JP2005195115A - Transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase assist torque in comparison with a current one by increasing the number of assist shifting stage to make the assist ratio more close to a following stage ratio of a transmission main body as much as possible. <P>SOLUTION: This transmission for a vehicle has a hollow first input shaft 11, to which power of an engine EG is input through a main clutch CLM, and a second input shaft 12, which is provided inside the first input shaft 11 on the same axis freely to rotate in relation to the first input shaft 11 and to which power of the engine EG is directly input without passing through the main clutch CLM. This transmission for a vehicle is provided with a first counter shaft 13 and a second counter shaft 15 provided in parallel with the first input shaft 11, a first power intermittently transmitting mechanism 22 for transmitting and shutting off the power from the first input shaft 11 to the first counter shaft 13, a second power intermittently transmitting mechanism 22 for transmitting and shutting off the power from the first input shaft 11 to the second counter shaft 15, and a third power intermittently transmitting mechanism 23 for transmitting and shutting off the power from the second input shaft 12 to the first counter shaft 13 and the second counter shaft 15. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle transmission used as a power transmission device for a vehicle, and more particularly to a vehicle transmission having a configuration capable of generating an assist torque that compensates for a torque shortage during a shift.

  There is a vehicular transmission of a type having two counter shafts parallel to both shafts between an input shaft to which power of a prime mover such as an engine is input via a clutch and an output shaft connected to a final gear. Are known. Such a type of transmission has a feature that it is possible to increase the number of shift stages for the axial dimension, and to exhibit high-performance shift performance in a space-saving manner. Such a transmission is generally configured as a manual transmission called “MT”. However, the transmission is controlled automatically while being based on an existing manual transmission (MT). An automatic transmission called “AMT” is also known (see, for example, the following patent document). The automatic transmission (AMT) based on such a manual transmission requires a new part for automatic transmission, but as a whole is lighter in weight than a conventional automatic transmission (AT). There is an advantage that the transmission efficiency of the driving force can be improved.

On the other hand, in an automatic transmission (AMT) based on the above-described manual transmission, a shift operation is performed by operating a synchro mechanism via an actuator from an electronic control unit. Therefore, a general manual transmission ( In the same way as MT), torque shortage (torque loss) may occur when the gear position is switched. Such a shortage of torque hinders the comfortable gear change feeling desired by the driver of the vehicle, and therefore assists in automatically assisting (supplementing) output torque during gear shifting with the driving force of a motor provided separately from the prime mover. An automatic transmission with a mechanism has also been devised. Such a transmission with an assist mechanism generally includes an assist side shaft disposed at a position opposite to the engine of the main body side shaft constituting the automatic transmission main body, and a plurality of assist side shafts provided on the assist side shaft. It has an assist side gear and an assist side clutch for connecting and releasing the main body side shaft and the assist side shaft. When the main gear shifts, the assist side clutch is temporarily engaged to transmit the engine power to the output shaft via the assist mechanism, thereby reducing the torque shortage during the main engine power non-transmission period. It becomes the structure which cancels.
JP 2001-289289 A JP 2001-227599 A

  However, the number of ratios of the conventional assist mechanism is smaller than the number of ratios of the main body, and it is difficult to compensate for the lack of torque between all the gears. Here, when a new power transmission path is provided between the input shaft and the two counter shafts in order to increase the gear speed for the purpose of torque shortage between all the gear speeds, the new gear transmission path is provided. Since the number of shift stages is increased by the number of power transmission paths, for example, a transmission having two counter shafts has six shift stages, and in order to obtain five new intermediate shift stages, the axial direction The gears must be increased by 3 each. However, in such a configuration, there is a possibility that the axial dimension becomes excessive and cannot be mounted at a required position, and the cost increases as the weight increases.

  The present invention has been made in view of such problems, and it is possible to increase the number of shift stages while suppressing an increase in cost and weight, and to increase the assist torque more quickly and smoothly. An object of the present invention is to provide a vehicular transmission that can be increased as compared with the prior art.

  A vehicle transmission according to the present invention includes a hollow first input shaft into which power of a prime mover is input via a main clutch, and the first input shaft is coaxial with the first input shaft and is connected to the first input shaft. And a second input shaft to which the power of the prime mover is input without passing through the main clutch, a first counter shaft and a second counter shaft provided in parallel with the first input shaft, A first power interrupting mechanism for transmitting and interrupting power from one input shaft to the first counter shaft, and a second power interrupting mechanism for transmitting and interrupting power from the first input shaft to the second counter shaft. A mechanism, an output shaft provided in parallel with the first counter shaft and the second counter shaft, to which the power transmitted to the first counter shaft or the second counter shaft is output, and from the second input shaft to the first counter shaft and Transmission of power to the second countershaft and shut off And a third power interrupting mechanism performed.

  Here, in the vehicle transmission according to the present invention, the third power interrupting mechanism is provided outside the first counter shaft so as to be coaxial with the first counter shaft and relatively rotatable with respect to the first counter shaft. A first counter hollow shaft, a second counter hollow shaft provided coaxially with the second counter shaft outside the second counter shaft and relatively rotatable with respect to the second counter shaft, and a first counter of the second input shaft. A second input shaft first drive gear and a second input shaft second drive gear provided on the outer peripheral portion of the portion protruding from the input shaft so as to be rotatable relative to the second input shaft, and on the first counter hollow shaft The first counter hollow shaft is a first driven gear which is provided so as to be relatively rotatable with respect to the first counter hollow shaft and is always meshed with the second input shaft first drive gear, and the first counter hollow on the first counter hollow shaft. Provided so as to be rotatable relative to the shaft; The first counter hollow shaft second driven gear constantly meshed with the force shaft second drive gear and the second counter hollow fixedly provided on the second counter hollow shaft and always meshed with the second input shaft first drive gear A shaft first driven gear, a second counter hollow shaft second driven gear fixedly provided on the second counter hollow shaft, and always meshed with the second input shaft second drive gear, the first counter hollow shaft, A first countershaft clutch that transmits power to and disconnects power from one countershaft, and a second countershaft clutch that transmits power and interrupts power between the second counter hollow shaft and the second countershaft. , A second input shaft sync mechanism for connecting and releasing one of the second input shaft first drive gear and the second input shaft second drive gear to the second input shaft, and a first counter hollow shaft first Driven gear and first counter hollow shaft second driven gear It is preferable that the is configured to have a first counter hollow shaft synchro mechanism for coupling and releasing the one to one first counter hollow shaft of.

  In the vehicular transmission having such a configuration, all the clutches are brought into the disengaged state, and the neutral state is obtained when the dogs of all the synchro mechanisms are located at the neutral positions. From this neutral state, (1a) The first counter hollow shaft and the first counter shaft are connected, the second input shaft first drive gear is connected to the second input shaft, and the first counter hollow shaft first driven gear is connected to the first counter hollow shaft. In this state (this shift state corresponds to the state of the first intermediate speed in the first embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input shaft synchronization mechanism → second input shaft 1 drive gear → first counter hollow shaft first driven gear → first counter hollow shaft sync mechanism → first counter hollow shaft → first counter shaft clutch → first counter shaft → output shaft of Rotates in the direction (forward direction). From the neutral state, (2a) the first counter hollow shaft and the first counter shaft are connected, the second input shaft second drive gear is connected to the second input shaft, and the first counter hollow shaft second driven In a state where the gear is connected to the first counter hollow shaft (this shift state corresponds to the state of the fifth intermediate speed in the first embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input Shaft synchronization mechanism → second input shaft second drive gear → first counter hollow shaft second driven gear → first counter hollow shaft synchronization mechanism → first counter hollow shaft → first counter shaft clutch → first counter shaft → output shaft And the output shaft rotates in one direction (positive direction).

  Also, from the neutral state, (3a) the second counter hollow shaft and the second counter shaft are connected and the second input shaft first drive gear is connected to the second input shaft (this shift state is (Corresponding to the state of the third intermediate speed in the first embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input shaft synchronization mechanism → second input shaft first drive gear → second counter hollow shaft 1 driven gear → second counter hollow shaft → second counter shaft clutch → second counter shaft → output shaft is transmitted and the output shaft rotates in one direction (positive direction). Further, from the neutral state, (4a) a state in which the second counter hollow shaft and the second counter shaft are connected, and the second input shaft and the second drive gear are connected to the second input shaft. (Corresponding to the sixth intermediate speed state in the first embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input shaft synchronization mechanism → second input shaft second drive gear → second counter hollow shaft 2 driven gear → second counter hollow shaft → second counter shaft clutch → second counter shaft → output shaft is transmitted, and the output shaft rotates in one direction (forward direction).

  Further, from the neutral state, (5a) the first counter hollow shaft and the first counter shaft are connected, the second input shaft first drive gear is connected to the second input shaft, and the first counter hollow shaft second driven In a state where the gear is connected to the first counter hollow shaft (this shift state corresponds to the state of the second intermediate speed in the first embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input Shaft synchronization mechanism → second input shaft first drive gear → second counter hollow shaft first driven gear → second counter hollow shaft (idle on the second counter shaft) → second counter hollow shaft second driven gear → second Input shaft second drive gear (idle on second input shaft) → first counter hollow shaft second driven gear → first counter hollow shaft sync mechanism → first counter hollow shaft → first counter shaft clutch → first counter shaft → The output shaft is transmitted to Rotates in the direction (forward direction). Further, from the neutral state, (6a) the first counter hollow shaft and the first counter shaft are connected, the second input shaft second drive gear is connected to the second input shaft, and the first counter hollow shaft first driven In a state where the gear is connected to the first counter hollow shaft (this shift state corresponds to the state of the fourth intermediate speed in the first embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input Shaft synchronization mechanism → second input shaft second drive gear → second counter hollow shaft second driven gear → second counter hollow shaft (idling on the second counter shaft) → second counter hollow shaft first driven gear → second Input shaft first drive gear (idle on second input shaft) → first counter hollow shaft first driven gear → first counter hollow shaft synchronization mechanism → first counter hollow shaft → first counter shaft clutch → first counter shaft → The output shaft is transmitted to Rotates in the direction (forward direction).

  Alternatively, a second input in which the third power interrupting mechanism is provided outside the portion of the second input shaft protruding from the first input shaft and coaxial with the second input shaft and rotatable relative to the second input shaft. A hollow shaft, a second counter hollow shaft provided coaxially with the second counter shaft outside the second counter shaft and rotatable relative to the second counter shaft, and a second input hollow on the second input hollow shaft A second input hollow shaft first drive gear and a second input hollow shaft second drive gear provided so as to be rotatable relative to the shaft, and provided on the first counter shaft so as to be rotatable relative to the first counter shaft. A first counter shaft first driven gear that is always meshed with the second input hollow shaft first drive gear, and a second input hollow shaft provided on the first counter shaft so as to be rotatable relative to the first counter shaft. A first countershaft second driven gear constantly meshed with the second drive gear; A second counter hollow shaft first driven gear fixedly provided on the second counter hollow shaft, constantly meshed with the second input hollow shaft first drive gear, and fixed on the second counter hollow shaft; A second counter hollow shaft second driven gear that is always meshed with the second input hollow shaft second drive gear, and a second input shaft that transmits and blocks power between the second input shaft and the second input hollow shaft. Any one of a clutch, a second counter shaft synchronization mechanism for connecting and releasing the second counter hollow shaft and the second counter shaft, and a second input hollow shaft first drive gear and a second input hollow shaft second drive gear A second input hollow shaft sync mechanism for connecting to and releasing one of the second input hollow shafts, and a first counter of either the first counter shaft first driven gear or the first counter shaft second driven gear. First cow to connect to the shaft and release it It is preferably configured and a motor shaft synchro mechanism.

  In the vehicular transmission having such a configuration, all the clutches are brought into the disengaged state, and the neutral state is obtained when the dogs of all the synchro mechanisms are located at the neutral positions. From this neutral state, (1b) The second input shaft and the second input hollow shaft are connected, the second input hollow shaft first drive gear is connected to the second input hollow shaft, and the first counter shaft first driven gear is connected to the first counter shaft. In this state (this shift state corresponds to the state of the first intermediate speed in the second embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input shaft clutch → second input hollow shaft → Second input hollow shaft synchronization mechanism → second input hollow shaft first drive gear → first counter shaft first driven gear → first counter shaft synchronization mechanism → first counter shaft → output shaft In the direction (positive direction) To rolling. Also, from the neutral state, (2b) the second input shaft and the second input hollow shaft are connected, the second input hollow shaft second drive gear is connected to the second input hollow shaft, and the first counter shaft second In a state where the driven gear is connected to the first counter shaft (this speed change state corresponds to the state of the fifth intermediate speed in the second embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input Shaft clutch → second input hollow shaft → second input hollow shaft sync mechanism → second input hollow shaft second drive gear → first counter shaft / second driven gear → first counter shaft sync mechanism → first counter shaft → output shaft And the output shaft rotates in one direction (positive direction).

