JP2006189111A - Automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To simplify a device and operate engine brake at a time of reverse drive in an automatic transmission composed of a planetary gear mechanism and a parallel shaft type gear mechanism. <P>SOLUTION: In an automatic transmission composed of a main transmission part and an auxiliary transmission part, having the main transmission composed of the planetary gear mechanism having a sun gear connected to, having a ring gear of a first planetary gear train connected to a start clutch, having a planetary carrier of the first planetary gear train and a ring gear of a second planetary gear train connected to an output shaft, having a planetary carrier of the secondary planetary gear train connected to a transmission case via a one-way clutch, provided with a direct clutch connecting a band brake and the ring gear of the first planetary gear train regulating rotation of the sun gear on the sun gear, and having the auxiliary transmission part composed of the parallel shaft type gear mechanism capable of speed change and changing over forward and backward travel, one of the band brake and the direct clutch is operated when the parallel shaft type gear mechanism shifted to backward travel. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an automatic transmission, and more particularly to an automatic transmission having a planetary gear mechanism and a parallel shaft gear mechanism that can be switched between forward and reverse, in which the transmission of the planetary gear mechanism is simplified. On the other hand, the present invention relates to an automatic transmission that operates an engine brake during reverse.

  The vehicle is provided with a transmission in order to convert the driving force of the engine as required according to the traveling conditions and take it out. For the transmission, a manual transmission in which the gear clutch is switched by operating the meshing clutch of the switching mechanism with a shift lever operated by the driver, or the gear stage is automatically switched by the driving means according to the driving state. There is an automatic transmission.

  In addition, the automatic transmission is based on a manual transmission having a parallel-shaft gear-type transmission unit composed of a plurality of gear stages, and a shift actuator that is hydraulically operated is added to the manual transmission. There is an automatic transmission in which the meshing clutch is operated to switch the gear stage.

  In an automatic transmission based on a manual transmission having a conventional parallel-shaft gear type transmission, a shift actuator that performs a hydraulic shift operation is externally attached to the transmission case of an existing manual transmission. There is also a type in which the hydraulic pressure from the oil pump is adjusted / distributed by an external hydraulic pipe or the like to operate the shift actuator to change speed.

JP 2003-287091 A

  By the way, in Patent Document 1 described above, in order to suppress a feeling of torque loss at the time of shifting and to improve driving efficiency, shifting at a low speed side (for example, 1st to 3rd speed) with a large change rate of the gear ratio is performed. An automatic transmission is described in which a planetary gear mechanism is used, and a parallel-shaft gear mechanism is used to shift between a high speed stage (for example, 3rd to 5th speeds) and a reverse stage where it is difficult to feel torque loss during a shift.

  In this transmission, the planetary gear mechanism includes first and second planetary gear trains connected to a sun gear, the ring gear of the first planetary gear train is connected to a starting clutch, and the planetary carrier and the first planetary gear train of the first planetary gear train are connected. A ring gear of two planetary gear trains is connected to the output shaft of the planetary gear mechanism, and a planetary carrier of the second planetary gear train is connected to the transmission case via a one-way clutch. Since the planetary gear mechanism is shifted to the first speed where only the one-way clutch is operated during the reverse gear, rotation from the output shaft side cannot be restricted, and the engine brake does not work.

  Further, in the conventional planetary gear type automatic transmission, in order to operate the engine brake in a predetermined range, for example, the first speed (also referred to as “L”) range and the reverse (also referred to as “R”) range, FIG. As shown, some automatic transmissions 208 include a low and reverse brake (also referred to as “first reverse brake”) 273 that fixes a rear carrier 256.

  That is, the automatic transmission 208 includes a first input shaft 212, a second input shaft 214, and an output shaft 218 in the transmission case 210 as shown in FIGS. The main transmission unit is of the Simpson type that is composed of two rows of first and second planetary gear trains 234 and 236 having a common sun gear 232.

  The main transmission unit is provided with a friction-type band brake 262 and a direct clutch 268 that are hydraulically operated, and a one-way clutch (also referred to as a “one-way clutch”) 272 that prevents rotation in the reverse direction. Yes.

  Further, a low & reverse brake 273 is provided in the main transmission unit.

  Reference numeral 296 denotes a second input shaft side gear fixed to the second input shaft 214, and 300 denotes an output shaft side gear fixed to the output shaft 218 so as to mesh with the second input shaft side gear 296. .

