FR3083581A1 - VEHICLE TRANSMISSION - Google Patents

Abstract

The vehicle transmission has an input shaft (5) comprising a main input shaft (10) and a secondary input shaft (11) coaxial at the outer periphery. A torque converter (4) is connected to a first end (10a) of the main input shaft. A planetary gear train (21) couples the main input shaft to a first end (11a) of the secondary input shaft and reduces the speed of rotation of the main input shaft and provides the power to the secondary input shaft. A clutch (51) is arranged at the second ends (10b, 11b) of these shafts and makes it possible to selectively carry out or block the transmission of power from the main input shaft to the secondary input shaft. The 4th and 5th gear gears (71, 72) and the synchronizer (74) are mounted on the secondary input shaft between the torque converter and the clutch in the axial direction of the secondary input shaft. Fig. 2

Description

Description

Title of the invention: VEHICLE TRANSMISSION

Technical Field [0001] The present invention relates generally to a transmission for vehicles.

PRIOR ART [0002] The first Japanese patent publication No. 2011-133040 describes a parallel shaft transmission equipped with a first input shaft, a second input shaft arranged coaxially with the first input shaft, d '' an intermediate shaft extending parallel to the first and second input shafts, a deflection shaft and an output shaft make it possible to pass from one power transmission path to the other using two clutches to obtain several transmission reports.

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

The above transmission also has a power transmission channel by which the power is transmitted from the first input shaft to the output shaft by the second input shaft, the idler shaft and the intermediate shaft by engaging the first clutch disposed on the first input shaft and disengaging the second clutch disposed on the idler shaft. In the power transmission path, the speed of rotation of the first input shaft is transmitted to the second input shaft without reducing its speed.

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

The above type of vehicle transmission has the first clutch mounted on the first input shaft and the second clutch disposed on the idler shaft which is separate from the first input shaft. The input shaft and the idler shaft are coupled to each other using first and second sets of speed reducing gears.

The above transmission must therefore include an additional shaft arranged radially outside the input shaft and on which a speed reducer composed of a clutch, the first set of gears and the second set of gears increases the size of the transmission due to the installation of the speed reducer.

The invention has been made in order to solve the problems described above. The object of the invention is to provide a transmission for vehicles which is designed to facilitate the reduction of its size.

The present invention relates, in one of its aspects, to a transmission for a vehicle which comprises: (a) an input shaft to which the power is transmitted from a drive source by means of a torque converter; (b) a planetary gear mounted on the input shaft; (c) a plurality of input gears which are mounted on the input shaft to be able to rotate relative thereto; (d) an output shaft which is equipped with a plurality of output gears which mesh with the input gears; (e) a synchronizer which is mounted on the input shaft and is used to selectively couple the input gears with the input shaft; and (f) a clutch mechanism which is mounted on the input shaft. The input shaft includes a main input shaft and a secondary input shaft which is disposed on an outer periphery of the main input shaft coaxially with the main input shaft. The torque converter is connected to a first end of the main input shaft. The planetary gear makes it possible to couple the main input shaft and a first end of the secondary input shaft and reduce the speed of rotation of the main input shaft in order to supply power to the main shaft. main entrance to the secondary input tree. The clutch mechanism is mounted on a second end of the main input shaft and a second end of the secondary input shaft and makes it possible to selectively establish or block the transmission of power from the shaft. main entrance to the secondary input tree. The plurality of input gears and the synchronizer are disposed on the secondary input shaft between the torque converter and the clutch mechanism in an axial direction of the input shaft.

Advantages provided [0010] As emerges from the above discussion, the present invention facilitates the reduction of the size of the transmission.

In particular embodiments, the transmission has one or more of the following characteristics, taken alone or in combination:

- a one-way clutch is arranged between the planetary gear and the secondary input shaft,

- the one-way clutch provides power transmission from the main input shaft to the secondary input shaft and prevents power transmission from the secondary input shaft to the main entrance,

- a transmission housing is provided in which the input shaft, the torque converter, the planetary gear and the clutch mechanism are arranged,

- the planetary gear is equipped with three rotation elements and a brake device, the brake device comprising a brake portion and a brake housing,

- the brake portion acts to switch one of the rotary elements between an unlocked mode in which the rotation of one of the rotary elements is authorized and a locked mode in which one of the rotary elements is locked to prevent it from rotating ,

- the brake housing is fixed to the transmission housing and has the brake portion disposed therein, and the brake housing preferably having a through hole through which the main input shaft passes and retaining the shaft main input to be rotatable,

- the three rotation elements of the planetary gear train comprise a first rotary element connected to the main input shaft, a second rotary element connected to the secondary input shaft through the one-way clutch, and a third locked rotary element selectively by the brake portion on the brake housing,

- when the third rotary element is locked on the brake housing, the planetary gear allows the speed of rotation of the main input shaft to be reduced and the power from the main input shaft to be transmitted to the secondary input via the one-way clutch,

the transmission also comprises an oil pump supplying oil, knowing that the main input shaft typically passes through the oil pump,

- the brake housing has a wall surface which defines a pump chamber for the oil pump with the transmission housing,

- the brake housing has, formed therein, an oil flow path through which the oil flows,

- the first rotary element has an internal periphery connected by splines to the main input shaft,

- the inner periphery extends / is inserted between the main input shaft and the secondary input shaft.

Brief description of the drawings [0012] Other characteristics, details and advantages of the invention will appear on reading the detailed description below, and on analysis of the appended drawings, in which:

[fig.l] Figure 1 is a side view which illustrates the arrangement of the shafts of a transmission for a vehicle according to an embodiment of the invention;

[fig.2] Figure 2 is a schematic view illustrating a transmission for a vehicle according to an embodiment of the invention;

[fig.3] Figure 3 is a sectional view along line III-III of Figure 1;

[fig.4] Figure 4 is a structural view of a first end of a main input shaft close to a torque converter;

[fig.5] Figure 5 is a structural view of a second end of a main input shaft near a clutch;

[fig.6] Figure 6 is a sectional view along line VI-VI of Figure 4; [fig.7] Figure 7 is a sectional view along line VII-VII of Figure 4.

Description of embodiment (s) of the invention [0013] A vehicle transmission according to an embodiment of the invention will be described below with reference to the drawings.

Figures 1 to 7 illustrate the vehicle transmission according to the embodiment of the invention. In Figures 1 to 7, a vertical direction, a longitudinal direction 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 direction according to the height of the transmission is the vertical direction.

First, the structure will be described.

In FIG. 1, the vehicle transmission 1 mounted in a vehicle, such as an automobile (which will simply be referred to hereinafter as transmission), is equipped with seven front gears and a reverse gear.

The transmission 1 is equipped with the input shaft 5 to which power is transmitted from the crankshaft 3 of the engine 2 (see Figure 2) by the torque converter 4, the front countershaft 6, the rear idler shaft 7, intermediate shaft 8, output shaft 9 and reverse shaft 10 which are arranged parallel to the input shaft 5. The motor 2 in this embodiment is set implemented by a transverse engine with the crankshaft 3 extending across the width of the vehicle. The motor 2 functions as a drive source in the invention.

The transmission 1 in this embodiment is mounted in the vehicle with an axis of rotation of the torque converter 4, the input shaft 5, the front deflection shaft 6, the shaft reverse gear 7, the intermediate shaft 8 and the output shaft 9 extending in the direction of the vehicle width.

In Figure 3, the torque converter 4 includes the front cover 4B connected to the crankshaft 3 through the drive plate 4A and the shell 4C connected to the front cover 4B. The torque converter 4 functions as a hydraulic coupler allowing the power to be transmitted between the engine 2 and the automatic transmission

1.

The shell 4C connected to the crankshaft 3 includes a pump wheel, not shown, fixed to an internal surface thereof. The shell 4C has disposed therein the turbine wheel 4D (which is partially illustrated in FIG. 4) opposite the pump wheel. The turbine wheel 4D is connected to the input shaft 5. A stator, not shown, is arranged between the pump wheel and the turbine wheel 4D.

The rotation of the crankshaft 3 causes the front cover 4B, the shell 4C and the pump wheel of the torque converter 4 to rotate together through the drive plate 4A. This causes a centrifugal action on the pump wheel, thus creating a flow of fluid from the pump wheel to the turbine wheel 4D in the torque converter 4.

The flow of fluid rotates the turbine wheel 4D so that the input shaft 5 connected to the turbine wheel 4D rotates. The stator makes it possible to orient the flow of fluid coming from the turbine wheel 4D according to a direction of rotation of the pump wheel, thus amplifying the power delivered from the motor 2.

The input shaft 5, as illustrated in Figures 2 and 3, comprises the main input shaft 11 with an oil flow path formed in its axial center and the shaft secondary input 12 which is arranged on an outer periphery of the main input shaft 11 coaxially with the main input shaft 11 so as to be able to rotate relative to the main input shaft 10. The input shaft secondary 11 consists of a hollow cylindrical element in which the main input shaft 10 is arranged to be able to rotate relative thereto. The main input shaft has a length greater than that of the secondary input shaft 11 and passes through the secondary input shaft 12 in the axial direction thereof.

Although not illustrated, the transmission casing 12 is presented as an outer shell for the entire transmission 1. The transmission casing 12 comprises a torque converter chamber in which the torque converter 4 is arranged, a gearbox chamber in which the gear change gears are arranged and a clutch chamber in which the clutch 51 is arranged. The transmission casing 12 also comprises the partition wall 12A which isolates the converter chamber from torque and the gearbox chamber from each other and the partition wall 12B which isolates the transmission chamber and the clutch chamber from each other.