  Further, from the neutral state, (3b) connecting the second input shaft and the second input hollow shaft, connecting the second input hollow shaft first drive gear to the second input hollow shaft, and connecting the second counter hollow shaft In the state of being connected to the second counter shaft (this shift state corresponds to the state of the third intermediate speed in the second embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input shaft clutch → Second input hollow shaft → second input hollow shaft synchronization mechanism → second input hollow shaft first drive gear → second counter hollow shaft first driven gear → second counter hollow shaft → second counter shaft synchronization mechanism → second counter The output shaft rotates in one direction (positive direction) as it is transmitted from the shaft to the output shaft. Further, from the neutral state, (4b) the second input shaft and the second input hollow shaft are connected, the second input hollow shaft, the second drive gear is connected to the second input hollow shaft, and the second counter hollow shaft is In the state of being connected to the second counter shaft (this shift state corresponds to the state of the sixth intermediate speed in the second embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input shaft clutch → Second input hollow shaft → second input hollow shaft synchronization mechanism → second input hollow shaft second drive gear → second counter hollow shaft second driven gear → second counter hollow shaft → second counter shaft synchronization mechanism → second counter The output shaft rotates in one direction (positive direction) as it is transmitted from the shaft to the output shaft.

  Also, from the neutral state, (5b) the second input shaft and the second input hollow shaft are connected, the second input hollow shaft first drive gear is connected to the second input hollow shaft, and the first counter shaft second In a state where the driven gear is connected to the first counter shaft (this shift state corresponds to the state of the second intermediate speed in the second embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input Shaft clutch-> second input hollow shaft-> second input hollow shaft sync mechanism-> second input hollow shaft-first drive gear-> second counter hollow shaft-first driven gear-> second counter hollow shaft (idle on second counter shaft) ) → second counter hollow shaft second driven gear → second input hollow shaft second drive gear (idle on second input hollow shaft) → first counter shaft second driven gear → first counter shaft synchronization mechanism → first Transmitted from counter shaft to output shaft, the output shaft is in one direction ( Rotates in the direction). Further, from the neutral state, (6b) the second input shaft and the second input hollow shaft are connected, the second input hollow shaft second drive gear is connected to the second input hollow shaft, and the first counter shaft first In a state where the driven gear is connected to the first counter shaft (this speed change state corresponds to the state of the fourth intermediate speed in the second embodiment), the power of the prime mover is as follows: prime mover → second input shaft → second input Shaft clutch-> second input hollow shaft-> second input hollow shaft sync mechanism-> second input hollow shaft-second drive gear-> second counter hollow shaft -second driven gear-> second counter hollow shaft (idle on the second counter shaft ) → second counter hollow shaft first driven gear → second input hollow shaft first drive gear (idle on second input hollow shaft) → first counter shaft first driven gear → first counter shaft synchronization mechanism → first Transmitted from counter shaft to output shaft, the output shaft is in one direction ( Rotates in the direction).

  Alternatively, the third power interrupting mechanism may be configured so that the third power interrupting mechanism is coaxial with the second input shaft and relative to the second input shaft outside the portion of the second input shaft protruding from the first input shaft. A second input hollow shaft provided rotatably, a second counter hollow shaft provided coaxially with the second counter shaft outside the second counter shaft and rotatable relative to the second counter shaft; A second input hollow shaft first drive gear and a second input hollow shaft second drive gear provided on the input hollow shaft so as to be rotatable relative to the second input hollow shaft, and a first counter on the first counter shaft A first counter shaft first driven gear which is provided so as to be rotatable relative to the shaft, and is always meshed with the second input hollow shaft first drive gear, and is fixedly provided on the second counter hollow shaft; Second counter hollow shaft first driven always meshed with hollow shaft first drive gear A second counter hollow shaft second driven gear fixed on the second counter hollow shaft and always meshed with the second input hollow shaft second drive gear, and the second input shaft and the second input hollow shaft. A second input shaft clutch for transmitting power to and shutting off the power, a second counter shaft synchronization mechanism for connecting and releasing the second counter hollow shaft and the second counter shaft, and a second input hollow shaft A second input hollow shaft sync mechanism for connecting and releasing one of the first drive gear and the second input hollow shaft second drive gear to the second input hollow shaft; and a first counter shaft first driven gear; It is preferable to have a first counter shaft synchronization mechanism for connecting to and releasing from the first counter shaft.

  In the vehicle transmission having such a configuration, (1b), (3b) among the power transmission paths (1b), (2b), (3b), (4b), (5b), (6b) of the transmission. ), (4b) and (6b) can be secured.

  In the vehicle transmission according to the present invention, the power of the prime mover input to the first input shaft via the main clutch is supplied to the first counter shaft via the first power interrupting mechanism, or the second power interrupting mechanism is provided. The main counter unit is a so-called twin-counter type transmission that transmits to the second counter shaft and then transmits the output to one of the two counter shafts to the output shaft. Then, the power of the prime mover is transmitted to such a main body portion from the second input shaft having a coaxial double structure with the first input shaft to the first counter shaft or the second counter shaft via the third power interrupting mechanism. It has a configuration with an assist mechanism that can be used. Here, in the conventional transmission, it is necessary to disengage the main clutch when shifting the main body, but in this transmission, the power of the prime mover is input to the second input shaft without passing through the main clutch. Therefore, the assist torque can be raised more quickly and smoothly.

  Further, in this vehicle transmission, it is possible to obtain six new gears by simply increasing the number of axial gears by two in the configuration of the main body. This is because the conventional twin counter type transmission having two counter shafts has six gears, and in order to obtain five new intermediate gears, the gear must be increased by three in the axial direction. Since the axial dimension can be reduced as compared with the above configuration, it is possible to increase the number of shift stages while suppressing an increase in cost and weight. Moreover, since the axial dimension becomes small, the vehicle mounting becomes very easy. Furthermore, if the number of gears to be increased is four, the number of gears can be reduced to further reduce weight and cost.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows an automatic transmission for a vehicle according to a first embodiment of the present invention. The vehicle automatic transmission (hereinafter simply referred to as a transmission) 1 includes a first input shaft 11, a second input shaft 12, a first counter shaft 13, and a first counter hollow shaft 14 that are provided in parallel with each other. The second counter shaft 15, the second counter hollow shaft 16, the reverse idle shaft 17 and the output shaft 18 are housed in a transmission case (not shown) together with the differential mechanism 20.

  The first input shaft 11 is formed in a hollow shape, and the power of the engine EG is input through the main clutch CLM. The main clutch CLM is a device for connecting and releasing the crankshaft CS of the engine EG and the first input shaft 11 and is formed integrally with a flywheel FW attached to the crankshaft CS as shown in FIG. A clutch cover CC, and a friction disk FD, a pressure plate PP, and a diaphragm spring DS provided inside the clutch cover CC. The first input shaft 11 is connected to the friction disk FD via the first damper DM1, and the second input shaft 12 is connected to the flywheel FW via the second damper DM2. The pressure plate PP is provided on the side of the friction disk FD opposite to the flywheel FW. The diaphragm spring DS is supported (clamped) through two pivot rings PR to the flywheel FW. It is in a pressed state (engaged state or on state of the main clutch CLM, see FIG. 2A). In this state, the driving force of the engine EG is transmitted from the flywheel FW to the first input shaft 11 via the first damper DM1 and the friction disk FD. However, the electronic control unit ECU shown in FIG. When the inner peripheral edge of the diaphragm spring DS is pressed rightward in FIG. 2, the diaphragm spring DS warps against the pivot ring PR as a fulcrum, and the pressure plate PP is not pressed against the flywheel FW. (The main clutch CLM is not engaged or is off. See FIG. 2B). In this state, power transmission to the first input shaft 11 by the driving force of the engine EG is cut off.

  On the outer peripheral surface of the first input shaft 11, a 1-2 speed drive gear G12V, a reverse drive gear GRV, a 3-5 speed drive gear G35V, and a 4-6 speed drive gear are sequentially arranged from the engine EG side (the right side in FIG. 1). G46V is provided. Here, the 1-2 speed drive gear G12V, the reverse drive gear GRV, the 3-5 speed drive gear G35V, and the 4-6 speed drive gear G46V are all fixed on the first input shaft 11 (relative rotation is impossible). Is provided.

  The second input shaft 12 is provided so that the inside of the first input shaft 11 is coaxial with the first input shaft 11 and is relatively rotatable with respect to the first input shaft 11, and the power of the engine EG is not involved through the main clutch CLM. Is entered. The second input shaft 12 is longer than the first input shaft 11 and extends from the end of the first input shaft 11 opposite to the engine EG. The portion of the second input shaft 12 protruding from the first input shaft 11 is, in order from the engine EG side, the second input shaft first drive gear G21aV, the second input shaft synchronization mechanism SI2a, and the second input shaft second drive. A gear G22aV is provided. Here, the second input shaft first drive gear G21aV and the second input shaft second drive gear G22aV are both provided to be rotatable relative to the second input shaft 12. The second input shaft synchronization mechanism SI2a has a second input shaft dog DI2a that is slidable in the axial direction on the second input shaft 12, and drives an actuator (not shown) from the electronic control unit ECU shown in FIG. By moving the lever second input shaft dog DI2a in the axial direction of the second input shaft 12, the second input shaft first drive gear G21aV or the second input shaft second drive gear G22aV and the second input shaft 12 Connection and release can be performed.

  On the first counter shaft 13, a first-speed driven gear G1N that is always meshed with the first final drive gear GF1V and the first-second speed drive gear G12V in order from the engine EG side, first-third speed synchronization mechanism S13, third-third speed drive There are provided a third speed driven gear G3N constantly meshed with the gear G35V, a fourth speed driven gear G4N constantly meshed with the 4-6 speed drive gear G46V, and a fourth speed sync mechanism S4. Here, the first final drive gear GF1V is fixedly provided on the first counter shaft 13, and the first speed driven gear G1N, the third speed driven gear G3N, and the fourth speed driven gear G4N are all the first counter shaft 13. Are provided so as to be rotatable relative to each other. The 1-3 speed sync mechanism S13 has a 1-3 speed dog D13 that is slidably movable in the axial direction on the first counter shaft 13, and an actuator (not shown) is driven from the electronic control unit ECU. By moving the third-speed dog D13 in the axial direction of the first countershaft 13, the first-speed driven gear G1N or the third-speed driven gear G3N and the first countershaft 13 can be connected and released. The 4-speed sync mechanism S4 has a 4-speed dog D4 that is slidable in the axial direction on the first countershaft 13. The 4-speed dog D4 is driven by an actuator (not shown) from the electronic control unit ECU. Is moved in the axial direction of the first counter shaft 13, the connection between the fourth-speed driven gear G <b> 4 </ b> N and the first counter shaft 13 can be released.

  The first counter hollow shaft 14 is provided outside the first counter shaft 13 so as to be coaxial with the first counter shaft 13 and relatively rotatable with respect to the first counter shaft 13, and on the outer peripheral surface thereof, on the engine EG side In order, the first counter hollow shaft first driven gear GC11aN always engaged with the second input shaft first drive gear G21aV, the first counter hollow shaft synchronization mechanism SC1a, and the second input shaft second drive gear G22aV always engaged. 1 counter hollow shaft 2nd driven gear GC12aN and 1st countershaft clutch CLC1 are provided. Here, the first counter hollow shaft first driven gear GC11aN and the first counter hollow shaft second driven gear GC12aN are both provided to be rotatable relative to the first counter hollow shaft. The first counter hollow shaft synchronization mechanism SC1a has a first counter hollow shaft dog DC1a that is slidable in the axial direction on the first counter hollow shaft 14, and drives an actuator (not shown) from the electronic control unit ECU. By moving the first counter hollow shaft dog DC1a in the axial direction of the first counter hollow shaft 14, the first counter hollow shaft first driven gear GC11aN or the first counter hollow shaft second driven gear GC12aN and the first counter hollow shaft The connection with the shaft 14 and the release thereof can be performed. Further, as shown in FIG. 3, the first countershaft clutch CLC1 drives and connects the first counter hollow shaft 14 and the first countershaft 13 by driving an actuator (not shown) from the electronic control unit ECU. Can be done.

