JP2010014276A6 - Vehicle transmission - Google Patents

Abstract

An object of the present invention is to maintain good transmission efficiency of manual transmission, achieve a gear stage having a better gear ratio step than the gear arrangement, and obtain smooth acceleration of an automatic transmission.
A vehicle transmission includes a main transmission M and a differential mechanism 20. The main transmission includes gear pairs 1 and 2 having different gear ratios, and the differential mechanism includes three elements. 21, 22, 23. Two gear pairs are connected to the first input means C-1 and C-2 for selectively inputting rotation to both gear pairs, and the two elements 21 and 22 of the differential mechanism, and the other one element 23 is connected. Second input means 1, 2 and C-3 for inputting rotation are provided. By switching between power transmission that directly transmits rotation to one gear pair and power transmission that simultaneously transmits rotation at different speeds to two gear pairs via a differential mechanism, gear shifting without torque loss is possible, and simultaneous power transmission Sometimes, an intermediate gear ratio for the gear to individual gear ratio is generated, so that the number of gears can be increased.
[Selection] Figure 1

Description

  The present invention relates to a vehicle transmission, and more particularly to a vehicle transmission having a manual transmission as a main transmission.

  A transmission mounted on a vehicle has a tendency to make a driving operation easy without requiring clutch operation at the time of starting or shifting, so that a fluid transmission device is a starting device, and a multistage or multi-element planetary gear is a stepped transmission, Alternatively, an automatic transmission using a CVT as a continuously variable transmission has become mainstream. In addition, stepped transmissions tend to be multistage due to demands for ensuring drivability and improving fuel consumption, which is indispensable for energy saving.

  By the way, in the automatic transmission using the fluid transmission device as described above, since the transmission efficiency of the fluid transmission device is particularly low, there is an improvement such as the addition of a lockup clutch in order to improve this, but the dry single plate clutch The disadvantage of fuel efficiency is unavoidable as compared with conventional manual transmissions using the. On the other hand, a conventional manual transmission that is advantageous in terms of transmission efficiency does not matter whether the clutch operation is manual or automatic (in this specification, as shown in FIG. A manual transmission that combines clutches and dry single-plate clutches to automate clutch operation is abbreviated as “automatic M / T.”) Since a neutral state where power transmission is interrupted at all times during shifting must be passed, smooth acceleration is particularly important. There is a grudge that lacks.

  Also, in terms of multi-stage, in the case of the above automatic transmission, it is always accompanied by an increase in the number of friction elements and engagement elements such as multi-stage or multi-element planetary gears or clutches, brakes, one-way clutches and the like that control the planetary gear. However, in a vehicle transmission in which restrictions on the mounting space are severe, there is room for ingenuity in the layout of the friction elements and the engagement elements for the planetary gear, but it is difficult to take an essential space measure. On the other hand, in the case of a manual transmission, an increase in the number of gears directly leads to an increase in the number of gear pairs, so an increase in the size of the transmission, particularly an increase in shaft length, is unavoidable. However, in manual transmissions, there remains a possibility of multi-stages that suppress the increase in the number of gear pairs due to the combination of the main transmission and the sub-transmission and their associated control. Shifting is required, requiring extremely complicated and difficult control. As described above, the automatic transmission and the manual transmission have their respective advantages and disadvantages, and it is difficult to solve the comprehensive problem on the extension line of the conventional technology.

  Therefore, the present invention is mainly composed of the manual transmission, so that more gear stages can be achieved with respect to the gear arrangement while maintaining good transmission efficiency of the manual transmission, and the smoothness of acceleration of the automatic transmission can be achieved. The main object is to provide a new concept transmission for a vehicle including the above. Next, another object of the present invention is to secure a good gear ratio step that can be said to be more important than the above-mentioned object in practical use in a multi-stage transmission.

  In order to achieve the above object, a vehicle transmission according to the present invention includes a main transmission (M) having at least two rotating elements (11, 12; 13, 14) set to different gear ratios, and at least A differential mechanism (20) having three elements (21, 22, 23), and a connecting means for directly or selectively connecting the two rotating elements to different transmission elements of the differential mechanism. Features.

  The present invention also includes a main transmission (M) having at least two rotating elements (11, 12; 13, 14) that are drivingly connected to the output and set to different gear ratios, and at least three elements. The differential mechanism (20) having (21, 22, 23), and the two elements (21, 22) of the differential mechanism are directly or selectively coupled to the two rotational elements, and the input rotation First input means for selectively inputting the input rotation, and second input means (C-3; 4) for inputting the input rotation directly or selectively to the other at least one element (23). Features.

  In the above configuration, the first input means inputs the two elements (21, 22) of the differential mechanism and the connecting member that directly connects the two rotating elements, and the two elements of the differential mechanism. The second input means may include a clutch that selectively connects the other one element to the input shaft.

  In the above configuration, the two rotating elements of the main transmission are selectively connected to different elements of the differential mechanism, respectively.

  In the above-described configuration, the main transmission can achieve at least the first shift speed that is the lowest speed.

  In the above configuration, the differential mechanism is composed of a planetary gear.

  In the above configuration, the planetary gear is a single planetary gear composed of three elements, that is, a sun gear (21), a ring gear (23), and a carrier (22), and any one of the sun gear and the ring gear is composed of the two rotating elements. It is always connected to the first shaft (1) connected to one side and is selectively connected to the input shaft (4) via the first clutch (C-1) constituting the first input means, Is always connected to the second shaft (2) connected to the other of the two rotating elements and is selectively connected to the input shaft via the second clutch (C-2) constituting the first input means. The carrier can be configured to be selectively connected to the input shaft via the third clutch (C-3) constituting the second input means.

  In the above configuration, the planetary gear is a double planetary gear composed of three elements of a sun gear (21), a ring gear (23), and a carrier (22), and any one of the sun gear and the carrier is the two rotating elements. It is always connected to the first shaft (1) connected to one side and is selectively connected to the input shaft (4) via the first clutch (C-1) constituting the first input means, Is always connected to the second shaft (2) connected to the other of the two rotating elements and selected as the input shaft via the second clutch (C-2) constituting the first input means The ring gear can be selectively connected to the input shaft via a third clutch (C-3) constituting the second input means.

  In the above configuration, the first input means includes a clutch (C-1, C-2) that selectively connects the two elements (21, 22) of the differential mechanism to the two rotating elements, A clutch (CD) for selectively connecting at least two elements of the differential mechanism (20), and the second input means is a connection for always connecting another input element to the input shaft. In the above configuration, the two rotational elements of the main transmission are selectively coupled to different elements of the differential mechanism, respectively.

  In the above-described configuration, the main transmission can achieve at least the first shift speed that is the lowest speed.

  In the above configuration, the differential mechanism is composed of a planetary gear.

  In the above-described configuration, a third clutch (CD) for selectively connecting at least two elements of the planetary gear is provided, and the planetary gear includes three of a sun gear (21), a ring gear (23), and a carrier (22). One of the sun gear and the ring gear is connected to one of the two rotating elements via a first clutch (C-1) constituting the first input means. The second shaft (2) is selectively connected to one shaft (1), and the other is connected to the other of the two rotating elements via a second clutch (C-2) constituting the first input means. And the carrier is always connected to the input shaft (4) by the connecting member.

