JP2009281514A - Multiple-shaft transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a multiple-shaft transmission which can get multi-staged without enlarging the transmission. <P>SOLUTION: The multiple-shaft transmission comprises: an input shaft 6; a first intermediate shaft 7; a second intermediate shaft 9; a third intermediate shaft 8 coaxially arranged with the first intermediate shaft 7; a rear side output shaft 10 coaxially arranged with the second intermediate shaft 9; a front side output shaft 11; an L clutch 14, an M clutch 15 and an R clutch 16, which are arranged on the input shaft 6 for connecting and disconnecting power from the input shaft 6; an H clutch 21 and a first speed stage clutch 22 which are arranged on the first intermediate shaft 7 for connecting and disconnecting power from the input shaft 6, a second speed stage clutch 30 and a third speed stage clutch 29 which are arranged on the first intermediate shaft 7 for connecting and disconnecting power from the input shaft 6; a second speed stage clutch 30 and third speed stage clutch 29 which are arranged on the second intermediate shaft 9 for connecting and disconnecting power from the input shaft 6; and an interaxle differential 34 arranged on the second intermediate shaft 9 for transmitting power transmitted to the output end of the second intermediate shaft 9 to the rear end output shaft 10 and the front side output shaft 11. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a multi-axis transmission used in a work vehicle such as an articulated dump truck, and more particularly to a multi-axis transmission of 9 forward speeds and 3 reverse speeds equipped with an interaxle differential.

  2. Description of the Related Art Conventionally, an articulated dump truck is known as a work vehicle in which a front vehicle body equipped with a cab and an engine and a rear vehicle body equipped with a vessel can be refracted around a vertical axis. This articulated dump truck is widely used in crushed stones, mines, tunnel construction, etc. because of its small turning radius and excellent running performance on uneven roads. The articulated dump truck is equipped with a multi-shaft transmission and an interaxle differential which is a differential device that distributes engine output to the front wheels and the rear wheels at a predetermined ratio. This interaxle differential rotates the front and rear wheels according to the distance traveled by the tire to absorb the difference in rotation between the front and rear wheels when the load is different between the front and rear wheels, for example when turning the vehicle. By making a difference, the vehicle runs smoothly.

  Next, this type of conventional multi-shaft transmission will be described with reference to FIG. The multi-shaft transmission 50 of this conventional example is a transmission with a forward 6-speed reverse 3-speed (F6R3) interaxle differential, and includes an input shaft 51, a front output shaft 53 and a rear output shaft 54 of the interaxle differential 52. And a first intermediate shaft 55 and a second intermediate shaft 56 disposed between the input shaft 51 and the output shafts 53 and 54.

  A first gear 58 is fixed to the input shaft 51, and an FL clutch (forward low clutch) 59 and an R clutch (reverse clutch) 60 are provided. Further, a second gear 61 on the output side of the FL clutch 59 is provided. And a third gear 62 on the output side of the R clutch 60 are rotatably provided.

  The first intermediate shaft 55 is provided with a fourth gear 63 that meshes with the first gear 58, and is provided with an FH clutch (forward high clutch) 64 and a first speed clutch 65. An integrated fifth gear 66 for the clutch 64 and the first speed clutch 65 is provided so as to mesh with the second gear 61. Further, a sixth gear 67 is rotatably provided on the first intermediate shaft 55, and a seventh gear 68 is fixed thereto. The seventh gear 68 is configured to mesh with the third gear 62 via an eighth gear 69 rotatably provided on the idle shaft 57.

  The second intermediate shaft 56 is provided with a third speed clutch 70 and a second speed clutch 71, and an integrated ninth gear 72 for the third speed clutch 70 and the second speed clutch 71. And a tenth gear 73 are provided. Further, an eleventh gear 74 for input of the third speed clutch 70 and a twelfth gear 75 for input of the second speed clutch 71 are rotatably provided on the second intermediate shaft 56. The tenth gear 73 meshes with the sixth gear 67, the eleventh gear 74 meshes with the fifth gear 66, and the twelfth gear 75 meshes with the seventh gear 68.

