JP2005054888A - Vehicular transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular transmission which is short in axial length, simple in structure, and capable of smoothly performing the parking lock. <P>SOLUTION: The vehicular transmission comprises an output shaft Cs2 connected to a wheel by a power transmission mechanism, an idle shaft Is disposed parallel to the output shaft Cs2, an input shaft Ms which is disposed parallel to the output shaft Cs2 and the idle shaft Is with the power of a drive source input therein, a first gear CR to be integrally rotated with the output shaft Cs2, a second gear RD which is constantly connected to the first gear CR and disposed on the idle shaft Is, a parking gear P which is disposed on the idle shaft Is and integrally rotated with the second gear RD, and a parking lock mechanism PL to prevent the rotation of the parking gear P. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle transmission having a parking lock mechanism.

  Conventionally, automobiles are equipped with a parking lock mechanism that locks the rotation of wheels by operating a shift lever. For example, in the case of a vehicle equipped with an automatic transmission, the parking lock mechanism of the vehicle is operated by operating a shift lever to a parking position (P range) to control the parking outer via a control shaft that controls the operation of a manual valve spool. The lever and the parking inner lever are moved, whereby the parking lock pole is swung to engage the engaging portion with the parking gear (for example, Patent Document 1).

  In the transmission of Patent Document 1, an input shaft and a counter shaft are disposed substantially parallel to a transmission case, and first to fifth transmission gear trains are provided on the input shaft. In this transmission, the end of the counter shaft on the fifth transmission gear train side extends from the input shaft, and a parking gear is disposed on the end of the counter shaft outside the fifth transmission gear train. ing.

In addition, as a conventional parking lock mechanism of a transmission, there is a parking lock state in which a dedicated gear that is operated when a shift lever is operated to a parking position meshes with a fixed gear (for example, Patent Documents). 2).
JP 2001-146966 A (paragraph 0029, FIG. 1) JP 2001-50392 (paragraph 0018, FIG. 2)

The conventional transmission of Patent Document 1 enables the use of a transmission having a manual structure as an automatic transmission, thereby sharing parts such as a transmission case, a transmission gear train, and the number of axes. The cost could be reduced.
However, in this transmission, since the parking gear is disposed at the end of the counter shaft, there is a problem that the counter shaft protrudes greatly with respect to the input shaft and the entire transmission is enlarged in the axial direction. .
In particular, when the transmission is mounted on an FF (front engine / front drive) vehicle installed horizontally, there is a problem that the degree of freedom in layout decreases due to an increase in axial dimension.

  Further, in the parking lock mechanism as in Patent Document 2, when the shift lever is operated to the parking position, the crest of the dedicated gear and the crest of the fixed gear come into contact with each other, and the gear does not mesh, so that a secure parking lock state is achieved. There was something I couldn't do.

  An object of the present invention is to provide a vehicle transmission that has a short axial length, a simple structure, and can be parked and locked smoothly.

  In order to solve the above-described problem, a vehicle transmission according to claim 1 includes an output shaft connected to wheels by a power transmission mechanism, an idle shaft disposed in parallel to the output shaft, the output shaft, An input shaft that is arranged in parallel with the idle shaft, receives power from a drive source, a first gear that rotates integrally with the output shaft, and is always connected to the first gear, and the idle shaft A parking gear that is disposed on the idle shaft and that rotates together with the second gear, and a parking lock mechanism that prevents rotation of the parking gear. It is characterized by.

According to the first aspect of the present invention, the parking gear is provided on the idle shaft provided separately from the output shaft, the input shaft, or the counter shaft. Therefore, unlike the conventional vehicle transmission, providing the parking gear on the output shaft, the input shaft, or the counter shaft does not increase the length, and the overall length of the vehicle transmission is reduced in the axial direction. be able to.
In this vehicle transmission, the first gear and the second gear connected from the wheels by the power transmission mechanism are always meshed, and the parking gear rotating integrally with the second gear is rotated by the parking lock mechanism. Stop. Therefore, it is not necessary to connect / disconnect at the tooth portion of the gear for parking lock except for the parking gear, and there is no problem with the meshing of the gear.

  A vehicle transmission according to a second aspect is the vehicle transmission according to the first aspect, wherein the third gear disposed on the idle shaft, the third gear, and the second gear are disconnected. A connecting / disconnecting means for enabling contact and a fourth gear arranged on the input shaft and meshed with the third gear are provided.

  According to the second aspect of the present invention, in the vehicle transmission, the fourth gear disposed on the input shaft to which the power of the drive source is input meshes with the third gear, and the third gear is the second gear. By being connected / disconnected by the connecting / disconnecting means, the second gear can be used as a gear stage of the transmission. The second gear is increased in weight by the parking gear when the parking gear is integrally installed. For this reason, the natural frequency of the second gear is increased due to the increase in weight, and the third gear and the second gear are connected by the connecting / disconnecting means, and the power of the driving source is transmitted to the second gear to rotate. The meshing noise between the second gear and the first gear is suppressed.

  A vehicle transmission according to a third aspect is the vehicle transmission according to the second aspect, wherein the third gear is rotatably supported by the idle shaft, and the second gear and the parking A gear is fixed to the idle shaft, and the idle shaft is rotatably supported by an idle bearing.

  According to the invention described in claim 3, since the second gear and the parking gear are fixed to the idle shaft, the second gear, the parking gear, and the idle shaft can be integrally formed. The idle shaft can be made thicker than a shaft that rotatably supports the gear. As a result, the idle shaft increases in rigidity and suppresses gear collapse to suppress gear noise when the second gear rotates.

According to the vehicle transmission according to the present invention, the structure becomes simple, and the entire vehicle transmission can be made short and compact. As a result, the space in the engine room is widened, the layout can be easily set, and the assembly work of the equipment installed in the engine room is facilitated.
Further, since the vehicle transmission locks the parking without using the connection / disconnection of the gear, the parking lock is performed smoothly, and the parking lock can be surely performed.

[First Embodiment]
First, with reference to FIGS. 1-3, the vehicle transmission which concerns on 1st Embodiment of this invention is demonstrated.
FIG. 1 is a skeleton diagram showing a vehicle transmission according to a first embodiment of the present invention. FIG. 2 is a diagram showing a gear train of the vehicle transmission according to the first embodiment of the present invention by pitch circles. FIG. 3 is a diagram illustrating the vehicle transmission according to the first embodiment of the present invention, and is an explanatory diagram illustrating an installation state of the parking lever.

  As shown in FIG. 1, the transmission includes a clutch CL connected to an engine output shaft (not shown) in a housing 9 (see FIG. 2), and a parallel shaft stepped transmission mechanism connected to the clutch CL. TM, a final driven gear FD meshing with the first final gear F1, the second final gear F2 of the transmission mechanism TM, and a differential gear device DF having a differential shaft Ds are arranged.

  The speed change mechanism TM is a device that changes the rotation of the engine and transmits driving force from the differential gear device DF to left and right wheels (not shown). The transmission mechanism TM includes an input shaft Ms, a first counter shaft Cs1, a second counter shaft Cs2, and a reverse idle shaft Is that extend in parallel to each other. These axes Ms, Cs1, Cs2, Is, and Ds are respectively arranged at the positions of Ms, Cs1, Cs2, Is, and Ds shown in FIG.