  At this time, when the automatic transmission 208 is switched to the reverse state which is the reverse gear, the direct clutch 268 and the low & reverse brake 273 are engaged as shown by the arrow in FIG. Driving force is inverted and transmitted from the first input shaft 212 to the second input shaft 214, and an engine brake is applied during the reverse gear.

  However, in the automatic transmission as disclosed in Patent Document 1, when the low and reverse brake as described above is added only for the engine brake, there is a disadvantage that the structure of the automatic transmission becomes complicated.

  Therefore, an object of the present invention is to apply an engine brake at a reverse stage without complicating the transmission structure of an automatic transmission such as that disclosed in Patent Document 1.

  Therefore, in order to eliminate the above-described inconvenience, the present invention includes a main transmission unit connected to a drive source via an intermittent clutch that can be engaged and a sub-transmission unit to which rotation is transmitted from the main transmission unit. The main transmission unit is constituted by a planetary gear mechanism having first and second planetary gear trains connected to a sun gear, a ring gear of the first planetary gear train is connected to the starting clutch, and the first planetary gear train is provided. The planetary carrier and the ring gear of the second planetary gear train are connected to the output shaft of the planetary gear mechanism, the planetary carrier of the second planetary gear train is connected to the transmission case via a one-way clutch, and the sun gear Is provided with a band brake for restricting the rotation of the sun gear and a direct clutch connected to the ring gear of the first planetary gear train. In an automatic transmission configured with a parallel shaft type gear mechanism capable of switching between, when the parallel shaft type gear mechanism is set to the reverse stage, one of the band brake and the direct clutch is operated; It is characterized by doing.

  As described above in detail, according to the present invention, the main transmission unit is connected to the drive source through the startable clutch, and the sub-transmission unit transmits the rotation from the main transmission unit. The main transmission unit is composed of a planetary gear mechanism having first and second planetary gear trains connected to a sun gear, the ring gear of the first planetary gear train is connected to the starting clutch, the planetary carrier of the first planetary gear train and the first planetary gear train The ring gear of the two planetary gear train is connected to the output shaft of the planetary gear mechanism, the planetary carrier of the second planetary gear train is connected to the transmission case via the one-way clutch, and the sun gear restricts the rotation of the sun gear. Automatic equipped with a band brake and a direct clutch connected to the ring gear of the first planetary gear train, and the sub-transmission unit is configured with a parallel shaft gear mechanism capable of shifting and switching to forward and backward travel In the speed machine, when the parallel shaft type gear mechanism is set to the reverse gear stage, either the band brake or the direct clutch is operated, so that the auxiliary transmission configured by the parallel shaft type gear mechanism is performed. 2nd speed stage in which rotation of the sun gear is regulated in the main transmission part constituted by the planetary gear mechanism by operating either the existing band brake or the direct clutch when the part is set to the reverse stage. The engine brake can be operated by switching to the state or the third speed state in which the input shaft and the output shaft are directly connected.

  By inventing as described above, the planetary gear mechanism can be operated by operating either the existing band brake or the direct clutch when the sub-transmission unit configured by the parallel shaft gear mechanism is set to the reverse stage. The engine is operated by switching the main transmission portion constituted by the second speed state in which the rotation of the sun gear is restricted or the third speed state in which the input shaft and the output shaft are directly connected.

  Embodiments of the present invention will be described below in detail with reference to the drawings.

  1 to 2 show an embodiment of the present invention. In FIG. 1, 2 is an engine which is a drive source mounted on a vehicle (not shown), 4 is a crankshaft, 6 is a flywheel with a damper, and 8 is an automatic transmission.

  The automatic transmission 8 includes a first input shaft 12, a second input shaft 14, an output shaft 16, a reverse idler shaft 18, a main transmission unit 20, and an auxiliary transmission unit 22 in a transmission case 10. An oil pan (not shown) is attached to the lower part of 10.

  The first input shaft 12 is connected to the flywheel 6 with a damper at one end, provided with an oil pump 24 in the middle, and fixed with a connecting member 26 at the other end. The oil pump 24 is driven by the rotation of the crankshaft 4 to generate hydraulic pressure and supply it to a valve body (not shown).

  Further, the second input shaft 14 is disposed on an extension of the axis on the other end side of the first input shaft 12 and is pivotally supported on the transmission case 10 by a second input shaft bearing 28.

  Further, the output shaft 16 is disposed in parallel to the first input shaft 12 and the second input shaft 14, and is supported on the transmission case 10 by an output shaft bearing 30.