  In the interaxle differential 52 arranged on the output shafts 53 and 54, a carrier 77 is fixed to a thirteenth gear 76 that meshes with a ninth gear 72, and a plurality of planetary gears 78 are pivotally supported on the carrier 77. The ring gear 79 that meshes with the rear output shaft 54 is fixed to the rear output shaft 54, while the sun gear 80 is fixed to the front output shaft 53, and is engaged and released to control the torque transmission state between the carrier 77 and the front output shaft 53. The clutch 81 is arranged.

  The structure in which the interaxle differential is integrally provided in the transmission is well known as disclosed in Patent Document 1, but the forward 6-speed reverse 3-speed with the interaxle differential as shown in FIG. The inventor has not grasped patent documents disclosing the specific structure of the transmission.

JP 2004-197884 A

  By the way, when the gear train of forward 6 speed reverse 3 speed (F6R3) as shown in FIG. 3 is to be multi-staged, for example, forward 9 speed reverse 3 speed (F9R3), it is usually a shaft to which a speed clutch is attached. It is conceivable to adopt a shaft configuration in which one shaft is added between the second intermediate shaft 56 and the front and rear output shafts 53 and 54. However, when one shaft with a speed clutch is added in this way, the distance between the input shaft and the output shaft becomes longer, the transmission becomes larger, and the minimum ground clearance decreases. is there.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a multi-shaft transmission that can be multi-staged without increasing the size of the transmission.

In order to achieve the above object, a multi-shaft transmission according to the first invention comprises:
A forward 9-speed reverse 3-speed multi-shaft transmission having two output shafts coupled via an interaxle differential,
An input shaft;
A first intermediate shaft disposed in parallel to the input shaft below the input shaft;
A second intermediate shaft arranged in parallel with the first intermediate shaft;
A third intermediate shaft arranged coaxially with the first intermediate shaft;
A first speed shift clutch capable of connecting the first intermediate shaft and the third intermediate shaft;
A first output shaft disposed below the second intermediate shaft and in parallel with the second intermediate shaft;
A second output shaft arranged coaxially with the second intermediate shaft;
A first gear fixed on the input shaft;
A second gear rotatably disposed on the input shaft;
A forward low speed sub-speed clutch capable of connecting the input shaft and the second gear;
A third gear rotatably disposed on the input shaft;
A forward intermediate speed sub-speed clutch capable of connecting the input shaft and the third gear;
A fourth gear rotatably arranged on the input shaft;
A reverse clutch capable of connecting the input shaft and the fourth gear;
A fifth gear for idle rotation meshing with the fourth gear;
A sixth gear fixed to the first intermediate shaft and meshing with the second gear;
A seventh gear fixed to the first intermediate shaft;
An eighth gear fixed to the first intermediate shaft and meshing with the third gear and the fifth gear;
A ninth gear rotatably disposed on the first intermediate shaft and meshing with the first gear;
A forward high-speed gear clutch capable of connecting the first intermediate shaft and the ninth gear;
A tenth gear fixed to the third intermediate shaft;
An eleventh gear that is rotatably arranged on the second intermediate shaft and meshes with the seventh gear;
A twelfth gear rotatably arranged on the second intermediate shaft and meshing with the eighth gear;
A thirteenth gear fixed to the second intermediate shaft and meshing with the tenth gear;
A second speed shift clutch capable of connecting the second intermediate shaft and the twelfth gear;
A third-speed gear clutch capable of connecting the second intermediate shaft and the eleventh gear;
An interaxle differential that is arranged coaxially with the second intermediate shaft and transmits the rotation of the second intermediate shaft to the first output shaft and the second output shaft is provided.