  As shown in FIG. 1, the input shaft Ms is connected to an engine-side clutch CL, and is rotatably supported by input bearings Mb and Mb installed in the housing 9. The input shaft Ms includes, in order from the clutch CL side, a main first speed gear M1, a main fourth speed gear M4, a main reverse gear MR, a main second speed gear M2, a main fifth speed gear M5, a main third speed gear M3, and a main sixth speed. The gears M6 are arranged so as to rotate together. Each of the gears M1, M4, MR, M2, M5, M3, and M6 is formed of a helical gear, for example, and is configured to rotate integrally with the input shaft Ms and the spline.

The main first speed gear M1 is assembled so as to always mesh with the counter first speed gear C1 rotatably supported by the second counter shaft Cs2.
The main fourth speed gear M4 is assembled so as to always mesh with a counter fourth speed gear C4 rotatably supported on the first counter shaft Cs1.
The main reverse gear MR is assembled so as to always mesh with a reverse idle gear R rotatably supported on a reverse idle shaft Is. The main reverse gear MR corresponds to the fourth gear in the claims.
The main second speed gear M2 is assembled so as to always mesh with a counter second speed gear C2 rotatably supported by the second counter shaft Cs2.
The main fifth speed gear M5 is assembled so as to always mesh with a counter fifth speed gear C5 rotatably supported by the first counter shaft Cs1.
The main third speed gear M3 is assembled so as to always mesh with a counter third speed gear C3 rotatably supported by the second counter shaft Cs2.
The main 6-speed gear M6 is assembled so as to always mesh with a counter 6-speed gear C6 rotatably supported by the first counter shaft Cs1.

The first counter shaft Cs1 is a shaft that is arranged in parallel to the input shaft Ms and rotates in the direction opposite to the rotation direction of the input shaft Ms, and the first counter bearings Cb1 and Cb1 that are installed in the housing 9 at both ends. It is supported rotatably by. The first counter shaft Cs1 includes, in order from the clutch CL side (the right side in FIG. 1), a first final gear F1, a counter 4th speed gear C4, a 4-5th speed hub H45, a counter 5th speed gear C5, and a 6th speed hub H6. A counter 6 speed gear C6 is provided.
The first final gear F1, the counter fourth speed gear C4, the counter fifth speed gear C5, and the counter sixth speed gear C6 are, for example, helical gears.
4-5 speed hub H45, 6th speed hub H6, 4th speed side engaging part C4a installed on counter 4th speed gear C4, 5th speed side engaging part C5a installed on counter 5th speed gear C5 and 6th speed gear C6 The installed sixth speed side engaging portion C6a is formed of, for example, a spline.

The first final gear F1 is a gear that is fixed to the first countershaft Cs1 and rotates integrally, and is assembled so as to always mesh with the final driven gear FD. The first final gear F1 corresponds to the final gear in the claims.
The counter fourth speed gear C4 is a gear that is rotatably supported by the first counter shaft Cs1 and rotates, and is assembled so as to always mesh with the main fourth speed gear M4. The counter fourth speed gear C4 is integrally formed with a fourth speed side engaging portion C4a on which the 4-5 speed sleeve S45 is engaged and disengaged on the side surface on the 4-5 speed hub H45 side.
The 4-5 speed hub H45 is fixed to the first counter shaft Cs1 and rotates integrally, and is assembled so as to always mesh with a 4-5 speed sleeve S45 disposed around the 4-5 speed hub H45. ing.
The 4-5 speed sleeve S45 is formed of a spline arranged to be movable in parallel along the first counter shaft Cs1. The 4-5 speed sleeve S45 engages with the 4th speed side engaging portion C4a of the counter 4th speed gear C4 when the shift lever L (see FIG. 3) is operated to the 4th speed position, and the shift lever L (FIG. 3) is engaged. The synchronization mechanism is configured to engage with the fifth-speed-side engaging portion C5a of the counter fifth-speed gear C5 when the control is operated to the fifth-speed position.
The counter fifth-speed gear C5 is a gear that is rotatably supported by the first counter shaft Cs1, and is assembled so as to always mesh with the main fifth-speed gear M5. In the counter fifth-speed gear C5, a fifth-speed side engaging portion C5a with which the 4-5-th speed sleeve S45 is engaged / disengaged is integrally formed on the side surface on the 4-5th speed hub H45 side.
The 6-speed hub H6 is a gear that is fixed to the first counter shaft Cs1 and rotates integrally. The 6-speed hub H6 is assembled so as to always mesh with a 6-speed sleeve S6 disposed around the 6-speed hub H6.
The 6-speed sleeve S6 is formed of a spline that is arranged so as to be movable in parallel along the first counter shaft Cs1. The 6-speed sleeve S6 has a synchronization mechanism that is engaged with the 6-speed side engaging portion C6a of the counter 6-speed gear C6 when the shift lever L (see FIG. 3) is operated to the 6-speed position. .
The counter sixth speed gear C6 is a gear that is rotatably supported by the first counter shaft Cs1 and rotates, and is assembled so as to always mesh with the main sixth speed gear M6. The counter 6-speed gear C6 is integrally formed with a 6-speed side engaging portion C6a to which the 6-speed sleeve S6 is engaged and disengaged on the side surface on the 6-speed hub H6 side.

The second counter shaft Cs2 is a shaft that is arranged in parallel to the input shaft Ms and the first counter shaft Cs1, rotates in the opposite direction to the rotation direction of the input shaft Ms, and is a second that is installed in the housing 9 at both ends. It is rotatably supported by counter bearings Cb2 and Cb2. The second counter shaft Cs2 includes, in order from the clutch CL side (the right side in FIG. 1), a second final gear F2, a counter reverse gear CR, a counter first speed gear C1, a first and second speed hub H12, and a counter second speed gear C2. A counter third-speed gear C3 and a third-speed hub H3 are provided. The second counter shaft Cs2 corresponds to the output shaft in the claims.
The second final gear F2, the counter reverse gear CR, the counter first speed gear C1, the counter second speed gear C2, and the counter third speed gear C3 are, for example, helical gears.
1-2 speed hub H12, 3rd speed hub H3, 1st speed side engaging part C1a installed in counter 1st speed gear C1, 2nd speed side engaging part C2a installed in 2nd counter gear C2, and 3rd counter gear C3 The 3rd speed side engaging part C3a installed in is composed of a spline, for example.