  On the second countershaft 15, the second final drive gear GF2V, the reverse driven gear GRN, the second speed driven gear G2N always meshed with the first and second speed driven gear G12V, and the 2-5 speed synchro mechanism S25, in order from the engine EG side, A 5-speed driven gear G5N that is always meshed with the 3-5-speed drive gear G35V, a 6-speed driven gear G6N that is always meshed with the 4-6-speed drive gear G46V, and a 6-speed sync mechanism S6 are provided. Here, the second final drive gear GF2V and the reverse driven gear GRN are both fixed to the second countershaft 15, and the second speed driven gear G2N, the fifth speed driven gear G5N, and the sixth speed driven gear G6N are both Is also provided to be rotatable relative to the second counter shaft 15. The 2-5 speed sync mechanism S25 has a 2-5 speed dog D25 that is slidable in the axial direction on the second countershaft 15, and an actuator (not shown) is driven from the electronic control unit ECU. By moving the fifth-speed sync dog D25 in the axial direction of the second counter shaft 15, the second-speed driven gear G2N or the fifth-speed driven gear G5N and the second counter shaft 15 can be connected to each other and released. The 6-speed sync mechanism S6 has a 6-speed dog D6 that is slidable in the axial direction on the second countershaft 15. An actuator (not shown) is driven from the electronic control unit ECU to drive the 6-speed dog D6. Is moved in the axial direction of the second countershaft 15, so that the sixth-speed driven gear G6N and the second countershaft 15 can be connected and released.

  The second counter hollow shaft 16 is provided outside the second counter shaft 15 so as to be coaxial with the second counter shaft 15 and relatively rotatable with respect to the second counter shaft 15. In order, the second counter hollow shaft first driven gear GC21aN always meshed with the second input shaft first drive gear G21aV, and the second counter hollow shaft second driven gear GC22aN always meshed with the second input shaft second drive gear G22aV. A second countershaft clutch CLC2 is provided. Here, the second counter hollow shaft first driven gear GC21aN and the second counter hollow shaft second driven gear GC22aN are both fixedly provided on the second counter hollow shaft 16. Further, as shown in FIG. 3, the second countershaft clutch CLC2 connects and releases the second counter hollow shaft 16 and the second countershaft 15 by driving an actuator (not shown) from the electronic control unit ECU. Can be done.

  On the reverse idle shaft 17, in order from the engine EG side, a second reverse idle gear GRM2 that is always meshed with the reverse drive gear GRN, a reverse sync mechanism SR, and a first reverse idle gear GRM1 that is always meshed with the reverse drive gear GRV are provided. ing. Here, the first reverse idle gear GRM1 is provided so as to be rotatable relative to the reverse idle shaft 17, and the second reverse idle gear GRM2 is fixedly provided on the reverse idle shaft 17. The reverse sync mechanism SR has a reverse dog DR that is slidable in the axial direction on the reverse idle shaft 17, and an electronic control unit ECU drives an actuator (not shown) to convert the reverse dog DR to the reverse idle shaft 17. By moving in the axial direction, the first reverse idle gear GRM1 and the reverse idle shaft 17 can be connected and released.

  The output shaft 18 corresponds to the left and right axle shafts connected to the differential case DC. The left and right drive wheels WL and WR are attached to the left and right axle shafts that are the output shaft 18, and the final driven gear GFN coupled to the differential case DC is always the first final drive gear GF1V and the second final drive gear GF2V. Meshing with both.

  As shown in FIG. 3, the rotational speed of the first input shaft 11 is detected by the first input shaft rotational speed sensor SN1, and the rotational speed of the second input shaft 12 is detected by the second input shaft rotational speed sensor SN2. The rotational speed of the first counter shaft 13 is detected by the first counter shaft rotational speed sensor SN3, and the rotational speed of the second counter shaft 15 is detected by the second counter shaft rotational speed sensor SN4. An accelerator opening corresponding to the amount of depression of an accelerator pedal (not shown) provided in the driver's seat of the vehicle is detected by an accelerator opening sensor SN5, and whether or not the brake pedal is depressed is detected by a brake sensor SN6. Further, the shift position ("N (neutral)", "D (forward)", "R (reverse)", etc.)) selected by a shift lever (not shown) provided in the driver's seat is detected by the shift position sensor SN7. Is done.

  Detection information from these sensors SN1 to SN7 is input to the electronic control unit ECU. The electronic control unit ECU sets the current transmission ratio of the transmission 1 to the ratio between the rotational speed of the first input shaft 11 and the rotational speed of the first counter shaft 13 or the rotational speed of the first input shaft 11 and the second counter shaft 15. The vehicle speed (vehicle speed) is calculated from the rotation speed of the first counter shaft 13 or the rotation speed of the second counter shaft 15. Further, the load of the engine EG is calculated based on the detected accelerator opening, and it is determined based on the output of the brake sensor SN6 whether or not the driver of the vehicle is stepping on the brake. Further, which shift position is currently selected by the driver is determined based on the output from the shift position sensor SN7. The electronic control unit ECU engages and releases the main clutch CLM, the first counter shaft clutch CLC1, the second counter shaft clutch CLC2, and the operation based on the information obtained based on the detection results from the sensors SN1 to SN7. Seven sync mechanisms (1-3 speed sync mechanism S13, 2-5 speed sync mechanism S25, 4 speed sync mechanism S4, 6 speed sync mechanism S6, reverse sync mechanism SR, second input shaft sync mechanism SI2a, first counter hollow The operation of the shaft synchronization mechanism SC1a) is controlled.

  A plurality of gears (1-2 speed drive gear G12V, 3-5 speed drive gear G35V, and 4-6 speed drive gear G46V) disposed on the first input shaft 11 described above, and the first counter shaft 13 A plurality of gears (first-speed driven gear G1N, third-speed driven gear G3N, and fourth-speed driven gear G4N) arranged on the upper side, and a plurality of gears that connect these gears on the first counter shaft 13 or release the connection. The first-speed sync mechanism (1-3 speed sync mechanism S13 and 4th speed sync mechanism S4) in the present transmission 1 transmits and interrupts power from the first input shaft 11 to the first counter shaft 13. "Power intermittent mechanism" 21 is comprised. A plurality of gears (1-2 speed drive gear G12V, 3-5 speed drive gear G35V, and 4-6 speed drive gear G46V) disposed on the first input shaft 11 and the second counter shaft 15 A plurality of arranged gears (second speed driven gear G2N, fifth speed driven gear G5N and sixth speed driven gear G6N) and a plurality of syncs for connecting these gears on the second counter shaft 15 or releasing the connection. The mechanism (2-5 speed sync mechanism S25 and 6 speed sync mechanism S6) is a "second power interrupt" that transmits and blocks power from the first input shaft 11 to the second counter shaft 15 in the transmission 1. "Mechanism" 22 is configured (see FIG. 1).

  A plurality of gears (second input shaft first drive gear G21aV and second input shaft second drive gear G22aV) disposed on the second input shaft 12 and these gears are connected to the second input shaft 12. Alternatively, a synchronization mechanism (second input shaft synchronization mechanism SI2a) for releasing the connection, and a plurality of gears (first counter hollow shaft first driven gear GC11aN and first gear disposed on the first counter hollow shaft 14) Counter hollow shaft second driven gear GC12aN), a synchronization mechanism (first counter hollow shaft synchronization mechanism SC1a) for connecting or releasing these gears on the first counter hollow shaft 14, and a second counter hollow shaft 16, a plurality of gears (second counter hollow shaft first driven gear GC21aN and second counter hollow shaft second driven gear GC22aN), and first counter hollow shaft 14 The first countershaft clutch CLC1 for connecting and releasing the first countershaft 13 and the second countershaft clutch CLC2 for connecting and releasing the second counter hollow shaft 16 and the second countershaft 15 are In the transmission 1, a “third power interrupting mechanism” 23 is configured to transmit and block power from the second input shaft 12 to the first counter shaft 13 and the second counter shaft 15 (see FIG. 1).

  Next, the shifting operation of the transmission 1 will be described. FIG. 4 shows a 1-3 speed sync mechanism S13, a 2-5 speed sync mechanism S25, a 4 speed sync mechanism S4, a 6 speed sync mechanism S6, a reverse sync mechanism SR, a second input shaft sync mechanism SI2a, a first speed in the transmission 1. It is a table | surface which shows the corresponding | compatible relationship between each operation state of the counter hollow shaft synchro mechanism SC1a, main clutch CLM, 1st countershaft clutch CLC1, and 2nd countershaft clutch CLC2, and a gear shift state, and is shown in the column of each sync mechanism. "(Gear name) side" indicates the side where the dog of the synchro mechanism is approaching, and "-" shown in the same column means that the dog of the synchro mechanism is located at the neutral position. In addition, “engaged” shown in each clutch column means that the clutch is engaged, and “−” shown in the column means that the clutch is not engaged. (The same applies to the table of FIG. 26 shown in the second embodiment described later).

(neutral)
As shown in the table of FIG. 4, the 1-3 speed sync mechanism S13, the 2-5 speed sync mechanism S25, the 4 speed sync mechanism S4, the 6 speed sync mechanism S6, the reverse sync mechanism SR, the second input shaft sync mechanism SI2a, When all of the dogs of the first counter hollow shaft synchronization mechanism SC1a are in the neutral position and all of the main clutch CLM, the first counter shaft clutch CLC1, and the second counter shaft clutch CLC2 are in the disengaged state, Since the power of the engine EG is not transmitted to the output shaft 18, the transmission 1 is neutral (see neutral) (see FIG. 1). Here, when the engine EG is started, the power is not input to the first input shaft 11 but only to the second input shaft 12 because the main clutch CLM is not engaged.

(Departure)
When the brake pedal (not shown) is stepped on from this neutral state and the shift lever is put into a travel range (for example, “D” range), the electronic control unit ECU determines that the driver is willing to start (travel forward). Thus, the transmission 1 is changed from the neutral state to the first speed state. For this purpose, the electronic control unit ECU operates the 1-3 speed sync mechanism S13 to connect the 1st speed driven gear G1N to the first countershaft 13, and then engages the main clutch CLM with a half clutch to engine EG. Is transmitted to the first input shaft 11. At this time, the power of the engine EG is: engine EG → main clutch CLM → first input shaft 11 → 1-2 speed drive gear G12V → 1st speed driven gear G1N → 1-3 speed sync mechanism S13 → first counter shaft 13 → first 1 final drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and when the driver releases his foot from the brake pedal, the vehicle starts forward with a half-clutch control at a 1-speed ratio. (See FIG. 6).

(1st gear → 2nd gear)
When the vehicle speed increases in the first speed state, the electronic control unit ECU sequentially shifts up the gear ratio from the first speed to the second speed →... Based on the detected information such as the accelerator opening and the vehicle speed. Control is performed (see FIG. 5). In order for the electronic control unit ECU to change the transmission 1 from the first speed to the second speed, the electronic control unit ECU temporarily shifts from the first speed to the second intermediate speed and then shifts to the second speed. In order to shift from the first speed to the second intermediate speed, the first counter hollow shaft second driven gear GC12aN, the first counter hollow shaft 14 and the first counter hollow shaft synchronization mechanism SC1a are first operated from the first speed state. And the second input shaft synchronization mechanism SI2a is operated to connect the second input shaft first drive gear G21aV and the second input shaft 12 (preparation for shifting to the second intermediate speed).

  When the preparation for shifting to the second intermediate speed is completed, the main clutch CLM is gradually disengaged to cut off the power transmission from the engine EG to the first input shaft 11, and at the same time, The 1-counter shaft clutch CLC1 is gradually engaged (the 1st-3rd speed synchronization mechanism S13 is then operated to release the connection between the first driven gear G1N and the first counter shaft 13). Thereby, the power of the engine EG is changed from engine EG → second input shaft 12 → second input shaft synchronization mechanism SI2a → second input shaft first drive gear G21aV → second counter hollow shaft first driven gear GC21aN → second counter hollow. Shaft 16 (idle on second counter shaft 15) → second counter hollow shaft second driven gear GC22aN → second input shaft second drive gear G22aV (idling on second input shaft 12) → first counter hollow shaft first 2 driven gear GC12aN → first counter hollow shaft synchronization mechanism SC1a → first counter hollow shaft 14 → first counter shaft clutch CLC1 → first counter shaft 13 → first final drive gear GF1V → final driven gear GFN → differential case DC → The vehicle is transmitted to the output shaft 18 and the vehicle enters the second intermediate speed state (see FIG. 7).

