located behind a second imaginary plane L2.

POWER TRANSFER PATH FOR FIRST GEAR

The first speed is obtained under the condition that the clutch 51 is disengaged, that is, the friction plates 54 and 55 are located away from each other without any supply of oil to the piston 57A of the CSC 57, and the sun gear 23 by the braking device 31 is prevented from rotating with respect to the brake housing 32 .

Further, the synchronizer 89 is moved from the neutral position toward the first and second speed gear 84 to couple the first and second speed gear 84 to the intermediate shaft 8 .

The power generated by the engine 2 is thus transmitted from the crankshaft 3 to the PTO shaft 11 through the torque converter 4, the main drive shaft 10, the ring gear 24, the carrier 22 and the one-way clutch 25.

As described above, when the power is transmitted from the main drive shaft 10 to the PTO shaft 11 through the planetary gear 21 , the planetary gear 21 acts to reduce the rotational speed of the main drive shaft 10 and supply it to the PTO shaft 11 .

The power of the engine 2 supplied to the PTO shaft 11 is then transmitted from the PTO shaft 11 to the intermediate shaft 8 through the idle input gear 73, idle gear 81, forward idle shaft 6, idle gear 82 and idle gear 88.

Subsequently, the power of the engine 2 inputted to the intermediate shaft 8 is then transmitted from the first-second-speed gear 84 coupled to the intermediate shaft 8 through the synchronizer 89 through the first-second-fourth-speed output gear 92 Speed, the output shaft 9 and the forward final drive gear 96 transmit to the final output gear 97A. Power is then supplied to drive wheels 99L and 99R from differential 97B through drive shafts 98L and 98R.

POWER TRANSMISSION PATH FOR SECOND GEAR

The second speed is obtained under the condition that the clutch 51 is engaged, that is, the piston 57A of the CSC 57 is supplied with the oil to place the friction plates 54 and 55 in frictional contact with each other and that the brake device 31 is disengaged. so that the sun gear 23 is not locked with respect to the brake housing 32 so that it can rotate. Similar to first gear, synchronizer 89 couples first and second speed gear 84 to intermediate shaft 8.

The power of the engine 2 is thus transmitted from the crankshaft 3 to the PTO shaft 11 through the torque converter 4, the main drive shaft 10 and the clutch 51. The subsequent power transmission path is identical to the power transmission path for the first gear.

When power is transmitted from the main drive shaft 10 through the clutch 51 to the PTO shaft 11 (i.e., the main drive shaft 10 and the PTO shaft 11 rotate together), the one-way clutch 25 acts to prevent the transmission of power from the PTO shaft 11 through the planetary gear 21 to block the main drive shaft 10.

When the power is transmitted from the main drive shaft 10 to the PTO shaft 11 through the clutch 51, the rotational speed of the PTO shaft 11 is not reduced by the planetary gear 21, so that the rotational speed of the PTO shaft 11 is identical to that of the main drive shaft 10, thereby ensuring that the transmission of a power from the PTO shaft 1 through the one-way clutch 25 to the planetary gear 21 is prevented.

Therefore, when the clutch 51 is engaged to supply the PTO shaft 11 with the power from the main drive shaft 10 through the clutch 51, the rotational speed of the PTO shaft 1 becomes higher than that when the power is transmitted from the main drive shaft 10 through the planetary gear 21 to the PTO shaft 11 is so that the one-way clutch 25 is placed in a differential rotation mode in which the power is not transmitted therethrough.

As can be seen from the foregoing discussion, when a gear shift operation is performed from first gear to second gear, engagement of clutch 51 causes the power transmission path to be switched from planetary gear 21 to clutch 51 by means of the above operation of one-way clutch 25. Therefore, it is not necessary to disengage the synchronizer 89 so that the gear 43 is still connected to the intermediate shaft 8 for the first and second speeds. As a result, a loss of torque (ie a discontinuity in the transmission of a force) is avoided, which is usually caused by moving the synchronous isators 89 arises, so that a smooth gear shifting process is thereby achieved.

THIRD GEAR POWER TRANSMISSION PATH

The third speed is obtained under the condition that the clutch 51 is engaged and the brake device 31 is disengaged so that the sun gear 23 can rotate with respect to the brake housing 32 . The synchronizer 89 is moved from the neutral position toward the third speed gear 85 to couple the third speed gear 85 to the intermediate shaft 8 .