The second final gear F2 is a gear that is fixed to the second counter shaft Cs2 and rotates integrally, and is assembled so as to always mesh with the final driven gear FD.
The counter reverse gear CR is a gear that is fixed to the second counter shaft Cs2 and rotates integrally, and is assembled so as to always mesh with the reverse drive gear RD that is supported by the reverse idle shaft Is. The counter reverse gear CR corresponds to the first gear in the claims.
The counter first speed gear C1 is a gear that is rotatably supported by the second counter shaft Cs2 and rotates, and is assembled so as to always mesh with the main first speed gear M1. The counter first speed gear C1 is integrally formed with a first speed side engaging portion C1a on which the first and second speed sleeves S12 are engaged and disengaged on the side surface on the first and second speed hub H12 side.
The 1-2 speed hub H12 is fixed to the second counter shaft Cs2 and rotates integrally, and is assembled so as to always mesh with a 1-2 speed sleeve S12 disposed around the 1-2 speed hub H12. ing.
The 1-2 speed sleeve S12 is disposed so as to be movable in parallel along the second counter axis Cs2. When the shift lever L (see FIG. 3) is operated to the 1st speed position, the 1st speed gear S1 of the counter 1st speed gear C1 is provided. The synchronization mechanism engages with the speed side engaging portion C1a and engages with the speed 2 engaging portion C2a of the counter speed 2 gear C2 when the shift lever L (see FIG. 3) is operated to the speed 2 position. It is configured.
The counter second speed gear C2 is a gear that is rotatably supported by the second counter shaft Cs2 and rotates, and is assembled so as to always mesh with the main second speed gear M2. The counter second speed gear C2 is integrally formed with a second speed side engaging portion C2a on which the first and second speed sleeves S12 are engaged and disengaged on the side surface on the first and second speed hub H12 side.
The counter third speed gear C3 is a gear that is rotatably supported by the second counter shaft Cs2 and rotates, and is assembled so as to always mesh with the main third speed gear M3. In the counter third speed gear C3, a third speed side engaging portion C3a to which the third speed sleeve S3 is engaged / disengaged is integrally formed on a side surface on the third speed hub H3 side.
The 3-speed hub H3 is fixed to the second countershaft Cs2 and rotates integrally, and is assembled so as to always mesh with a 3-speed sleeve S3 disposed around the 3-speed hub H3.
The third-speed sleeve S3 is disposed so as to be movable in parallel along the second counter shaft Cs2, and when the shift lever L (see FIG. 3) is operated to the third-speed position, the third-speed side of the counter third-speed gear C3. The synchronization mechanism is configured to engage with the engaging portion C3a.

The reverse idle shaft Is is a fixed shaft arranged in parallel with the input shaft Ms, the first counter shaft Cs1 and the second counter shaft Cs2, and both ends are fixed to the housing 9. On the reverse idle shaft Is, a parking gear P, a reverse drive gear RD, a reverse hub HR, and a reverse idle gear R are arranged in order from the clutch CL side (the right side in FIG. 1). The reverse idle shaft Is corresponds to the idle shaft in the claims.
The parking gear P, the reverse drive gear RD, and the reverse idle gear R are, for example, helical gears. The reverse side engaging portion Ra installed on the reverse hub HR and the reverse drive gear RD is formed of, for example, a spline.

The parking gear P is a gear that is installed to be rotatable relative to the reverse idle shaft Is, and is configured to rotate integrally with the reverse drive gear RD, and operates the shift lever L (see FIG. 3) to the parking position. As shown in FIG. 2, a plurality of tooth gaps Pa that engage with the claws 1a of the parking lock pole 1 are formed on the outer peripheral portion.
The reverse drive gear RD is a gear that is always meshed with the counter reverse gear CR, and has a reverse side engaging portion Ra as a connecting / disconnecting means 10 that engages and disengages the reverse sleeve SR on the side surface on the reverse hub HR side. Is forming. The reverse drive gear RD corresponds to the second gear in the claims.
The connecting / disconnecting means 10 is for connecting / disconnecting the power from the drive source to the reverse drive gear RD, and includes a reverse hub HR, a reverse sleeve SR, and a reverse drive side engaging portion RDa.
The reverse hub HR and the reverse idle gear R are gears that rotate integrally with the reverse idle shaft Is.
The reverse hub HR is assembled so as to always mesh with a reverse sleeve SR disposed on the outer periphery of the reverse hub HR.
The reverse sleeve SR is arranged to be movable in parallel along the reverse idle shaft Is, and when the shift lever L (see FIG. 3) is operated to the reverse position, the reverse drive side engaging portion RDa of the reverse drive gear RD. The synchronization mechanism is configured to engage with the.
The reverse idle gear R is configured to always mesh with the main reverse gear MR of the input shaft Ms and to rotate integrally with the reverse hub HR and the reverse sleeve SR. The reverse idle gear R corresponds to the third gear in the claims.

The differential shaft Ds is disposed in parallel to the input shaft Ms, the first counter shaft Cs1, the second counter shaft Cs2, and the reverse idle shaft Is, and is rotatably supported by a drive bearing Db installed in the housing 9. A final driven gear FD for rotating the differential gear device DF is disposed on the differential shaft Ds.
The final driven gear FD is a gear that is fixed to the differential shaft Ds and rotates integrally, and is assembled so as to always mesh with the first final gear F1 and the second final gear F2.

  As shown in FIG. 3, the parking lock mechanism PL is for locking the parking gear P in a state of being fixed to the housing 9 of the transmission, and is adjacent to the transmission mechanism TM in the housing 9. The parking lock mechanism PL includes a parking gear P having a tooth gap Pa, a parking lock pole 1 constituting a locking means including a claw portion 1a engaged with the tooth groove Pa, and attaching the parking lock pole 1 in a releasing direction. A first coil spring 3 for energizing, a parking lever 4 having a roller 5 for suppressing the movement of the parking lock pole 1, a second coil spring 6 for energizing the parking lever 4 in the locking direction, A control shaft 7 having a second coil spring 6 and a parking lever 4 mounted thereon and a control lever 8 mounted on the other end thereof, and a shift lever L for rotating the control shaft 7 through a wire 11 Configured.

A support shaft 2 is provided in the vicinity of the parking gear P so as to be substantially parallel to the reverse idle shaft Is. The support shaft 2 includes a parking lock pole having a claw portion 1a formed to protrude on the parking gear P side. 1 is attached.
The parking lock pole 1 is pivotally supported with respect to the support shaft 2, but the claw portion 1 a is separated from the parking gear P by installing the first coil spring 3 on the support shaft 2. Always energized (in the direction of arrow A). The parking lock pole 1 is rotated by a roller 5 provided on the parking lever 4 in a direction in which the parking lock pole 1 abuts against the parking gear P against the urging force of the first coil spring 3 (arrow B direction). Can be engaged with the tooth gap Pa of the parking gear P.

  One end of the parking lever 4 is pivotally supported by the control shaft 7 and is urged by a second coil spring 6 installed on the control shaft 7, and the other end (roller 5) is the parking lock. It is comprised so that the pole 1 may be contacted.

  The control shaft 7 is pivotally supported with respect to the housing 9 by a first bearing portion 9a, a second bearing portion 9b, and a third bearing portion 9c disposed in the housing 9, and a reverse idle shaft Is, an input shaft Ms, the first counter shaft Cs1 and the second counter shaft Cs2 are arranged substantially in parallel. One end of the control shaft 7 is pivotally supported by the first bearing portion 9a and the second bearing portion 9b, and is a parking lever fixed by a bolt 73 between the first and second bearing portions 9a and 9b. 4 and a second coil spring 6 whose rotation is restricted by a pin 71 is disposed. The other end portion side of the control shaft 7 is pivotally supported by a third bearing portion 9c, and a dust seal 91 and a control lever 8 are disposed outside the third bearing portion 9c, and the inside of the third bearing portion 9c. A bracket 12 fixed by a pin 72 is provided on the top.