The multi-shaft transmission according to the second invention is
A forward 9-speed reverse 3-speed multi-shaft transmission having two output shafts coupled via an interaxle differential,
An input shaft;
A first intermediate shaft disposed in parallel to the input shaft below the input shaft;
A second intermediate shaft arranged in parallel with the first intermediate shaft;
A third intermediate shaft arranged coaxially with the first intermediate shaft;
A first speed shift clutch capable of connecting the first intermediate shaft and the third intermediate shaft;
A first output shaft disposed below the second intermediate shaft and in parallel with the second intermediate shaft;
A second output shaft disposed coaxially with the first output shaft;
A first gear fixed on the input shaft;
A second gear rotatably disposed on the input shaft;
A forward low speed sub-speed clutch capable of connecting the input shaft and the second gear;
A third gear rotatably disposed on the input shaft;
A forward intermediate speed sub-speed clutch capable of connecting the input shaft and the third gear;
A fourth gear rotatably arranged on the input shaft;
A reverse clutch capable of connecting the input shaft and the fourth gear;
A fifth gear for idle rotation meshing with the fourth gear;
A sixth gear fixed to the first intermediate shaft and meshing with the second gear;
A seventh gear fixed to the first intermediate shaft;
An eighth gear fixed to the first intermediate shaft and meshing with the third gear and the fifth gear;
A ninth gear rotatably disposed on the first intermediate shaft and meshing with the first gear;
A forward high-speed gear clutch capable of connecting the first intermediate shaft and the ninth gear;
A tenth gear fixed to the third intermediate shaft;
An eleventh gear that is rotatably arranged on the second intermediate shaft and meshes with the seventh gear;
A twelfth gear rotatably arranged on the second intermediate shaft and meshing with the eighth gear;
A thirteenth gear fixed to the second intermediate shaft and meshing with the tenth gear;
A second speed shift clutch capable of connecting the second intermediate shaft and the twelfth gear;
A third-speed gear clutch capable of connecting the second intermediate shaft and the eleventh gear;
An interaxle differential that is arranged coaxially with the first output shaft and the second output shaft and that transmits the rotation of the second intermediate shaft transmitted from the thirteenth gear to the first output shaft and the second output shaft. It is what.

  In the present invention, it is preferable that the inter-axle differential is disposed on the opposite side of the second speed gear clutch and the third speed gear clutch with an intermediate wall therebetween (third invention).

  The reverse clutch is preferably disposed on the opposite side of the intermediate wall with respect to the forward low speed sub-speed clutch and the forward intermediate speed sub-speed clutch (fourth invention).

  The interaxle differential is preferably a planetary gear type (fifth invention).

  According to each of the above inventions, when the transmission of 6 forward speeds and 3 reverse speeds (F6R3) is multistaged, the distance between the input shaft and the output shaft can be prevented from increasing, and the transmission can be downsized. . According to the first aspect of the invention, in addition to the effects described above, the interaxle differential is not arranged on the lowermost shaft but on the second intermediate shaft, so that the oil in the oil pan is agitated. There is also an effect that the loss is reduced.

  According to the third or fourth aspect of the invention, the interaxle differential or the reverse clutch is arranged on the outside of the middle wall (between the middle wall and the transmission case), so that the distance between the shafts can be shortened. Therefore, the rigidity can be increased and the bending of the shaft due to a large torque can be suppressed. Furthermore, according to the fifth aspect, the front and rear torque distribution can be set to an arbitrary ratio other than 1: 1.

  Next, specific embodiments of the multi-shaft transmission according to the present invention will be described with reference to the drawings.

[First Embodiment]
FIG. 1A is a skeleton diagram showing a gear train of a multi-shaft transmission according to the first embodiment of the present invention. In FIG. 1 (a), a cross-sectional view is developed to make it easy to understand the meshing relationship of the gears of the respective axes. For this reason, in FIG. 1 (a), all the axes are represented as being vertically arranged, but in order to reduce the height of the entire gear train, the respective axes should be arranged as shown in FIG. 1 (b). Can do.