Therefore, the PTO shaft 11 is supplied with the power of the engine 2 from the crankshaft 3 through the torque converter 4 and the main drive shaft 10 .

When the PTO shaft 11 is supplied with the power from the main drive shaft 10 through the clutch 51, it is transmitted to the PTO shaft 11 through the planetary gear 21 without reducing the speed.

Then, the power of the engine 2 transmitted to the PTO shaft 11 is input to the intermediate shaft 8 from the PTO shaft 11 through the idle input gear 73, idle gear 81, forward idle shaft 6, idle gear 82, and idle gear 88.

Thereafter, the power of the motor 2 transmitted to the intermediate shaft 8 is transmitted from the third speed gear 85 connected to the intermediate shaft 8 through the synchronizer 89, through the third and fifth speed driven gear 93, the output shaft 9 and the forward - final drive gear 96 is transmitted to the final driven gear 97A and then fed to the drive gears 99L and 99R from the differential mechanism 97B through the drive shafts 98L and 98R.

FOURTH GEAR POWER TRANSMISSION PATH

The fourth gear is obtained under the condition that the clutch 51 is engaged and the brake device 31 is disengaged so that the sun gear 23 can rotate with respect to the brake housing 32 . The synchronizer 74 is moved from the neutral position toward the fourth speed gear 71 to couple the fourth speed gear 71 to the PTO shaft 11 .

Therefore, the PTO shaft 11 is supplied with the power of the engine 2 from the crankshaft 4 through the torque converter 4, the main drive shaft 10 and the clutch 51.

Thereafter, the power of the engine 2 transmitted to the PTO shaft 11 is transmitted to the final output gear 97A through the fourth speed gear 71 connected to the PTO shaft 11 through the synchronizer 74, the first, second and fourth speed output gear 92, the output shaft 9 and the forward final drive gear 96 are supplied. The power of the engine 2 transmitted to the final driven gear 97A is then supplied to the drive wheels 99L and 99R from the differential mechanism 97B through the drive shafts 98L and 98R.

FIFTH GEAR POWER TRANSMISSION PATH

The fifth gear is obtained under the condition that the clutch 51 is engaged and the brake device 31 is disengaged so that the sun gear 23 can rotate with respect to the brake housing 32 . The synchronizer 74 is moved from the neutral position toward the fifth speed gear 72 to couple the fifth speed gear 72 to the PTO shaft 11 .

Therefore, the PTO shaft 11 is supplied with the power of the engine 2 from the crankshaft 3 through the torque converter 4, the main drive shaft 10 and the clutch 51.

Thereafter, the final output gear 97A receives the power of the engine 2 transmitted to the PTO shaft 11 through the fifth speed gear 72 connected to the PTO shaft 11 through the synchronizer 74, the third and fifth speed output gear 93, the output shaft 9 and the forward final drive gear 96 is supplied. The power of the engine 2 transmitted to the final driven gear 97A is then supplied to the drive wheels 99L and 99R from the differential mechanism 97B through the drive shafts 98L and 98R.

POWER TRANSMISSION PATH FOR SIXTH GEAR

The sixth gear is obtained under the condition that the clutch 51 is engaged and the brake device 31 is disengaged so that the sun gear 23 can rotate with respect to the brake housing 32 . The synchronizer 90 is moved from the neutral position toward the sixth speed gear 86 to couple the sixth speed gear 86 to the intermediate shaft 8 .

Therefore, the PTO shaft 11 is supplied with the power of the engine 2 from the crankshaft 3 through the torque converter 4, the main drive shaft 10 and the clutch 51.

Thereafter, the intermediate shaft 8 is supplied with the power of the engine 2 transmitted to the PTO shaft 11 through the idle input gear 73, the idle gear 81, the forward idle shaft 6, the idle gear 82 and the idle gear 88.

Finally, the final output gear 97A receives the power of the engine 2 transmitted to the intermediate shaft 8 from the sixth speed gear 86 connected to the intermediate shaft 8 through the synchronizer 90, through the sixth speed output gear 94, the output shaft 9 and the is fed to the forward final drive gear 96 and then fed to the drive wheels 99L and 99R from the differential mechanism 97B through the drive shafts 98L and 98R.