The control lever 8 is connected to a shift lever L provided in the driver's seat via a wire 11 and is a member for transmitting the movement of the shift lever L to the control shaft 7. The control lever 8 is fixed to the control shaft 7 with bolts 13. Has been. For example, when the shift lever L is operated forward (arrow J direction), the control lever 8 is pushed out by the wire 11 and pivots forward, and when the shift lever L is operated backward (arrow K direction) 11 so that it is pulled by 11 and rotates backward.
Due to the operation of the control lever 8, the control shaft 7 rotates forward and reverse in accordance with the forward and backward operation of the shift lever L. The rotation amount corresponds to the operation amount of the shift lever L. Therefore, when an arbitrary shift range is selected by operating the shift lever L, the control shaft 8 is positioned at a predetermined rotation position corresponding to the shift range.
When the shift lever L is operated to the foremost position, it is set to the parking position, and the shift lever L is sequentially switched to each position by operating the shift lever L to the rear position.

  The bracket 12 is a fixture for installing a manual valve spool (not shown) on the control shaft 7, for example, and is fixed to the control shaft 7.

  The parking lever 4 is rotatably attached to an end portion of the control shaft 7, and includes an arm portion 4a and a roller 5 that is rotatably supported by the arm portion 4a. The parking lever 4 is restricted from swinging in the direction of arrow E by a bolt 73 formed on the control shaft 7 and is always urged in the direction of arrow G by a second coil spring 6 attached to the control shaft 7. ing. For this reason, the parking lever 4 is assembled so as to rotate integrally when the control shaft 7 rotates.

The parking lever 4 is assembled so as to rotate integrally with the control shaft 7 when the shift lever L is operated in the directions of arrows J and K. For example, when the shift lever L is operated to the parking position, the control shaft 7 and the parking lever 4 are in the most rotated position in the direction of arrow E, and the roller 5 attaches the parking lock pole 1 to the first coil spring 3. Pushing in the direction of arrow B against the force, the pawl portion 1a of the parking lock pole 1 and the tooth gap Pa of the parking gear P are configured to mesh with each other.
In this parking lock state, the rotation of the first and second counter shafts Cs1 and Cs2 of the transmission is suppressed, and the wheels (not shown) are prevented from rotating.

  When the shift lever L is operated to the parking position, the claw portion 1a of the parking lock pole 1 and the tooth gap Pa of the parking gear P cannot mesh with each other, and the claw portion 1a rides on the teeth. There is. In this case, only the control shaft 7 is positioned at the maximum rotation position in the direction of arrow E, and the parking lever 4 is in a standby state while being biased in the direction of arrow E by the first coil spring 3 at a rotation position slightly before that. Become. Thereafter, when the wheel (not shown), that is, the parking gear P slightly moves, the parking lever 4 is urged by the second coil spring 6 and moves to the maximum rotation position in the arrow E direction. It is pressed by the parking lever 4 and swings in the direction of arrow B so as to mesh with the parking gear P.

  On the other hand, when the shift lever L is operated in the arrow K direction, the parking lever 4 rotates in the arrow G direction. However, when the shift lever L is operated from the parking position to another position, the control shaft 7 and the parking lever are operated. 4 is positioned on the arrow G direction side of the maximum rotation position in the arrow E direction. For this reason, the pressing force from the roller 5 acting on the parking lock pole 1 is removed, and the parking lock pole 1 is urged in the direction of arrow A by the first coil spring 3 and is parked with the claw portion 1a of the parking lock pole 1. The meshing with the tooth gap Pa of the gear P is released. In this unlocked state, the rotation of the first counter shaft Cs1, the second counter shaft Cs2 and the differential shaft Ds shown in FIG. 1, that is, the rotation of the wheels (not shown) is free.

Next, the power transmission path of the gear in the vehicle transmission according to the first embodiment of the present invention will be described with reference to FIGS.
First, the case of parking will be described.
As shown in FIG. 3, when the shift lever L is operated to the parking position, the control lever 8, the control shaft 7, the parking lever 4 and the roller 5 are rotated in the direction of arrow E by the wire 11. The roller 5 presses and rotates the parking lock pole 1 in the direction of arrow B, and the claw portion 1a engages with the tooth gap Pa of the parking gear P. Since the support shaft 2 that supports the parking gear P is fixed to the housing 9, the parking gear P can be locked by the parking lock pole 1. As a result, as shown in FIG. 1, the reverse drive gear RD that rotates integrally with the parking gear P enters the parking lock state. Accordingly, the counter reverse gear CR that is always meshed with the reverse drive gear RD, the second final gear F2 that rotates integrally with the second counter shaft Cs2 that fixes the counter reverse gear CR, and the second final gear F2 are meshed. The final driven gear FD and the differential gear device DF that rotates together with the final driven gear FD do not rotate and enter a parking lock state, and the wheels (not shown) do not rotate.

Next, the case of the reverse stage will be described with reference to FIG.
The reverse stage is established by engaging the reverse sleeve SR with the reverse drive side engaging portion RDa of the reverse drive gear RD in conjunction with the operation of the shift lever L (see FIG. 3) to the reverse position. In the reverse stage power transmission path, the rotational driving force transmitted from the clutch CL to the input shaft Ms is the main reverse gear MR, reverse idle gear R, reverse hub HR, reverse sleeve SR, reverse drive side engaging portion RDa, reverse This is transmitted to the differential gear device DF via the drive gear RD, counter reverse gear CR, second final gear F2, and final driven gear FD, and the differential gear device DF is driven in the reverse direction.

Next, the first gear will be described with reference to FIG.
In the first speed stage, when the shift lever L (see FIG. 3) is operated to the first speed (LOW) position, the first-second gear sleeve S12 is interlocked with the first-speed side engaging portion C1a of the counter first-speed gear C1. Established by combining. In the first-speed power transmission path, the rotational driving force transmitted from the clutch CL to the input shaft Ms is the main first-speed gear M1, the counter first-speed gear C1, the first-speed side engaging portion C1a, and the first-second speed sleeve S12. It is transmitted to the differential gear unit DF via the 1-2 speed hub H12, the second counter shaft Cs2, the second final gear F2, and the final driven gear FD so that the differential gear unit DF is driven at the first speed in the forward direction. Become.

Next, the second gear will be described with reference to FIG.
In the second speed stage, when the shift lever L (see FIG. 3) is operated to the second speed position, the first and second speed sleeves S12 are engaged with the second speed side engaging portion C2a of the counter second speed gear C2 in conjunction therewith. Established by In the second-speed power transmission path, the rotational driving force transmitted from the clutch CL to the input shaft Ms is the main second-speed gear M2, the counter second-speed gear C2, the second-speed side engaging portion C2a, and the first-second speed sleeve S12. It is transmitted to the differential gear device DF via the 1-2 speed hub H12, the second counter shaft Cs2, the second final gear F2, and the final driven gear FD so that the differential gear device DF is driven at the second speed in the forward direction. Become.