  The second intermediate speed state is a main body portion of the transmission 1 (the part that forms the original gear stage such as the first speed, the second speed, etc. when shifting from the first speed to the second speed. The power of the engine EG is not transmitted to the output shaft 18 via the counter shaft 13 and the second counter shaft 15 and the first power interrupting mechanism 21, the second power interrupting mechanism 22, and the main clutch CLM). In order to prevent the drive torque from dropping (torque loss), the assist mechanism portion (the second input shaft 12, the first counter hollow shaft 14, and the second counter hollow shaft 16, which is configured separately from the main body portion). And the third power interrupt mechanism 23) assists (supplements) the drive torque.

  When the vehicle enters the second intermediate speed state, the electronic control unit ECU operates the 2-5 speed sync mechanism S25 to connect the 2nd speed driven gear G2N and the second counter shaft 15 (preparation for shifting to the 2nd speed). . When preparation for shifting to the second speed is completed, the first countershaft clutch CLC1 is gradually disengaged and power transmission from the engine EG to the first countershaft 13 is interrupted. The main clutch CLM is gradually engaged (then, the second input shaft synchronization mechanism SI2a is operated to release the connection between the second input shaft first drive gear G21aV and the second input shaft 12, and the first The counter hollow shaft synchronization mechanism SC1a is operated to disconnect the first counter hollow shaft second driven gear GC12aN from the first counter hollow shaft 14). Accordingly, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 1-2 speed drive gear G12V → second speed driven gear G2N → 2-5 speed sync mechanism S25 → second counter shaft 15 → second 2-final drive gear GF2V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle enters the second speed state (see FIG. 8).

(2nd gear → 3rd gear)
When the vehicle speed further increases in the second speed state, the electronic control unit ECU changes the transmission 1 from the second speed to the third speed state. In order to change the state of the transmission 1 from the 2nd speed to the 3rd speed, the speed is once shifted from the 2nd speed to the 3rd intermediate speed and then shifted to the 3rd speed. In order to shift from the second speed to the third intermediate speed, the second input shaft first drive gear G21aV and the second input shaft 12 are connected by first operating the second input shaft synchronization mechanism SI2a from the second speed state. (Preparation for shifting to the third intermediate speed). When preparation for shifting to the third intermediate speed is completed, the main clutch CLM is gradually disengaged to cut off power transmission from the engine EG to the first input shaft 11, and at the same time, The 2 counter shaft clutch CLC2 is gradually engaged (then, the 2-5 speed sync mechanism S25 is operated to release the connection between the 2nd driven gear G2N and the second counter shaft 15). Thereby, the power of the engine EG is changed from engine EG → second input shaft 12 → second input shaft synchronization mechanism SI2a → second input shaft first drive gear G21aV → second counter hollow shaft first driven gear GC21aN → second counter hollow. The shaft 16 → the second counter shaft clutch CLC2 → the second counter shaft 15 → the second final drive gear GF2V → the final driven gear GFN → the differential case DC → the output shaft 18 is transmitted, and the vehicle enters the third intermediate speed state (FIG. 9).

  In the third intermediate speed state, when shifting from the second speed to the third speed, in the state where the power of the engine EG is not transmitted to the output shaft 18 via the main body portion of the transmission 1, in order to prevent the driving torque from dropping, In this state, the assist mechanism unit assists the drive torque.

  When the vehicle is in the third intermediate speed state, the electronic control unit ECU operates the first to third speed synchronization mechanism S13 to connect the third driven gear G3N and the first counter shaft 13 (preparation for shifting to the third speed). . Then, when preparation for shifting to the third speed is completed, the second countershaft clutch CLC2 is gradually disengaged and power transmission from the engine EG to the second countershaft 15 is cut off at the same time. The clutch CLM is gradually engaged (then, the second input shaft synchronization mechanism SI2a is operated to release the connection between the second input shaft first drive gear G21aV and the second input shaft 12). Thereby, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 3-5 speed drive gear G35V → 3rd speed driven gear G3N → 1-3 speed sync mechanism S13 → first counter shaft 13 → first 1 final drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle enters the third speed state (see FIG. 10).

(3rd → 4th)
When the vehicle speed further increases in the third speed state, the electronic control unit ECU changes the transmission 1 from the third speed to the fourth speed state. To change the transmission 1 from the 3rd speed to the 4th speed, first shift from the 3rd speed to the 4th intermediate speed and then shift to the 4th speed. In order to shift from the third speed to the fourth intermediate speed, first, the first counter hollow shaft first driven gear GC11aN and the first counter hollow shaft 14 are operated from the third gear state by operating the first counter hollow shaft synchronization mechanism SC1a. And the second input shaft synchronization mechanism SI2a is operated to connect the second input shaft second drive gear G22aV and the second input shaft 12 (preparation to the fourth intermediate side). When preparation for shifting to the fourth intermediate speed is completed, the main clutch CLM is gradually disengaged and power transmission from the engine EG to the first input shaft 11 is interrupted. Then, the first countershaft clutch CLC1 is gradually engaged (then, the 1-3 speed synchro mechanism S13 is operated to release the connection between the third driven gear G3N and the first countershaft 13). Accordingly, the power of the engine EG is changed from engine EG → second input shaft 12 → second input shaft synchronization mechanism SI2a → second input shaft second drive gear G22aV → second counter hollow shaft second driven gear GC22aN → second counter hollow. Shaft 16 (idle on second counter shaft 15) → second counter hollow shaft first driven gear GC21aN → second input shaft first drive gear G21aV (idling on second input shaft 12) → first counter hollow shaft first 1 driven gear GC11aN → first counter hollow shaft synchronization mechanism SC1a → first counter hollow shaft 14 → first counter shaft clutch CLC1 → first counter shaft 13 → first final drive gear GF1V → final driven gear GFN → differential case DC → The vehicle is transmitted to the output shaft 18 and the vehicle enters the fourth intermediate speed state (see FIG. 11).

  In the fourth intermediate speed state, when shifting from the third speed to the fourth speed, in order to prevent the driving torque from dropping in a state where the power of the engine EG is not transmitted to the output shaft 18 through the main body of the transmission 1, In this state, the assist mechanism unit assists the drive torque.

  When the vehicle is in the fourth intermediate speed state, the electronic control unit ECU operates the fourth speed synchronization mechanism S4 to connect the fourth speed driven gear G4N and the first counter shaft 13 (preparation for shifting to the fourth speed). When preparation for shifting to the fourth speed is complete, the first countershaft clutch CLC1 is gradually disengaged and power transmission from the engine EG to the first countershaft 13 is interrupted. The clutch CLM is gradually engaged (then, the second input shaft synchronization mechanism SI2a is operated to release the connection between the second input shaft second drive gear G22aV and the second input shaft 12, and the first counter The hollow shaft synchronization mechanism SC1a is operated to disconnect the first counter hollow shaft first driven gear GC11aN and the first counter hollow shaft 14). As a result, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 4-6 speed drive gear G46V → 4 speed driven gear G4N → 4 speed sync mechanism S4 → first counter shaft 13 → first final. Drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle enters the fourth speed state (see FIG. 12).

(4-speed → 5-speed)
When the vehicle speed further increases in the fourth speed state, the electronic control unit ECU changes the transmission 1 from the fourth speed to the fifth speed state. In order to change the state of the transmission 1 from the 4th speed to the 5th speed, the speed is temporarily shifted from the 4th speed to the 5th intermediate speed and then to the 5th speed. In order to shift from the fourth speed to the fifth intermediate speed, the first counter hollow shaft second driven gear GC12aN, the first counter hollow shaft 14 and the first counter hollow shaft synchronization mechanism SC1a are first operated from the fourth speed state. And the second input shaft synchronization mechanism SI2a is operated to connect the second input shaft second drive gear G22aV and the second input shaft 12 (preparation for shifting to the fifth intermediate speed). When preparation for shifting to the fifth intermediate speed is completed, the main clutch CLM is gradually disengaged and power transmission from the engine EG to the first input shaft 11 is interrupted. Then, the first countershaft clutch CLC1 is gradually engaged (then, the 4-speed synchro mechanism S4 is operated to release the connection between the 4-speed driven gear G4N and the first countershaft 13). Accordingly, the power of the engine EG is: engine EG → second input shaft 12 → second input shaft synchronization mechanism SI2a → second input shaft second drive gear G22aV → first counter hollow shaft second driven gear GC12aN → first counter hollow. Shaft sync mechanism SC1a → first counter hollow shaft 14 → first counter shaft clutch CLC1 → first counter shaft 13 → first final drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 A fifth intermediate speed state is established (see FIG. 13).

  In the fifth intermediate speed state, when shifting from the fourth speed to the fifth speed, in order to prevent the driving torque from dropping in a state where the power of the engine EG is not transmitted to the output shaft 18 via the main body of the transmission 1, In this state, the assist mechanism unit assists the drive torque.

  When the vehicle enters the fifth intermediate speed state, the electronic control unit ECU operates the 2-5 speed sync mechanism S25 to connect the 5th driven gear G5N and the second counter shaft 15 (preparation for shifting to the 5th speed). . When preparation for shifting to the fifth speed is completed, the first countershaft clutch CLC1 is gradually disengaged and power transmission from the engine EG to the first countershaft 13 is interrupted. The clutch CLM is gradually engaged (then, the second input shaft synchronization mechanism SI2a is operated to release the connection between the second input shaft second drive gear G22aV and the second input shaft 12, and the first counter The hollow shaft synchronization mechanism SC1a is operated to disconnect the first counter hollow shaft second driven gear GC12aN and the first counter hollow shaft 14). Thereby, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 3-5 speed drive gear G35V → 5 speed driven gear G5N → 2-5 speed sync mechanism S25 → second counter shaft 15 → second 2 final drive gear GF2V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle enters the fifth speed state (see FIG. 14).

(5-speed → 6-speed)
When the vehicle speed further increases in the fifth speed state, the electronic control unit ECU changes the transmission 1 from the fifth speed to the sixth speed state. In order to change the state of the transmission 1 from the fifth speed to the sixth speed, the first shift is performed from the fifth speed to the sixth intermediate speed, and then the sixth speed is shifted. In order to shift from the fifth speed to the sixth intermediate speed, the second input shaft second drive gear G22aV and the second input shaft 12 are connected by first operating the second input shaft synchronization mechanism SI2a from the fifth speed state. (Preparation for shifting to the sixth intermediate speed). When preparation for shifting to the sixth intermediate speed is completed, the main clutch CLM is gradually disengaged and power transmission from the engine EG to the first input shaft 11 is interrupted at the same time. Then, the second countershaft clutch CLC2 is gradually engaged (then, the 2-5 speed sync mechanism S25 is operated to release the connection between the 5th speed driven gear G5N and the second countershaft 15). Accordingly, the power of the engine EG is changed from engine EG → second input shaft 12 → second input shaft synchronization mechanism SI2a → second input shaft second drive gear G22aV → second counter hollow shaft second driven gear GC22aN → second counter hollow. The shaft 16 → the second counter shaft clutch CLC2 → the second counter shaft 15 → the second final drive gear GF2V → the final driven gear GFN → the differential case DC → the output shaft 18 is transmitted, and the vehicle enters the sixth intermediate speed state (FIG. 15).

  In the sixth intermediate speed state, when shifting from the fifth speed to the sixth speed, in order to prevent the driving torque from dropping in the state where the power of the engine EG is not transmitted to the output shaft 18 through the main body of the transmission 1, In this state, the assist mechanism unit assists the drive torque.