  In the above-described configuration, a third clutch (CD) for selectively connecting at least two elements of the planetary gear is provided, and the planetary gear includes three of a sun gear (21), a ring gear (23), and a carrier (22). One of the sun gear and the carrier is connected to one of the second rotating elements via a first clutch (C-1) constituting the first input means. It is selectively connected to the first shaft (1), and the other is selectively connected to the second shaft (2) connected to the other of the two rotating elements via the second clutch (C-2). The ring gear may be always connected to the input shaft (4) by the connecting member.

  Next, the vehicle transmission of the present invention includes a main transmission (M) having at least two rotating elements (11, 12; 13, 14) set to different gear ratios, and the two rotating elements. Input means (C-1, C-2) for selectively inputting input rotation, a differential mechanism (20) having at least three elements (21, 22, 23), and two elements of the differential mechanism Output means (3A, 3B, 3C) for connecting the two rotating elements to (21, 22) and selectively outputting an output rotation from at least one other element (23) and one of the two elements; It is characterized by having.

  Furthermore, the vehicle transmission of the present invention has a main transmission (M) having at least two rotating elements (11, 12; 13, 14) set to different gear ratios, and inputs to the two rotating elements. An input means (4) for inputting rotation, a differential mechanism (20) having at least three elements (21, 22, 23), and the two rotations in two elements (21, 22) of the differential mechanism Output means (3A, 3B, C-1, C-2, C- for selectively connecting elements and selectively outputting output rotation from at least one other element (23) and one of the two elements) D).

  Furthermore, the vehicle transmission of the present invention has a main transmission (M) having at least two rotating elements (11, 12; 13, 14) set to different gear ratios, and inputs to the two rotating elements. An input means (4) for inputting rotation, a differential mechanism (20) having at least three elements (21, 22, 23), and the two rotations in two elements (21, 22) of the differential mechanism It has output means (3A, 3B, C-1 to C-3) for connecting elements and selectively outputting output rotation from at least one other element (23) and one of the two elements. And

  Also in the above configuration, the two rotation elements of the main transmission are selectively coupled to different elements of the differential mechanism, respectively.

  In the above-described configuration, the main transmission can achieve at least the first shift speed that is the lowest speed.

  In the above configuration, the differential mechanism is composed of a planetary gear.

  In the above configuration, a third clutch (CD) for connecting at least two elements of the planetary gear is provided, and the planetary gear includes three elements: a sun gear (21), a ring gear (23), and a carrier (22). One of the sun gear and the carrier is always connected to the first shaft (3A) constituting the output means, and the other is always connected to the second shaft (3B) constituting the output means. The ring gear can be connected to the one element through the third clutch (C-D) and the ring gear is always connected to the output shaft (3C).

  Or in the said structure, the 3rd clutch (CD) which connects the at least 2 element of the said planetary gear is provided, and the said planetary gear is three elements, a sun gear (21), a ring gear (23), and a carrier (22). One of the sun gear and the ring gear is always connected to the first shaft (1) constituting the output means, and the other is connected to the second shaft (2) constituting the output means. The carrier may be always connected, and selectively connected to the one element via the third clutch (C-D), and the carrier may be always connected to the output shaft (3C).

  Further, in the above configuration, a third clutch (CD) for connecting at least two elements of the planetary gear is provided, and the planetary gear includes three gears: a sun gear (21), a ring gear (23), and a carrier (22). It is a double planetary gear comprising elements, and either one of the sun gear and the carrier is selectively connected to the first shaft (1) constituting the output means via the first clutch (C-1), and the other is The second gear (2) constituting the output means is selectively connected via a second clutch and selectively connected to a ring gear via a third clutch (C-D). It can also be set as the structure always connected with the output shaft (3C).

  Further, in the above configuration, a third clutch (CD) for connecting at least two elements of the planetary gear is provided, and the planetary gear includes three gears: a sun gear (21), a ring gear (23), and a carrier (22). It is a double planetary gear comprising elements, and either one of the sun gear and the carrier is always connected to the first shaft (1) constituting the output means, and the output shaft is connected via the first clutch (C-1). (3C) is selectively connected, and the other is always connected to the second shaft (2) constituting the output means, and is also selected to the output shaft (3C) via the second clutch (C-2). The ring gear may be selectively connected to the output shaft (3C) via the third clutch.

  Further, in the above configuration, the main transmission achieves the first shift stage by engaging the first clutch, achieves the second shift stage by engaging the second clutch, and the third clutch. Is configured to achieve an intermediate stage between the first speed stage and the second speed stage.

  In the above configuration, the main transmission achieves the first shift stage by engaging the first clutch and the third clutch, and the second shift by engaging the second clutch and the third clutch. It is possible to adopt a configuration that achieves an intermediate stage between the first shift stage and the second shift stage by achieving the stage and engaging the first clutch and the second clutch.

  In the above-described configuration, the main transmission can selectively achieve the first shift speed and the third shift speed with a smaller gear ratio than the second shift speed on the first shaft as rotation elements. Gears (11, 15) having gears (13, 17) and capable of selectively achieving on the second shaft a second gear and a fourth gear having a larger gear ratio than the third gear. A first intermediate stage between the first and second shift stages, a second intermediate stage between the second and third shift stages, and a second intermediate stage between the third and fourth shift stages. It is also possible to achieve a configuration in which seven forward stages are achieved by achieving three intermediate stages.

  In the above configuration, the main transmission further includes a reverse gear (19) for achieving a reverse state, the main transmission is set in the reverse state, and any one of the first to third clutches is provided. It is also effective to adopt a configuration in which the reverse gear is achieved by engaging the two.

  Further, in the above configuration, the main transmission further includes a reverse gear (19) for achieving a reverse state, the main transmission is set in the reverse state, and any one of the first to third clutches is provided. It can also be set as the structure which achieves reverse gear by engaging one.

  Further, in the above configuration, a brake (B-1) capable of locking the ring gear is further provided, the brake and the second clutch (C-2) are engaged, and the main transmission is connected to the second shift stage. By doing so, a configuration that achieves the reverse gear is also possible.

  Further, in the above configuration, a brake (B-1) capable of locking the ring gear is further provided, the brake and the first clutch (C-1) are engaged, and the main transmission is connected to the first shift stage. By doing so, a configuration that achieves the reverse gear is also possible.

  Further, in the above configuration, a brake capable of locking either the sun gear or the ring gear is provided, the brake and the carrier input clutch are engaged, and the sun gear or the ring gear is connected to the other. It is also possible to achieve a gear stage that has been increased in speed by achieving the gear stage of the gear on the shaft.

  In the above configuration, a brake (B-1) capable of locking either the sun gear or the carrier is provided, the brake and the ring gear input clutch (C-3) are engaged, and the sun gear is engaged. It is also possible to achieve a gear stage that is increased in speed by shifting the speed of the shaft connected to either one of the carrier and the other.

  Further, in the above configuration, a brake capable of locking either the sun gear or the ring gear is provided, the clutch that connects the brake, the sun gear, or the other of the ring gear and the main transmission is engaged, and the ring gear It is also possible to achieve a shift speed that is higher than the shift speed by achieving the shift speed of the shaft connected to the gear.

  Further, in the above configuration, a brake capable of locking either the sun gear or the carrier is provided, the clutch that connects the brake, the sun gear, or the other of the carrier and the main transmission is engaged, and the sun gear It is also possible to achieve a shift speed that is higher than the shift speed by achieving the shift speed of the shaft connected to the gear.