Next, the third gear will be described with reference to FIG.
The third speed stage is established by operating the shift lever L (see FIG. 3) to the third speed position, and the third speed sleeve S3 is engaged with the third speed side engaging portion C3a of the counter third speed gear C3 in conjunction with the operation. Is done. In the third-speed power transmission path, the rotational driving force transmitted from the clutch CL to the input shaft Ms is the main third-speed gear M3, the counter third-speed gear C3, the third-speed side engaging portion C3a, the third-speed sleeves S3, 3 It is transmitted to the differential gear device DF via the speed hub H3, the second counter shaft Cs2, the second final gear F2, and the final driven gear FD, and the differential gear device DF is driven at the third speed in the forward direction.

Next, the fourth speed stage will be described with reference to FIG.
In the 4th speed stage, when the shift lever L (see FIG. 3) is operated to the 4th speed position, the 4-5 speed sleeve S45 is engaged with the 4th speed side engaging portion C4a of the counter 4th speed gear C4 in conjunction therewith. Established by In the power transmission path of the fourth speed stage, the rotational driving force transmitted from the clutch CL to the input shaft Ms is the main fourth speed gear M4, the counter fourth speed gear C4, the fourth speed side engagement portion C4a, and the 4-5 speed sleeve S45. 4-5 speed hub H45, first countershaft Cs1, first final gear F1, final driven gear FD is transmitted to differential gear unit DF so that this differential gear unit DF is driven at the fourth speed in the forward direction. Become.

Next, the fifth gear will be described with reference to FIG.
In the fifth speed stage, when the shift lever L (see FIG. 3) is operated to the fifth speed position, the 4-5 speed sleeve S45 is engaged with the fifth speed side engaging portion C5a of the counter fifth speed gear C5 in conjunction therewith. Established by In the fifth-speed power transmission path, the rotational driving force transmitted from the clutch CL to the input shaft Ms is the main fifth-speed gear M5, the counter fifth-speed gear C5, the fifth-speed side engaging portion C5a, and the 4-5th-speed sleeve S45. 4-5 speed hub H45, first countershaft Cs1, first final gear F1, final driven gear FD is transmitted to differential gear unit DF so that differential gear unit DF is driven at the fifth speed in the forward direction. Become.

Next, the sixth speed will be described with reference to FIG.
The sixth speed is established by engaging the sixth speed sleeve S6 with the sixth speed side engaging portion C6a of the counter sixth speed gear C6 when the shift lever L (see FIG. 3) is operated to the sixth speed position. Is done. In the sixth-speed power transmission path, the rotational driving force transmitted from the clutch CL to the input shaft Ms is the main sixth-speed gear M6, the counter sixth-speed gear C6, the sixth-speed side engaging portion C6a, and the sixth-speed sleeves S6, 6 It is transmitted to the differential gear unit DF via the speed hub H6, the first counter shaft Cs1, the first final gear F1, and the final driven gear FD, and the differential gear unit DF is driven at the sixth speed in the forward direction.

  In the vehicle transmission according to the first embodiment of the present invention configured as described above, the parking gear P is integrated with the reverse drive gear RD rotatably supported by the reverse idle shaft Is by welding means or the like. The parking gear P is not installed on the first and second counter shafts (output shafts) Cs1, Cs2. For this reason, the transmission shortens the lengths of the first and second counter shafts (output shafts) Cs1, Cs2 by the length of the width for installing the parking gear P, as compared with the conventional transmission. By being able to do so, the axial length of the entire transmission can be shortened to achieve compactness.

[Second Embodiment]
Next, a vehicle transmission according to a second embodiment of the present invention will be described with reference to FIG.
FIG. 4 is a skeleton diagram showing a vehicle transmission according to a second embodiment of the present invention.
In the second embodiment of the present invention, the output shaft composed of the two axes of the first counter shaft Cs1 and the second counter shaft Cs1 in the first embodiment is combined into one. In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  As shown in FIG. 4, the parallel shaft interrupted transmission mechanism TM includes an input shaft Ms1, a counter shaft Cs, a reverse idle shaft Is, and a differential shaft Ds extending in parallel with each other.

  The input shaft Ms1 includes, in order from the clutch CL side (the right side in FIG. 4), a main first speed gear M11, a main reverse gear MR1, a main second speed gear M21, a main third speed gear M31, a 3-4 speed hub H34, a main 4 A speed gear M41, a main fifth speed gear M51, a 5-6 speed hub H56, and a main sixth speed gear M61 are provided. The main first speed gear M11, the main reverse gear MR1, the main second speed gear M21, the main third speed gear M31, the main fourth speed gear M41, the main fifth speed gear M51, and the main sixth speed gear M61 are, for example, helical gears. Main third speed side engaging portion M31a installed in the main third speed gear M31, 3-4 speed hub H34, main fourth speed side engaging portion M41a installed in the main fourth speed gear M41, main main gear installed in the main fifth speed gear M51 The main 6-speed side engaging portion M61a installed in the 5th-speed engaging portion M51a, the 5-6-speed hub H56, and the main 6-speed gear M61 is formed of, for example, a spline.

The main first speed gear M11 is a gear that is fixed to the input shaft Ms1 and rotates integrally with the input shaft Ms1, and is assembled so as to always mesh with the counter first speed gear C11 that is rotatably supported by the counter shaft Cs.
The main reverse gear MR1 is a gear that is fixed to the input shaft Ms1 and rotates integrally. The main reverse gear MR1 is assembled so as to always mesh with the reverse idle gear R that is rotatably supported by the reverse idle shaft Is. The main reverse gear MR1 corresponds to the fourth gear in the claims.
The main second-speed gear M21 is a gear that is fixed to the input shaft Ms1 and rotates integrally. The main second-speed gear M21 is assembled so as to always mesh with the counter second-speed gear C21 that is rotatably supported by the counter shaft Cs.
The main third speed gear M31 is a gear rotatably supported on the input shaft Ms1, and is assembled so as to always mesh with a counter third speed gear C31 fixed to the counter shaft Cs. The main third speed gear M31 is integrally formed with a main third speed side engaging portion M31a to which the 3-4 speed sleeve S34 is engaged and disengaged on the side surface on the 3-4 speed hub H34 side.
The 3-4 speed hub H34 is fixed to the input shaft Ms1 and rotates integrally, and is assembled so as to always mesh with a 3-4 speed sleeve S34 disposed around the 3-4 speed hub H34. .
The 3-4 speed sleeve S34 is composed of a spline arranged to be movable in parallel along the input shaft Ms1. The 3-4 speed sleeve S34 is engaged with the main 3rd speed side engaging portion M31a when the shift lever L (see FIG. 3) is operated to the 3rd speed position, and the shift lever L (see FIG. 3) is engaged with the 4th speed. The synchronization mechanism is configured to engage with the main fourth-speed side engaging portion M41a when operated to the position.
The main fourth speed gear M41 is a gear rotatably supported on the input shaft Ms1, and is assembled so as to always mesh with a counter fourth speed gear C41 fixed to the counter shaft Cs.
The main fourth speed gear M41 is integrally formed with a main fourth speed side engaging portion M41a to which the 3-4 speed sleeve S34 is engaged and disengaged on the side surface on the 3-4 speed hub H34 side.
The main fifth speed gear M51 is a gear rotatably supported on the input shaft Ms1, and is assembled so as to always mesh with a counter fifth speed gear C51 fixed to the counter shaft Cs. The main fifth speed gear M51 is integrally formed with a main fifth speed side engaging portion M51a to which the 5-6 speed sleeve S56 engages and disengages on the side surface on the 5-6 speed hub H56 side.
The 5-6 speed hub H56 is fixed to the input shaft Ms1 and rotates integrally, and is assembled so as to always mesh with a 5-6 speed sleeve S56 disposed around the 5-6 speed hub H56. .
The 5-6 speed sleeve S56 is composed of a spline arranged to be movable in parallel along the input shaft Ms1. The 5-6 speed sleeve S56 is engaged with the main 5th speed side engaging portion M51a when the shift lever L (see FIG. 3) is operated to the 5th speed position, and the shift lever L (see FIG. 3) is engaged with the 6th speed. The synchronization mechanism is configured to engage with the main sixth speed engagement portion M61a when operated to the position.
The main sixth speed gear M61 is a gear rotatably supported on the input shaft Ms1, and is assembled so as to always mesh with a counter sixth speed gear C61 rotatably supported on the counter shaft Cs. The main 6-speed gear M61 is integrally formed with a main 6-speed side engaging portion M61a to which the 5-6 speed sleeve S56 is engaged and disengaged on the side surface on the 5-6 speed hub H56 side.