POWER TRANSMISSION PATH FOR SEVENTH GEAR

The seventh gear is obtained under the condition that the clutch 51 is engaged and the brake device 31 is disengaged so that the sun gear 23 can rotate with respect to the brake housing 32 . The synchronizer 90 is moved from the neutral position toward the seventh speed gear 87 to couple the seventh speed gear 87 to the intermediate shaft 8 .

Therefore, the PTO shaft 11 is supplied with the power of the engine 2 from the crankshaft 3 through the torque converter 4, the main drive shaft 10 and the clutch 51.

Thereafter, the intermediate shaft 8 is supplied with the power of the engine 2 transmitted to the PTO shaft 11 through the idle input gear 73, the idle gear 81, the forward idle shaft 6, the idle gear 82 and the idle gear 88.

Finally, the final output gear 97A receives the power of the engine 2 transmitted to the intermediate shaft 8 from the seventh speed gear 87 connected to the intermediate shaft 8 through the synchronizer 90, through the seventh speed output gear 95, the output shaft 9 and the is fed to the forward final drive gear 96 and then fed to the drive wheels 99L and 99R from the differential mechanism 97B through the drive shafts 98L and 98R.

POWER TRANSMISSION PATH FOR REVERSE

The reverse gear is obtained under the condition that the clutch 51 is disengaged and the brake device 31 prevents the sun gear 23 from rotating with respect to the brake case 32 .

The synchronizer 114 is moved from the neutral position toward the reverse gear 112 to couple the reverse gear 12 to the reverse shaft 110 .

Therefore, the power of the engine 2 is transmitted from the crankshaft 3 to the PTO shaft 11 through the torque converter 4, the main drive shaft 10, the ring gear 24, the carrier 22 and the one-way clutch 25.

In a case where the power is transmitted from the main drive shaft 10 to the PTO shaft 11 through the planetary gear 21 , the planetary gear 21 acts to reduce the rotational speed of the main drive shaft 10 and supply it to the PTO shaft 11 .

Then, the reverse shaft 110 is supplied with the power of the engine 2 transmitted to the PTO shaft 11 through the idle input gear 73, the idle gear 101, the reverse idle shaft 7, the idle gear 102, and the reverse gear 112 connected to the reverse shaft 110 through the synchronizer 114.

Finally, the power of the engine 2 transmitted to the reverse shaft 110 is input to the final output gear 98A through the reverse final input gear 113 and is then input to the drive wheels 99L and 99R from the differential mechanism 97B through the input shafts 98L and 98R.

As already described, the transmission 1 according to this embodiment is designed to have the input shaft 5, which includes the main input shaft 10 and the PTO shaft 11, which extends coaxially with the main input shaft 10 and is arranged on the outer periphery of the main input shaft 10. The torque converter 4 is connected to the first end 10a of the main drive shaft 10 .

The planetary gear 21 connects the main drive shaft 10 and the end of the PTO shaft 11 and acts to reduce the speed of the main drive shaft 10 and transmit power to the PTO shaft 11 . The coupling 51 is at the second end 10b of the The main drive shaft 10 and the second end 11b of the PTO shaft 11 are arranged and act to selectively establish or block the transmission of power from the main drive shaft 10 to the PTO shaft 11 .

The fourth speed gear 71 , the fifth speed gear 72 , and the synchronizer 74 are mounted on the PTO shaft 11 in the axial direction of the PTO shaft 11 between the torque converter 4 and the clutch 51 .

The above layout results in a reduced length of the input shaft 5 and eliminates the need for mounting the planetary gear 21 on an additional shaft that extends radially adjacent to the input shaft 5 .

Therefore, it is possible to dispose the forward idler shaft 6, the reverse idler shaft 7, the output shaft 9 and the reverse shaft 110 close to the input shaft 5. This facilitates downsizing of the transmission 1 .

The planetary gear 21 and the clutch 51 act to transmit the power from the main drive shaft 10 to the PTO shaft 11, thereby supplying the power from the gear 71 for the fourth speed which is fed to the fifth speed gear 72 or the neutral input gear 73 mounted on the PTO shaft 11. This makes it easier to increase the gear ratio in the transmission 1 .