In other words, the partition wall 12A is disposed between the torque converter 4 and the gear change gears. The partition wall 12B is disposed between the gear change gears and the clutch 51. The partition wall 12A is a partition wall of the transmission housing 12 which is located closer to the torque converter 4, while the wall separation wall 12B is a separation wall of the transmission housing 12 which is located closer to the clutch 51. The separation walls 12A and 12B have main surfaces extending perpendicular to the lateral direction. As is clearly illustrated in FIG. 4, the main input shaft 10 passes through the hole 12a of the partition wall 12A of the transmission casing 12. As illustrated in FIG. 5, the main input shaft 10 and the secondary input shaft 11, pass through the hole 12b of the partition wall 12B of the transmission casing 12.

The needle bearings 13A and 13B are, as clearly illustrated in Figure 5, arranged at a distance from each other between the main input shaft 10 and the secondary input shaft 11 in an axial direction thereof. The secondary input shaft 11 is retained by the needle bearings 13A and 13B in order to be able to rotate relative to the main input shaft 10. The secondary input shaft 11 and the main input shaft 10 are held together.

As illustrated in Figure 4, the first end 10a (closer to the torque converter 4) of the main input shaft 10 is inserted into the torque converter 4. The first end 10a of the shaft d main inlet 10 is provided with splines meshing with splines on the turbine wheel 4D of the torque converter 4, so that the power (i.e. rotation or torque) of the motor 2 is transmitted to the main input shaft 10 by the torque converter 4.

The planetary gear 21 is mounted on an outer periphery of the main input shaft 10. The planetary gear 21 is coupled to the main input shaft 10 and at the first end 1a of the shaft d secondary input 11 (close to the torque converter 4) and makes it possible to reduce the speed of rotation of the main input shaft 10 and to transmit it to the secondary input shaft 11.

More specifically, the planetary gear 21 is mounted on a part of the main input shaft 10 which is not occupied by the secondary input shaft 11 and which is arranged coaxially with the shaft main input 10. In other words, the planetary gear 21 and the secondary input shaft 11 are arranged side by side in the axial direction of the main input shaft 10, the train planetary gear 21 being located closer to the torque converter 4. This arrangement makes it possible to reduce the size of the transmission 1. The end of the planetary gear train 21 facing the clutch 51 and the end of the secondary input shaft 11 facing the torque converter 4 overlap in the axial direction of the main input shaft 10.

More specifically, the planetary gear 21 is equipped with the support 22, the sun gear 23 and the ring gear 24.

The support 22, as illustrated in Figure 4, retains the planet gears 22A so that they can rotate around their axes. The support 22 has the main input shaft 10 passing through its center of rotation. The support 22 has the radially inner periphery 22a fixed to the main input shaft 10 so that it can rotate through the needle bearing 13C.

The support 22 is held by the thrust bearing 13N and the thrust bearing 13M so that it is positioned in the axial direction of the main input shaft 10. The support 22 has a part which makes facing the torque converter 4, which extends outward in a radial direction thereof, passes by a part of the ring gear 24 which faces the torque converter 4 and which is curved to define the radially external periphery 22b which extends over an external periphery of the ring gear 24 in the direction of the clutch 51.

The one-way clutch 25 is fixed to a part of the outer periphery 22b which is located closer to the clutch 51 than is the ring gear 24. The part of the support 22 to which the clutch is fixed unidirectional 25 is designed to cover an end part of the secondary input shaft 11 in a radial direction of the main input shaft 10 which faces the torque converter 4. This makes it possible to reduce the size of the train planetary 21 in the axial direction of the main input shaft 10.

The sun gear 23 is, as illustrated in Figure 4, switched by the brake device 31, as will be described later in detail, between a locked state in which the sun gear 23 is locked to prevent it from turning ( that is, securely attached to the transmission case 12) and an unlocked state where the sun gear 23 is allowed to rotate. The sun gear 23 is retained at its internal periphery by the radially internal periphery 22a of the support 22 through the needle bearing 13N in order to be able to rotate relative to the support 22.

The sun gear 23 has a surface extending perpendicular to the length of the main input shaft 10 between the support 22 and the brake housing 32 and is clamped between the thrust bearing 13M and the thrust bearing 13G , so that it is positioned in the axial direction of the main input shaft 10. The sun gear 23 is inserted into the support 22 from its side facing the torque converter 4 and meshes with the planet gears 22A .

The sun gear 23 has a part which faces the torque converter 4 and is inserted into the brake housing 32 until it straddles the bearing 15 in the radial direction of the main input shaft 10 and engages with the friction plates 34 in the brake housing 32. The present structure makes it possible to reduce the size of the planetary gear train 21 and of the brake device 31 in the axial direction of the main input shaft 10.

As illustrated in Figure 4, the ring gear 24 has the main input shaft 10 passing through its center. The ring gear 24 has on its radially inner periphery 24a grooves meshing with grooves of the main input shaft 10, so that it rotates with the main input shaft 10.

The ring gear 24 is retained between a shoulder of the main input shaft which extends perpendicular to the length of the main input shaft 10 and is located closer to the torque converter 4 than l 'is the ring gear 24 and the thrust bearing 13F, so that it is positioned in the axial direction of the main input shaft 10.

The ring gear 24 extends from the radially inner periphery 24a, passes between the support 22 and the secondary input shaft 11, extends radially outwards next to the planetary gears 22A opposite l clutch 51 is bent towards the torque converter 4 inside the support 22, then meshes at its internal periphery with the planetary gears 22A. This structure makes it possible to reduce the size of the planetary gear train 21 in the axial direction of the main input shaft 10.

The outer periphery 22b of the support 22 is located outside the radial outer periphery 24b of the ring gear 24 and extends from the side of the first end 10a towards the side of the second end 10b of the main input shaft 10 to completely cover the outer radial periphery 24b of the ring gear 24 in the axial direction of the main input shaft 10.

The one-way clutch 25 is disposed between a part of the radially outer periphery 22b of the support 22 which faces the second end 10b of the main input shaft 10 and the first end 1a of the shaft d secondary input IL The unidirectional clutch 25 is fixed by the circlip 26 to the radially external periphery 22b of the support 22.

The one-way clutch 25 allows the transmission of torque through it when an inner ring and a corresponding outer ring are locked to prevent them from rotating relative to each other in a first direction and to block the transmission of the torque when the inner and outer rings are authorized to rotate in a second direction opposite to the first. In this embodiment, the one-way clutch 25 is designed to selectively transmit the power of the support 22 to the secondary input shaft 11 when the support 22 rotates at a speed making it possible to increase the speed of the drive shaft. secondary input 1 and prevent the transmission of power from the secondary input shaft 11 to the support 22 when the secondary input shaft 11 is rotated at a speed greater than that of the support 22.

As described above, the one-way clutch 25 transmits power from the main input shaft 10 to the secondary input shaft by the planetary gear 21, while blocking the transmission of power from the secondary input shaft 11 to the main input shaft 10 by the planetary gear 21.

The thrust bearing 13E is disposed between the support 22 and the ring gear 24 in the axial direction of the main input shaft 10. The support 22 and the ring gear 24 are prevented by the thrust bearing 13E from move relative to each other in the axial direction of the main input shaft 10, while they are retained so that they can rotate relative to each other around the main entrance 10.

The thrust bearing 13E is disposed between the ring gear 24 and the first end 1a of the secondary input shaft 11 in the axial direction of the main input shaft 10. The gear ring 24 and l the secondary input shaft 11 are prevented from rotating with respect to each other in the axial direction of the main input shaft 10 by the thrust bearing 13E, while they are retained so as to be able to rotate the relative to each other around the main input shaft 10.

The support 22, as is clearly illustrated in FIG. 4, has the lubricant supply plate 13D directed towards the clutch 51. The lubricant supply plate 13D has an external periphery fixed to the support 22 and faces the support pins of the planetary gears 22A. The lubricant supply plate 13D defines an oil sump between itself and the support 22.

The lubricant supply plate 13D is used to collect the lubricating oil, as it flows radially from the radial hole lOh of the main input shaft 10, and to distribute it to the paths d flow of oil formed in the support pins of the planetary gears 22A. The lubricant supply plate 13D is designed to collect the oil which has passed through the thrust bearing 13E and is directed towards the outside in the radial direction of the main input shaft 10.

The lubricant supply plate 13D ensures the stability of the supply of oil to the planetary gears 22A, although the planetary gear 21 is covered by the outer periphery 22b of the support 22. In the following discussion, radial direction represents the radial direction of the main input shaft 10 and the secondary input shaft 11, unless otherwise indicated.

The needle bearing 13N is disposed between the radially inner periphery 22a of the support 22 and a radially inner periphery of the sun gear 23. The support 22 and the sun gear 23 are retained by the needle bearing 13N in order to be able to rotate one by compared to each other. In other words, the main input shaft 10, the needle bearing 13C, the radially inner periphery 22a of the support 22, the needle bearing 13N, the sun gear 23, the planetary gears 22A, the outer periphery 24b of the ring gear 24, and the radially external periphery 22b of the support 22 are arranged coaxially in this order from the center of the main input shaft 10 in the axial direction of the main input shaft 10.

As can be seen in Figure 3, the first end 1a of the secondary input shaft 11 has an opening whose internal diameter is greater than that of its remaining part. An interval between an internal periphery of the first end 1a of the secondary input shaft 11 and the external periphery of the main input shaft 10 inside the opening of the first end 1a is therefore more larger than that located between the inner periphery of the remaining part of the secondary input shaft 11 and the outer periphery of the main input shaft 10.