  Further, in the above configuration, the main transmission has a gear on the output shaft that makes a pair with the gear on the first shaft and the gear on the second shaft, and any one of the paired gears is The other side can be connected to the shaft at all times, and the other side can be selectively connected to the shaft via a dog clutch.

  Further, in the above configuration, the main transmission has a gear on the output shaft that makes a pair with the gear on the first shaft and the gear on the second shaft, and any one of the paired gears is The other end can be connected to the shaft constantly, and the other can be selectively connected to the shaft via a multi-plate clutch.

  Further, in the above configuration, the main transmission has a gear on the output shaft that makes a pair with the gear on the first shaft and the gear on the second shaft, and any one of the paired gears is It is also effective to adopt a configuration in which the shaft is connected to a shaft via a planetary gear mechanism capable of generating direct rotation and variable speed rotation.

  In the above-described configuration of the present invention, power can be transmitted simultaneously from the speed change elements of two speed stages having different speeds via the planetary gear. Thereby, an intermediate shift stage can be generated between the shift stages in combination with the shift stages that can be achieved in the main transmission. Therefore, a compact transmission can be realized by making the number of stages without adding transmission elements using the generation of the intermediate stage. Moreover, since the shift in the power transmission state can be performed by generating the intermediate shift stage, smooth vehicle acceleration can be achieved by the shift without torque loss.

  Further, a vehicle that achieves the above-described effect by using a conventional manual transmission as a main transmission by generating a parallel power transmission flow through different transmission elements by a gear train configuration of a conventional manual transmission. A transmission can be realized.

  Further, by generating parallel power transmission flows that pass through different speed change elements by planetary gears in the main transmission, the main transmission can be controlled by a control mechanism similar to an automatic transmission that does not use a dog clutch.

  In particular, when a planetary gear is placed on the output side of the main transmission, the gear ratio of the generated intermediate gear is always close to the gear ratio of the upper gear, and the gear ratio step is narrowed toward the higher gear. Therefore, a transmission that is particularly suitable for vehicle travel can be realized.

It is a skeleton figure which shows the gear train of the transmission for vehicles of 1st Embodiment to which this invention is applied. It is an operation | movement diagram of the gear train of 1st Embodiment. It is a speed diagram of the gear train of a 1st embodiment. It is a time chart which shows the acceleration characteristic by the transmission for vehicles of 1st Embodiment. It is a time chart which shows the acceleration characteristic by the conventional automatic M / T. It is a skeleton figure which shows the 1st modification of the planetary part of the gear train of 1st Embodiment. It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure which shows the gear train of the transmission for vehicles of 2nd Embodiment. It is an operation | movement diagram of the gear train of 2nd Embodiment. It is a speed diagram of the gear train of a 2nd embodiment. It is a skeleton figure which shows the 1st modification of the planetary part of the gear train of 2nd Embodiment. It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure which shows the 6th modification of a planetary part. It is a skeleton figure which shows the 7th modification of a planetary part. It is a skeleton figure which shows the 1st modification at the time of setting it as the single planetary structure of the planetary part of the gear train of 2nd Embodiment. It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure which shows the 6th modification of a planetary part. It is a skeleton figure which shows the 7th modification of a planetary part. It is a skeleton figure which shows the 8th modification of a planetary part. It is an operation | movement diagram of the gear train of 3rd Embodiment. It is a speed diagram of the gear train of 3rd Embodiment. It is a skeleton figure of the gear train of a 4th embodiment. It is an operation | movement diagram of the gear train of 4th Embodiment. It is a speed diagram of the gear train of 4th Embodiment. It is a skeleton figure of the gear train of a 5th embodiment. It is an operation | movement diagram of the gear train of 5th Embodiment. It is a speed diagram of the gear train of 5th Embodiment. It is a skeleton figure of the gear train of a 6th embodiment. It is an operation | movement diagram of the gear train of 6th Embodiment. It is a speed diagram of the gear train of 6th Embodiment. It is a skeleton figure of the gear train of a 7th embodiment. It is an operation | movement diagram of the gear train of 7th Embodiment. It is a speed diagram of the gear train of a 7th embodiment. It is a skeleton figure of the gear train of an 8th embodiment. It is an operation | movement diagram of the gear train of 8th Embodiment. It is a speed diagram of the gear train of 8th Embodiment. It is a skeleton figure which shows the 1st modification of the planetary part of the gear train of 8th Embodiment. It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure which shows the 6th modification of a planetary part. It is a skeleton figure which shows the 7th modification of a planetary part. It is a skeleton figure of the gear train of a 9th embodiment. It is an operation | movement diagram of the gear train of 9th Embodiment. It is a speed diagram of the gear train of 9th Embodiment. It is a skeleton figure of the gear train of a 10th embodiment. It is a skeleton figure of the gear train of an 11th embodiment. It is a skeleton figure of the gear train of a 12th embodiment. It is an operation | movement diagram of the gear train of 12th Embodiment. It is a speed diagram of the gear train of 12th Embodiment. It is a skeleton figure of the gear train of 13th Embodiment. It is an operation | movement diagram of the gear train of 13th Embodiment. It is a speed diagram of the gear train of 13th Embodiment. It is a skeleton figure of the gear train of 14th Embodiment. It is an operation | movement diagram of the gear train of 14th Embodiment. It is a speed diagram of the gear train of 14th Embodiment. It is a skeleton figure of the gear train of 15th Embodiment. It is an operation | movement diagram of the gear train of 15th Embodiment. It is a speed diagram of the gear train of 15th Embodiment. It is a velocity diagram which shows the characteristic of the gear ratio step of 15th Embodiment by comparison with 1st and 2nd Embodiment. It is a skeleton figure which shows the 1st modification at the time of making the planetary part of the gear train of 15th Embodiment into a single planetary structure. It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure which shows the 6th modification of a planetary part. It is a skeleton figure which shows the 1st modification at the time of making a planetary part into a double planetary structure. It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure of the gear train of a 16th embodiment. It is a skeleton figure of the gear train of a 17th embodiment. It is a skeleton figure of the gear train of 18th Embodiment. It is a skeleton figure of the gear train of a 19th embodiment. It is a speed diagram of the gear train of 19th Embodiment. It is an operation | movement diagram in the case of the gear train skip transmission of 15th Embodiment. It is a speed diagram in the case of the gear train skip shift of the fifteenth embodiment. It is a skeleton figure of the gear train of a 20th embodiment. It is an operation | movement diagram of the gear train of 20th Embodiment. It is a speed diagram of the gear train of 20th Embodiment. It is a skeleton figure of the gear train of 21st Embodiment. It is an operation | movement diagram of the gear train of 21st Embodiment. It is a speed diagram of the gear train of 21st Embodiment. It is a skeleton figure of the gear train of 22nd Embodiment. It is a speed diagram of the gear train of 22nd Embodiment. It is a skeleton figure of the gear train of 23rd Embodiment. It is a speed diagram of the gear train of 23rd Embodiment. It is a skeleton figure of the gear train of 24th Embodiment. It is an operation | movement diagram of the gear train of 24th Embodiment. It is a speed diagram of the gear train of 24th Embodiment. It is a skeleton figure of the gear train of 25th Embodiment. It is an operation | movement diagram of the gear train of 25th Embodiment. It is a speed diagram of the gear train of 25th Embodiment. It is a skeleton figure of the conventional automated manual transmission.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. 1 to 3 show a first embodiment of a vehicle transmission according to the present invention. As shown in FIG. 1 as a skeleton of the gear train configuration, this transmission has a plurality of rotating elements 11 to 18 and achieves a plurality of shift stages by selecting parallel power transmission flows through these rotating elements. A main transmission (referred to as an M / T portion in the description of the embodiment) M, a differential mechanism (also referred to as a planetary portion) S composed of a planetary gear 20, and two elements 21 and 22 of the planetary portion S are connected to the M / T. The basis of the configuration is that the first shaft 1 and the second shaft 2 are provided as means for connecting to different rotating elements of the part M.