  The multi-shaft transmission 1 of the present embodiment is a transmission with a forward 9-speed reverse 3-speed (F9R3) interaxle differential, and is a box-type transmission case formed by a case main body and a cover portion covering the case main body. It is set as the structure accommodated in 2. FIG. In the mission case 2, there are provided three divided inner walls, that is, a first inner wall 3, a second inner wall 4 and a third inner wall 5. An input shaft 6 is disposed at the upper part so that both ends are rotatably supported by the transmission case 2 and intermediate portions are rotatably supported by the respective middle walls 3, 4, and 5. The first intermediate shaft 7 and the third intermediate shaft 8 coaxial with the first intermediate shaft 7 are arranged, and the second intermediate shaft 9 and the second intermediate shaft 8 are disposed beside the first intermediate shaft 7 / the third intermediate shaft 8. A rear output shaft (second output shaft) 10 coaxial with the intermediate shaft 9 is disposed, and a front output shaft (first output shaft) 11 is disposed below the second intermediate shaft 9 / rear output shaft 10. Yes. An idle shaft 12 is supported on the first intermediate wall 3 and the transmission case 2 between the input shaft 6 and the first intermediate shaft 7.

  In the following description, the left side (input side of the input shaft 6 and the front output shaft 11 side) in FIG. 1A is expressed as “front side”, and the right side in FIG. 1A (input side of the input shaft 6 and The opposite side and the rear output shaft 10 side) are expressed as “rear side”.

  A first gear 13 is fixed to the input shaft 6, and an L-clutch (advance low-speed sub-speed clutch) 14 that is a forward low-speed clutch pack is disposed at a rear position adjacent to the first gear 13. Adjacent to the L clutch 14, there are provided M clutches (medium speed forward sub gear clutches) 15 which are forward middle speed clutch packs on the rear side. An R clutch 16 that is a reverse clutch is provided on the opposite side (rear side) of the M clutch 15 with the first inner wall 3 interposed therebetween. A second gear 17 is rotatably arranged on the input shaft 6, and the second gear 17 can be rotated integrally with the input shaft 6 by engaging the L clutch 14. A third gear 18 is rotatably arranged on the input shaft 6, and the third gear 18 can rotate integrally with the input shaft 6 by engaging the M clutch 15. Further, a fourth gear 19 is rotatably arranged on the input shaft 6, and the fourth gear 19 is rotatable integrally with the input shaft 6 by engaging the R clutch 16.

  The first intermediate shaft 7 is provided with an H clutch (a forward high speed sub-shift clutch) 21 which is a forward high speed clutch pack and a first clutch 22 which is a first speed shift clutch. A ninth gear 26 is rotatably disposed on the first intermediate shaft 7. The ninth gear 26 meshes with the first gear 13 and engages with the H clutch 21 so that the ninth gear 26 can rotate integrally with the first intermediate shaft 7. Further, a sixth gear 23, a seventh gear 24 adjacent to the rear of the sixth gear 23, and an eighth gear 25 adjacent to the rear of the seventh gear 24 are fixed to the first intermediate shaft 7, respectively. . The sixth gear 23 meshes with the second gear 17 and engages with the H clutch 21 so that the sixth gear 23 can rotate integrally with the first intermediate shaft 7. Further, the eighth gear 25 meshes with the third gear 18 and is engaged with the first clutch 22 so as to be rotatable integrally with the first intermediate shaft 7. A third intermediate shaft 8 provided coaxially with the first intermediate shaft 7 extends through the second intermediate wall 4 to the first intermediate shaft 7 side, and a shaft coupling is provided at the end of the third intermediate shaft 8. 27 is provided. Thus, the first intermediate shaft 7 is rotatably supported on the third intermediate shaft 8 by the shaft coupling 27. A tenth gear 28 is fixed to the third intermediate shaft 8.