  The main transmission unit 20 is disposed between the first input shaft 12 and the second input shaft 14 and transmits the rotation of the first input shaft 12 to the second input shaft 14. At this time, the main transmission unit 20 is a Simpson type constituted by two rows of first and second planetary gear trains 34 and 36 having a common sun gear 32.

  The first planetary gear train 34 includes a first ring gear 38, a first pinion gear 40, and a first sun gear portion 42 of the sun gear 32. The first ring gear 38 is the other end of the first support member 44 that is rotatable about the second input shaft 14 at the shaft end on the one end side of the second input shaft 14 that faces the other end side of the first input shaft 12. It is fixed on the side. The first pinion gear 40 is rotatably supported by a first carrier 46 fixed to a shaft end on one end side of the second input shaft 14 facing the other end side of the first input shaft 12, and Engage with the ring gear 38. The sun gear 32 is pivotally supported in the vicinity of the end portion on the one end side of the second input shaft 14, and meshes with the first pinion gear 40 on the first sun gear portion 42 provided on the one end side.

  The second planetary gear train 36 includes a second ring gear 48, a second pinion gear 50, and a second sun gear portion 52 of the sun gear 32. The second ring gear 48 is fixed to the outer periphery of the second support member 54 fixed to the second input shaft 14 in the vicinity of the other end of the sun gear 32. The second pinion gear 50 is pivotally supported by a second carrier 56 that is rotatable around the second input shaft 14 on the inner periphery of the second ring gear 48, and meshes with the second ring gear 48. The sun gear 32 meshes with the second pinion gear 50 at a second sun gear portion 52 provided on the other end opposite to the first sun gear portion 42.

  The main transmission unit 20 includes one end side of the first support member 44 to which the first ring gear 38 of the first planetary gear train 34 is fixed, and the outer periphery of the connecting member 26 fixed to the other end side of the first input shaft 12. In between, a frictional start clutch 58 that is hydraulically operated is provided.

  The main transmission unit 20 includes an outer periphery of an annular member 60 extending radially outward from an outer periphery between the first and second sun gear portions 42 and 52 of the sun gear 32, and a transmission facing the outer periphery of the annular member 60. Between the case 10, a friction-type band brake 62 that is hydraulically operated is provided.

  Further, the main transmission 20 is between the tip of the cylindrical member 64 extending in the direction of the first support member 44 from the middle of the annular member 60 and the inner periphery of the extension member 66 extending in the radially outward direction from the middle of the first support member 44. In addition, a friction type direct clutch 68 operated by hydraulic pressure is provided.

  Further, the main transmission unit 20 is provided between the outer periphery of the annular member 70 extending from the second carrier 56 of the second planetary gear train 36 toward the transmission case 10 and the transmission case 10 facing the outer periphery of the annular member 70. In addition, a one-way clutch (also referred to as a “one-way clutch”) 72 that prevents rotation in the reverse direction is provided.

  The starting clutch 58, the band brake 62, and the direct clutch 68 constitute a friction engagement element 74 for shifting the main transmission 20, and a starting clutch hydraulic circuit, a band brake hydraulic circuit, and a direct clutch are not shown. Each hydraulic circuit with the hydraulic circuit communicates with a valve body (not shown) constituting a shift control device (not shown) of the automatic transmission 8.

  The valve body is disposed in an oil pan attached to the lower portion of the transmission case 10, and the oil pump 24 is connected by a pump hydraulic circuit (not shown).

  The speed change control device controls the operation of each control valve (not shown) built in the valve body by a control means (not shown), and the hydraulic pressure generated by the oil pump 24 is used as a starting clutch 58 constituting the friction engagement element 74. The operation is controlled by supplying and discharging to and from the band brake 62 and the direct clutch 68, and as shown in FIG. 2, the main transmission unit 20 is shifted between the first speed and the third speed in combination with the one-way clutch 72. .

  That is, the main transmission unit 20 is shifted to the first gear position by coupling the one-way clutch 72, is shifted to the second gear position by coupling the band brake 62, and is shifted to the third gear stage by coupling the direct clutch 68. Shift operation is performed.

  The rotation of the second input shaft 14 is transmitted to the output shaft 16 between the second input shaft 14 and the output shaft 16 on the side farther from the main transmission 20 than the engine 2 that is the drive source. The auxiliary transmission unit 22 is provided.