  When the vehicle enters the sixth intermediate speed state, the electronic control unit ECU operates the sixth speed sync mechanism S6 to connect the sixth driven gear G6N and the second counter shaft 15 (preparation for shifting to the sixth speed). When preparation for shifting to the sixth speed is completed, the second countershaft clutch CLC2 is gradually disengaged and the power transmission from the engine EG to the second countershaft 15 is interrupted. The clutch CLM is gradually engaged (then, the second input shaft synchronization mechanism SI2a is operated to release the connection between the second input shaft second drive gear G22aV and the second input shaft 12). As a result, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 4-6 speed drive gear G46V → 6 speed driven gear G6N → 6 speed sync mechanism S6 → second counter shaft 15 → second final. Drive gear GF2V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle enters the sixth speed state (see FIG. 16).

  Here, as shown in the table of FIG. 5, in the present embodiment, the ratio of the intermediate shift stage (assist ratio) between the respective shift stages during the upshift is the ratio of the next shift stage (after the shift). (See FIG. 19A).

(Downshift)
On the other hand, when the vehicle speed decreases from the traveling state of the gear stage having a ratio smaller than the first speed and a state where a large amount of power is required, the electronic control unit ECU uses information such as the detected accelerator opening degree and the vehicle speed. Based on this, control is performed to sequentially downshift the gear ratio (see FIG. 17). However, the assist ratio between the gears during the downshift is set to be larger than the ratio of the next gear (see FIG. 19B). Here, when shifting from the 3rd speed to the 2nd speed, as shown in the table of FIG. 17, the first intermediate speed enters between them, but this first intermediate speed is a gear ratio that is not used during the above-mentioned upshift. The operation procedure of the transmission 1 at the time of shifting from the third speed to the second speed will be described here.

  When the vehicle speed drops from the third speed state and a large driving force is required, the electronic control unit ECU changes the transmission 1 from the third speed state to the second speed state. In order to change the state of the transmission 1 from the third speed to the second speed, the shift is temporarily performed from the third speed to the first intermediate speed and then to the second speed. In order to shift from the third speed to the first intermediate speed, first, the first counter hollow shaft synchronization mechanism SC1a is operated from the third speed state, the first counter hollow shaft first driven gear GC11aN, the first counter hollow shaft 14, And the second input shaft synchronization mechanism SI2a is operated to connect the second input shaft first drive gear G21aV and the second input shaft 12 (preparation for shifting to the first intermediate speed). When preparation for shifting to the first intermediate speed is completed, the main clutch CLM is gradually disengaged to interrupt transmission of power from the engine EG to the first input shaft 11. At the same time, the first countershaft clutch CLC1 is gradually engaged (then, the 1-3 speed sync mechanism S13 is operated to release the connection between the third driven gear G3N and the first countershaft 13). Thereby, the power of the engine EG is changed from engine EG → second input shaft 12 → second input shaft synchronization mechanism SI2a → second input shaft first drive gear G21aV → first counter hollow shaft first driven gear GC11aN → first counter hollow. Shaft sync mechanism SC1a → first counter hollow shaft 14 → first counter shaft clutch CLC1 → first counter shaft 13 → first final drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 The first intermediate speed state is reached (see FIG. 18).

  In the first intermediate speed state, when shifting from the 3rd speed to the 2nd speed, in order to prevent the driving torque from dropping in the state where the power of the engine EG is not transmitted to the output shaft 18 via the main body of the transmission 1, In this state, the assist mechanism unit assists the drive torque.

  When the vehicle is in the first intermediate speed state, the electronic control unit ECU operates the 2-5 speed sync mechanism S25 to connect the 2nd speed driven gear G2N and the second counter shaft 15 (preparation for shifting to the 2nd speed). ). When preparation for shifting to the second speed is completed, the first countershaft clutch CLC1 is gradually disengaged and power transmission from the engine EG to the first countershaft 13 is interrupted. The clutch CLM is gradually engaged (then, the second input shaft synchronization mechanism SI2a is operated to release the connection between the second input shaft first drive gear G21aV and the second input shaft 12, and the first counter The hollow shaft synchronization mechanism SC1a is operated to disconnect the first counter hollow shaft first driven gear GC11aN and the first counter hollow shaft 14). Accordingly, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 1-2 speed drive gear G12V → second speed driven gear G2N → 2-5 speed sync mechanism S25 → second counter shaft 15 → second 2-final drive gear GF2V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle enters the second speed state (see FIG. 8). When downshifting from the 2nd speed to the 1st speed, it is shifted down to the 1st speed without any intermediate speed.

(Backward)
In order to drive the vehicle in a stopped state in reverse, the driver steps on the brake pedal from the neutral state and puts the shift lever into the reverse range (“R” range). As a result, the electronic control unit ECU determines that the driver intends to start the reverse travel, operates the reverse sync mechanism SR from the neutral state, and connects the first reverse idle gear GRM1 and the reverse idle shaft 17 to each other. The main clutch CLM is engaged with the half clutch, and the power of the engine EG is transmitted to the first input shaft 11. When the driver releases his foot from the brake pedal, the power of the engine EG is as follows: engine EG → main clutch CLM → first input shaft 11 → reverse drive gear GRV → first reverse idle gear GRM1 → reverse sync mechanism SR → reverse The idle shaft 17 → second reverse idle gear GRM2 → reverse driven gear GRN → second counter shaft 15 → second final drive gear GF2V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle moves backward ( FIG. 20).

  In the transmission 1 according to the first embodiment, as described above, the power of the engine EG input to the first input shaft 11 via the main clutch CLM is transmitted to the first counter shaft via the first power interrupting mechanism 21. 13 or the second counter shaft 15 after being transmitted to the second power interrupting mechanism 22, so-called twin counter which transmits the output shaft 18 from either one of the counter shafts 13 and 15 to the output shaft 18. The system transmission is the main body. In such a main body, the engine is transferred from the second input shaft 12 having a coaxial double structure to the first input shaft 11 to the first counter shaft 13 or the second counter shaft 15 via the third power interrupting mechanism 23. An assist mechanism unit capable of transmitting the EG power is added. Here, in the conventional transmission, it is necessary to disengage the main clutch when shifting the main body, but in the present transmission 1, the engine EG is not connected to the second input shaft 12 via the main clutch CLM. Since power is input, the assist torque can be started up more quickly and smoothly.

  The table shown in FIG. 21 is a list of the number of teeth of each gear constituting the transmission 1 according to the first embodiment, and the table shown in FIG. 22 is obtained from the ratio of the number of teeth up to the output shaft 18 at each shift stage and from this. The transmission gear ratio. As can be seen from the table in FIG. 22 and the table in FIG. 5 described above, in the transmission 1 according to the first embodiment, the ratio (assist ratio) of the intermediate speed between the respective speeds is in the next stage. It is almost 90% or more (88% or more) of the gear ratio. Note that FIG. 23 shows that the assist ratio of the intermediate shift stage in the present transmission 1 is shifting with a driving force larger than the assist ratio of the intermediate shift stage in the conventional transmission (up to the next shift stage). ) Represents an image that can compensate for the lack of torque.

  Further, in the transmission 1 according to the first embodiment, in addition to the six forward speeds and the reverse one speed as described above, one intermediate speed is obtained between each forward speed. However, the structure of the main body is such that six new gears can be obtained simply by adding two axial gears. This is because the conventional twin counter type transmission having two counter shafts has six gears, and in order to obtain five new intermediate gears, the gear must be increased by three in the axial direction. Since the axial dimension can be reduced as compared with the above configuration, it is possible to increase the number of shift stages while suppressing an increase in cost and weight. In addition, since the axial dimension becomes small as described above, the vehicle mounting becomes very easy.

  FIG. 24 is a skeleton diagram of the vehicle automatic transmission according to the second embodiment of the present invention. This vehicle automatic transmission (hereinafter simply referred to as a transmission) 101 differs only in the assist mechanism portion of the transmission 1 according to the first embodiment described above. Specifically, in the transmission 1 according to the first embodiment, the gear and synchro mechanism on the second input shaft 12, the first counter hollow shaft 14, the gear and synchro mechanism on the first counter hollow shaft 14, and the first counter Instead of having the shaft clutch CLC1 and the second counter shaft clutch CLC2, the second input hollow shaft 12C, a gear and a synchro mechanism (described later) provided on the second input hollow shaft 12C, and the first counter shaft 13 has a gear and synchronization mechanism (described later), a second input shaft clutch CLI2, and a second counter shaft synchronization mechanism S2a. In the following description, the same components as those of the transmission 1 according to the first embodiment described above are denoted by the same reference numerals, and description of the components is omitted.

  The second input hollow shaft 12C is provided outside the portion of the second input shaft 12 protruding from the first input shaft 11, and is coaxial with the second input shaft 12 and relatively rotatable with respect to the second input shaft 12. On the outer peripheral surface, a second input hollow shaft first drive gear GC21aV, a second input hollow shaft synchronization mechanism SC2a, and a second input hollow shaft second drive gear GC22aV are provided in this order from the engine EG side. Here, the second input hollow shaft first drive gear GC21aV and the second input hollow shaft second drive gear GC22aV are both provided to be rotatable relative to the second input hollow shaft 12C. The second input hollow shaft synchronization mechanism SC2a has a second input hollow shaft dog DC2a that is slidable in the axial direction on the second input hollow shaft 12C, and is shown by the electronic control unit ECU as shown in FIG. The second input hollow shaft first drive gear GC21aV or the second input hollow shaft second drive gear by moving the second input hollow shaft dog DC2a in the axial direction of the second input hollow shaft 12C. The GC 22aV and the second input hollow shaft 12C can be connected and released. Further, as shown in FIG. 25, the second input shaft clutch CLI2 connects and releases the second input hollow shaft 12C and the second input shaft 12 by driving an actuator (not shown) from the electronic control unit ECU. Be able to.

  On the first countershaft 13, a first countershaft first driven gear G11aN constantly meshed with a second input hollow shaft first drive gear GC21aV on the second input hollow shaft 12C, a first countershaft synchronization mechanism S1a, A first counter shaft second driven gear G12aN that is always meshed with the second input hollow shaft second drive gear GC22aV on the second input hollow shaft 12C is provided. Here, the first countershaft first driven gear G11aN and the first countershaft second driven gear G12aN are both provided to be rotatable relative to the first countershaft 13. The first counter shaft synchronization mechanism S1a has a first counter shaft dog D1a that is slidable in the axial direction on the first counter shaft 13, and an actuator (not shown) is provided from the electronic control unit ECU as shown in FIG. The first counter shaft first driven gear G11aN or the first counter shaft second driven gear G12aN and the first counter shaft 13 are driven to move the first counter shaft dog D1a in the axial direction of the first counter shaft 13. Can be connected to and released from.

  The second countershaft synchronization mechanism S2a has a second countershaft dog D2a that is slidable in the axial direction on the second countershaft 15. As shown in FIG. 25, an actuator (not shown) is provided from the electronic control unit ECU. By driving and moving the second counter shaft dog D2a in the axial direction of the second counter shaft 15, the second counter hollow shaft 16 and the second counter shaft 15 can be connected and released. It has become.

  Also in the transmission 101 according to the second embodiment, a plurality of gears (1-2 speed drive gear G12V, 3-5 speed drive gear G35V, and 4-6 speed) disposed on the first input shaft 11 described above. Drive gear G46V), a plurality of gears (first speed driven gear G1N, third speed driven gear G3N and fourth speed driven gear G4N) disposed on the first counter shaft 13, and these gears on the first counter shaft 13 A plurality of synchronization mechanisms (1-3 speed synchronization mechanism S13 and 4 speed synchronization mechanism S4) that are connected to or released from the connection are power from the first input shaft 11 to the first counter shaft 13 in the transmission 101. The “first power interrupting mechanism” 21 that transmits and interrupts the transmission is configured. A plurality of gears (1-2 speed drive gear G12V, 3-5 speed drive gear G35V, and 4-6 speed drive gear G46V) disposed on the first input shaft 11 and the second counter shaft 15 A plurality of arranged gears (second speed driven gear G2N, fifth speed driven gear G5N and sixth speed driven gear G6N) and a plurality of syncs for connecting these gears on the second counter shaft 15 or releasing the connection. The mechanism (2-5 speed sync mechanism S25 and 6 speed sync mechanism S6) is a "second power interrupt" that transmits and blocks power from the first input shaft 11 to the second counter shaft 15 in the transmission 101. "Mechanism" 22 is configured (see FIG. 24).