The radially inner periphery 24a of the ring gear 24 has a part (that is to say the cylindrical end of the radially inner periphery 34a opposite the clutch 51) which is inserted in a gap between the main input shaft 10 and secondary input shaft 11. The main input shaft 10 has grooves 10s extending from the needle bearing 13E in the axial direction to the interior of the first end 1a of the secondary input shaft 11. The radially inner periphery 24a of the ring gear 24 is inserted into the first end 1a of the secondary input shaft 11 and engages with the grooves 10s.

The above arrangements allow the radially inner periphery 24a of the ring gear 24 to decrease in the axial direction, provide sufficient mechanical strength to allow the transmission of power from the main input shaft 10 to the ring gear 24, and effectively prevent ring gear 24 from being undesirably tilted.

It is therefore possible to improve the precision of the meshing of the gears and to minimize undesirable mechanical noise. It is also possible to correctly ensure a location where the radially inner periphery 22a of the support 22 is supported in rotation by the needle bearing 13C.

As described above, the radially inner periphery 24a of the ring gear 24 is partially inserted in the secondary input shaft 11, thus preventing the transmission 1 from having an increased length in the axial direction of the main input shaft 10, even if the radially inner periphery 24a of the ring gear 24 is designed to have an increased length. This arrangement makes it possible to reduce the size of the transmission 1.

The brake device 31 is disposed outside the outer periphery of the main input shaft 10 in the radial direction of the main input shaft 10. The brake device 31 is equipped with the housing cylindrical brake 32. The brake housing 32 is fixed to the partition wall 12A. Specifically, the brake housing 32 is fixed to a surface of the partition wall 12A which faces the clutch 51 (that is to say opposite to the torque converter 4).

The brake housing 32 includes the cylindrical clutch hub 33, the annular friction plates 34 and 35, the piston 36 and the return springs 37 disposed therein. The clutch hub 33 has a cylindrical shape forming an integral part of the sun gear 23 and is shaped to have a diameter greater than that of the sun gear 23. The clutch hub 33 extends coaxially with the main input shaft 10 along the length of the main input shaft 10 and is inserted into the brake housing 32.

The friction plates 34 are connected by grooves to the outer periphery of the clutch hub 33, so that they can rotate with the clutch hub 33 and can also be moved in the axial direction of the main input shaft 10.

The friction plates 35 are connected by grooves to the inner periphery of the brake housing 32, so that they are prevented from rotating relative to the brake housing 32 in the direction of rotation of the shaft. main input 10, but can be moved in the axial direction of the main input shaft 10.

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

The retaining plate 38 is disposed adjacent to one of the friction plates 35 which is located closest to the clutch 51 between said friction plate among the friction plates 35 and the support 22. The retaining plate 38 is connected by grooves to the internal periphery of the brake housing 32, so that it is prevented from rotating relative to the brake housing 32 in the direction of rotation of the main input shaft 10. The retaining plate 38 is prevented by the circlip 39 fitted in the brake housing 32 from moving towards the support 22 in the axial direction of the main input shaft 10.

The retaining plate 38 is formed to have a thickness greater than that of the friction plates 34 and 35 in the axial direction of the main input shaft 10. The retaining plate 38 receives the pressure exerted by the piston 36 to avoid undesirable tilting of the friction plates 34 and 35.

The piston 36 is disposed in the brake housing 32 and faces one of the friction plates 35 which is located closest to the torque converter 4. When subjected to hydraulic pressure, the piston 36 is moved towards the clutch 51 in the axial direction of the main input shaft 10 and presses on the friction plates 35.

The friction plates 34 and 35 are prevented by the retaining plate 38 from moving in the axial direction of the main input shaft 10. In other words, the friction plates 34 and 35 are held by the piston 36 and the retaining plate 38.

In operation, when one of the friction plates 35 which is located closer to the torque converter 4 is pressed by the piston 36, the friction plates 34 and the friction plates 35 come into friction contact with one another with the others to firmly fix the sun gear 23 to the brake housing 32. This locks the sun gear 23 to prevent it from turning relative to the transmission housing 12.

The partition wall 12A and the brake housing 32 have, formed therein, the oil flow path 44A to which oil is conveyed from an oil pipe, not shown , to move the piston 36. The piston 36 is located closer to the partition wall 12A than are the friction plates 34 and 35, thus facilitating the formation of the oil flow path 44A for the piston 36.

When the sun gear 23 is locked to be prevented from turning, the power (that is to say the torque) is transmitted from the main input shaft 10 to the support 22 via the ring gear 24. Specifically, when the sun gear 23 is immobilized, while the ring gear 34 rotates, this causes the planet gears 22A to orbit around the sun gear 23, so that the support 22 rotates, thus transmitting the power of the support 22 to the secondary input shaft 11 through the one-way clutch 25.

The planetary gear 21 is capable of variably adjusting a transmission ratio between the planetary gears 22A, the sun gear 23 and the ring gear 24 in order to reduce and transmit the speed of the main input shaft 10 to the secondary input shaft 11. The planetary gear 21 therefore operates as a speed reducer.

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

The return springs 37 press the friction plates 35 so as to increase the interval between the two adjacent friction plates 35 in the axial direction of the main input shaft 10. Consequently, when the hydraulic pressure disappears from the piston 36, the friction plates 35 are moved away by the pressure produced by the return springs 37 of the friction plate 34.

Consequently, when the hydraulic pressure disappears from the piston 36, this results in friction between the friction plates 34 and 35, thus allowing the sun gear 23 to rotate. When the sun gear 23 is authorized to rotate, the ring gear 24 rotates without rotating the support 22, so that no power is transmitted from the main input shaft 10 to the secondary input shaft 11.

The support 22, the sun gear 23 and the ring gear 24 in this embodiment constitute elements of rotation in the invention. Specifically, the sun gear 23 is one of the three rotation elements of the invention. The toothed ring 24 constitutes a first rotary element in the invention. The support 22 constitutes a second element of rotation in the invention. The sun gear 23 constitutes a third element of rotation in the invention.

The clutch hub 33, the friction plates 34 and 35, the piston 36 and the return spring 37 constitute a brake portion in the invention. Specifically, the brake portion makes it possible to switch the sun gear 23 between an unlocked mode in which the sun gear 23 is authorized to turn and a locked mode in which the sun gear 23 is locked to be prevented from turning.

The brake housing 32 has, formed therein, the through hole 32a through which passes the main input shaft 10. The bearing 15 is disposed between the brake housing 32 and the input shaft main 10. The main input shaft 10 is retained by the brake housing 32 through the bearing 15 to be able to rotate.

The brake housing 32 has a part which is arranged inside the clutch hub 33 and in which the bearing 15 is arranged. The brake housing 32 retains the bearing 15 inside the clutch hub 33 in order to rotationally support the main input shaft 10. This structure allows the transmission 1 to have a minimized length in the axial direction of the main input shaft 10, which makes it possible to reduce the size of the transmission 1. The hollow cylinder 18 is mounted by pressure in the through hole 32a of the brake housing 32. The stator of the torque converter 4 is integral of cylinder 18.

The thrust bearing 13G is disposed between the brake housing 32 and the clutch hub 33 in the axial direction of the main input shaft 10. The clutch hub 33 is positioned by the brake housing 32 through the thrust bearing 13G in the axial direction of the main input shaft 10.

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

The clutch 51 is, as clearly illustrated in Figure 5, arranged on the second end 10b of the main input shaft 10 and the second end 11b of the secondary input shaft 11. L clutch 51 is fitted with clutch drum 52 and clutch hub 53.

The clutch drum 52 is retained by the transmission housing 12 so that it can rotate using a bearing mounted in its center of rotation. The bearing is arranged inside the clutch hub 53, which results in a reduction in the length of the transmission 1 in the axial direction of the main input shaft 10, which results in a reduction in the overall size transmission 1.

The clutch drum 52 is connected by spline to the end of the main input shaft 10, so that they rotate together. The clutch hub 53 is splined at the end of the secondary input shaft 1, so that they rotate together.

Specifically, splines formed on the outer periphery of the end of the secondary input shaft 11 are arranged in the clutch hub 53 to produce a spline joint between the secondary input shaft 11 and the clutch hub 53. The clutch drum 52 is partially disposed between the axial end of the main input shaft 10 and the axial end of the secondary input shaft 11 in order to produce a seal ( splined) with the outer periphery of the axial end of the main input shaft 10.

The splined joint of the clutch drum 52 and the main input shaft 10 and the splined joint of the clutch hub 53 and the secondary input shaft 11 overlap in the radial direction , thereby causing a reduction in the length of the transmission 1 in the axial direction of the main input shaft 10, which results in a reduction in the overall size of the transmission 1. The axial end of the transmission shaft main input 10 projects outside the axial end of the secondary input shaft 11. The spline joint of the clutch drum 52 with the main input shaft 10 is longer than that of the hub clutch 53 with the secondary input shaft 11 in its axial direction.

The annular friction plates 54 are connected by grooves to the internal periphery of the clutch drum 52. The friction plates 54 can rotate with the clutch drum 52 and move in the axial direction of the shaft main entrance 10.

The friction plates 55 are connected by grooves to the outer periphery of the clutch hub 53. The friction plates 55 can rotate with the clutch hub 53 and move in the axial direction of the shaft d main entrance 10.

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

The retaining plate 56 is interposed between the friction plate 55 and the clutch drum 52 in the axial direction of the main input shaft 10. The retaining plate 56 is placed in surface contact with the clutch drum 52 and thus serves as a stop to prevent the main input shaft 10 from moving in its axial direction. The retaining plate 56 also makes it possible to receive a pressure, such as that exerted by the hydraulic stop or concentric slave cylinder 57 on the friction plates 54 and 55, which will be discussed later in detail. The retaining plate 56 has a thickness greater than that of the friction plates 54 and 55 in the axial direction of the main input shaft 10 and makes it possible to avoid the inclination of the friction plates 54 and 55.