  The intermediate portion of the second intermediate shaft 9 is supported by a third intermediate wall 5, and a rear output shaft 10 is arranged coaxially with the second intermediate shaft 9. The second intermediate shaft 9 is provided with a third clutch 29 that is a third speed gear clutch and a second clutch 30 that is a second speed gear clutch. An eleventh gear 31 is rotatably provided on the second intermediate shaft 9. The eleventh gear 31 meshes with the seventh gear 24 and engages with the third clutch 29 so as to be rotatable integrally with the second intermediate shaft 9. Further, a twelfth gear 32 is rotatably provided on the second intermediate shaft 9. The twelfth gear 32 meshes with the eighth gear 25 and engages the second clutch 30 so that the twelfth gear 32 can rotate integrally with the second intermediate shaft 9. A thirteenth gear 33 is fixed to the opposite side across the twelfth gear 32 and the third middle wall 5. The thirteenth gear 33 is in mesh with the tenth gear 28. An interaxle differential 34 is disposed on the rear side of the thirteenth gear 33.

  The interaxle differential 34 includes a first sun gear 36 and a second sun gear 35, a first planetary gear 37 that meshes with the first sun gear 36, a second planetary gear 38 that meshes with each of the second sun gear 35 and the first planetary gear 37, and this An axial carrier 39 that supports the second planetary gear 38, the carrier 39 is coupled to the second intermediate shaft 9, and the second sun gear 35 is coupled to the rear output shaft 10. Yes. A fourteenth gear 40 is fixed to the first sun gear 36. In addition, a differential lock clutch 42 that disables relative rotation between the first sun gear 36 and the carrier 39 is provided. The front output shaft 11 passes through the third inner wall 5 and extends to the interaxle differential 34 side. A fifteenth gear 41 that meshes with the fourteenth gear 40 is fixed to the front output shaft 11. The driving force input from the carrier 39 is distributed to the front output shaft 11 and the rear output shaft 10 at a predetermined torque ratio determined by the gear ratio of the interaxle differential 34.

  The multi-shaft transmission 1 configured as described above operates as follows.

  When the first forward speed (F1) is set to the speed state, when the first clutch 22 and the L clutch 14 are engaged, the power of the input shaft 6 is supplied to the second gear 17, the sixth gear 23, and the shaft coupling. 27, and transmitted to the carrier 39 of the interaxle differential 34 through the tenth gear 28 and the thirteenth gear 33. To shift from the first forward speed (F1) to the second forward speed (F2), when the L clutch 14 is released and the M clutch 15 is engaged, the power of the input shaft 6 is supplied to the third gear 18, It is transmitted to the carrier 39 of the interaxle differential 34 through the 8 gear 25, the shaft coupling 27, the 10th gear 28 and the 13th gear 33. To shift from the forward second speed (F2) to the forward third speed (F3), when the M clutch 15 is released and the H clutch 21 is engaged, the power of the input shaft 6 is changed to the first gear 13, It is transmitted to the carrier 39 of the interaxle differential 34 through the 9 gear 26, the shaft coupling 27, the 10th gear 28 and the 13th gear 33.

  Further, to shift from the third forward speed (F3) to the fourth forward speed (F4), the first clutch 22 and the H clutch 21 are released and the second clutch 30 and the L clutch 14 are engaged. The power of the input shaft 6 is transmitted to the carrier 39 of the interaxle differential 34 through the second gear 17, the sixth gear 23, the eighth gear 25, the twelfth gear 32, and the thirteenth gear 33. To shift from the fourth forward speed (F4) to the fifth forward speed (F5), when the L clutch 14 is released and the M clutch 15 is engaged, the power of the input shaft 6 is supplied to the third gear 18, It is transmitted to the carrier 39 of the interaxle differential 34 through the eighth gear 25, the twelfth gear 32 and the thirteenth gear 33. To shift from the fifth forward speed (F5) to the sixth forward speed (F6), when the M clutch 15 is released and the H clutch 21 is engaged, the power of the input shaft 6 is changed to the first gear 13, It is transmitted to the carrier 39 of the interaxle differential 34 through the ninth gear 26, the eighth gear 25, the twelfth gear 32 and the thirteenth gear 33.