  Further, in the transmission 101 according to the second embodiment, a plurality of gears (second input hollow shaft first drive gear GC21aV and second input hollow shaft second drive gear) disposed on the second input hollow shaft 12C. GC22aV), a synchro mechanism (second input hollow shaft synchro mechanism SC2a) for connecting or releasing these gears on the second input hollow shaft 12C, and a plurality of gears disposed on the first counter shaft 13. Gears (first countershaft first driven gear G11aN and first countershaft second driven gear G12aN) and a synchro mechanism (first countershaft for connecting or disengaging these gears on the first countershaft 13) Shaft synchronization mechanism S1a) and a plurality of gears (second counter hollow shaft first driven gear GC21aN and second counter hollow shaft second driven gear) disposed on the second counter hollow shaft 16. C22aN), the second input shaft 12 and the second input hollow shaft 12C, and the second input shaft clutch CLI2 for releasing and connecting the second input shaft clutch CLI2, and the second counter hollow shaft 16 and the second counter shaft 15 connected and released. The second countershaft synchronization mechanism S2a that performs the transmission is a “third power interrupting mechanism that transmits and interrupts power from the second input shaft 12 to the first countershaft 13 and the second countershaft 15 in the transmission 101. "123" (see FIG. 24).

  Next, the shifting operation of the transmission 101 will be described. FIG. 26 shows a 1-3 speed sync mechanism S13, a 2-5 speed sync mechanism S25, a 4 speed sync mechanism S4, a 6 speed sync mechanism S6, a reverse sync mechanism SR, a second input hollow shaft sync mechanism SC2a, It is a table | surface which shows the corresponding relationship between each operation state of 1 countershaft synchronizing mechanism S1a, 2nd countershaft synchronizing mechanism S2a, main clutch CLM, and 2nd input shaft clutch CLI2, and a gear shift state.

(neutral)
As shown in the table of FIG. 26, the 1-3 speed sync mechanism S13, the 2-5 speed sync mechanism S25, the 4 speed sync mechanism S4, the 6 speed sync mechanism S6, the reverse sync mechanism SR, the second input hollow shaft sync mechanism SC2a. When the dogs of the first countershaft synchronization mechanism S1a and the second countershaft synchronization mechanism S2a are both in the neutral position and the main clutch CLM and the second input shaft clutch CLI2 are in the disengaged state. Since the power of the engine EG is not transmitted to the output shaft 18, the transmission 101 is neutral (see neutral) (see FIG. 24). Here, when the engine EG is started, the power is not input to the first input shaft 11 but only to the second input shaft 12 because the main clutch CLM is not engaged.

(Departure)
When the brake pedal (not shown) is stepped on from this neutral state and the shift lever is put into a travel range (for example, “D” range), the electronic control unit ECU determines that the driver is willing to start (travel forward). Then, from the neutral state, the first to third speed synchronization mechanism S13 is operated to connect the first speed driven gear G1N to the first counter shaft 13, and the main clutch CLM is engaged to input the power of the engine EG to the first input. It is transmitted to the shaft 11. At this time, the power of the engine EG is: engine EG → main clutch CLM → first input shaft 11 → 1-2 speed drive gear G12V → 1st speed driven gear G1N → 1-3 speed sync mechanism S13 → first counter shaft 13 → first 1 final drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and when the driver releases his foot from the brake pedal, the vehicle starts forward with a half-clutch control at a 1-speed ratio. (Refer to the main body of the transmission 1 in FIG. 6).

(1st gear → 2nd gear)
When the vehicle speed increases in the first speed state, the electronic control unit ECU performs control to sequentially upshift the gear ratio from the first speed to the second speed →... (See FIG. 27). In order for the electronic control unit ECU to change the state of the transmission 101 from the first speed to the second speed, the electronic control unit ECU temporarily shifts from the first speed to the second intermediate speed and then shifts to the second speed. In order to shift from the first speed to the second intermediate speed, first, the first counter shaft synchronization mechanism S1a is operated from the first speed state so that the first counter shaft second driven gear G12aN and the first counter shaft 13 are connected. At the same time, the second input hollow shaft synchronization mechanism SC2a is operated to connect the second input hollow shaft first drive gear GC21aV and the second input hollow shaft 12C (preparation for shifting to the second intermediate speed). When preparation for shifting to the second intermediate speed is completed, the main clutch CLM is gradually disengaged and power transmission from the engine EG to the first input shaft 11 is interrupted. Then, the second input shaft clutch CLI2 is gradually engaged (then, the 1-3 speed sync mechanism S13 is operated to release the connection between the first driven gear G1N and the first counter shaft 13). Thereby, the power of the engine EG is changed from engine EG → second input shaft 12 → second input shaft clutch CLI2 → second input hollow shaft 12C → second input hollow shaft synchronization mechanism SC2a → second input hollow shaft first drive gear GC21aV. → second counter hollow shaft first driven gear GC21aN → second counter hollow shaft 16 (idling on the second counter shaft 15) → second counter hollow shaft second driven gear GC22aN → second input hollow shaft second drive gear GC22aV (Idle on second input hollow shaft 12C) → first counter shaft second driven gear G12aN → first counter shaft synchronization mechanism S1a → first counter shaft 13 → first final drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle enters the second intermediate speed state (see FIG. 28).

  When the vehicle enters the second intermediate speed state, the electronic control unit ECU operates the 2-5 speed sync mechanism S25 to connect the 2nd speed driven gear G2N and the second counter shaft 15 (preparation for shifting to the 2nd speed). . When preparation for shifting to the second speed is completed, the second input shaft clutch CLI2 is gradually disengaged to cut off power transmission from the engine EG to the first countershaft 13, and at the same time, The clutch CLM is gradually engaged (then, the second input hollow shaft synchronization mechanism SC2a is operated to release the connection between the second input hollow shaft first drive gear GC21aV and the second input hollow shaft 12C, The first countershaft synchronization mechanism S1a is operated to disconnect the first countershaft second driven gear G12aN from the first countershaft 13). Accordingly, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 1-2 speed drive gear G12V → second speed driven gear G2N → 2-5 speed sync mechanism S25 → second counter shaft 15 → second 2 Final drive gear GF2V → Final driven gear GFN → Differential case DC → Output shaft 18 is transmitted, and the vehicle enters the second speed state (see the main body of transmission 1 in FIG. 8).

(2nd gear → 3rd gear)
When the vehicle speed further increases in the second speed state, the electronic control unit ECU changes the state of the transmission 101 from the second speed to the third speed. In order to change the state of the transmission 101 from the 2nd speed to the 3rd speed, the speed is once shifted from the 2nd speed to the 3rd intermediate speed and then shifted to the 3rd speed. In order to shift from the second speed to the third intermediate speed, first, the second input hollow shaft synchronization mechanism SC2a is operated from the second speed state, the second input hollow shaft first drive gear GC21aV, the second input hollow shaft 12C, Are coupled (preparation for shifting to the third intermediate speed). When preparation for shifting to the third intermediate speed is completed, the main clutch CLM is gradually disengaged to cut off power transmission from the engine EG to the first input shaft 11, and at the same time, The two-input shaft clutch CLI2 is gradually engaged (then, the 2-5-speed synchronization mechanism S25 is operated to release the connection between the 2-speed driven gear G2N and the second counter shaft 15). Thereby, the power of the engine EG is changed from engine EG → second input shaft 12 → second input shaft clutch CLI2 → second input hollow shaft 12C → second input hollow shaft synchronization mechanism SC2a → second input hollow shaft first drive gear GC21aV. → second counter hollow shaft first driven gear GC21aN → second counter hollow shaft 16 → second counter shaft synchronization mechanism S2a → second counter shaft 15 → second final drive gear GF2V → final driven gear GFN → differential case DC → output Transmission to the shaft 18 causes the vehicle to enter a third intermediate speed state (see FIG. 29).

  When the vehicle is in the third intermediate speed state, the electronic control unit ECU operates the first to third speed synchronization mechanism S13 to connect the third driven gear G3N and the first counter shaft 13 (preparation for shifting to the third speed). . When preparation for shifting to the third speed is completed, the second input shaft clutch CLI2 is gradually disengaged to cut off the power transmission from the engine EG to the second countershaft 15, and at the same time, The clutch CLM is gradually engaged (then, the second input hollow shaft synchronization mechanism SC2a is actuated to release the connection between the second input hollow shaft first drive gear GC21aV and the second input hollow shaft 12C). Thereby, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 3-5 speed drive gear G35V → 3rd speed driven gear G3N → 1-3 speed sync mechanism S13 → first counter shaft 13 → first 1 final drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle enters the third speed state (see the main body of transmission 1 in FIG. 10).

(3rd → 4th)
When the vehicle speed further increases in the third speed state, the electronic control unit ECU changes the transmission 101 from the third speed to the fourth speed state. In order to change the state of the transmission 101 from the 3rd speed to the 4th speed, the speed is once shifted from the 3rd speed to the 4th intermediate speed and then shifted to the 4th speed. In order to shift from the third speed to the fourth intermediate speed, first, from the third speed state, the first counter shaft synchronization mechanism S1a is operated to connect the first counter shaft first driven gear G11aN and the first counter shaft 13. At the same time, the second input hollow shaft synchronization mechanism SC2a is operated to connect the second input hollow shaft second drive gear GC22aV and the second input hollow shaft 12C (preparation to the fourth intermediate side). When preparation for shifting to the fourth intermediate speed is completed, the main clutch CLM is gradually disengaged and power transmission from the engine EG to the first input shaft 11 is interrupted. Then, the second input shaft clutch CLI2 is gradually engaged (the 1st to 3rd speed synchronization mechanism S13 is then operated to release the connection between the third driven gear G3N and the first counter shaft 13). Thereby, the power of the engine EG is changed from engine EG → second input shaft 12 → second input shaft clutch CLI2 → second input hollow shaft 12C → second input hollow shaft synchronization mechanism SC2a → second input hollow shaft second drive gear GC22aV. → second counter hollow shaft second driven gear GC22aN → second counter hollow shaft 16 (idling on the second counter shaft 15) → second counter hollow shaft first driven gear GC21aN → second input hollow shaft first drive gear GC21aV (Idle on second input hollow shaft 12C) → first counter shaft first driven gear G11aN → first counter shaft synchronization mechanism S1a → first counter shaft 13 → first final drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle enters the fourth intermediate speed state (see FIG. 30).

  When the vehicle is in the fourth intermediate speed state, the electronic control unit ECU operates the fourth speed synchronization mechanism S4 to connect the fourth speed driven gear G4N and the first counter shaft 13 (preparation for shifting to the fourth speed). Then, when preparation for shifting to the fourth speed is completed, the second input shaft clutch CLI2 is gradually disengaged and power transmission from the engine EG to the first countershaft 13 is cut off at the same time. The clutch CLM is gradually engaged (then, the second input hollow shaft synchronization mechanism SC2a is operated to release the connection between the second input hollow shaft second drive gear GC22aV and the second input hollow shaft 12C, The first countershaft synchronization mechanism S1a is operated to disconnect the first countershaft first driven gear G11aN from the first countershaft 13). As a result, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 4-6 speed drive gear G46V → 4 speed driven gear G4N → 4 speed sync mechanism S4 → first counter shaft 13 → first final. Drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle enters the fourth speed state (see the main body of transmission 1 in FIG. 12).

(4-speed → 5-speed)
When the vehicle speed further increases in the fourth speed state, the electronic control unit ECU changes the transmission 101 from the fourth speed to the fifth speed state. To change the transmission 101 from the 4th speed to the 5th speed, first shift from the 4th speed to the 5th intermediate speed, and then shift to the 5th speed. In order to shift from the fourth speed to the fifth intermediate speed, first, the first countershaft synchronization mechanism S1a is operated from the fourth speed state to connect the first countershaft second driven gear G12aN and the first countershaft 13 together. Then, the second input hollow shaft synchronization mechanism SC2a is operated to connect the second input hollow shaft second drive gear GC22aV and the second input hollow shaft 12C (preparation for shifting to the fifth intermediate speed). When preparation for shifting to the fifth intermediate speed is completed, the main clutch CLM is gradually disengaged and power transmission from the engine EG to the first input shaft 11 is interrupted. Then, the second input shaft clutch CLI2 is gradually engaged (the 4th speed synchronization mechanism S4 is then operated to release the connection between the 4th speed driven gear G4N and the first counter shaft 13). Thereby, the power of the engine EG is changed from engine EG → second input shaft 12 → second input shaft clutch CLI2 → second input hollow shaft 12C → second input hollow shaft synchronization mechanism SC2a → second input hollow shaft second drive gear GC22aV. → first counter shaft second driven gear G12aN → first counter shaft synchronization mechanism S1a → first counter shaft 13 → first final drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 A fifth intermediate speed state is established (see FIG. 31).