The clutch 51 has the concentric slave cylinder 57 (which will also be referred to below as CSC 57) installed therein. The CSC 57 has, formed therein, the oil flow path 57a to which oil is conveyed from an oil pipe not shown, through the oil flow path 12c formed in the partition wall 12B.

The piston 57A is disposed in the CSC 57. The piston 57A makes it possible to press the support ring 58 against the clutch hub 53 using the hydraulic pressure of the oil supplied in the flow path oil 57a.

The support ring 58 is a part which does not rotate relative to the transmission casing 12 and has a radially internal periphery fixed to the piston 57A. The support ring 58 also has a radially outer periphery to which the inner ring 59A of the bearing 59 is fixed.

The pressure flange 60 has a radially internal periphery which is fixed to the outer ring 59B of the bearing 59. In other words, the support ring 58 and the pressure flange 60 are fixed to one other through the bearing 59 and make it possible to obtain a pressure transmission, as produced by the CSC 57, through the latter. The support ring 58 and the pressure flange 60 can rotate relative to each other. The pressure flange 60 is disposed closer to the torque converter 4 than are the friction plates 54 and has a radially outer periphery which faces one of the friction plates 54 which is located closest to the torque converter. torque 4 in the axial direction of the main input shaft 10.

The pressure flange 60 is prevented by the circlip 61 fitted in the clutch drum 52 from being moved towards the CSC 57 in the axial direction of the main input shaft 10.

The support ring 58 and the pressure flange 60 are positioned by the bearing 59 in the axial direction of the main input shaft 10 and can be moved together in the axial direction of the main input shaft 10.

When subjected to hydraulic pressure, the piston 57A of the CSC 57 in the clutch 51, the piston 57A advances to press the support ring 58. When the support ring 58 is pressed by the piston 57A , so that it moves towards the clutch drum 52, the pressure flange 60 moves towards the clutch drum 52 through the bearing 59. This forces the pressure flange 60 to press the friction plates 54 to create a friction contact between the friction plates 54 and the friction plates 55.

As mentioned above, when the hydraulic pressure acts on the piston 57A of the CSC 57, the clutch drum 52 and the clutch hub 53 rotate together to transmit power or torque, as produced by the engine. 2, from the main input shaft 10 to the secondary input shaft 11. The movement of the friction plates 54 and 55 in the axial direction of the main input shaft 10 is limited by the plate 56. The pressure exerted by the piston 57A is absorbed by the transmission casing 12 through the clutch drum 52 and the bearing 59.

The annular return springs 62 are arranged outside the friction plates 55. The return springs 62 each consist of a conical disc spring and arranged one between the two adjacent friction plates 54. The return springs 62 press the friction plates 54 so as to increase the interval between the two adjacent friction plates 54 in the axial direction of the main input shaft 10.

Consequently, when the hydraulic pressure disappears from the piston 57A, the friction plates 54 are moved away by the pressure produced by the return springs 62 of the friction plates 55. This ensures that no power from the engine 2 is transmitted from the main input shaft 10 to the secondary input shaft 11 via the clutch 51.

The clutch 51 in this embodiment is, as described above, disposed between the second end 10b of the main input shaft 10 and the second end 11b of the secondary input shaft 11 and allows to selectively establish or block the power transmission from the main input shaft 10 to the secondary input shaft 11. The clutch 51 in this embodiment constitutes a clutch mechanism according to the 'invention.

The second end 11b of the secondary input shaft 11 is retained by the partition wall 12b using the bearing 63 to be able to rotate. The second end 11b of the secondary input shaft 11 has, formed on its outer periphery, the shoulder llf with a surface extending perpendicular to the axial direction of the main input shaft 10. The inner ring 63A of the bearing 63 is located closer to the clutch 51 than the shoulder 1 If and is placed on the shoulder llf. The secondary input shaft 11 includes the shaft part 1 Id which is located closer to the torque converter 4 than the shoulder 1 If. Grooves are formed on the shaft part 1 Id.

The circlip 64 is disposed between the CSC 57 and the inner ring 63A of the bearing 63 in the axial direction of the main input shaft 10. The circlip 64 is fitted in a groove made in the input shaft secondary 11 and brought into contact with the end of the inner ring 63A of the bearing 63 which faces the clutch 51.

The end of the inner ring 63A of the bearing 63 which faces the torque converter 4 is placed in contact with the idler input gear 73. In other words, the inner ring 63A of the bearing 63 is arranged between the circlip 64 and the shoulder 1c with the idler input gear 73, the spacer 17 and the hub 76 and positioned by the secondary input shaft 11.

The inner ring 63A is coupled to the outer ring 63B by means of the balls 63C in order to be able to rotate. The circlip is adjusted in the outer circumference of the outer ring 63B. The circlip 65 is adjusted in the through hole 12b of the partition wall 12B, thus positioning the bearing 63 in the axial direction of the main input shaft 10 and fixing it to the partition wall 12B.

The inner ring 63A of the bearing 63 is held between the shoulder 1 le of the secondary input shaft 11 and the circlip 64, which positions the bearing 63 in the axial direction of the main input shaft 10 and mounts it on the secondary input shaft IL This positions the secondary input shaft 11 relative to the partition wall 12B and firmly fixes the secondary input shaft 11 to the partition wall 12B.

The 4th speed pinion 71, the 5th speed pinion 72, the idler input pinion (also called a gear change gear) and the synchronizer 74 are arranged between the torque converter 4 and the clutch 51 in the axial direction of the secondary input shaft IL More specifically, the secondary input shaft 11 has, formed on the second end 11b of the secondary input shaft 11, splines connected to the clutch hub 53 of the clutch 51. The bearing 63 is disposed in the vicinity of the splines of the secondary input shaft 11, closer to the planetary gear 21 than are the splines of the secondary input shaft IL The shaft d secondary input 11 has, mounted on it, the idler input gear 73, the 4th gear pinion 71, the synchronizer 74 and the 5th gear pinion 72 which are arranged from the bearing 63 towards the planetary gear 21. The secondary input shaft 1 1 shows the first end 11a on which the one-way clutch 25 is mounted.

The first end 1a of the secondary input shaft 11 has the largest diameter. Specifically, the secondary input shaft 11 comprises the shaft parts 11e and 1 Id which are aligned with each other. The shaft part 1c is arranged closer to the first end 11a than the shaft part 1 Id and of a larger diameter than the shaft part 1 Id. The second end 11b located near the part 1 Id has the smallest diameter. The shaft part 1 Id has grooves on which the idler input gear 73 and the hub 76 are connected. In other words, the idler input gear 73 and the hub 76 are connected to the same grooves.

The 4th gear pinion 71 is retained by the spacer 17 adjusted on the shaft part 1 Id of the secondary input shaft 11 in order to be able to rotate relative to the spacer 17 through the needle bearing 13H disposed inside the 4th speed pinion 71. The spacer 17 has ends arranged in abutment with the idler input pinion 73 and the hub 76.

The spacer 17 defines as a rolling surface of the needle bearing 13H and positions the gear change gear 71 in its axial direction between the idler input gear 73 and the hub 76. The spacer 17 positions also the hub 76 and the idler input gear 73 in its axial direction between the bearing 63 and the shoulder links (that is to say a shoulder between the shaft part 1 Id and the shaft part 1 le) and is mounted on the secondary input shaft 11.

The 5th gear pinion 72 is rotatably retained on the shaft portion 1c of the secondary input shaft 11 using the needle bearing 131 disposed inside the 5th gear pinion 72. The 5th gear pinion 72 is held between the hub 76 and a shoulder (which is formed between the shaft part 11a and the first end 11a), so that it is positioned and mounted on the shaft secondary input 11.

The shaft part 1 defines a rolling surface of the needle bearing 131 and positions the gear change gear 72 in the axial direction. The 4th speed pinion 71 and the 5th speed pinion 72 of this embodiment constitute input pinions in the invention.

The input idler gear 73 is connected by splines to the shaft part 1 Id of the secondary input shaft 11, so that it rotates with the secondary input shaft

11. The synchronizer 74 is equipped with the hub 76, the sleeve 77 and the synchronization rings 78A and 78B.

The hub 76 is connected by splines to the shaft part 1 Id of the secondary input shaft 11, so that it rotates with the secondary input shaft 11. The hub 76 is held between the spacer 17 and the shoulder 11c, so that it is positioned in the axial direction and mounted on the secondary input shaft 11. The sleeve 77 is joined by grooving to the hub 76 and can be moved in the axial direction of the secondary input shaft 11.

When the 4th or 5th gear is selected by a gear change operation, the sleeve 77 is moved by a gear change fork, not shown, from a neutral position to the 4th gear pinion 71 or 5th gear pinion 72 For example, when an automatic speed change operation is performed, the sleeve 77 is moved by an actuator not shown. When a gearshift lever is moved by a driver to a driving range or a reverse range, the actuator selectively moves the synchronizer 74 and the synchronizers 89, 90 and 114, which will be described later in detail, to control the gear ratios in transmission 1 using a speed change board in which an accelerator position and a vehicle speed are defined as parameters.

The sleeve 77 has the grooves 77a and 77b formed on an internal periphery thereof. The 4th gear pinion 71 has formed thereon the groove 71a joined to the groove 77a. The 5th gear pinion 72 has formed thereon the groove 72a joined to the groove 77b.