The transmission 1 according to this embodiment has the one-way clutch 25 interposed between the planetary gear 21 and the PTO shaft 11 . The one-way clutch 25 is constructed so that it selectively establishes the transmission of a power directed to an increase in the rotational speed of the PTO shaft 11 from the main drive shaft 10 to the PTO shaft 11 and the transmission of a force directed to an increase in the rotational speed of the main drive shaft 10 is aligned, blocked from the PTO shaft 11 to the main drive shaft 10.

Switching the power transmission path in which the PTO shaft 11 is supplied with the power from the main drive shaft 10 through the planetary gear 21 to the power transmission path in which the PTO shaft 11 is supplied with the power from the main drive shaft 10 through the clutch 51 can be done simply by engaging the Clutch 51 can be achieved.

Shifting between first gear and second gear is therefore achieved without requiring movement of the synchronizer 89 which connects the first and second speed gear 84 to the intermediate shaft 8 . This eliminates the torque output that usually arises from the movement of the synchronizer 89, thereby ensuring stability when shifting gears.

The transmission 1 according to this embodiment is provided with the transmission case 12 in which the torque converter 4, the input shaft 5, the planetary gear 21 and the clutch 51 are arranged. The planetary gear 21 is equipped with the carrier 22, the sun gear 23, the ring gear 24 and the braking device 31.

The brake device 31 is equipped with the clutch hub 33, the friction plates 34 and 35, the piston 36 and the return spring 37, which serve to switch selectively between the locked state in which the sun gear 23 is prevented from rotating and that not to switch to the locked state in which the sun gear 23 is allowed to rotate. The brake device 31 is also provided with the brake case 32, in which the clutch hub 33, the friction plates 34 and 35, the piston 36 and the return spring 37 are arranged, and which is fixed to the transmission case 12.

The brake case 32 also has the through hole 32a through which the main shaft 10 passes, and supports the main shaft 10 using the bearing 15 so that it can rotate.

The above arrangements allow the main drive shaft 10 to be supported using the brake housing 32 of the brake device 31, thereby eliminating the need for an additional support member for the main drive shaft 10. This allows the drive shaft 5 to be reduced in length, resulting in a reduction in the size of the transmission 1 as well.

The transmission 1 according to this embodiment is equipped with the planetary gear 21, which includes the ring gear 24 coupled to the main drive shaft 10, the carrier 22 coupled to the PTO shaft 11 through the one-way clutch 25, and the sun gear 23, which the Clutch hub 33 formed integrally therewith and fixed to brake housing 32 by friction plates 34 and 35 .

When the sun gear 23 is locked on the brake housing 32, the planetary gear 21 acts to reduce the speed of the main drive shaft 10, which is input to the ring gear 24, and to supply it to the PTO shaft 11 from the carrier 22 through the one-way clutch 25.

The planetary gear 21 thus functions as a speed reducer arranged coaxially to the drive shaft 5 in order to reduce the speed of the main drive shaft 10 and to supply it to the auxiliary drive shaft 11 . This allows the input shaft 5 to be of reduced length and eliminates the need for mounting the planetary gear 21 on an additional shaft extending radially adjacent to the input shaft 5 .

The transmission 1 according to this embodiment is equipped with the oil pump 41 that supplies oil. The main drive shaft 10 runs through the oil pump 41 . The brake case 32 has the mating surface 32f in which the inlet port 42 and the outlet port 43 of the oil pump 41 are formed, together with the bulkhead 12A of the transmission case 12 . In the brake case 32, the oil supply holes 44A to 44D through which the oil flows are formed.

The above arrangements eliminate the need for additional oil paths or an additional pump cover in which oil paths are formed, thereby allowing the drive shaft 5 to have a reduced length.

The transmission 1 according to this embodiment is formed with the ring gear 24 having the radially inner periphery 24a splined to the main shaft 10 . The radially inner periphery 24a is partially interposed or disposed between the main drive shaft 10 and the PTO shaft 11, thereby also allowing the drive shaft 5 to have a reduced length.