The counter shaft Cs is disposed in parallel to the input shaft Ms1, rotates in the direction opposite to the rotation direction of the input shaft Ms1, and both ends are rotatably supported by counter bearings Cb and Cb. The counter shaft Cs includes, in order from the clutch CL side (the right side in FIG. 4), a final gear F, a counter reverse gear CR1, a counter first speed gear C11, a first and second speed hub H121, a counter second speed gear C21, and a counter third speed. A gear C31, a counter fourth speed gear C41, a counter fifth speed gear C51, and a counter sixth speed gear C61 are provided. The counter shaft Cs corresponds to the output shaft in the claims.
Final gear F, counter reverse gear CR1, counter first speed gear C11, counter second speed gear C21, counter third speed gear C31, counter fourth speed gear C41, counter fifth speed gear C51 and counter sixth speed gear C61 are, for example, from helical gears Become.
The 1st-speed hub H121, the 1st-speed side engaging part C11a installed in the counter 1st-speed gear C11, and the 2nd-speed side engaging part C21a installed in the counter 2nd-speed gear C21 are made of, for example, splines.

The final gear F is a gear that is fixed to the counter shaft Cs and rotates integrally, and is assembled so as to always mesh with the final driven gear FD.
The counter reverse gear CR1 is a gear that is fixed to the counter shaft Cs and rotates integrally, and is assembled so as to always mesh with the reverse drive gear RD that is supported by the reverse idle shaft Is. The counter reverse gear CR1 corresponds to the first gear in the claims.
The counter first speed gear C11 is a gear that is rotatably supported by the counter shaft Cs and rotates, and is assembled so as to always mesh with the main first speed gear M11. In the counter first speed gear C11, a first speed side engaging portion C11a with which the first and second speed sleeves S121 are engaged and disengaged is integrally formed on a side surface on the side of the first and second speed hub H121.
The 1-2 speed hub H121 is a gear that is fixed to the counter shaft Cs and rotates integrally. The 1-2 speed hub H121 is assembled so as to always mesh with the 1-2 speed sleeve S121 disposed around the 1-2 speed hub H121. It has been.
The 1-2 speed sleeve S121 is arranged so as to be movable in parallel along the counter shaft Cs. When the shift lever L (see FIG. 3) is operated to the 1st speed position, the 1st speed side of the counter 1st speed gear C11 is provided. The synchronizing mechanism is configured to engage with the engaging portion C11a and engage with the second speed side engaging portion C21a of the counter second speed gear C21 when the shift lever L (see FIG. 3) is operated to the second speed position. ing.
The counter second speed gear C21 is a gear that is rotatably supported by the counter shaft Cs and rotates, and is assembled so as to always mesh with the main second speed gear M21. The counter second speed gear C21 is integrally formed with a second speed side engaging portion C21a to which the first and second speed sleeves S121 are engaged and disengaged on the side surface on the side of the first and second speed hub H121.
The counter third speed gear C31 is a gear that is fixed to the counter shaft Cs and rotates integrally, and is assembled so as to always mesh with the main third speed gear M31.
The counter fourth speed gear C41 is a gear that is fixed to the counter shaft Cs and rotates integrally, and is assembled so as to always mesh with the main fourth speed gear M41.
The counter fifth speed gear C51 is a gear that is fixed to the counter shaft Cs and rotates integrally, and is assembled so as to always mesh with the main fourth speed gear M51.
The counter sixth speed gear C61 is a gear that is fixed to the counter shaft Cs and rotates integrally, and is assembled so as to always mesh with the main sixth speed gear M61.

The parking gear P, reverse drive gear RD, reverse hub HR, reverse sleeve SR, reverse idle gear R and parking lock mechanism PL installed on the reverse idle shaft Is are the same as those in the first embodiment.
The final driven gear FD and the differential gear device DF installed on the differential shaft Ds are the same as those in the first embodiment.

Next, the power transmission path of the gear in the vehicle transmission according to the second embodiment of the present invention will be described with reference to FIG.
First, the case of parking will be described.
As shown in FIG. 4, when the shift lever L (see FIG. 3) is operated to the parking position, the pawl portion 1a of the parking lock pole 1 of the parking lock mechanism PL is engaged with the tooth gap Pa of the parking gear P, and parking is performed. The gear P is locked. As a result, the reverse drive gear RD that rotates integrally with the parking gear P enters the parking lock state. Therefore, the counter reverse gear CR1 always meshed with the reverse drive gear RD, the counter shaft Cs fixed with the counter reverse gear CR1, the final gear F, and the final driven gear FD meshed with the final gear F The differential shaft Ds to which the final driven gear FD is fixed and the differential gear device DF do not rotate but enter a parking lock state, and the wheels (not shown) do not rotate.

Next, the case of the reverse stage will be described.
The reverse stage is established by engaging the reverse sleeve SR with the reverse drive side engaging portion RDa of the reverse drive gear RD in conjunction with the operation of the shift lever L (see FIG. 3) to the reverse position. The power transmission path of the reverse stage is such that the rotational driving force transmitted from the clutch CL to the input shaft Ms1 is the main reverse gear MR1, reverse idle gear R, reverse hub HR, reverse sleeve SR, reverse drive side engaging portion RDa, reverse It is transmitted to the differential gear device DF via the driven gear RD, counter reverse gear CR1, final gear F, and final driven gear FD, and the differential gear device DF is driven in the reverse direction.

Next, the first gear will be described.
In the first speed stage, when the shift lever L (see FIG. 3) is operated to the first speed (LOW) position, the first-second gear sleeve S121 is interlocked with the first-speed side engaging portion C11a of the counter first-speed gear C11. Established by combining. In the first-speed power transmission path, the rotational driving force transmitted from the clutch CL to the input shaft Ms1 is the main first-speed gear M11, the counter first-speed gear C11, the first-speed side engaging portion C11a, and the first-second speed sleeve S121. The transmission is transmitted to the differential gear device DF via the 1-2 speed hub H121, the counter shaft Cs, the final gear F, and the final driven gear FD, and the differential gear device DF is driven at the first speed in the forward direction.