  The sub-transmission unit 22 includes a third speed gear stage 76, a fourth speed gear stage 78, a fifth speed gear stage 80, and a reverse gear stage 82. The third speed gear stage 76 to the fifth speed gear stage 80 are used as the main transmission unit 20. A reverse gear stage 82 is disposed between the third speed gear stage 76 and the fourth speed gear stage 78 sequentially from the adjacent side to the separated side.

  The third speed gear stage 76 includes a second input shaft side third speed gear 84 fixed to the second input shaft 14 and a second input shaft side third speed gear 84 rotatably supported by the output shaft 16. And an output shaft side third speed gear 86 meshing with the gear.

  The fourth speed gear stage 78 includes a second input shaft side fourth speed gear 88 fixed to the second input shaft 14 and a second input shaft side fourth speed gear 88 rotatably supported by the output shaft 16. And an output shaft side fourth gear 90 meshing with the gear.

  The fifth speed gear stage 80 includes a second input shaft side fifth speed gear 92 pivotally supported on the second input shaft 14 and a second input shaft side fifth speed gear 92 fixed to the output shaft 16. And an output shaft side fifth speed gear 94 that meshes with the gear.

  The reverse gear stage 82 is provided integrally with a second input shaft-side reverse gear 96 fixed to the second input shaft 14 and a third-speed / four-speed shift sleeve 110 of a third-speed / four-speed meshing clutch 102 described later. The reverse idler shaft 18 is axially movable and pivotally supported so as to be engaged and disengaged with the output shaft side reverse gear 98, the second input shaft side reverse gear 96 and the output shaft side reverse gear 98. And reverse idler gear 100.

  The output shaft 16 between the output shaft side third speed gear 86 and the output shaft side fourth speed gear 90 is a switching mechanism for switching between the third speed gear stage 76 and the fourth speed gear stage 78. A clutch 102 is provided.

  The third-speed / four-speed meshing clutch 102 includes a third-speed gear engaging portion 104 provided in the output shaft side third-speed gear 86, and a four-speed gear engaging portion 106 provided in the output shaft-side fourth speed gear 90. The third-speed / four-speed hub 108 fixed to the output shaft 16 and the third-speed / four-speed hub 108 are engaged with the third-speed / four-speed hub 108 so as to be axially movable and non-rotatable. It comprises a third speed / fourth speed shift sleeve 110 which is selectively engaged / disengaged from / to the gear engaging portion 106.

  The three-speed / four-speed meshing clutch 102 outputs the three-speed / four-speed shift sleeve 110 by selectively engaging / disengaging the third-speed gear engaging portion 104 and the fourth-speed gear engaging portion 106. The shaft side third speed gear 86 and the output shaft side fourth speed gear 90 are selectively fixed to and released from the output shaft 16 and switched to one of the third speed gear stage 76 and the fourth speed gear stage 78.

  Further, the second input shaft side fifth speed gear 92 has a second input shaft 14 opposite to the second input shaft side fourth speed gear 88, and a fifth speed meshing clutch 112 which is a switching mechanism for switching to the fifth speed gear stage 80. Is provided.

  The 5-speed meshing clutch 112 includes a 5-speed gear engaging portion 114 provided on the second input shaft-side 5-speed gear 92, a 5-speed hub 116 fixed to the second input shaft 14, and the 5-speed hub. And a fifth speed shift sleeve 118 engaged with and disengaged from the engagement section 114 for the fifth speed gear.

  The fifth speed meshing clutch 112 fixes the second input shaft side fifth speed gear 92 to the second input shaft 14 by engaging and disengaging the fifth speed shift sleeve 118 with the fifth speed gear engaging portion 114. Release and switch to 5th gear stage 80.

  Further, the reverse idler gear 100 is provided with a reverse switching mechanism 120. The reverse switching mechanism 120 is provided with a reverse shift sleeve 122 on the reverse idler gear 100.

  Then, the reverse switching mechanism 120 moves the reverse idler gear 100 in the axial direction of the reverse idler shaft 18 by the reverse shift sleeve 122 and engages / disengages with the second input shaft side reverse gear 96 and the output shaft side reverse gear 98. Thus, the reverse gear stage 82 is switched.

  The third speed / fourth speed shift sleeve 110 of the third speed / fourth speed meshing clutch 102, the fifth speed shift sleeve 118 of the fifth speed meshing clutch 112, and the reverse shift sleeve 122 of the reverse switching mechanism 120 are not shown. It is communicated to a shift actuator (not shown) through a transmission mechanism, a fifth speed transmission mechanism, and a reverse transmission mechanism.