  To shift from the sixth forward speed (F6) to the seventh forward speed (F7), the second clutch 30 and the H clutch 21 are released and the third clutch 29 and the L clutch 14 are engaged. The power of the input shaft 6 is transmitted to the carrier 39 of the interaxle differential 34 through the second gear 17, the sixth gear 23, the seventh gear 24, the eleventh gear 31, and the thirteenth gear 33. To shift from the seventh forward speed (F7) to the eighth forward speed (F8), when the L clutch 14 is released and the M clutch 15 is engaged, the power of the input shaft 6 is changed to the third gear 18, It is transmitted to the carrier 39 of the interaxle differential 34 through the eighth gear 25, the seventh gear 24, the eleventh gear 31, and the thirteenth gear 33. To shift from the eighth forward speed (F8) to the ninth forward speed (F9), when the M clutch 15 is released and the H clutch 21 is engaged, the power of the input shaft 6 is changed to the first gear 13, It is transmitted to the carrier 39 of the interaxle differential 34 through the ninth gear 26, the seventh gear 24, the eleventh gear 31, and the thirteenth gear 33.

  On the other hand, when the speed of the reverse first speed (R1) is set, when the first clutch 22 and the R clutch 16 are engaged, the power of the input shaft 6 is changed to the fourth gear 19, the fifth gear 20, It is transmitted to the carrier 39 of the interaxle differential 34 through the eighth gear 25, the shaft coupling 27, the tenth gear 28 and the thirteenth gear 33. To shift from the reverse first speed (R1) to the reverse second speed (R2), when the first clutch 22 is released and the second clutch 30 is engaged, the power of the input shaft 6 is changed to the fourth gear 19. The fifth gear 20, the eighth gear 25, the twelfth gear 32 and the thirteenth gear 33 are transmitted to the carrier 39 of the interaxle differential 34. To shift from the second reverse speed (R2) to the third reverse speed (R3), when the second clutch 30 is released and the third clutch 29 is engaged, the power of the input shaft 6 is changed to the fourth gear 19. The fifth gear 20, the seventh gear 24, the eighth gear 25, the eleventh gear 31, and the thirteenth gear 33 are transmitted to the carrier 39 of the interaxle differential 34.

  Thus, at each speed stage, the driving force transmitted to the carrier 39 of the interaxle differential 34 is distributed to the first sun gear 36 and the second sun gear 35 at a predetermined torque ratio, and the rear output shaft 10 is supplied from the second sun gear 35. And transmitted from the first sun gear 36 to the front output shaft 11 via the fourteenth gear 40 and the fifteenth gear 41. In the present embodiment, the torque distribution to the front output shaft 11 and the rear output shaft 10 can be appropriately set according to the number of teeth of the planetary gear, and is set to 2: 3, for example.

  According to the present embodiment, it is possible to obtain a small multi-axle transmission of 9 forward speeds and 3 reverse speeds in which the distance between the input shaft and the output shaft is small. Further, the R clutch 16, the third intermediate shaft 8 coaxial with the first intermediate shaft 7, and the interaxle differential 34 are disposed outside the first intermediate wall 3, the second intermediate wall 4, and the third intermediate wall 5, respectively. Since they are arranged, the distance between the shafts can be shortened, and the bending of the shaft due to a large torque can be suppressed. Further, since the interaxle differential 34 is arranged not on the lowermost front output shaft 11 but on the second intermediate shaft 9 that is one stage higher than the lowermost stage, the oil stirring loss in the oil pan can be reduced. it can.