Next, the second gear will be described.
In the second speed stage, when the shift lever L (see FIG. 3) is operated to the second speed position, the 1-2 speed sleeve S121 is engaged with the second speed side engaging portion C21a of the counter second speed gear C21 in conjunction with the operation. Established by In the second-speed power transmission path, the rotational driving force transmitted from the clutch CL to the input shaft Ms1 is the main second-speed gear M21, the counter second-speed gear C21, the second-speed side engaging portion C21a, and the first-second speed sleeve S121. The transmission is transmitted to the differential gear device DF via the 1-2 speed hub H121, the counter shaft Cs, the final gear F, and the final driven gear FD, and the differential gear device DF is driven at the second speed in the forward direction.

Next, the third gear will be described.
The third speed is established when the shift lever L (see FIG. 3) is operated to the third speed position and the 3-4 speed sleeve S34 is engaged with the main third speed side engaging portion M31a in conjunction therewith. In the third-speed power transmission path, the rotational driving force transmitted from the clutch CL to the input shaft Ms is a 3-4 speed hub H34, a 3-4 speed sleeve S34, a main 3rd speed side engaging portion M31a, a main 3rd speed. It is transmitted to the differential gear unit DF via the gear M31, the counter third speed gear C31, the counter shaft Cs, the final gear F, and the final driven gear FD, and the differential gear unit DF is driven at the third speed in the forward direction.

Next, the fourth speed stage will be described.
The fourth speed is established when the shift lever L (see FIG. 3) is operated to the fourth speed position, and the 3-4 speed sleeve S34 is engaged with the main fourth speed side engaging portion M41a in conjunction therewith. In the power transmission path of the fourth speed stage, the rotational driving force transmitted from the clutch CL to the input shaft Ms is a 3-4 speed hub H34, a 3-4 speed sleeve S34, a main 4th speed side engaging portion M41a, a main 4th speed. It is transmitted to the differential gear unit DF via the gear M41, the counter fourth speed gear C41, the counter shaft Cs, the final gear F, and the final driven gear FD, and the differential gear unit DF is driven at the fourth speed in the forward direction.

Next, the fifth gear will be described.
In the fifth speed stage, when the shift lever L (see FIG. 3) is operated to the fifth speed position, the 5-6 speed sleeve S45 is interlocked with the main fifth speed side engaging portion M51a of the main fifth speed gear M51. Established by In the fifth speed stage, the rotational driving force transmitted from the clutch CL to the input shaft Ms is a 5-6 speed hub H56, a 5-6 speed sleeve S56, a main 5th speed side engaging portion M51a, a main 5th speed. This is transmitted to the differential gear device DF via the gear M51, the counter fifth speed gear C51, the counter shaft Cs, the final gear F, and the final driven gear FD, and the differential gear device DF is driven at the fifth speed in the forward direction.

Next, the sixth gear will be described.
The sixth speed is established when the shift lever L (see FIG. 3) is operated to the sixth speed position, and the 5-6 speed sleeve S56 is engaged with the main sixth speed engagement portion M61a in conjunction with this. In the 6th speed power transmission path, the rotational driving force transmitted from the clutch CL to the input shaft Ms is a 5-6 speed hub H56, 5-6 speed sleeve S56, main 6th speed side engaging portion M61a, main 6th speed. It is transmitted to the differential gear unit DF via the gear M61, the counter sixth speed gear C61, the counter shaft Cs, the final gear F, and the final driven gear FD, and the differential gear unit DF is driven at the sixth speed in the forward direction.

  The vehicular transmission according to the second embodiment of the present invention configured as described above has two output shafts (first counter shaft Cs1 and second counter shaft Cs2) in the first embodiment. In the same manner as the output shaft (counter shaft Cs), the parking gear P is disposed on the reverse idle shaft Is. For this reason, the vehicle transmission of the second embodiment has the length of the counter shaft (output shaft) Cs as much as the width for installing the parking gear P, compared to the conventional transmission. By being shortened, the axial length of the entire transmission can be shortened to achieve a compact size.

[Third Embodiment]
Next, a vehicle transmission according to a third embodiment of the present invention will be described with reference to FIG.
FIG. 5 is a skeleton diagram showing a vehicle transmission according to a third embodiment of the present invention.
The third embodiment of the present invention shows a modification of the gear train assembled to the reverse idle shaft Is in the second embodiment shown in FIG. 4, and is assembled to the input shaft Ms1 and the counter shaft Cs, respectively. The generated gear is the same as in the second embodiment. In the third embodiment, the same components as those in the second embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  As shown in FIG. 5, the reverse idle shaft Is1 is a rotating shaft arranged in parallel to the input shaft Ms1, the counter shaft Cs and the differential shaft Ds, and both ends are reverse idle shafts installed in the housing 9 (see FIG. 3). It is rotatably supported by bearings Rb and Rb. The reverse idle shaft Is1 includes, in order from the clutch CL side (right side in FIG. 5), a reverse drive gear RD1, a reverse hub HR1, a reverse sleeve SR1, a reverse idle side engagement portion R1a, a reverse idle gear R1, and a parking gear P1. Each is arranged. The reverse idle shaft Is1 corresponds to an idle shaft in the claims, and the reverse idle bearing Rb corresponds to an idle bearing.

The reverse drive gear RD1 is a gear that is fixed to the reverse idle shaft Is1 and rotates integrally, and is a gear that is always meshed with the counter reverse gear CR1. The reverse drive gear RD1 corresponds to the second gear in the claims.
The connecting / disconnecting means 10 is for connecting / disconnecting the power from the drive source to the reverse drive gear RD1, and includes a reverse hub HR1, a reverse sleeve SR1, and a reverse idle side engaging portion R1a.
The reverse hub HR1 rotates integrally with the reverse idle shaft Is1, and is assembled so as to always mesh with a reverse sleeve SR1 disposed on the outer periphery of the reverse hub HR1.
The reverse sleeve SR1 is arranged to be movable in parallel along the reverse idle shaft Is1, and when the shift lever L (see FIG. 3) is operated to the reverse position, the reverse idle side engagement portion R1a of the reverse idle gear R1. The synchronization mechanism is configured to engage and disengage from the.
The reverse idle gear R1 is a gear rotatably disposed with respect to the reverse idle shaft Is1, and is assembled so as to always mesh with the main reverse gear MR1 of the input shaft Ms1. The reverse idle gear R1 corresponds to the third gear in the claims.
The parking gear P1 is a gear fixed to the reverse idle shaft Is1 and configured to rotate integrally with the reverse drive gear RD1. The parking gear P1 has a plurality of tooth grooves P1a on the outer peripheral portion thereof that engage with the claws 1a of the parking lock pole 1 when the shift lever L (see FIG. 3) is operated to the parking position.

Main first speed gear M11, main reverse gear MR1, main second speed gear M21, main third speed gear M31, 3-4 speed hub H34, main fourth speed gear M41, main fifth speed gear M51, 5 installed on the input shaft Ms1 The −6-speed hub H56 and the main 6-speed gear M61 are the same as those in the second embodiment.
Final gear F disposed on counter shaft Cs, counter reverse gear CR1, counter first speed gear C11, first and second speed hub H121, counter second speed gear C21, counter third speed gear C31, counter fourth speed gear C41, counter 5 The speed gear C51 and the counter 6th speed gear C61 are the same as those in the first embodiment.