  In the case of this form, the M / T part M includes a plurality of constantly meshing gear pairs 11 to 18 as its rotating elements, and has two dog clutches 31 and 32 that select a power transmission flow through the rotating elements. . The M / T portion M serves as input means for connecting the inner and outer double first shaft 1 and second shaft 2 to the planetary portion S, and gears as rotating elements thereon, that is, drive gears 11, 13, The power is transmitted from the shafts 15 and 17 to the driven gears 12, 14, 16 and 18 on the output shaft 3 through parallel shafts. Drive gears 13 and 17 for the second speed and the fourth speed on the first shaft 1 are rotatably supported by the first shaft 1, and the first shaft is moved by an axial movement of a dog clutch 31 disposed therebetween. 1 can be selectively connected. The driven gears 14 and 18 paired with the drive gears 13 and 17 for the second speed and the fourth speed are coupled to the output shaft 3 so as to be integrally rotatable. The first and third speed drive gears 11 and 15 and the reverse drive gear 19 on the second shaft 2 are coupled to the second shaft 2 so as to be integrally rotatable. The driven gears 12 and 16 that make a pair with the drive gears 11 and 15 for the first speed and the third speed are rotatably supported on the output shaft 3, and the shaft of the dog clutch 32 disposed between them. It can be selectively connected to the output shaft 3 by moving in the direction. Further, the reverse driven gear composed of the outer peripheral teeth of the reverse drive gear 19 and the dog clutch 32 meshes with each other via the counter gear 30, and the reverse gear trains 19, 30, Power transmission through 32 is possible.

  The planetary gear 20 of the planetary part S has a double pinion configuration having a sun gear 21, a ring gear 23, and pinions 24 and 25 that mesh with the sun gear 21 and the ring gear 23, respectively. The sun gear 21 of the planetary gear 20 is always connected to the second shaft 2, and the second shaft 2 can be connected to the input shaft 4 via a second clutch (C-2) constituting one of the first input means. The carrier 22 supporting the pinions 24 and 25 is always connected to the first shaft 1 and connected to the input shaft 4 via the first clutch (C-1) constituting the other of the first input means. It is possible. The ring gear 23 can be connected to the input shaft 4 via a third clutch (C-3) that constitutes a part of the second input means. And the input shaft 4 of the planetary part S is connected with the flywheel damper (F / W) of an engine (E / G).

  As shown in FIG. 2, the transmission configured as described above is illustrated in a first gear pair 11, 12 of the M / T part M (hereinafter, in the description of this embodiment, the first gear pair is < 1> is coupled to the output shaft 3 by the dog clutch 32, and the second clutch (C-2) of the planetary part S is engaged to achieve the first speed (1st). In this state, the rotation of the engine (E / G) is input from the second shaft 2 to the drive gear 11 of the M / T unit M via the second clutch (C-2) of the planetary unit S, and the first gear pair < 1> and is transmitted to the output shaft 3 via the dog clutch 32. The gear ratio at this time is the gear ratio of the first speed according to the gear ratio of the first gear pair <1>, and is the lowest speed stage of this transmission.

  Next, for the second speed (2nd), the first gear pair <1> of the M / T section M is connected to the output shaft 3 by the dog clutch 32, and the second gear pair 13, 14 (similarly <2>). Is connected to the output shaft 3 by the dog clutch 31 and the third clutch (C-3) of the planetary part S is engaged. When this state occurs in the 1-2 shift with the first gear position as the first speed, both the first gear pair <1> and the second gear pair <2> are connected to the output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 11 of the first gear pair <1> and the drive gear 13 of the second gear pair <2>. An intermediate gear ratio between the gear ratio of the first gear pair <1> and the gear ratio of the second gear pair <2> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the first speed, the rotation of the sun gear 21 is equal to the rotation of the engine, whereas the rotation of the carrier 22 is a rotation that is decelerated from that. It is controlled by rotation and idles. In this state, the second clutch (C-2) is disengaged, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques pass through the first shaft 1 and the second shaft 2. Thus, the gear is transmitted to the output shaft 3 via both gear pairs <1> and <2> to achieve the second speed gear stage.

  In the third speed (3rd), the second gear pair <2> of the M / T part M is connected to the output shaft 3 by the dog clutch 31, and the first clutch (C-1) of the planetary part S is engaged. To be achieved. In this state, the rotation of the engine (E / G) is input to the carrier 22 via the first clutch (C-1), and the rotation is transmitted to the second gear pair <2> via the dog clutch 31. It is decelerated at a gear ratio of two gear pairs <2> and transmitted to the output shaft 3.

  The fourth speed (4th) connects the second gear pair <2> of the M / T section M to the output shaft 3 by the dog clutch 31, and the third gear pair 15, 16 (also represented by <3>). This is achieved by connecting to the output shaft 3 with the dog clutch 32 and engaging the third clutch (C-3) of the planetary part S. When this state occurs in the 3-4 shift in which the previous gear stage is the third speed, the second gear pair <2> and the third gear pair <3> are both connected to the output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 13 of the second gear pair <2> and the drive gear 15 of the third gear pair <3>. An intermediate gear ratio between the gear ratio of the second gear pair <2> and the gear ratio of the third gear pair <3> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the third speed, the rotation of the carrier 22 is equal to the rotation of the engine, whereas the rotation of the sun gear 21 is a rotation increased more than that. It is idled by being restricted by rotation. In this state, the first clutch (C-1) is released, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques pass through the first shaft 1 and the second shaft 2. Thus, the transmission is transmitted to the output shaft 3 via both gear pairs <2> and <3> to achieve the fourth speed.

  In the fifth speed (5th), the third gear pair <3> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the second clutch (C-2) of the planetary part S is engaged. To be achieved. In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is transmitted to the third gear pair <3>, where the third gear pair The speed is increased at a gear ratio of <3> and is transmitted to the output shaft 3 via the dog clutch 32.

  The sixth speed (6th) connects the third gear pair <3> of the M / T part M to the output shaft 3 by the dog clutch 32, and the fourth gear pair 17, 18 (also represented by <4>). This is achieved by connecting to the output shaft 3 with the dog clutch 31 and engaging the third clutch (C-3) of the planetary part S. When this state occurs in a 5-6 shift in which the front shift speed is the fifth speed, the third gear pair <3> and the fourth gear pair <4> are both output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 15 of the third gear pair <3> and the drive gear 17 of the fourth gear pair <4>, A gear ratio intermediate between the gear ratio of the third gear pair <3> and the gear ratio of the fourth gear pair <4> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the fifth speed, the rotation of the carrier 22 is equal to the rotation of the engine, whereas the rotation of the sun gear 21 is a rotation increased more than that. It is idled by being restricted by rotation. In this state, the second clutch (C-2) is disengaged, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques pass through the first shaft 1 and the second shaft 2. Thus, the gear is transmitted to the output shaft 3 via both gear pairs <3> and <4> to achieve the sixth speed.