[Second Embodiment]
FIG. 2 is a skeleton diagram showing a gear train of a multi-shaft transmission according to the second embodiment of the present invention. In the multi-shaft transmission 1A of the present embodiment, the basic configuration is the same as that of the first embodiment except for the structure of the interaxle differential and the arrangement position thereof. Accordingly, the same reference numerals are given to the parts common to the first embodiment, and the detailed description thereof is omitted.

  Unlike the first embodiment, the interaxle differential 43 and the rear output shaft 10A of the present embodiment are provided coaxially with the front output shaft 11A. The interaxle differential 43 has a sixteenth gear 44 that meshes with the thirteenth gear 33 on the outer periphery thereof. A carrier 45 is fixed to the sixteenth gear 44, and a plurality of planetary gears 46 are pivotally supported on the carrier 45. A ring gear 47 that meshes with these planetary gears 46 is fixed to the rear output shaft 10A, while a sun gear 48 is fixed to the front output shaft 11A. In addition, a differential lock clutch 49 that disables relative rotation between the carrier 45 and the sun gear 48 is provided.

  According to the multi-shaft transmission 1A of the present embodiment, since the interaxle differential 43 is arranged on the fourth axis with respect to that of the first embodiment, an effect of reducing oil stirring loss cannot be obtained. However, in other respects, the same effects as those of the first embodiment can be obtained. This embodiment is suitable when it is desired to arrange the front output shaft and the rear output shaft on the same axis.

  In the above-described two embodiments, the example using the planetary gear type as the interaxle differential has been described. However, another type, that is, the type indicated as “differential 8” in Patent Document 1 is used. It may be used.

  The multi-shaft transmission of the present invention is suitable for application to an articulated dump truck transmission.

BRIEF DESCRIPTION OF THE DRAWINGS It is a skeleton figure which shows the gear train of the multi-shaft transmission which concerns on the 1st Embodiment of this invention, (a) is sectional drawing, (b) is the schematic diagram seen from the side surface direction of (a) Skeleton diagram showing a gear train of a multi-shaft transmission according to a second embodiment of the present invention Skeleton diagram showing the gear train of a conventional multi-shaft transmission

Explanation of symbols

1, 1A Multi-shaft transmission 2 Transmission case 3, 4, 5 Middle wall 6 Input shaft 7 First intermediate shaft 8 Third intermediate shaft 9 Second intermediate shaft 10, 10A Rear output shaft (second output shaft)
11, 11A Front output shaft (first output shaft)
14 L clutch (advance shift clutch for forward low speed)
15 M clutch (medium speed secondary gear clutch)
16 R clutch (reverse clutch)
21 H clutch (advance shift clutch for forward high speed)
22 1st clutch (speed stage clutch for 1st speed)
29 3rd clutch (speed gear clutch for 3rd speed)
30 Second clutch (second speed speed clutch)
34,43 Interaxle differential

Claims (5)