Next, the power transmission path of the gear in the vehicle transmission according to the third embodiment of the present invention will be described with reference to FIG.
First, the case of parking will be described.
As shown in FIG. 5, when the shift lever L (see FIG. 3) is operated to the parking position, the pawl portion 1a of the parking lock pole 1 of the parking lock mechanism PL is engaged with the tooth groove P1a of the parking gear P1, and parking is performed. The gear P1 is locked.
Thereby, reverse drive gear RD1 which rotates integrally with parking gear P1 will be in a parking lock state. Therefore, the counter reverse gear CR1 always meshed with the reverse drive gear RD1, the counter shaft Cs fixed with the counter reverse gear CR1, the final gear F, and the final driven gear FD meshed with the final gear F The differential shaft Ds to which the final driven gear FD is fixed and the differential gear device DF do not rotate but enter a parking lock state, and the wheels (not shown) do not rotate.

Next, the case of the reverse stage will be described.
The reverse gear is established by operating the shift lever L (see FIG. 3) to the reverse position, and the reverse sleeve SR1 is engaged with the reverse idle side engagement portion R1a of the reverse idle gear R1 in conjunction with the reverse lever. In the reverse-stage power transmission path, the rotational driving force transmitted from the clutch CL to the input shaft Ms1 is the main reverse gear MR1, reverse idle gear R1, reverse idle side engaging portion R1a, reverse sleeve SR1, reverse hub HR, reverse This is transmitted to the differential gear device DF via the idle shaft Is1, the reverse drive gear RD1, the counter reverse gear CR1, the final gear F, and the final driven gear FD, and the differential gear device DF is driven in the reverse direction.
Note that the first to sixth gears are the same power transmission path as that of the second embodiment, and thus the description thereof is omitted.

The vehicular transmission of the third embodiment of the present invention configured as described above has a conventional transmission gear P1 disposed on the reverse idle shaft Is1, as in the first and second embodiments. Compared to the transmission, the length of the counter shaft (output shaft) Cs can be shortened by the length of the width for installing the parking gear P1, thereby shortening the axial length of the entire transmission. Compactness can be achieved.
Further, in the third embodiment, the parking gear P1 is fixed to the reverse idle shaft Is1 together with the reverse drive gear RD1, and the reverse drive gear RD1 is always applied to the counter reverse gear CR1 that rotates integrally with the final gear F by the counter shaft Cs. Meshed. For this reason, when the shift lever L (see FIG. 3) is operated to the parking position, the gears do not move, so that the gears such as the parking gear P1 do not cause a meshing failure and the differential gear device DF is parked smoothly. Can be locked.

The present invention is not limited to the first to third embodiments, and various modifications and changes can be made within the scope of the technical idea, and the present invention includes these modifications and changes. It goes without saying that
FIG. 6 is a skeleton diagram showing a modification of the vehicle transmission according to the third embodiment of the present invention.
The installation position of the parking gear P1 is not limited to the position inside the housing 9 shown in FIG. 5 in the third embodiment, and may be on the reverse idle shaft Is1, for example, as shown in FIG. As shown, the reverse idle shaft Is1 may be assembled on the clutch CL (right side in FIG. 6) side.

Further, the parking gear P1 (P) is not limited to be disposed so as to rotate integrally with the reverse drive gear RD1 (RD), and is integrated with a gear that rotates or interlocks with the final gear F. What is necessary is just to arrange | position so that it may rotate.
Furthermore, the shaft on which the parking gear P1 (P) is installed is not limited to the reverse idle shaft Is1 (Is), but may be other.
The gear installed on the reverse idle shaft Is1 (Is) is not limited to the reverse drive gear RD1 (RD), and may be other forward gears.
The reverse drive gear RD1 (RD) and the counter reverse gear CR1 (CR) may be engaged with each other through an idle gear.
In this embodiment, the gear is fixed to the shaft by the sleeve and the hub, but a friction clutch such as a hydraulic clutch may be used.
Even in this configuration, when the pawl 1a of the parking lock pole 1 is engaged with the tooth gap P1a (Pa) of the parking gear P1 (P), the final gear F (F1, F2) does not rotate, and the differential The gear device DF can be in a parking lock state.

  The vehicle transmission according to the present invention described above can be used for both MT (manual transmission) vehicles and AT (automatic transmission) vehicles.

1 is a skeleton diagram showing a vehicle transmission according to a first embodiment of the present invention. It is the figure which showed the gear train of the transmission for vehicles which concerns on 1st Embodiment of this invention with the pitch circle. It is a figure which shows the transmission for vehicles which concerns on 1st Embodiment of this invention, and is explanatory drawing which shows the installation state of a parking lever. It is a skeleton figure which shows the transmission for vehicles which concerns on 2nd Embodiment of this invention. It is a skeleton figure which shows the transmission for vehicles which concerns on 3rd Embodiment of this invention. It is a skeleton figure which shows the modification of the transmission for vehicles which concerns on 3rd Embodiment of this invention.

Explanation of symbols

1 Parking lock pole 4 Parking lever 9 Housing 10 Connection / disconnection means CR, CR1 Counter reverse gear (first gear)
Cs Counter shaft (output shaft)
Cs1 First counter shaft Cs2 Second counter shaft (output shaft)
DF Differential gear unit F, F1, F2 Final gear HR Reverse hub Is, Is1 Reverse idle shaft (idle shaft)
Ms, Ms1 Input shaft MR, MR1 Main reverse gear (4th gear)
P, P1 Parking gear PL Parking lock mechanism R, R1 Reverse idle gear (third gear)
Ra Reverse side engagement part RD, RD1 Reverse drive gear (second gear)
Rb Reverse idle bearing (idle bearing)
SR reverse sleeve

Claims (3)

Output shafts (Cs2, Cs) connected to the wheels by a power transmission mechanism;
Idle shafts (Is, Is1) arranged parallel to the output shafts (Cs2, Cs);
An input shaft (Ms, Ms1) that is arranged in parallel with the output shaft (Cs2, Cs) and the idle shaft (Is, Is1) and to which the power of the drive source is input,
A first gear (CR, CR1) that rotates integrally with the output shaft (Cs1, Cs2, Cs);
A second gear (RD, RD1) that is always connected to the first gear (CR, CR1) and disposed on the idle shaft (Is, Is1);
A parking gear (P, P1) disposed on the idle shaft (Is, Is1) and rotating integrally with the second gear (RD, RD1);
A vehicle transmission comprising: a parking lock mechanism (PL) for preventing rotation of the parking gear (P, P1). A third gear (R, R1) disposed on the idle shaft (Is, Is1);
Connection / disconnection means (10) for enabling connection / disconnection between the third gear (R, R1) and the second gear (RD, RD1);
A fourth gear (MR, MR1) disposed on the input shaft (Ms, Ms1) and meshed with the third gear (R, R1);
The vehicle transmission according to claim 1, further comprising: The third gear (R1) is rotatably supported on the idle shaft (Is1),
The second gear (RD1) and the parking gear (P1) are fixed to the idle shaft (Is1),
The vehicle transmission according to claim 2, wherein the idle shaft (Is1) is rotatably supported by an idle bearing (Rb).

Images