When the sleeve 77 is moved from the neutral position to the 4th gear pinion 71, the groove 77a of the sleeve 77 meshes with the groove 71a, thus coupling the secondary input shaft 11 and the pinion of 4th speed 71 together through the sleeve 77, so that the 4th speed pinion 71 rotates together with the secondary input shaft IL [0112] When the sleeve 77 is moved from the neutral position to the 5th speed pinion 72, the groove 77b of the sleeve 77 meshes with the groove 72a, thereby coupling the secondary input shaft 11 and the 5th gear pinion 72 together through the sleeve 77, so that the 5th gear pinion 72 rotates together with the secondary input shaft IL [0113] The synchronization ring 78A is disposed between the hub 76 and the 4th gear pinion 71 and has formed on its external periphery the groove 78a connected to the groove 77a of the sleeve 77.

The synchronization ring 78B is disposed between the hub 76 and the 5th gear pinion 72 and has formed on its outer periphery the groove 78b connected to the groove 77b of the sleeve 77.

When the sleeve 77 is moved from its neutral position to the 4th gear pinion 71, the groove 78a of the synchronization ring 78A meshes with the groove 77a of the sleeve 77 and is pressed against the conical surface 71b of the 4th speed pinion 71 to create friction contact therewith, thereby synchronizing the rotation of the 4th speed pinion 71 with that of the sleeve 77 (i.e. the rotation of the secondary input shaft 11 ).

When the sleeve 77 is moved from its neutral position to the 5th gear pinion 72, the groove 78b of the synchronization ring 78B meshes with the groove 77b of the sleeve 77 and is pressed against the conical surface 72b of the 5th speed pinion 72 to create friction contact therewith, thereby synchronizing the rotation of the 5th speed pinion 72 with that of the sleeve 77 (i.e. the rotation of the secondary input shaft 11 ).

In the above manner, the synchronizer 74 makes it possible to selectively couple the 4th speed pinion 71 or the 5th speed pinion 72 with the secondary input shaft 11 and simultaneously achieve the above synchronization, thus minimizing gear change shock or mechanical noise.

The spacer 17 is disposed between the needle bearing 13H of the 4th gear pinion 71 and the shaft part 1 Id of the secondary input shaft IL The spacer 17 engages with grooves of the shaft part 1 Id to which the idler input gear 73 and the hub 76 are connected and defines a rolling surface of the needle bearing 13H. The spacer 17 makes it possible to mount the idler input pinion 73 and the hub 76 on the secondary input shaft 11 using the same groove, thereby facilitating the production of the secondary input shaft 11.

The shoulder 1 le is formed at the limit between the shaft part 1 le and the shaft part ld. The idler input gear 73, the spacer 17 and the hub 76 are disposed or maintained between the shoulder 11c and the inner ring 63A of the bearing 63.

The above arrangements position the 4th gear pinion 71, the idler input gear 73 and the hub 76 in the axial direction of the secondary input shaft 11.

In other words, the shaft part 1d functions as a mounting part where the 4th gear pinion 71, the idler input gear 73 and the hub 76 are positioned in the axial direction of the shaft. secondary input 11 and mounted on the secondary input shaft 11.

In FIG. 4, the annular oil pump 41 is mounted in the separation wall 12A. The main input shaft 10 passes through the oil pump 41. The oil pump 41 comprises the internal rotor 41A and the external rotor 41 B. The internal rotor 41A is fixed to the pump shaft 4c of the shell 4C, so that it is rotated. The outer rotor 41B is arranged outside the inner rotor 41A in a radial direction of the oil pump 41.

The oil pump 41 is implemented, for example, by a trochoid oil pump in which internal teeth formed on the external rotor 41B and external teeth formed on the internal rotor 41A mesh with each other. others to define a plurality of hydraulic chambers into or from which oil is drawn in or out.

In the oil pump 41, when the power delivered by the motor 2 is transmitted from the pump shaft 4c of the shell 4C to the internal rotor 41 A, so that the internal rotor 41A and the external rotor 41B rotate in a sense, this results in the successive increase or decrease in the volumes of the hydraulic chambers for sucking oil through the inlet port 41 or for discharging oil through the outlet port 43.

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

The inlet 42 and the outlet 43 in this embodiment constitute a pump chamber in the invention. The contact surface 32f of the brake housing 32 constitutes a wall surface of a brake housing according to the invention. When the contact surface 32f is placed in contact with the contact surface 12f of the partition wall 12A, the areas of the contact surfaces 32f and 12f surrounding the inlet port 42 and the outlet port 43 are firmly joined to each other to prevent oil from leaking therefrom.

The separation wall 12A has, formed therein, an oil flow path in which oil, filtered by an oil strainer, flows. This oil is sucked into the hydraulic chambers through the intake port 42. The oil is stored in the transmission case 12 and sucked by the oil pump 41 through the oil strainer and the flow path d 'oil.

The operating oil is supplied to the piston 36 by the oil supply hole 44A formed in an upper part of the oil pump 4L The operating oil supplied to the piston 36 through the supply hole in oil 44A is controlled by an oil control valve, not shown, independently of the oil pump 4L [0128] Part of the oil discharged from the outlet port 43 is controlled by an oil control valve , not shown, and supplied to the oil supply holes 44B, 44C and 44D. The oil from the oil supply hole 44C flows into the oil flow path 10A (see Figure 4) in the main input shaft 10 and is then supplied to the torque converter 4.

The oil from the oil supply hole 44B flows in the oil path 10B (see Figure 4) in the main input shaft 10 and is then supplied to the input shaft secondary 11 and to the clutch 51. The oil supplied by the oil supply hole 44D flows around the cylinder 18 and is then conveyed to the torque converter 4. The oil supply holes 44A, 44B , 44C and 44D in the present embodiment constitute oil flow paths according to the invention.

In FIG. 4, the oil flow paths 10A and 10B extend across the axis of the main input shaft 10 and are isolated by the isolation part 10C from each other. . The oil flow path 10A extends from the isolation part 10C to the first end 10a of the main input shaft 10 and opens at the first end 10a in the torque converter 4 .

The oil flow path 10B extends from the isolation part 10C to the second end 10b of the main input shaft 10 and is closed by the plug 16 at the second end 10b (see Figure 5).

The cylinder 18 is disposed between the main input shaft 10 and the brake housing 32. The main input shaft 10 is retained by the cylinder 10 so that it can rotate through the metal bearing 13J. The cylinder 18 has the oil holes 18a and 18b formed therein.

Part of the oil discharged from the outlet orifice 43 is routed from the oil supply hole 44C to the oil flow path 10A via the oil hole 18b formed in the cylinder 18 and the radial hole lOd formed in the main input shaft 10.

Part of the oil discharged from the outlet orifice 43 is routed from the oil supply hole 44B to the oil flow path 10B via the oil hole 18a formed in the cylinder 18 and the radial hole 10e formed in the main input shaft 10.

Part of the oil discharged from the outlet orifice 43 is supplied by the oil supply hole 44D, passes inside the internal rotor 41A of the oil pump 41, flows between l pump shaft 4c of the torque converter 4 and the cylinder 18 and then reaches the torque converter 4.

The oil supplied in the oil flow path 10A is supplied to the torque converter 4. The oil discharged from the torque converter 4 is conveyed to the oil flow path 10A by means of the switching of an oil control valve, not shown.

The oil supplied in the oil flow path 10B is emitted by the centrifugal force resulting from the rotation of the main input shaft 10 outside the main input shaft 10 to through the radial holes lOf, 10g, lOh, lOi, lOj, 10k and 10m. The oil discharged into the secondary input shaft 11 from the radial holes of the main input shaft 10 is also emitted by centrifugal force resulting from the rotation of the secondary input shaft 11 from holes radials formed in the secondary input shaft 11 in the radial direction of the secondary input shaft 11 and also from openings formed at the ends of the secondary input shaft 11 in the axial direction of the secondary input shaft 11.

The radial hole 10f is formed in a part of the main input shaft 10 which faces the planetary gear train 21 and the brake device 31. The oil evacuated from the radial hole 10f is conveyed to the bearing 15, thrust bearings 13G and 13M and friction plates 34 and 35 for lubricating and cooling the bearing 15, thrust bearings 13G and 13M and friction plates 34 and 35.

The radial hole 10g is formed in a part of the main input shaft 10 which faces the needle bearing 13C. The oil drained 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 lubrication and cooling of the needle bearings 13C and 13N, the oil is also used to lubricate and cool the planetary gear train 21.

The radial hole 10h is formed in a part of the main input shaft 10 which faces an interval between the support 22 and the ring gear 24. The oil discharged from the radial hole 10h is supplied to the bearing of thrust 13E to lubricate and cool the thrust bearing 13E. After lubrication and cooling of the thrust bearing 13E, the oil enters the ring gear 24 to lubricate and cool the planetary gear 21.

The radial hole lOi is formed in a part of the main input shaft 10 which faces the needle bearing 13A. The oil discharged from the radial hole lOi is supplied to the needle bearing 13A to lubricate and cool the needle bearing 13A.

After lubrication and cooling of the needle bearing 13A, the oil is also used to lubricate and cool the thrust bearing 13F and passes through a radial hole, not shown, formed in the secondary input shaft 11 for lubricate and cool the needle bearing 131, the synchronizing ring 78B and the one-way clutch 25.

The radial hole 10j is formed in a part of the main input shaft 10 which faces the needle bearing 13H. The oil evacuated from the radial hole 10j is conveyed in the secondary input shaft 11 as well as in the needle bearing 13H and the synchronization ring 78A by radial holes not shown formed in the secondary input shaft 11 and the spacer 17, lubricating and thus cooling the needle bearing 13H and the synchronization ring 7 8A.

The radial hole 10k is formed in a part of the main input shaft 10 which faces 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 oil supplied by the flow path different from the oil flow paths 10A and 10B in the main input shaft 10 and lubricated and cooled.