  In the seventh speed (7th), the fourth gear pair <4> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the first clutch (C-1) of the planetary part S is engaged. To be achieved. In this state, the rotation of the engine (E / G) is input to the first shaft 1 via the first clutch (C-1), and the rotation is transmitted to the fourth gear pair <4> via the dog clutch 31. Therefore, the speed is increased by the gear ratio of the fourth gear pair <4> and transmitted to the output shaft.

  In reverse (Rev), the dog clutch 32 of the M / T part M is neutral, the reverse gear trains 19 and 30 are connected to the output shaft 3, and the second clutch (C-2) of the planetary part S is engaged. Is achieved. In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is decelerated by the reverse gear trains 19 and 30 and each of the rotations via the counter gear 30 is performed. The speed is reversed and transmitted to the output shaft 3.

  As can be seen from the above-described achievement of each gear stage, each odd gear stage is achieved as a mere power transmission member, that is, a power passage member, that does not involve the gear shift element of the planetary gear 20 in relation to the gear shift. The stage is achieved by causing the speed change element of the planetary gear 20 to function. Moreover, each of these even gears is achieved by simultaneous connection of two gear pairs that are connected when the odd gears sandwiching them are achieved.

  FIG. 3 is a velocity diagram showing the behavior of the three speed change elements of the planetary gear 20 at each speed stage achieved in this way. This speed diagram is different from the notation format indicating the shift characteristics with the input rotation speed of a general automatic transmission as a reference (speed ratio 1), and the output rotation speed transmitted to the output shaft 3 is set as a reference (speed ratio 1). The speed ratio of the sun gear, the ring gear and the carrier, which are the respective speed change elements, is represented by white circles, and the speed ratio is synonymous with the speed ratio of the engine speed. Incidentally, the highest engine speed ratio at the first speed indicates that the speed reduction ratio of the transmission is the largest with respect to the engine rotation. In addition, the numbers surrounded by circles represent the first to fourth gear pairs of the M / T part M that are connected at the gear position.

  As can be seen from this speed diagram, the even number of gears is a gear ratio as an intermediate gear to the odd gears that can be originally achieved by the first to fourth gear pairs <1> to <4> of the M / T section M. Thus, this is achieved by simultaneous power transmission by a pair of gears that achieves both even-numbered shift stages adjacent to each other, and also functions as an elapsed stage for adjacent odd-numbered shift stages. Therefore, according to this transmission, a three-speed transmission is performed in a form in which the gear ratio step is dense in the middle of each gear stage without increasing the number of gear pairs, compared to the conventional continuously meshing four-speed transmission. A step can be added.

  FIG. 4 and FIG. 5 shown next show a time chart of the speed change at the time of vehicle acceleration by the transmission of the present embodiment and the conventional automatic M / T. In the prior art shown in FIG. 5, the period of zero acceleration due to torque loss when passing through the neutral (N) between the respective gears (shown from the first speed (1st) to the third speed (3rd) in the figure). In this embodiment, the power transmission state by any of the gear pairs that has achieved the previous gear stage continues even during the shift. As a result, since there is no neutral period between gear changes, a period of zero acceleration due to torque loss does not occur, and the speed increases continuously and smoothly. Thus, according to the transmission of the present embodiment, it is possible to eliminate a sense of incongruity due to torque loss during a shift that is unavoidable for a manual transmission.

  The connection relationship between the planetary part S and the M / T part M in the first embodiment by the connecting means (first shaft 1 and second shaft 2) and the input means (first clutch and second clutch) is variously changed. be able to. 6 to 8 shown below show such modifications. The modification shown in FIG. 6 is an example in which only the connection relationship between the sun gear 21 and the carrier 22 with respect to the first shaft 1 and the second shaft 2 is substantially changed with respect to the first embodiment. In this modification, the sun gear 21 is connected to the first shaft 1 and the carrier 22 is connected to the second shaft 2. The positions of the clutches are changed in accordance with this change, but the connection relationship by them is not particularly changed. Moreover, the modification shown in FIG. 7 changes only the position of a 2nd clutch (C-2) with respect to the previous modification. The next modification shown in FIG. 8 is obtained by replacing only the positions of the first clutch (C-1) and the third clutch (C-3) without changing the connection relation to the first embodiment. It is.

  Moreover, in the said 1st Embodiment, although the planetary part S was made into the double planetary structure, this can also be changed into a single planetary structure. Next, FIG. 9 and FIG. 10 show such a modification. In the modification shown in FIG. 9, the sun gear 21 of the single planetary gear 20 is connected to the first shaft 1 and can be connected to the input shaft 4 via the first clutch (C-1), and the ring gear 23 is connected to the second shaft 2. Are connected to the input shaft 4 via the second clutch (C-2), and the carrier 22 is connectable to the input shaft 4 via the third clutch (C-3). In the modification shown in FIG. 10, the sun gear 21 of the single planetary gear 20 is connected to the second shaft 2 and can be connected to the input shaft 4 via the second clutch (C-2), and the ring gear 23 is connected to the first shaft. 1 and can be connected to the input shaft 4 via the first clutch (C-1), and the carrier 22 can be connected to the input shaft 4 via the third clutch (C-3). .

  Next, FIGS. 11 to 13 show a second embodiment of the present invention. In this embodiment, the configuration of the planetary part S is changed with respect to the first embodiment so that the gear train is shown by a skeleton in FIG. In this embodiment, the carrier 22 of the planetary gear 20 of the planetary part S can be connected to the first shaft 1 via the first clutch (C-1), and the sun gear 21 is connected to the first gear via the second clutch (C-2). It can be connected to the two shafts 2 and can be connected to the input shaft 4 via the third clutch (C-D), and the ring gear 23 is always connected to the input shaft 4. The third clutch (C-D) in this embodiment forms a direct clutch that connects the sun gear 21 of the planetary gear 20 and the ring gear 23, unlike the case of the first embodiment or its modification.

  As shown in FIG. 12, the transmission having such a configuration is illustrated by the first gear pair 11 and 12 of the M / T part M (hereinafter, in the description of this embodiment, the first gear pair is <1>) is connected to the output shaft 3 by the dog clutch 32, and the planetary gear 20 is integrally rotated by engaging the direct clutch (CD) of the planetary part S and the second clutch (C-2). The first speed (1st) is achieved by engaging. In this state, the rotation of the engine (E / G) is transferred from the second shaft 2 to the drive gear 11 of the M / T unit M via the direct clutch (CD) and the second clutch (C-2) of the planetary unit S. It is inputted, decelerated by the first gear pair <1>, and transmitted to the output shaft 3 via the dog clutch 32. The gear ratio at this time is the gear ratio of the first speed according to the gear ratio of the first gear pair <1>, and is the lowest speed stage of this transmission.