A forward 9-speed reverse 3-speed multi-shaft transmission having two output shafts coupled via an interaxle differential,
An input shaft;
A first intermediate shaft disposed in parallel to the input shaft below the input shaft;
A second intermediate shaft arranged in parallel with the first intermediate shaft;
A third intermediate shaft arranged coaxially with the first intermediate shaft;
A first speed shift clutch capable of connecting the first intermediate shaft and the third intermediate shaft;
A first output shaft disposed below the second intermediate shaft and in parallel with the second intermediate shaft;
A second output shaft arranged coaxially with the second intermediate shaft;
A first gear fixed on the input shaft;
A second gear rotatably disposed on the input shaft;
A forward low speed sub-speed clutch capable of connecting the input shaft and the second gear;
A third gear rotatably disposed on the input shaft;
A forward intermediate speed sub-speed clutch capable of connecting the input shaft and the third gear;
A fourth gear rotatably arranged on the input shaft;
A reverse clutch capable of connecting the input shaft and the fourth gear;
A fifth gear for idle rotation meshing with the fourth gear;
A sixth gear fixed to the first intermediate shaft and meshing with the second gear;
A seventh gear fixed to the first intermediate shaft;
An eighth gear fixed to the first intermediate shaft and meshing with the third gear and the fifth gear;
A ninth gear rotatably disposed on the first intermediate shaft and meshing with the first gear;
A forward high-speed gear clutch capable of connecting the first intermediate shaft and the ninth gear;
A tenth gear fixed to the third intermediate shaft;
An eleventh gear that is rotatably arranged on the second intermediate shaft and meshes with the seventh gear;
A twelfth gear rotatably arranged on the second intermediate shaft and meshing with the eighth gear;
A thirteenth gear fixed to the second intermediate shaft and meshing with the tenth gear;
A second speed shift clutch capable of connecting the second intermediate shaft and the twelfth gear;
A third-speed gear clutch capable of connecting the second intermediate shaft and the eleventh gear;
A multi-shaft transmission comprising an interaxle differential arranged coaxially with the second intermediate shaft and transmitting the rotation of the second intermediate shaft to the first output shaft and the second output shaft. A forward 9-speed reverse 3-speed multi-shaft transmission having two output shafts coupled via an interaxle differential,
An input shaft;
A first intermediate shaft disposed in parallel to the input shaft below the input shaft;
A second intermediate shaft arranged in parallel with the first intermediate shaft;
A third intermediate shaft arranged coaxially with the first intermediate shaft;
A first speed shift clutch capable of connecting the first intermediate shaft and the third intermediate shaft;
A first output shaft disposed below the second intermediate shaft and in parallel with the second intermediate shaft;
A second output shaft disposed coaxially with the first output shaft;
A first gear fixed on the input shaft;
A second gear rotatably disposed on the input shaft;
A forward low speed sub-speed clutch capable of connecting the input shaft and the second gear;
A third gear rotatably disposed on the input shaft;
A forward intermediate speed sub-speed clutch capable of connecting the input shaft and the third gear;
A fourth gear rotatably arranged on the input shaft;
A reverse clutch capable of connecting the input shaft and the fourth gear;
A fifth gear for idle rotation meshing with the fourth gear;
A sixth gear fixed to the first intermediate shaft and meshing with the second gear;
A seventh gear fixed to the first intermediate shaft;
An eighth gear fixed to the first intermediate shaft and meshing with the third gear and the fifth gear;
A ninth gear rotatably disposed on the first intermediate shaft and meshing with the first gear;
A forward high-speed gear clutch capable of connecting the first intermediate shaft and the ninth gear;
A tenth gear fixed to the third intermediate shaft;
An eleventh gear that is rotatably arranged on the second intermediate shaft and meshes with the seventh gear;
A twelfth gear rotatably arranged on the second intermediate shaft and meshing with the eighth gear;
A thirteenth gear fixed to the second intermediate shaft and meshing with the tenth gear;
A second speed shift clutch capable of connecting the second intermediate shaft and the twelfth gear;
A third-speed gear clutch capable of connecting the second intermediate shaft and the eleventh gear;
An interaxle differential is disposed coaxially with the first output shaft and the second output shaft, and transmits the rotation of the second intermediate shaft transmitted from the thirteenth gear to the first output shaft and the second output shaft. A multi-shaft transmission.   3. The multi-shaft according to claim 1, wherein the interaxle differential is disposed on the opposite side of the second wall with respect to the second speed gear clutch and the third speed gear clutch. Transmission.   The reverse clutch is disposed on the opposite side of the intermediate wall with respect to the forward low speed sub-speed clutch and the forward medium speed sub-speed clutch. The multi-shaft transmission described.   The multi-axle transmission according to any one of claims 1 to 4, wherein the interaxle differential is a planetary gear type.

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