The radial hole 10m is formed in a part of the main input shaft 10 which faces an interval between the groove on the second end 10b and the needle bearing 13B. The oil discharged from the radial hole 10m flows between the main input shaft 10 and the secondary input shaft 11 and is conveyed to the bearing 59 of the clutch 51 and the friction plates 54 and 55, thus lubricating and cooling the bearing 59 and the friction plates 54 and 55.

In FIG. 3, the front deflection shaft is retained by the partition walls 12B and 12A in order to be able to rotate using the bearings 80A and 80B. In Figures 2 and 3, the front deflection shaft 6 has the idler gears 81 and 82 mounted thereon.

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

The idler gear 82 is disposed on the front idler shaft 6 closer to the torque converter 4 in the axial direction of the front idler shaft 6. The idler gear 82 is an integral part of the idler shaft front 6, so that it rotates with the front countershaft 6.

In FIG. 3, the intermediate shaft 8 is retained by the left and right partition walls 12B and 12A in order to be able to rotate using the bearings 83A and 83B. In FIGS. 2 and 3, on the intermediate shaft 8 are mounted the pinion 84 of the 1st and 2nd speeds, the pinion of the 3rd speed 85, the pinion of the 6th speed 86, the pinion of

7th gear 87 (which will also be called the gear change gear) and the idler gear 88 which are arranged from the clutch 51 to the torque converter 4.

The gear change gears 84 to 87 have increasing diameters from the clutch 51 to the torque converter 4. In other words, the gear change gear 84 which is closest to the clutch 51 among the gear change gears 84 to 87 has the smallest diameter, while the gear change gear 87 closest to the torque converter 4 has the largest diameter.

The gear change gears 84 to 87 are mounted on the intermediate shaft 8 to be able to rotate relative to the latter. The idler gear 88 is connected by spline to the intermediate shaft 8, so that it rotates with the intermediate shaft 8. The idler gear 88 meshes with the idler gear 82 on the front idler shaft 6, so that the power is transmitted to the idler gear 88 from the idler gear 82.

The synchronizer 89 is arranged between the pinion 84 of the 1st and 2nd speeds and the pinion 85 of the 3rd speed. The synchronizer 90 is arranged between the pinion 86 of the 6th speed and the pinion 87 of the 7th speed.

When the 1st speed or the 2nd speed is selected by the speed change operation, the synchronizer 89 couples the pinion 84 of 1st and 2nd speed to the intermediate shaft 8, so that the pinion 84 of the 1st and 2nd gear rotates with the intermediate shaft 8.

When the 3rd gear is selected by the speed change operation, the synchronizer 89 couples the pinion 85 of the 3rd speed to the intermediate shaft 8, so that the pinion 85 of the 3rd speed rotates with the intermediate shaft 8.

When the 6th gear is selected by the speed change operation, the synchronizer 90 couples the 6th gear pinion 86 to the intermediate shaft 8, so that the 6th gear pinion 86 rotates with the intermediate shaft 8.

When the 7th gear is selected by the gear change operation, the synchronizer 90 couples the pinion 87 of the 7th gear to the intermediate shaft 8, so that the pinion 87 of the 7th gear rotates with the intermediate shaft 8.

The synchronizers 74, 90 and 114 have a single cone shape, while the synchronizer 89 has a double cone shape. The synchronizers 89, 90 and 114, however, operate in the same manner as the synchronizer 74, and their explanation in detail will be omitted here.

As illustrated in Figure 3, the output shaft 9 is retained by the left and right partition walls 12B and 12A to be able to rotate using the bearings 91A and 91B. In FIGS. 2 and 3, on the output shaft 9 are mounted on the output pinion 92 of the 1st, 2nd and 4th speed, the output pinion 93 of the 3rd and 5th speed, the output pinion 94 of the 6th speed, the 7th gear output pinion 95 and the final front transmission pinion 96 which are arranged from the clutch 51 to the torque converter 4. The output gears 92 to 95 have decreasing diameters from the clutch 51 to the converter torque 4. In other words, the output pinion 92 which is located closest to the clutch 51 among the output pinions 92 to 95 has the largest diameter, while the output pinion 95 which is located the closer to the torque converter 4 has the smaller diameter.

The output pinions 92 to 95 are connected by splines to the output shaft 9, so that they rotate together with the output shaft 9. The final front transmission gear 96 is formed in an integrated manner with the output shaft 9, so that it rotates with the output shaft 9.

The output pinion 92 of the 1st, 2nd and 4th gear meshes with the pinion 71 of the 4th speed and the pinion 84 of the 1st and 2nd speed. The diameter of the output pinion 92 of the 1st, 2nd and 4th gear is larger than that of the pinion 84 of the 1st and 2nd gear. The diameter of the 4th gear pinion 71 is less than that of the output pinion 92 of the 1st, 2nd and 4th gear and is greater than that of the pinion 84 of the 1st and 2nd gear.

The output pinion 93 of the 3rd and 5th speeds meshes with the pinion 85 of the 3rd speed and the pinion 72 of the 5th speed. The 3rd and 5th gear output pinion 93 has a larger diameter than that of the 3rd gear pinion 85. The diameter of the 5th gear input pinion 72 is larger than that of the 3rd and 5th gear output pinion 93.

The 6th gear output pinion 94 meshes with the 6th gear pinion 86 and is of smaller diameter than the 6th gear pinion 86. The 7th speed output pinion 95 meshes with the 7th speed pinion 87 and has a smaller diameter than the 7th speed pinion 87.

As is apparent from the above, the automatic transmission 1 is designed to determine the transmission ratios by selecting the diameters of the gears 71, 72, 84, 85, 86, 87, 92, 93, 94 and 95. The output pinion 92 of the 1st, 2nd and 4th speed and the output pinion 93 of the 3rd and 5th speed constitute the output pinions according to the invention. The transmission ratios also depend on the transmission ratios of the idler gears.

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

As illustrated in Figure 2, the drive wheels 99L and 99R are coupled to the differential 97 via the drive shafts 98L and 98R. The differential 97 distributes the power, as supplied by the motor 2, to the left and right drive shafts 98L and 98R through the differential mechanism 97B and then transmits it to the drive wheels 99L and 99R.

As illustrated in Figure 3, the reverse gear shaft 7 is retained by the partition walls 12B and 12A to be able to rotate using the bearings 100A and 100B. The idler reverse gears 101 and 102 are mounted on the reverse gear shaft 7.

The idler gear 101 is disposed near the clutch 51 and spline joined to the reverse gear shaft 7, so that it rotates with the reverse gear shaft 7.

The idler gear 102 is disposed near the torque converter 4 and is integral with the reverse gear shaft 7, so that it rotates with the reverse gear shaft 7.

The transmission 1 is equipped with the reverse shaft 110. The reverse shaft 110 extends parallel to the input shaft 5 (that is to say the input shaft main 10 and secondary input shaft 11).

As illustrated in Figure 3, the reverse shaft 110 is retained by the partition wall 12A and the side wall 12B of the transmission case 12 to be able to rotate using the bearings 11 IA and 11 IB.

The reverse gear shaft 110, as illustrated in FIGS. 2 and 3, has mounted on it the reverse gear pinion 112 and the final reverse gear transmission pinion 113 which has a smaller diameter than that of the pinion 112. The reverse gear 112 is retained on the reverse shaft 110 to be able to rotate relative thereto. The final reverse gear 13 is integrally formed with the reverse shaft 110, so that it rotates with the reverse shaft 110.

As is clearly illustrated in FIG. 1, the reverse drive shaft 7 is disposed at a higher position than those of the input shaft 5, of the front drive shaft 6, of the intermediate shaft 8, the output shaft 9 and the reverse gear shaft 110. The reverse gear return shaft 7 is in the highest position of the vehicle transmission according to this embodiment. The input shaft 5 is arranged in the highest position, with the exception of the reverse gear return shaft 7 and the reverse gear shaft 110.

The above arrangements allow the shafts for the reverse gears to be concentrated or brought together above the input shaft 5 and also allow the shafts for the gears to be concentrated or brought together in below the input shaft 5. This makes it possible to obtain an effective arrangement of the shafts defining power transmission paths in the transmission casing 12, even when the transmission 1 is designed to have an increased number of shafts.

The reverse gear 112 meshes with the idler gear 102. The final reverse gear transmission 113 meshes with the final driven gear 97A.

The synchronizer 114 is mounted on the reverse gear shaft 110. When the reverse gear is selected by the speed change operation, the synchronizer 114 couples the reverse gear 112 to the drive shaft reverse 110, so that the reverse gear 112 rotates with the reverse shaft 110.

The power is then transmitted from the final reverse transmission pinion 113 to the final driven pinion 97A, so that the final driven pinion 97A rotates in the opposite direction to the front direction, thereby causing the vehicle to reverse. The synchronizer 114 operates in the same way as the synchronizer 74 and its explanation in detail will be omitted here.

Next, we will describe below power transmission paths to obtain a plurality of transmission ratios. The reverse gear shaft 7 and the reverse shaft 10 are arranged above the first imaginary plane L1, while the axial center of the reverse gear shaft 7 is arranged behind the second imaginary plane L2.

POWER TRANSMISSION PATH FOR THE FIRST SPROCKET The first sprocket is produced in a state where the clutch 51 is disengaged, that is to say that the friction plates 54 and 55 are spaced apart from each other without supply of oil to piston 57A of CSC 57 and that the sun gear 23 is locked by the brake device 31 to prevent it from turning relative to the brake housing 32.

In addition, the synchronizer 89 is moved from the neutral position to the pinion 84 of the 1st and 2nd speeds to couple the pinion 84 of the 1st and 2nd speeds with the intermediate shaft 8.