  Next, for the second speed (2nd), the first gear pair <1> of the M / T section M is connected to the output shaft 3 by the dog clutch 32, and the second gear pair 13, 14 (similarly <2>). Is connected to the output shaft 3 by the dog clutch 31 and the first clutch (C-1) and the second clutch (C-2) of the planetary part S are engaged. When this state occurs in the 1-2 shift with the first gear position as the first speed, both the first gear pair <1> and the second gear pair <2> are connected to the output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 11 of the first gear pair <1> and the drive gear 13 of the second gear pair <2>. An intermediate gear ratio between the gear ratio of the first gear pair <1> and the gear ratio of the second gear pair <2> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the first speed, the planetary gear 20 is in a directly connected state, and therefore the sun gear 21, the carrier 22, and the ring gear 23 all rotate at the same speed as the engine rotation. In this state, the direct clutch (C-D) is released, the first clutch (C-1) is engaged, and the idling of the sun gear 21 is allowed. Torque transmission from the ring gear 23 to the carrier 22 according to the gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 are generated in parallel, and these torques are transmitted to both gears via the first shaft 1 and the second shaft. Transmission to the output shaft 3 through the pair <1> and <2> achieves the second gear.

  In the third speed (3rd), the second gear pair <2> of the M / T part M is connected to the output shaft 3 by the dog clutch 31, and the first clutch (C-1) of the planetary part S and the direct clutch (C Achieved by engaging -D). In this state, the rotation of the engine (E / G) is input from the carrier 22 to the first shaft 1 via the first clutch (C-1), and the rotation passes through the dog clutch 31 to the second gear pair <2>. Then, it is decelerated at the gear ratio of the second gear pair <2> and transmitted to the output shaft 3.

  The fourth speed (4th) connects the second gear pair <2> of the M / T section M to the output shaft 3 by the dog clutch 31, and the third gear pair 15, 16 (also represented by <3>). This is achieved by connecting to the output shaft 3 with the dog clutch 32 and engaging the first clutch (C-1) and the second clutch (C-2) of the planetary part S. When this state occurs in the 3-4 shift in which the previous gear stage is the third speed, the second gear pair <2> and the third gear pair <3> are both connected to the output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 13 of the second gear pair <2> and the drive gear 15 of the third gear pair <3>. An intermediate gear ratio between the gear ratio of the second gear pair <2> and the gear ratio of the third gear pair <3> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the third speed, the planetary gear 20 is in a directly connected state, and therefore the sun gear 21, the carrier 22, and the ring gear 23 all rotate at the same speed as the engine rotation. In this state, the direct clutch (C-D) is disengaged, the second clutch (C-2) is engaged, and the planetary gear 20 is released from the direct connection state, so that the intermediate gear previously generated is released. Torque transmission from the ring gear 23 to the carrier 22 according to the ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques are transmitted through the first shaft 1 and the second shaft 2 to the pair of gears. Transmission to the output shaft 3 via <2> and <3> achieves the fourth speed.

  In the fifth speed (5th), the third gear pair <3> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the second clutch (C-2) of the planetary part S and the direct clutch (C Achieved by engaging -D). In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the direct clutch (C-D) and the second clutch (C-2), and the rotation is transferred to the third gear pair <3>. Then, the speed is increased at the gear ratio of the third gear pair <3> and is transmitted to the output shaft 3 via the dog clutch 32.

  The sixth speed (6th) connects the third gear pair <3> of the M / T part M to the output shaft 3 by the dog clutch 32, and the fourth gear pair 17, 18 (also represented by <4>). This is achieved by connecting the output shaft 3 with the dog clutch 31 and engaging the first clutch (C-1) and the second clutch (C-2) of the planetary part S. When this state occurs in a 5-6 shift in which the front shift speed is the fifth speed, the third gear pair <3> and the fourth gear pair <4> are both output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 15 of the third gear pair <3> and the drive gear 17 of the fourth gear pair <4>, A gear ratio intermediate between the gear ratio of the third gear pair <3> and the gear ratio of the fourth gear pair <4> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the fifth speed, the planetary gear 20 is in a directly connected state, and therefore the sun gear 21, the carrier 22, and the ring gear 23 all rotate at the same speed as the engine rotation. In this state, the direct clutch (C-D) is disengaged, the first clutch (C-1) is engaged, and the planetary gear 20 is released from the direct connection state, so that the intermediate gear previously generated is released. The torque transmission from the ring gear 23 to the carrier 22 according to the ratio and the torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques are transmitted to the pair of gears via the first shaft 1 and the second shaft < 3>, <4> are transmitted to the output shaft 3 to achieve the sixth speed.

  In the seventh speed (7th), the fourth gear pair <4> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the first clutch (C-1) and the direct clutch (C1) of the planetary part S are connected. Achieved by engaging -D). In this state, the rotation of the engine (E / G) is input to the first shaft 1 via the first clutch (C-1), and the rotation is transmitted to the fourth gear pair <4> via the dog clutch 31. Therefore, the speed is increased by the gear ratio of the fourth gear pair <4> and transmitted to the output shaft 3.

  For reverse (Rev), the dog clutch 32 of the M / T part M is neutral, the reverse gear trains 19 and 30 are connected to the output shaft 3, and the second clutch (C-2) of the planetary part S and the direct clutch This is achieved by engaging (C-D). In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is decelerated by the reverse gear trains 19 and 30 and each of the rotations via the counter gear 30 is performed. The speed is reversed and transmitted to the output shaft 3.

  As can be seen from the process of achieving each of the above-described shift speeds, in this second embodiment as well, each odd-numbered shift speed is achieved as a mere power transmission member that does not involve the speed change element of the planetary gear 20 in relation to the speed change. Each even speed stage is achieved by operating the speed change element of the planetary gear 20. Moreover, each of these even gears is achieved by simultaneous connection of two gear pairs that are connected when the odd gears sandwiching them are achieved.

  FIG. 13 is a velocity diagram showing the behavior of the three speed change elements of the planetary gear 20 at each speed stage achieved in this way. This speed diagram is also different from the notation format indicating the shift characteristics with the input rotation speed of a general automatic transmission as a reference (speed ratio 1), and the output rotation speed transmitted to the output shaft 3 is set as a reference (speed ratio 1). The speed ratio of the sun gear, the ring gear and the carrier, which are the respective speed change elements, is represented by white circles, and the speed ratio is synonymous with the speed ratio of the engine speed. Incidentally, the highest engine speed ratio at the first speed indicates that the speed reduction ratio of the transmission is the largest with respect to the engine rotation. In addition, the numbers surrounded by circles represent the first to fourth gear pairs of the M / T part M that are connected at the gear position.

  As can be seen from this speed diagram, the even number of gears is a gear ratio as an intermediate gear to the odd gears that can be originally achieved by the first to fourth gear pairs <1> to <4> of the M / T section M. Thus, this is achieved by simultaneous power transmission by a pair of gears that achieves both even-numbered shift stages adjacent to each other, and also functions as an elapsed stage for adjacent odd-numbered shift stages. Therefore, even with the transmission according to the second embodiment, the gear ratio step is made dense in the middle of each shift stage without increasing the number of gear pairs as compared with the conventional continuously meshing four-speed transmission. A third speed can be added.

  Various changes can be made to the planetary unit adopting this lock-up method as in the case of the first embodiment. The first modification shown in FIG. 14 is obtained by replacing the connection relationship of the carrier 22 of the planetary gear 20 and the sun gear 21 with the first shaft 1 and the second shaft 2 in the second embodiment. That is, in this example, the ring gear 23 is connected to the input shaft 4 and the direct clutch (C-D) directly connects the ring gear 23 and the sun gear 21, and the sun gear 21 is connected to the first clutch (C--). The carrier 22 is connected to the second shaft 2 via the second clutch (C-2).