  The shift control device controls the operation of each control valve built in the valve body by a control means (not shown), and supplies and discharges the hydraulic pressure generated by the oil pump 24 to each cylinder by each hydraulic circuit. As shown in FIG. 2, the auxiliary transmission 22 is shifted between the third speed and the fifth speed and reverse.

  In other words, the sub-transmission unit 22 is driven by the hydraulic pressure of the oil pump 24 via the third-speed / four-speed transmission mechanism, the fifth-speed transmission mechanism, and the reverse transmission mechanism. The fifth speed meshing clutch 112 and the reverse switching mechanism 120 are operated, and the third speed gear stage 76, the fourth speed gear stage 78, the fifth speed gear stage 80, and the reverse gear stage 82 are switched.

  Further, as shown in FIG. 1, the automatic transmission 8 is provided with a final reduction drive gear 124 at the end of the output shaft 16 on the engine 2 side, and a final reduction driven gear 126 meshing with the final reduction drive gear 124 is provided with a differential 128. It is attached to. The differential 128 is provided in communication with one end side of the left and right drive axles 130 and 132. The drive axles 130 and 132 are pivotally supported on the transmission case 10 by left and right axle bearings 134 and 136, and the other end side is provided in communication with left and right drive wheels (not shown).

  In other words, the automatic transmission 8 includes a main transmission unit 20 connected to the engine 2 as a drive source via an intermittent clutch 58, and a sub transmission unit 22 to which rotation is transmitted from the main transmission unit 20. The main transmission 20 is composed of a planetary gear mechanism having first and second planetary gear trains 34, 36 connected to a sun gear 32, and the first ring gear 38 of the first planetary gear train 34 is The first clutch 46, which is a planetary carrier of the first planetary gear train 34, and the second ring gear 48 of the second planetary gear train 36 are connected to the starting clutch 58 so as to be on the output shaft side of the planetary gear mechanism. The second carrier 56 that is connected to the second input shaft 14 and is a planetary carrier of the second planetary gear train 36 is connected to the transmission case 10 via a 1-way clutch 72, and The gear 32 is provided with a band brake 62 for restricting the rotation of the sun gear 32 and a direct clutch 68 connected to the first ring gear 38 of the first planetary gear train 34, so that the auxiliary transmission 22 can be shifted and moved forward and backward. It is comprised with the parallel shaft type gear mechanism which can be switched.

  At this time, when the auxiliary transmission unit 22 configured by the parallel shaft type gear mechanism is set to the reverse stage, either the band brake 62 or the direct clutch 68 is operated. .

  More specifically, the reverse transmission unit 22 is moved backward, that is, the reverse switching mechanism 120 is operated via the reverse transmission mechanism by the shift actuator operated by the hydraulic pressure of the oil pump 24 to switch the reverse gear stage 82. Then, when the reverse state is set to the reverse stage, either the band brake 62 or the direct clutch 68 is operated.

  That is, in the automatic transmission 8, when the main transmission 20 is in the first speed state, the driving force can be transmitted from the engine 2 as a driving source to the driving wheel, but when driven from the driving wheel side. The sun gear 32 is idled and no driving force is transmitted to the engine 2 side.

  Therefore, when the sub-transmission unit 22 is in the reverse state that is the reverse speed, the main transmission unit 20 is set to the second speed state or the state where either the band brake 62 or the direct clutch 68 is operated. The third speed state is set so that the driving force can be transmitted from both directions on the engine 2 side and the tire side which are driving sources.

  Next, the operation will be described.

  The automatic transmission 8 combines a Simpson type planetary gear mechanism with a parallel shaft type gear mechanism capable of switching to forward / reverse, achieves a forward gear from the first speed to the third speed with the planetary gear mechanism, The gear mechanism is configured to achieve the forward speed and the reverse speed of the fourth speed and the fifth speed.

  In this case, the Simpson type planetary gear mechanism is composed of two rows of first and second planetary gear trains having a common sun gear, and the ring gear of the first planetary gear train is connected to the first input shaft, and the first planetary gear train is provided. The planetary carrier of the gear train and the ring gear of the second planetary gear train are connected to the output part (second output shaft) of the planetary gear mechanism, and the planetary carrier of the second planetary gear train is connected to the transmission case via the one-way clutch. The sun gear is provided with a band brake 62 for restricting the rotation of the sun gear and a direct clutch 68 connected to the ring gear of the first planetary gear train.