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

When the power is, as described above, transmitted from the main input shaft 10 to the secondary input shaft 11 via the planetary gear 21, the planetary gear 21 reduces the speed of the main input shaft 10 and transmit it to the secondary input shaft 11.

The power of the motor 2 delivered to the secondary input shaft 11 is then transmitted from the secondary input shaft 11 to the intermediate shaft 8 via the idler input pinion 73, the pinion idler 81, front idler shaft 6, idler gear 82 and idler gear 88.

Thereafter, the power of the motor 2 supplied to the intermediate shaft 8 is then transmitted from the pinion 84 of the 1st and 2nd speeds, coupled by the synchronizer 89 to the intermediate shaft 8 to the final driven pinion 97A, by l 'through the 1st, 2nd and 4th gear output pinion 92, the output shaft 9 and the final drive gear before 96. Power is then transmitted from the differential mechanism 97B to the drive wheels 99L and 99R via 98L and 98R drive shafts.

POWER TRANSMISSION PATH FOR THE SECOND PINION The second pinion is produced in a state in which the clutch 51 is engaged, that is to say that the oil is supplied to the piston 57A of the CSC 57 for place the friction plates 54 and 55 in friction contact with each other, and the brake device 31 is disengaged, so that the sun gear 23 is unlocked from the brake housing 32, so that it can rotate . As in the first pinion, the synchronizer 89 couples the pinion 84 of the 1st and 2nd speeds with the intermediate shaft 8.

The power of the engine 2 is therefore transmitted from the crankshaft 3 to the secondary input shaft 11 via the torque converter 4, the main input shaft 10 and the clutch 51. The next power transmission path is identical to the power transmission path of the first gear.

When the power is transmitted from the main input shaft 10 to the secondary input shaft 11 via the clutch 51 (in other words, the main input shaft 10 and the secondary input shaft 11 rotate together), the unidirectional clutch 25 makes it possible to block the transmission of power from the secondary input shaft 11 to the main input shaft 10 via the planetary gear 21.

When the power is transmitted from the main input shaft 10 to the secondary input shaft 11 via the clutch 51, the rotation of the secondary input shaft 11 is not not reduced in speed by the planetary gear 21, so that the rotation of the secondary input shaft 11 will be identical to that of the main input shaft 10, which will prevent any power transmission from the secondary input shaft 1 to the planetary gear 21 by the one-way clutch 25.

Therefore, when the clutch 51 is engaged to deliver power from the main input shaft 10 to the secondary input shaft 11 via the clutch 51, the speed of the secondary input shaft 11 becomes higher than that obtained when power is transmitted from the main input shaft 10 to the secondary input shaft 11 through the planetary gear 21, so that the one-way clutch 25 is placed in a differential rotation mode so as not to transmit power through it.

As emerges from the above discussion, when a gear change is made from the first pinion to the second pinion, the engagement of the clutch 51 causes the switching of the power transmission path of the cycloid spur gear 21 to the clutch 51 by means of the above operation of the one-way clutch 25. It is therefore not necessary to disengage the synchronizer 89, so that the pinion 43 of the 1st and 2nd speeds is maintained in connection with the intermediate shaft 8. This avoids the omission of torque (that is to say a discontinuity in the power transmission) usually resulting from the displacement of the synchronizer 89, thus allowing a smooth gear change .

POWER TRANSMISSION PATH FOR THE THIRD GEAR [0189] The third pinion is produced in a state where the clutch 51 is engaged, the brake device 31 is disengaged, so that the sun gear 23 can rotate relative to the brake housing 32. The synchronizer 89 is moved from the neutral position to the 3rd gear pinion 85 to couple the 3rd gear pinion 85 with the intermediate shaft 8.

The power of the engine 2 is therefore transmitted from the crankshaft 3 to the secondary input shaft 11 via the torque converter 4 and the main input shaft 10.

When it is supplied from the main input shaft 10 to the secondary input shaft 11 via the clutch 51, the power is transmitted to the secondary input shaft 11 without that its speed is not reduced by the planetary gear 21.

Subsequently, the power of the motor 2 transmitted to the secondary input shaft 11 is transmitted from the secondary input shaft 11 to the intermediate shaft 8 via the idler input gear 73 , idler gear 81, front idler shaft 6, idler gear 82 and idler gear 88.

Then, the power of the motor 2 transmitted to the intermediate shaft 8 is transmitted from the pinion 85 of 3rd gear connected by the synchronizer 89 to the intermediate shaft 8 to the final driven pinion 97A via the output pinion 93 3rd and 5th gears, the output shaft 9 and the final drive gear before 96 then powered from the differential mechanism 97B to the drive wheels 99L and 99R via the drive shafts 98L and 98R.

POWER TRANSMISSION PATH FOR THE FOURTH PINION The fourth pinion is produced in a state where the clutch 51 is engaged, the brake device 31 is disengaged, so that the sun gear 23 can rotate relative to the brake housing 32. The synchronizer 74 is moved from the neutral position to the 4th gear pinion 71 to couple the 4th gear pinion 71 with the secondary input shaft 11.

The power of the engine 2 is therefore transmitted from the crankshaft 3 to the secondary input shaft 11 via the torque converter 4, the main input shaft 10, and the clutch 51.

Then, the power of the motor 2 transmitted to the secondary input shaft 11 is transmitted to the final driven pinion 97A via the pinion 71 of 4th speed connected to the secondary input shaft 11 by the synchronizer 74, the output gear 92 of the 1st, 2nd and 4th gear, the output shaft 9 and the final drive gear before 96. The power of the motor 2 transmitted to the final driven gear 97A is then delivered from the differential mechanism 97B to the wheels 99L and 99R drive units via the 98L and 98R drive shafts.

POWER TRANSMISSION PATH FOR THE FIFTH GEAR [0197] The fifth pinion is produced in a state where the clutch 51 is engaged, the brake device 31 is disengaged, so that the sun gear 23 can rotate relative to the brake housing 32. The synchronizer 74 is moved from the neutral position to the 5th gear pinion 72 to couple the 5th gear pinion 72 with the secondary input shaft 11.

The power of the engine 2 is therefore transmitted from the crankshaft 3 to the secondary input shaft 11 via the torque converter 4, the main input shaft 10, and the clutch 51.

Then, the power of the motor 2 transmitted to the secondary input shaft 11 is transmitted to the final driven pinion 97A via the pinion 72 of 5th gear connected to the secondary input shaft 11 by the synchronizer 74, the 3rd and 5th gear output pinion 93, the output shaft 9 and the final front transmission pinion 96. The power of the motor 2 transmitted to the final driven pinion 97A is then delivered from the differential mechanism 97B to the drive wheels 99L and 99R via the drive shafts 98L and 98R.

POWER TRANSMISSION PATH FOR THE SIXTH PINION [0200] The sixth pinion is produced in a state where the clutch 51 is engaged, the brake device 31 is disengaged, so that the sun gear 23 can rotate relative to the brake housing 32. The synchronizer 90 is moved from the neutral position to the 6th gear pinion 86 to couple the 6th gear pinion 86 to the intermediate shaft 8.

The power of the engine 2 is therefore transmitted from the crankshaft 3 to the secondary input shaft 11 via the torque converter 4, the main input shaft 10, and the clutch 51.

Thereafter, the power of the motor 2 transmitted to the secondary input shaft 11 is transmitted to the intermediate shaft 8 via the input idler gear 73, the idler gear 81, the front deflection shaft 6, idler gear 82 and idler gear 88.

Finally, the power of the motor 2 transmitted to the intermediate shaft 8 is transmitted from the 6th gear pinion 86 connected by the synchronizer 90 to the intermediate shaft 8 to the final driven pinion 97A via the output pinion 94 of 6th gear, the output shaft 9 and the final drive gear before 96 then supplied from the differential mechanism 97B to the drive wheels 99L and 99R via the drive shafts 98L and 98R.

POWER TRANSMISSION PATH FOR THE SEVENTH GEAR 32. The synchronizer 90 is moved from the neutral position to the pinion 87 of 7th gear to couple the pinion 87 of 7th gear to the intermediate shaft 8.

The power of the engine 2 is therefore transmitted from the crankshaft 3 to the secondary input shaft 11 via the torque converter 4, the main input shaft 10, and the clutch 51.

Thereafter, the power of the motor 2 transmitted to the secondary input shaft 11 is transmitted to the intermediate shaft 8 via the input idler gear 73, the idler gear 81, the front deflection shaft 6, idler gear 82 and idler gear 88.

Finally, the power of the motor 2 transmitted to the intermediate shaft 8 is transmitted from the pinion 87 of 7th gear connected by the synchronizer 90 to the intermediate shaft 8 to the final driven pinion 97A via the output pinion 95 of 7th gear, the output shaft 9 and the final drive gear before 96 then fed from the differential mechanism 97B to the drive wheels 99L and 99R via the drive shafts 98L and 98R.

POWER TRANSMISSION PATH FOR THE REVERSE GEAR [0208] The reverse gear is produced in a state where the clutch 51 is disengaged, the brake device 31 prevents the sun gear 23 from rotating relative to the brake housing 32 .

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

The power of the engine 2 is thus transmitted from the crankshaft 3 to the secondary input shaft 11 via the torque converter 4, the main input shaft 10, the ring gear 24, the support 22 and one-way clutch 25.

When power is transmitted from the main input shaft 10 to the secondary input shaft 11 via the planetary gear 21, the planetary gear 21 reduces the speed of rotation of the shaft main input 10 and transmit it to the secondary input shaft 11.

Then, the power of the motor 2 transmitted to the secondary input shaft 11 is transmitted to the reverse gear shaft 110 via the input idler gear 73, the idler gear 101, the reverse gear shaft 7, idler gear 102 and reverse gear 112 connected by the synchronizer 114 to the reverse shaft 110.