  The second modified example shown in FIG. 15 is obtained by changing the connection target by the direct clutch (CD) to the carrier 22 and the sun gear 21 with respect to the first modified example. Further, the third modification shown in FIG. 16 is obtained by changing the connection target by the direct clutch (C-D) to the carrier 22 and the sun gear 21 with respect to the second embodiment. The direct clutch (C-D) in this case can also be disposed on the front side of the planetary gear 20 as in the fourth modification shown in FIG.

  Further, the fifth modification shown in FIG. 18 is obtained by changing the connection object by the direct clutch (C-D) to the ring gear 23 and the carrier 22 with respect to the first modification. Further, the sixth modification shown in FIG. 19 is obtained by changing the connection object by the direct clutch (CD) to the ring gear 23 and the carrier 22 with respect to the second embodiment. The direct clutch (C-D) in this case can also be disposed on the front side of the planetary gear 20 as in the seventh modification shown in FIG.

  Each of the above modified examples is obtained by changing the connection relationship of the planetary parts with respect to the second embodiment. However, when the planetary gear 20 of the planetary part is a single planetary, various similar connection relations can be changed. Is possible. In this case, it is assumed that the carrier 22 is always connected to the input shaft 4. First, in the eighth modification shown in FIG. 21, a direct clutch (CD) can be directly connected between the ring gear 23 of the single planetary gear and the sun gear 21. In this example, the sun gear 21 is connected to the first clutch ( It can be connected to the first shaft 1 via C-1), and the ring gear 23 can be connected to the second shaft 2 via the second clutch (C-2). The ninth modification shown in FIG. 22 replaces the connection relationship of the sun gear 21 and the ring gear 23 with respect to the first shaft 1 and the second shaft 2 in this case.

  A tenth modification shown in FIG. 23 is an example in which the direct coupling element by the direct clutch (C-D) is changed to the carrier 22 and the sun gear 21 with respect to the eighth modification (see FIG. 21). Further, the eleventh modification shown in FIG. 24 is an example in which the direct coupling element by the direct clutch (CD) is changed to the carrier 22 and the sun gear 21 with respect to the ninth modification (see FIG. 22). Also in this case, as shown in the twelfth modification of FIG. 25, it is possible to change the direct clutch (CD) to be disposed on the front side of the planetary gear 20.

  Further, the thirteenth modification shown in FIG. 26 is different from the eighth modification (see FIG. 21) or the tenth modification (see FIG. 23) in that the direct coupling element by the direct clutch (CD) is replaced with the ring gear 23 and the carrier 22. It is an example changed to. A fourteenth modification shown in FIG. 27 is an example in which the direct coupling element by the direct clutch (CD) is changed to the ring gear 23 and the carrier 22 with respect to the ninth modification (see FIG. 22). Also in this case, as shown in the fifteenth modification of FIG. 28, it is possible to change the direct clutch (CD) to be disposed on the planetary gear 20 on the front side.

  Each of the above-described embodiments and their respective modifications are obtained by changing the configuration of the planetary part of the gear train exclusively, but the speed change achieved by changing the control without changing the configuration of the gear train itself. The number of steps can be changed. The following third embodiment shown in FIGS. 29 and 30 shows an example of such a change. In this case, it is assumed that the gear train of the first embodiment is used as shown in FIG. 29, and as shown in FIG. It is composed.

  In this case, the shift between the third speed and the fourth speed where the skip gear stage is interposed is discontinuous (shown by a broken line in the figure) as shown in the speed diagram in FIG. The two gear pairs <2> and <3> of the / T part M are connected to the output shaft 3 at the same time, so that the sun gear 21 rotates with respect to the engine rotation of the carrier 21 of the planetary part. By rotating at a low speed by the gear ratio according to <3>, torque transfer is achieved by torque transfer by re-holding the first clutch (C-1) and the second clutch (C-2) as in a conventional automatic transmission. It is possible to perform gear shifting without causing the. The torque transfer in this case is a torque transfer between the first shaft 1 and the second shaft 2 that is adapted in advance to the traveling speed of the vehicle, and does not involve a change in the speed of the rotating element as in a conventional automatic transmission. Therefore, since the inertia torque is not generated, the control for changing the clutches of both clutches is simpler than that of the conventional automatic transmission.

  A fourth embodiment shown in FIGS. 31 to 33 is obtained by replacing the first shaft 1 and the second shaft 2 with respect to the first embodiment. The operation of each of the planetary clutches in this embodiment is a relationship in which the operations of the first clutch (C-1) and the second clutch (C-2) are switched with respect to the first embodiment. In the speed diagram shown in FIG. 33, the connection element between the engine and the gear stage is different in that the carrier 22 and the sun gear 21 are interchanged. However, it is substantially the same as in the first embodiment. . Therefore, in order to avoid redundancy, the description of the operation of each shift speed achieved by this embodiment is omitted, the mutual reading of the first clutch and the second clutch in the description of the first embodiment, and the mutual relationship between the carrier 22 and the sun gear 21 are omitted. It replaces with description by the reference by replacement.

  Next, FIGS. 34 to 36 show a fifth embodiment. In this embodiment, the fourth gear pair <4> of the M / T section M in the first embodiment is eliminated, and the transmission is increased to the fifth speed. With the abolition of the fourth gear pair <4>, the drive gear 13 of the second gear pair is directly connected to the first shaft 1 and the unnecessary dog clutch 31 is removed. In the operation of this gear train, as shown in FIG. 35, naturally, the sixth speed and the seventh speed on the high speed side are eliminated, and they are also eliminated on the velocity diagram shown in FIG. Since each shift stage achieved by the operation of each clutch of the planetary part S and each gear pair of the M / T part M is the same as that of the first embodiment for the first to fifth speeds and the reverse, the first It replaces with description with reference to the operation | movement description of embodiment.

  Thus, even with the configuration in which the configuration of the M / T portion M is simplified, the seventh speed can be achieved by making the planetary gear of the planetary portion S into multiple elements. 37 to 39 show such a sixth embodiment. In the sixth embodiment, the planetary gear supports two sun gears 21B and 21A having a large diameter and a small diameter, and a long pinion 25 and a short pinion 24 that are individually meshed with each other and mesh with each other as elements constituting the planetary gear. It is replaced with a Ravigneaux type having a ring 22 that meshes with the carrier 22 and the long pinion 25. In this embodiment, the large-diameter sun gear 21B is connected to the first shaft 1, the small-diameter sun gear 21A is connected to the second shaft 2, and all the rotating elements can be connected to the input shaft 4 via each clutch. That is, the large-diameter sun gear 21B is passed through the first clutch (C-1), the small-diameter sun gear 21A is passed through the second clutch (C-2), the carrier 22 is passed through the third clutch (C-3), and Each of the ring gears 23 can be connected to the input shaft 4 via a fourth clutch (C-4).

  As shown in FIG. 38 which shows the operation of the transmission having such a configuration, the first gear pair 11 and 12 of the M / T part M (hereinafter, in the description of this embodiment, the first gear pair is 1) is connected to the output shaft 3 by the dog clutch 32, and the second clutch (C-2) of the planetary part S is engaged to achieve the first speed (1st). In this state, the rotation of the engine (E / G) is input from the second shaft 2 to the drive gear 11 of the M / T unit M via the second clutch (C-2) of the planetary unit S, and the first gear pair < 1> and is transmitted to the output shaft 3 via the dog clutch 32. The gear ratio at this time is the gear ratio of the first speed according to the gear ratio of the first gear pair <1>, and is the lowest speed stage of this transmission.