Although the present invention has been disclosed in terms of the preferred embodiment in order to facilitate better understanding thereof, it should be understood that the invention can be embodied in various ways without departing from the gist of the invention. Therefore, the invention should be understood to include all possible modifications to the shown embodiment which can be embodied without departing from the spirit of the invention as set forth in the appended claims.

Claims (5)

A transmission (1) for a vehicle, comprising: a drive shaft (5) to which power is transmitted from a drive source through a torque converter (4); a planetary gear (21) mounted on the drive shaft (5); a plurality of drive gears (71, 72) mounted on the drive shaft (5) so that they can rotate with respect thereto; an output shaft (9) provided with a plurality of output gears (92 to 95) meshing with the input gears (71, 72); synchronizers (74, 89, 90, 114) mounted on the input shaft (5) and operative to selectively couple the input gears (71, 72) to the input shaft (5); and a clutch mechanism (51) mounted on the drive shaft (5), the drive shaft (5) including a main drive shaft (10) and a sub drive shaft (11) mounted on an outer periphery of the main drive shaft (10) coaxially with the main drive shaft (10), the torque converter (4) being connected to a first end (10a) of the main drive shaft (10), the planetary gear (21) acting to connect the main drive shaft (10) and a first end (11a) of the power take-off shaft (11) and reduce the speed of the main drive shaft (10) to supply the power from the main drive shaft (10) to the auxiliary drive shaft (11), wherein the clutch mechanism (51) at a second end (10b) of the main drive shaft (10) and mounted on a second end (11b) of the power take-off shaft (11) and operative to selectively make or shut off transmission of power from the main drive shaft (10) to the power take-off shaft (11). lock, and wherein the plurality of drive gears (71, 72) and the synchronizers (74, 89, 90, 114) on the PTO shaft (11) in an axial direction of the PTO shaft (11) between the torque converter (4) and the clutch mechanism ( 51) are arranged, characterized in that a one-way clutch (25) is arranged between the planetary gear (21) and the auxiliary drive shaft (11) and wherein the one-way clutch (25) acts to the effect that the transmission of power from the main drive shaft (10) to the To achieve PTO shaft (11) and to block the transmission of power from the PTO shaft (11) to the main drive shaft (10). Transmission (1) for a vehicle claim 1 , Further comprising a transmission housing (12), in which the drive shaft (5), the torque converter (4), the planetary gear (21) and the Clutch mechanism (51) are arranged, wherein the planetary gear (21) is equipped with three rotating elements (22, 23, 24) and a braking device (31), wherein the braking device (31) includes a braking section and a brake housing (32), the braking portion acting to rotate one of the rotating elements (22, 23, 24) between an unblocked mode in which the one of the rotating elements (22, 23, 24) is allowed to rotate and a blocked mode by locking said one of said rotating members (22, 23, 24) from rotating, said brake housing (32) being fixed to said gear housing (12) and having said braking portion disposed therein, and said brake housing (32) has a through hole (32a) through which the main shaft (10) passes and which supports the main shaft (10) so that it can rotate. Transmission (1) for a vehicle claim 2 , wherein the three rotating elements (22, 23, 24) of the planetary gear (21) a first rotating element (24) connected to the main drive shaft (10), a second rotating element (22) connected by the A one-way clutch (25) is connected to the power take-off shaft (11) and includes a third rotating element (23) which is selectively blocked by the brake section with respect to the brake housing (32), and wherein when the third rotating element ( 23) is locked with respect to the brake housing (32), the planetary gear (21) acts to reduce the rotational speed of the main drive shaft (10) and the PTO shaft (11) transmits power from the main drive shaft (10) through the one-way clutch (25) to supply Transmission (1) for a vehicle claim 2 or 3 , further comprising an oil pump (41) that supplies an oil, the main shaft (10) passing through the oil pump (41), the brake case (32) having a wall surface which, together with the transmission case (12), has a Defined pump chamber for the oil pump (41), and wherein in the brake housing (32) is formed an oil path through which the oil flows. Transmission (1) for a vehicle claim 3 , wherein the first rotating member (24) has an inner periphery (24a) splined to the main drive shaft (10), and wherein the inner periphery (24a) is connected between the main drive shaft (10) and the PTO shaft (11) is used.

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