Finally, the power of the motor 2 transmitted to the reverse gear shaft 110 is transmitted to the final driven pinion 98A via the final reverse gear gear 113, then transmitted from the differential mechanism 97B to drive wheels 99L and 99R by drive shafts 98L and 98R.

The transmission 1 in this embodiment is, as already described, designed to present the input shaft 5 comprising the main input shaft 10 and the secondary input 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 a first end 10a of the main input shaft 10.

The planetary gear 21 connects the main input shaft 10 and the end of the secondary input shaft 11 and makes it possible to reduce the speed of rotation of the main input shaft 10 and to transmit the power to the secondary input shaft 11. The clutch 51 is disposed on the second end 10b of the main input shaft 10 and the second end 11b of the secondary input shaft 11 and makes it possible to selectively establish or block power transmission from the main input shaft 10 to the secondary input shaft 11.

The 4th gear pinion 71, the 5th gear pinion 72 and the synchronizer 74 are mounted on the secondary input shaft 11 between the torque converter 4 and the clutch 51 in the axial direction of the shaft secondary input 11.

The above arrangement results in a reduction in the length of the input shaft 5 and eliminates the need to mount the planetary gear 21 on an additional shaft extending radially close to the input shaft 5 .

It is therefore possible to arrange the front idle shaft 6, the reverse drive shaft 7, the output shaft 9 and the reverse shaft 110 near the input shaft 5. This makes it easier to reduce the size of the transmission 1.

The planetary gear 21 and the clutch 51 are used to transmit the power from the main input shaft 10 to the secondary input shaft 11, thereby delivering power from the pinion 71 of 4th gear, from 5th gear sprocket 72 or idler input sprocket 73 mounted on the secondary input shaft 11 to the front idler shaft 6, the reverse gear idler shaft 7, the output shaft 9 or the reverse shaft 110. This facilitates the increase in the transmission ratio in the transmission 1.

In this embodiment, the transmission 1 has a one-way clutch 25 disposed between the planetary gear 21 and the secondary input shaft 11.

The one-way clutch 25 is designed to selectively establish the transmission of power, aimed at increasing the speed of the secondary input shaft 11, from the main input shaft 10 to the secondary input shaft 11 and to block the transmission of power, aimed at increasing the speed of the main input shaft 10, from the secondary input shaft 11 to the main input shaft 10.

The switching of the power transmission path in which the power is supplied from the main input shaft 10 to the secondary input shaft 11 via the planetary gear 21 to the power transmission path in which power is supplied from the main input shaft 10 to the secondary input shaft 11 through the clutch 51 can be simply obtained by engaging the clutch 51.

The offset between the first and the second pinion is therefore obtained without the need to move the synchronizer 89 which connects the single pinion 84 of the 1st and 2nd speeds to the intermediate shaft 8. This eliminates the emission of the torque usually resulting from the displacement of the synchronizer 89, thus ensuring stability when changing gears.

The transmission 1 in this embodiment is equipped with the transmission housing 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 support 22, the sun gear 23, the ring gear 24 and the brake device 31.

The brake device 31 is equipped with the clutch hub 33, friction plates 34 and 35, the piston 36 and the return spring 37 which serve to selectively switch between the locked state where the sun gear 23 is prevented to rotate and the unlocked state where the sun gear 23 is authorized to rotate. The brake device 31 is also equipped with the brake housing 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 integral with the transmission housing 12 .

The brake housing 32 also has the through hole 32a through which the main input shaft 10 passes and retains the main input shaft 10 so that it can rotate with the bearing 15.

The above arrangements make it possible to retain the main input shaft 10 using the brake housing 32 of the brake device 31, thereby eliminating the need for an additional support element for the shaft d main input 10. This allows the input shaft 5 to have a reduced length, which also results in a reduction in the size of the transmission 1.

The transmission 1 in this embodiment is equipped with the planetary gear 21 which includes the ring gear 24 coupled to the main input shaft 10, the support 22 coupled to the secondary input shaft 11 by the intermediate of the unidirectional clutch 25 and the sun gear 23 with which the clutch hub 33 is integrally formed and which is fixed to the brake housing 32 by means of the friction plates 34 and 35.

When the sun gear 23 is locked on the brake housing 32, the planetary gear 21 reduces the speed of rotation of the main input shaft 10 conveyed to the ring gear 24 and transmits it from the support 22 to the shaft secondary input 11 through the one-way clutch 25.

The planetary gear 21 therefore operates as a speed reducer arranged coaxially with the input shaft 5 to reduce the speed of rotation of the main input shaft 10 and transmit it to the secondary input shaft 11. This allows the input shaft 5 to have a reduced length and eliminates the need to mount the planetary gear 21 on an additional shaft extending radially near the input shaft 5.

The transmission 1 in this embodiment is equipped with the oil pump 41 which supplies oil. The main input shaft 10 passes through the oil pump 41. The brake housing 32 has the contact surface 32f in which the inlet port 42 and the outlet port 43 of the oil pump 41 are formed. with the partition wall 12A of the transmission case 12. The brake case 32 has, formed therein, the oil supply hole 44A to the oil supply hole 44D through which the oil flows .

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

The transmission 1 in this embodiment is equipped with the ring gear 24 whose radially inner periphery 24a is connected by spline to the main input shaft 10. The radially inner periphery 24a is partially inserted or disposed between the main input shaft 10 and the secondary input shaft 11, which also allows the input shaft 5 to have a reduced length.

Although the present invention has been described in the form of a preferred embodiment in order to facilitate better understanding, it should be noted that the invention can be carried out in various ways without departing from the principle of the invention. In particular, it is permissible to make modifications to the embodiment presented, in particular of a structural nature without departing from the main functions provided for according to the invention.

Claims (1)

[Claim 1] [Claim 2] claims Transmission for vehicle including: an input shaft (5) to which power is transmitted from a drive source (2) via a torque converter (4); a planetary gear (21) mounted on the input shaft (5); a plurality of input gears (71, 72) which are mounted on the input shaft to (5) be rotatable relative thereto; an output shaft (9) which is equipped with a plurality of output pinions (92, 93) which mesh with the input pinions (71, 72); a synchronizer (74) which is mounted on the input shaft (5) and makes it possible to selectively couple the input pinions (71, 72) with the input shaft (5); and a clutch mechanism (51) which is mounted on the input shaft (5), wherein the input shaft (5) includes a main input shaft (10) and an input shaft secondary (11) which is arranged on an external periphery of the main input shaft (10) coaxially with the main input shaft (10), in which the torque converter (4) is connected to a first end of the main input shaft (10); in which the planetary gear (21) makes it possible to couple the main input shaft (10) and a first end of the secondary input shaft (11) and reduce the speed of rotation of the main input shaft (10) to supply power from the main input shaft (10) to the secondary input shaft (11), in which the clutch mechanism (51) is mounted on a second end (20b ) of the main input shaft (10) and a second end (11b) of the secondary input shaft (11) and makes it possible to selectively establish or block the transmission of the power of the shaft of main input (10) to the secondary input shaft (11), and wherein the plurality of input gears (71, 72) and the synchronizer (74) are disposed on the secondary input shaft (11 ) between the torque converter (4) and the clutch mechanism (51) in an axial direction of the input shaft (5). Vehicle transmission according to claim 1, in which a one-way clutch (25) is arranged between the planetary gear (21) and the secondary input shaft (11), and in which the one-way clutch (25) allows obtain power transmission from [Claim 3] [Claim 4] [Claim 5] the main input shaft (10) to the secondary input shaft (11) and prevent power transmission from the shaft secondary input (11) to the main input shaft (10). Transmission for a vehicle according to claim 2, further comprising a transmission casing (12) in which the input shaft (5), the torque converter (4), the planetary gear (21) and the mechanism clutch (51) are arranged, the planetary gear (21) being equipped with three rotation elements (22, 23, 24) and a brake device (31), the brake device comprising a brake portion (33, 34 and 35, 36, 37) and a brake housing (32), the brake portion acting to switch one of the rotary elements between an unlocked mode in which the rotation of one of the rotary elements (23) is authorized and a locked mode in which one of the rotary elements (23) is locked to prevent it from rotating, the brake housing (32) being fixed to the transmission housing (12) and having the brake portion disposed therein , and the brake housing (32) having a through hole (32a) through which the shaft passes main input (10) and retaining the main input shaft to be rotatable. Vehicle transmission according to claim 3, wherein the three rotation elements (22, 23, 24) of the planetary gear (21) comprise a first rotary element (24) connected to the main input shaft (10), a second rotary element (22) connected to the secondary input shaft (11) through the one-way clutch (25), and a third rotary element (23) selectively locked by the brake portion (33, 34 and 35, 36, 37) on the brake housing (32), and in which, when the third rotary element (23) is locked on the brake housing (32), the planetary gear (21) makes it possible to reduce the rotation speed by the main input shaft (10) and transmit power from the main input shaft (10) to the secondary input shaft (11) via the one-way clutch (25). A vehicle transmission according to claim 3 or 4, further comprising an oil pump (41) supplying oil, wherein the main input shaft (10) passes through the oil pump (41), in which the brake housing (32) has a wall surface (32f) which defines a pump chamber (42, 43) for the oil pump (41) with the transmission housing (12), and in which the housing brake (32) has, formed therein, an oil flow path through which the oil flows. [Claim 6] Vehicle transmission according to claim 4, in which the first rotary element (24) has an internal periphery connected by splines to the main input shaft (10), and in which the internal periphery is inserted between the main input (10) and the secondary input shaft (11). 1/7