  When the auxiliary transmission unit 22 configured by the parallel shaft type gear mechanism is set to the reverse speed, one of the band brake 62 and the direct clutch 68 is operated.

  That is, when the reverse switching mechanism 120 is operated via the reverse transmission mechanism by the shift actuator operated by the oil pressure of the oil pump 24 and the reverse gear stage 82 is switched to the reverse state, which is the reverse stage, Either one of the band brake 62 and the direct clutch 68 is operated to bring the main transmission unit 20 into the second speed state or the third speed state so that the driving force can be transmitted from the driving wheel side to the engine 2 side. Can be activated.

  In addition, as shown in FIG. 2, when the auxiliary transmission unit 22 is set to the reverse gear position, the band brake 62 is set to the operating state, that is, “O”, and the direct clutch 68 is set to the non-operating state, that is, “ When "X" is marked, the main transmission 20 is in the second gear state.

  On the contrary, when the sub-transmission unit 22 is set to the reverse stage, as shown in parentheses in FIG. 2, the direct clutch 68 is set to the operating state, that is, “O” mark, and the band brake 62 is not operated. That is, when “X” is marked, the main transmission 20 is in the third speed stage.

  The automatic transmission of the present invention is an automatic transmission having a planetary gear mechanism and a parallel shaft gear mechanism capable of switching between forward and reverse, while simplifying the transmission device of the planetary gear mechanism. The engine brake is actuated during reverse.

1 is a schematic configuration diagram of an automatic transmission showing an embodiment of the present invention. It is a figure which shows the action | operation list | wrist of each gear stage of an automatic transmission. It is a schematic sectional drawing of the automatic transmission which shows the prior art of this invention. It is a schematic explanatory drawing which shows the transmission path | route of the driving force at the time of making the automatic transmission into the reverse state which is a reverse step.

Explanation of symbols

DESCRIPTION OF SYMBOLS 2 Engine which is a drive source 4 Crankshaft 6 Damper flywheel 8 Automatic transmission 10 Transmission case 12 1st input shaft 14 2nd input shaft 16 Output shaft 18 Reverse idler shaft 20 Main transmission part 22 Subtransmission part 24 Oil pump 26 connecting member 28 second input shaft bearing 30 output shaft bearing 32 sun gear 34 first planetary gear train 36 second planetary gear train 38 first ring gear 40 first pinion gear 42 first sun gear portion 46 first carrier 48 second ring gear 50 second 2-pinion gear 52 Second sun gear portion 56 Second carrier 58 Starting clutch 62 Band brake 68 Direct clutch 72 One-way clutch (also referred to as “1-way clutch”)
74 Friction engagement element 76 3rd gear stage 78 4th gear stage 80 5th gear stage 82 Reverse gear stage 84 2nd input shaft side 3rd gear 86 86 Output shaft side 3rd gear 88 2nd input shaft side 4th gear 90 Output shaft side fourth speed gear 92 Second input shaft side fifth speed gear 94 Output shaft side fifth speed gear 96 Second input shaft side reverse gear 98 Output shaft side reverse gear 100 Reverse idler gear 102 Third speed / fourth speed meshing clutch 104 3 High-speed gear engaging portion 106 Fourth-speed gear engaging portion 108 Third-speed / four-speed hub 110 Third-speed / four-speed shift sleeve 112 Five-speed meshing clutch 114 Five-speed gear engagement portion 116 Five-speed hub 118 Five-speed shift Sleeve 120 Reverse switching mechanism 122 Reverse shift sleeve 128 Differential machine

Claims (1)

  A main transmission unit connected to a drive source via an intermittent clutch, and a sub-transmission unit to which rotation is transmitted from the main transmission unit, the main transmission unit being connected to a sun gear; A planetary gear mechanism having a second planetary gear train, wherein the ring gear of the first planetary gear train is connected to the starting clutch, and the planetary carrier of the first planetary gear train and the ring gear of the second planetary gear train are The planetary gear mechanism is connected to the output shaft of the planetary gear mechanism, the planetary carrier of the second planetary gear train is connected to the transmission case via a one-way clutch, and the sun gear includes a band brake for restricting the rotation of the sun gear and the first gear. A direct clutch connected to a ring gear of one planetary gear train, and the auxiliary transmission unit is configured with a parallel shaft type gear mechanism that can change speed and switch back and forth. In machine, automatic transmission, characterized in that when the reverse gear stage the parallel shaft gear mechanism, so as to be brought into operation either one of the band brake and the direct clutch.

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