  When the vehicle enters the fifth intermediate speed state, the electronic control unit ECU operates the 2-5 speed sync mechanism S25 to connect the 5th driven gear G5N and the second counter shaft 15 (preparation for shifting to the 5th speed). . When preparation for shifting to the fifth speed is completed, the second input shaft clutch CLI2 is gradually disengaged and power transmission from the engine EG to the first countershaft 13 is interrupted. The clutch CLM is gradually engaged (then, the second input hollow shaft synchronization mechanism SC2a is operated to release the connection between the second input hollow shaft second drive gear GC22aV and the second input hollow shaft 12C, The first countershaft synchronization mechanism S1a is operated to disconnect the first countershaft second driven gear G12aN from the first countershaft 13). Thereby, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 3-5 speed drive gear G35V → 5 speed driven gear G5N → 2-5 speed sync mechanism S25 → second counter shaft 15 → second 2-final drive gear GF2V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle is in the fifth speed state (see the main body of transmission 1 in FIG. 14).

(5-speed → 6-speed)
When the vehicle speed further increases in the fifth speed state, the electronic control unit ECU changes the transmission 101 from the fifth speed to the sixth speed state. In order to change the state of the transmission 101 from the fifth speed to the sixth speed, the fifth speed is temporarily shifted from the fifth speed to the sixth intermediate speed, and then the sixth speed is shifted. To shift from the fifth speed to the sixth intermediate speed, the second input hollow shaft second drive gear GC22aV and the second input hollow shaft 12C are first operated from the fifth speed state by operating the second input hollow shaft synchronization mechanism SC2a. Are connected (preparation for shifting to the sixth intermediate speed). When preparation for shifting to the sixth intermediate speed is completed, the main clutch CLM is gradually disengaged and power transmission from the engine EG to the first input shaft 11 is interrupted at the same time. Then, the second input shaft clutch CLI2 is gradually engaged (then, the 2-5 speed sync mechanism S25 is operated to release the connection between the 5th driven gear G5N and the second counter shaft 15). Thereby, the power of the engine EG is changed from engine EG → second input shaft 12 → second input shaft clutch CLI2 → second input hollow shaft 12C → second input hollow shaft synchronization mechanism SC2a → second input hollow shaft second drive gear GC22aV. → second counter hollow shaft second driven gear GC22aN → second counter hollow shaft 16 → second counter shaft synchronization mechanism S2a → second counter shaft 15 → second final drive gear GF2V → final driven gear GFN → differential case DC → output Transmission to the shaft 18 causes the vehicle to enter a sixth intermediate speed state (see FIG. 32).

  When the vehicle enters the sixth intermediate speed state, the electronic control unit ECU operates the sixth speed sync mechanism S6 to connect the sixth driven gear G6N and the second counter shaft 15 (preparation for shifting to the sixth speed). When preparation for shifting to the sixth speed is completed, the second input shaft clutch CLI2 is gradually disengaged to cut off power transmission from the engine EG to the second countershaft 15, and at the same time, The clutch CLM is gradually engaged (then, the second input hollow shaft synchronization mechanism SC2a is actuated to release the connection between the second input hollow shaft second drive gear GC22aV and the second input hollow shaft 12C). As a result, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 4-6 speed drive gear G46V → 6 speed driven gear G6N → 6 speed sync mechanism S6 → second counter shaft 15 → second final. Drive gear GF2V → final driven gear GFN → differential case DC → output shaft 18 is transmitted, and the vehicle is in the sixth speed state (see the main body of transmission 1 in FIG. 16).

(Downshift)
On the other hand, when the vehicle speed decreases from the traveling state of the gear stage having a ratio smaller than the first speed and a state where a large amount of power is required, the electronic control unit ECU performs control to sequentially downshift the gear ratio. This is the same as in the case of the first embodiment described above (see FIG. 27). Further, the assist ratio between the respective gears during the downshift is set to be larger than the ratio of the next gear, as in the first embodiment. In addition, when shifting from the 3rd speed to the 2nd speed, the first intermediate speed enters between them, but since this 1st intermediate speed is a gear ratio that is not used during the above-mentioned upshift, when shifting from the 3rd speed to the 2nd speed The operation procedure of the transmission 1 will be described here.

  When the vehicle speed decreases from the third speed state and a large driving force is required, the electronic control unit ECU changes the transmission 101 from the third speed state to the second speed state. In order to change the state of the transmission 101 from the third speed to the second speed, the shift is temporarily performed from the third speed to the first intermediate speed and then to the second speed. In order to shift from the third speed to the first intermediate speed, first, the first countershaft synchronization mechanism S1a is operated from the third speed to connect the first countershaft first driven gear G11aN and the first countershaft 13. Then, the second input hollow shaft synchronization mechanism SC2a is operated to connect the second input hollow shaft first drive gear GC21aV and the second input hollow shaft 12C (preparation for shifting to the first intermediate speed). When preparation for shifting to the first intermediate speed is completed, the main clutch CLM is gradually disengaged to interrupt transmission of power from the engine EG to the first input shaft 11. At the same time, the second input shaft clutch CLI2 is gradually engaged (after that, the 1-3 speed sync mechanism S13 is operated to release the connection between the third driven gear G3N and the first counter shaft 13). Thereby, the power of the engine EG is changed from engine EG → second input shaft 12 → second input shaft clutch CLI2 → second input hollow shaft 12C → second input hollow shaft synchronization mechanism SC2a → second input hollow shaft first drive gear GC21aV. → first counter shaft first driven gear G11aN → first counter shaft synchronization mechanism S1a → first counter shaft 13 → first final drive gear GF1V → final driven gear GFN → differential case DC → output shaft 18 The first intermediate speed state is reached (see FIG. 33).

  When the vehicle is in the first intermediate speed state, the electronic control unit ECU operates the 2-5 speed sync mechanism S25 to connect the 2nd speed driven gear G2N and the second counter shaft 15 (preparation for shifting to the 2nd speed). ). When preparation for shifting to the second speed is completed, the second input shaft clutch CLI2 is gradually disengaged to cut off power transmission from the engine EG to the first countershaft 13, and at the same time, The clutch CLM is gradually engaged (then, the second input hollow shaft synchronization mechanism SC2a is operated to release the connection between the second input hollow shaft first drive gear GC21aV and the second input hollow shaft 12C, The first countershaft synchronization mechanism S1a is operated to disconnect the first countershaft first driven gear G11aN from the first countershaft 13). Accordingly, the power of the engine EG is changed from engine EG → main clutch CLM → first input shaft 11 → 1-2 speed drive gear G12V → second speed driven gear G2N → 2-5 speed sync mechanism S25 → second counter shaft 15 → second 2 Final drive gear GF2V → Final driven gear GFN → Differential case DC → Output shaft 18 is transmitted, and the vehicle enters the second speed state (see the main body of transmission 1 in FIG. 8). When downshifting from the 2nd speed to the 1st speed, it is shifted down to the 1st speed without any intermediate speed. Since the reverse of the vehicle is exactly the same as that in the first embodiment, the description thereof is omitted.

  The table shown in FIG. 34 is a list of the number of teeth of each gear constituting the transmission 101 according to the second embodiment, and the table shown in FIG. 35 is obtained from the ratio of the number of teeth up to the output shaft 18 at each shift stage and from this. The transmission gear ratio. As can be seen from the table in FIG. 34 and the table in FIG. 27 described above, also in the transmission 101 according to the second embodiment, the ratio (assist ratio) of the intermediate speed between the respective speeds is the next stage. Is approximately 90% or more (88% or more) of the gear ratio.

  In the transmission 101 according to the second embodiment, as described above, the power of the engine EG input to the first input shaft 11 via the main clutch CLM is transmitted to the first counter shaft via the first power interrupting mechanism 21. 13 or the second counter shaft 15 after being transmitted to the second power interrupting mechanism 22, so-called twin counter which transmits the output shaft 18 from either one of the counter shafts 13 and 15 to the output shaft 18. A transmission of the type is used as a main body, and the first counter shaft 13 or the second input shaft 12 having a coaxial double structure with the first input shaft 11 is connected to the first counter shaft 13 or An assist mechanism that can transmit the power of the engine EG to the second countershaft 15 is added. For this reason, the effect similar to the transmission 1 which concerns on the above-mentioned 1st Embodiment is acquired. Also in the transmission 101 according to the second embodiment, in addition to the six forward speeds and the first reverse speed, one intermediate speed is obtained between each forward speed, and the main body portion. In this configuration, it is possible to obtain six new gears simply by adding two axial gears by two, so the axial dimension can be reduced compared to the conventional configuration, and the cost and weight are increased. As in the case of the transmission 1 according to the first embodiment, it is possible to increase the number of shift stages while suppressing the shift, and the vehicle mounting becomes very easy.

  Here, in the transmission 1 according to the first embodiment described above, the clutches (the first counter shaft clutch CLC1 and the second counter shaft clutch CLC2) are arranged on the first counter shaft 13 and the second counter shaft 15. In addition, since no clutch is arranged on the second input shaft 12, the size of each clutch can be increased as long as the distance between the first counter shaft 13 and the second counter shaft 15 allows. There is. On the other hand, in the transmission 101 according to the second embodiment, the clutch (second input shaft clutch CLI2) is provided only on the second input shaft 12, and there is no clutch on the first counter shaft 13, Since only a small-diameter sync mechanism (second counter-shaft sync mechanism S2a) is provided on the two countershaft 15, the second input shaft 12 has a higher speed than that of the transmission 1 according to the first embodiment. It is possible to increase the size of the clutch. However, in the transmission 101 according to the second embodiment, the assist torque generating clutch (second input shaft clutch CLI2) is provided on the second input shaft 12, which is the main power shaft of the assist mechanism. Therefore, this clutch only needs to be able to handle the input torque equivalent to the engine torque before the deceleration of each gear, and the clutch capacity is actually small. Therefore, in the transmission 101 according to the second embodiment, the clutch size itself can be reduced, and the transmission can be further reduced in weight, size, and cost.

  FIG. 36 shows an automatic transmission for a vehicle according to a third embodiment of the present invention. The automatic transmission for vehicle (hereinafter simply referred to as a transmission) 201 removes the first countershaft second driven gear G12aN on the first countershaft 13 in the transmission 101 according to the second embodiment described above. The function of the first countershaft synchronization mechanism S1a on the first countershaft 13 is to connect the first countershaft first driven gear G11aN to the first countershaft 13 and to release it. That is, the transmission 201 according to the third embodiment has the same main body as the transmission 101 according to the second embodiment described above, and the second input shaft 12 through the first counter shaft 13 and the second counter shaft 15. A third power interrupting mechanism (a part of the assist mechanism) 223 that transmits and interrupts power to the second input hollow shaft 12C, the second counter hollow shaft 16, and the second input hollow shaft first Drive gear GC21aV, second input hollow shaft second drive gear GC22aV, first counter shaft first driven gear G11aN, second counter hollow shaft first driven gear GC21aN, and second counter hollow shaft second driven gear GC22aN The second input shaft clutch CLI2, the second counter shaft synchronization mechanism S2a, and the second input hollow shaft synchronization mechanism SC2a have the same functions as the transmission 101, and the first counter shaft synchronization Only features of structure S1a is in the configuration different from that of the transmission 101.

  The transmission operation of the transmission 201 according to the third embodiment is basically the same as the operation of the transmission 101 according to the second embodiment, but the first counter shaft 13 in the transmission 101 according to the second embodiment. Since there is no upper first countershaft second driven gear G12aN, an intermediate gear position using this gear (intermediate gear position corresponding to the second intermediate speed and the fifth intermediate speed in the transmission 101 according to the second embodiment). The number of intermediate gears is four (corresponding to the first intermediate gear, the third intermediate gear, the fourth intermediate gear, and the sixth intermediate gear in the transmission 101 according to the second embodiment). Intermediate gear). Here, by adjusting the number of gear teeth constituting the assist mechanism and arranging the four intermediate gears between the main gears formed in the main body, an efficient torque assist can be achieved with a small number of gears. It can be performed. In such a configuration, in the same manner as the transmission 1 according to the first embodiment and the transmission 101 according to the second embodiment, the axial dimension is small, so that the vehicle can be easily mounted. Further, in this way, the transmission 201 according to the third embodiment having four intermediate speeds has fewer intermediate speeds than the transmission 101 according to the second embodiment, but the number of gears is larger than that of the transmission 101. Therefore, further weight reduction and cost reduction can be achieved.

  The preferred embodiments of the present invention have been described so far, but the scope of the present invention is not limited to those shown in the above-described embodiments. For example, the number of teeth of each gear shown in the above embodiment is an example, and is not limited to the above. Therefore, a gear ratio different from that shown in the above-described embodiment can be formed by changing the number of gear teeth. Further, the correspondence between each shift speed that can be formed in the main body and each shift ratio such as first speed and second speed, and each intermediate speed that can be formed in the assist mechanism and each intermediate speed such as the first intermediate speed and the second intermediate speed. It is also possible to change the correspondence with the transmission ratio from the above-described embodiment. In the above-described embodiment, the shift speed formed in the assist mechanism is used as an intermediate shift speed of the shift speed formed in the main body. However, the shift speed formed in the assist mechanism is not an intermediate shift speed. It may be used as a shift stage. As a result, it is possible to configure a transmission having a short shaft dimension and a light weight and having six or more speeds. Further, the clutch configuration shown in the above-described embodiment may be a mechanical type or a hydraulic type using an electric oil pump in addition to an electric drive type.

It is a skeleton figure of the automatic transmission for vehicles concerning a 1st embodiment of the present invention. It is a schematic cross section showing the composition of the main clutch with which the above-mentioned automatic transmission for vehicles is shown, (A) shows the engagement state of the main clutch, and (B) shows the non-engagement state of the main clutch. It is a control system diagram of a sensor, a clutch, a synchro mechanism, etc. in the above-mentioned automatic transmission for vehicles. It is a table | surface which shows the corresponding | compatible relationship between each operation state of a synchronizing mechanism and a clutch in the said automatic transmission for vehicles, and a gear shift state. It is a table | surface which shows the response | compatibility etc. of the speed change procedure when the vehicle provided with the said automatic transmission for vehicles carries out upshift sequentially, and each gear stage ratio. It is a skeleton figure of the above-mentioned automatic transmission for vehicles showing the power transmission course in the 1st speed state. It is a skeleton figure of the above-mentioned automatic transmission for vehicles which shows a power transmission course in the 2nd middle speed state. It is a skeleton figure of the said automatic transmission for vehicles which shows the power transmission path | route in a 2nd speed state. It is a skeleton figure of the said automatic transmission for vehicles which shows the power transmission path | route in a 3rd intermediate speed state. It is a skeleton figure of the said automatic transmission for vehicles which shows the power transmission path | route in the 3rd speed state. It is a skeleton figure of the said automatic transmission for vehicles which shows the power transmission path | route in a 4th intermediate speed state. It is a skeleton figure of the said automatic transmission for vehicles which shows the power transmission path | route in a 4th speed state. It is a skeleton figure of the said automatic transmission for vehicles which shows the power transmission path | route in a 5th intermediate speed state. It is a skeleton figure of the said automatic transmission for vehicles which shows the power transmission path | route in a 5-speed state. It is a skeleton figure of the said automatic transmission for vehicles which shows the power transmission path | route in a 6th intermediate speed state. It is a skeleton figure of the said automatic transmission for vehicles which shows the power transmission path | route in a 6-speed state. It is a table | surface which shows the response | compatibility etc. of the speed change procedure when the vehicle provided with the said automatic transmission for vehicles carries out downshift sequentially, and the ratio of each gear stage. It is a skeleton figure of the above-mentioned automatic transmission for vehicles which shows the power transmission course in the 1st middle speed state. (A) is a figure which shows the relationship of each driving force of the present gear stage, intermediate gear stage, and the next gear stage at the time of upshift, (B) is the present gear stage, intermediate gear stage, and the next stage at the time of downshift It is a figure which shows the relationship of each driving force of a gear stage. It is a skeleton figure of the said automatic transmission for vehicles which shows the power transmission path | route in a reverse drive state. It is a list of the number of teeth of each gear which constitutes the automatic transmission for vehicles concerning a 1st embodiment. It is a table | surface which shows the gear ratio to the output shaft in each gear stage, and the gear ratio calculated | required from this. FIG. 5 is an image diagram showing a state where an assist ratio of an intermediate shift stage in the vehicle automatic transmission can compensate for a torque shortage during a shift with a driving force larger than an assist ratio of an intermediate shift stage in a conventional transmission. It is a skeleton figure of the automatic transmission for vehicles concerning a 2nd embodiment of the present invention. It is a control system diagram of a sensor, a clutch, a synchro mechanism, and the like in the vehicle automatic transmission according to the second embodiment. It is a table | surface which shows the corresponding | compatible relationship between each operation state of a synchronizing mechanism and a clutch in the automatic transmission for vehicles which concerns on the said 2nd Embodiment, and a gear shift state. It is a table | surface which shows the response | compatibility etc. of the speed change procedure when the vehicle provided with the automatic transmission for vehicles which concerns on the said 2nd embodiment upshifts sequentially, and the ratio of each gear stage. It is a skeleton figure of the automatic transmission for vehicles concerning the 2nd embodiment showing the power transmission course in the 2nd intermediate speed state. It is a skeleton figure of the automatic transmission for vehicles concerning the 2nd embodiment showing the power transmission course in the 3rd middle speed state. It is a skeleton figure of the automatic transmission for vehicles concerning the 2nd embodiment showing the power transmission course in the 4th middle speed state. It is a skeleton figure of the automatic transmission for vehicles concerning the 2nd embodiment which shows the power transmission course in the 5th middle speed state. It is a skeleton figure of the automatic transmission for vehicles concerning the 2nd embodiment which shows the power transmission course in the 6th middle speed state. It is a skeleton figure of the automatic transmission for vehicles concerning the 2nd embodiment showing the power transmission course in the 1st intermediate speed state. It is a list of the number of teeth of each gear which constitutes the automatic transmission for vehicles concerning a 2nd embodiment. It is a table | surface which shows the gear ratio to the output shaft in each gear stage, and the gear ratio calculated | required from this. It is a skeleton figure of the automatic transmission for vehicles concerning a 3rd embodiment of the present invention.

Explanation of symbols

1 Vehicle automatic transmission (Vehicle transmission)
11 First Input Shaft 12 Second Input Shaft 13 First Counter Shaft 14 First Counter Hollow Shaft 15 Second Counter Shaft 16 Second Counter Hollow Shaft 17 Reverse Idle Shaft 18 Output Shaft 20 Differential Mechanism 21 First Power Intermittent Mechanism 22 Second power interrupt mechanism 23 Third power interrupt mechanism EG engine (prime mover)
CLM main clutch

Claims (4)

A hollow first input shaft into which the power of the prime mover is input via the main clutch;
A second input shaft that is provided inside the first input shaft so as to be coaxial with the first input shaft and rotatable relative to the first input shaft, and to which the power of the prime mover is input without passing through the main clutch. When,
A first counter shaft and a second counter shaft provided in parallel with the first input shaft;
A first power interrupting mechanism for transmitting and interrupting power from the first input shaft to the first counter shaft;
A second power interrupting mechanism for transmitting and interrupting power from the first input shaft to the second counter shaft;
An output shaft provided in parallel with the first counter shaft and the second counter shaft, to which the power transmitted to the first counter shaft or the second counter shaft is output;
A vehicle transmission, comprising: a third power interrupting mechanism for transmitting and interrupting power from the second input shaft to the first counter shaft and the second counter shaft. The third power interrupting mechanism is
A first counter hollow shaft provided outside the first counter shaft so as to be coaxial with the first counter shaft and rotatable relative to the first counter shaft;
A second counter hollow shaft provided outside the second counter shaft so as to be coaxial with the second counter shaft and rotatable relative to the second counter shaft;
A second input shaft first drive gear and a second input shaft second provided on the outer peripheral portion of the portion of the second input shaft protruding from the first input shaft so as to be rotatable relative to the second input shaft. A drive gear;
A first counter hollow shaft first driven gear which is provided on the first counter hollow shaft so as to be relatively rotatable with respect to the first counter hollow shaft and is always meshed with the second input shaft first drive gear;
A first counter hollow shaft second driven gear provided on the first counter hollow shaft so as to be relatively rotatable with respect to the first counter hollow shaft, and always meshed with the second input shaft second drive gear;
A second counter hollow shaft first driven gear provided fixedly on the second counter hollow shaft and constantly meshed with the second input shaft first drive gear;
A second counter hollow shaft second driven gear provided fixedly on the second counter hollow shaft and constantly meshed with the second input shaft second drive gear;
A first countershaft clutch that transmits and shuts off power between the first counter hollow shaft and the first countershaft;
A second countershaft clutch that transmits and blocks power between the second counter hollow shaft and the second countershaft;
A second input shaft synchronization mechanism for connecting and releasing one of the second input shaft first drive gear and the second input shaft second drive gear to the second input shaft;
A first counter hollow shaft synchronization mechanism for connecting and releasing one of the first counter hollow shaft first driven gear and the first counter hollow shaft second driven gear to the first counter hollow shaft; The vehicle transmission according to claim 1, wherein the vehicle transmission is performed. The third power interrupting mechanism is
A second input hollow shaft provided outside the portion of the second input shaft protruding from the first input shaft, coaxially with the second input shaft and rotatable relative to the second input shaft;
A second counter hollow shaft provided outside the second counter shaft so as to be coaxial with the second counter shaft and rotatable relative to the second counter shaft;
A second input hollow shaft first drive gear and a second input hollow shaft second drive gear provided on the second input hollow shaft so as to be rotatable relative to the second input hollow shaft;
A first countershaft first driven gear provided on the first countershaft so as to be rotatable relative to the first countershaft and constantly meshed with the second input hollow shaft first drive gear;
A first countershaft second driven gear provided on the first countershaft so as to be relatively rotatable with respect to the first countershaft and always meshed with the second input hollow shaft second drive gear;
A second counter hollow shaft first driven gear provided fixedly on the second counter hollow shaft and constantly meshed with the second input hollow shaft first drive gear;
A second counter hollow shaft second driven gear fixedly provided on the second counter hollow shaft and constantly meshed with the second input hollow shaft second drive gear;
A second input shaft clutch that transmits and interrupts power between the second input shaft and the second input hollow shaft;
A second counter shaft synchronization mechanism for connecting and releasing the second counter hollow shaft and the second counter shaft;
A second input hollow shaft synchronization mechanism for connecting and releasing one of the second input hollow shaft first drive gear and the second input hollow shaft second drive gear to the second input hollow shaft;
And a first counter shaft synchronization mechanism for connecting and releasing one of the first counter shaft first driven gear and the first counter shaft second driven gear to the first counter shaft. The vehicle transmission according to claim 1. The third power interrupting mechanism is
A second input hollow shaft provided outside the portion of the second input shaft protruding from the first input shaft, coaxially with the second input shaft and rotatable relative to the second input shaft;
A second counter hollow shaft provided outside the second counter shaft so as to be coaxial with the second counter shaft and rotatable relative to the second counter shaft;
A second input hollow shaft first drive gear and a second input hollow shaft second drive gear provided on the second input hollow shaft so as to be rotatable relative to the second input hollow shaft;
A first countershaft first driven gear provided on the first countershaft so as to be rotatable relative to the first countershaft and constantly meshed with the second input hollow shaft first drive gear;
A second counter hollow shaft first driven gear provided fixedly on the second counter hollow shaft and constantly meshed with the second input hollow shaft first drive gear;
A second counter hollow shaft second driven gear fixedly provided on the second counter hollow shaft and constantly meshed with the second input hollow shaft second drive gear;
A second input shaft clutch that transmits and interrupts power between the second input shaft and the second input hollow shaft;
A second counter shaft synchronization mechanism for connecting and releasing the second counter hollow shaft and the second counter shaft;
A second input hollow shaft synchronization mechanism for connecting and releasing one of the second input hollow shaft first drive gear and the second input hollow shaft second drive gear to the second input hollow shaft;
2. The vehicle transmission according to claim 1, further comprising a first counter shaft sync mechanism for connecting and releasing the first counter shaft first driven gear to and from the first counter shaft.

Images