  Next, in the second speed (2nd), the first gear pair <1> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the fourth clutch (C-4) of the planetary part S is engaged. This is achieved by combining. When this state occurs in the 1-2 shift with the front gear as the first speed, the engagement of the dog clutch 32 causes both the first gear pair <1> and the second gear pair <2> to be connected to the output shaft 3. In this state, the first gear between the second shaft 2 and the first shaft 1 connected to the drive gear 11 of the first gear pair <1> and the drive gear 13 of the second gear pair <2>. A gear ratio intermediate between the gear ratio of the pair <1> and the gear ratio of the second gear pair <2> is generated, and the small diameter sun gear 21A of the planetary gear 20 connected to the second shaft 2 and the large diameter connected to the first shaft 1 The rotational relationship of the sun gear 21B is determined. If this state occurs in the traveling state at the first speed, the rotation of the small-diameter sun gear 21A is equal to the rotation of the engine, whereas the rotation of the large-diameter sun gear 21B is a rotation decelerated from that, and the carrier 22 Is idle by being restricted by these rotations. In this state, the second clutch (C-2) is disengaged, the fourth clutch (C-4) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 according to the intermediate gear ratio to the two sun gears 21A and 21B via the carrier 22 and the carrier 22 occurs in parallel, and these torques are transmitted via the first shaft 1 and the second shaft 2 to the pair of gears < 1>, <2> is transmitted to the output shaft 3 to achieve the second speed.

  At the third speed (3rd), the first gear pair <1> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the third clutch (C-3) of the planetary part S is engaged. To be achieved. Even in this state, the power transmission flow of the M / T unit M is the same as that in the second speed. However, in this case, on the planetary part S side, the ring gear 23 input is changed to the carrier 22 input. Therefore, when this state occurs in the 2-3 shift with the front shift speed set to the second speed, the first gear pair <1> and the second gear pair <2> are both on the output shaft 3 due to the engagement of the dog clutch 32. By being connected, the first shaft 1 is connected between the second shaft 2 and the first shaft 1 connected to the drive gear 11 of the first gear pair <1> and the drive gear 13 of the second gear pair <2>. An intermediate gear ratio between the gear ratio of the one gear pair <1> and the gear ratio of the second gear pair <2> is generated and connected to the small-diameter sun gear 21A of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the large-diameter sun gear 21B is determined. If this state occurs in the traveling state at the second speed, the rotation of the small-diameter sun gear 21A is the same as the engine rotation, whereas the rotation of the large-diameter sun gear 21B is a rotation decelerated from that, and the carrier 22 Is idle by being restricted by these rotations. In this state, the fourth clutch (C-4) is released, the third clutch (C-3) is engaged, and the engine rotation is input to the idle ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 according to the intermediate gear ratio to the two sun gears 21A and 21B via the carrier 22 and the carrier 22 occurs in parallel, and these torques are transmitted via the first shaft 1 and the second shaft 2 to the pair of gears < 1>, <2> are transmitted to the output shaft 3 to achieve the third speed.

  In the fourth speed (4th), only the second gear pair <2> is connected to the output shaft 3 with the dog clutch 32 of the M / T part M being in the neutral position, and the first clutch (C-1) of the planetary part S is connected. This is achieved by engaging. In this state, the rotation of the engine (E / G) is input to the first shaft 1 via the first clutch (C-1), and decelerated at the gear ratio of the second gear pair <2> that is always connected thereto, and output. It is transmitted to the shaft 3.

  For the fifth speed (5th), the third gear pair <3> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the third clutch (C-3) of the planetary part S is engaged. To be achieved. In this state, the rotation of the engine (E / G) is input to the carrier 22 via the third clutch (C-3). When this state occurs in a 4-5 shift in which the preceding gear stage is the fourth speed, the engagement of the dog clutch 32 causes the third gear pair <3> to be connected to the output shaft 3, thereby Between the second shaft 2 and the first shaft 1 connected to the drive gear 13 of the gear pair <2> and the drive gear 15 of the third gear pair <3>, the gear ratio of the second gear pair <2> A gear ratio intermediate between the gear ratios of the three gear pairs <3> is generated, and the rotational relationship between the small-diameter sun gear 21A of the planetary gear 20 connected to the second shaft 2 and the large-diameter sun gear 21B connected to the first shaft 1 is determined. If this state occurs in the running state at the fourth speed, the rotation of the large-diameter sun gear 21B is equal to the rotation of the engine, whereas the rotation of the small-diameter sun gear 21A is a rotation increased more than that. No. 23 is idled by being restricted by these rotations. In this state, the first clutch (C-1) is disengaged, the third clutch (C-3) is engaged, and the engine rotation is input to the idling carrier 22 so that it is generated in advance. Torque transmission from the carrier 22 according to the intermediate gear ratio to the two sun gears 21A and 21B occurs in parallel, and these torques pass through the first shaft 1 and the second shaft via the two gear pairs <2> and <3>. Then, it is transmitted to the output shaft 3 to achieve the fifth speed.

  In the sixth speed (6th), the third gear pair <3> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the fourth clutch (C-4) of the planetary part S is engaged. To be achieved. When this state occurs in the 5-6 shift in which the previous shift speed is the fifth speed, the third gear pair <3> is connected to the output shaft 3 by the engagement of the dog clutch 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 15 of the gear pair <3> and the drive gear 17 of the second gear pair <2>, the gear ratio of the third gear pair <3> and the An intermediate gear ratio between the two gear pairs <2> is generated, and the rotational relationship between the small-diameter sun gear 21A of the planetary gear 20 connected to the second shaft 2 and the large-diameter sun gear S1B connected to the first shaft 1 is determined. If this state occurs in the traveling state at the fifth speed, the rotation of the carrier 22 is equal to the rotation of the engine, whereas the rotation of the sun gear 21 is a rotation increased more than that. It is idled by being restricted by rotation. In this state, the third clutch (C-3) is disengaged, the state is shifted to the engagement of the fourth clutch (C-4), and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 are generated in parallel, and these torques are transmitted via the first shaft 1 and the second shaft. Transmission to the output shaft 3 through both gear pairs <2> and <3> achieves the sixth speed.

  In the seventh speed (7th), the third gear pair <3> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the second clutch (C-2) of the planetary part S is engaged. To be achieved. In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is transmitted to the third gear pair <3> via the dog clutch 32, Therefore, the speed is increased by the gear ratio of the third gear pair <3> and transmitted to the output shaft. Note that reverse (Rev) is the same as in the first embodiment.

  The speed diagram of each gear stage thus obtained is as shown in FIG. In this case, the first, fourth, and seventh speeds are gear positions that follow the gear ratio of each gear pair, whereas the second, third, fifth, and sixth speeds are generated in the middle. The gear ratio shift stage.

  Next, FIGS. 40 to 42 show a seventh embodiment. In this embodiment, the reverse gear train of the M / T part M in the first embodiment is eliminated, and reverse is achieved in the planetary part instead. With the abolishment of the reverse gear train, a brake (B-1) to be replaced with the ring gear 23 is connected to the transmission case 9 so as to be able to be locked. As shown in FIG. 41, the operation in this gear train is naturally the same as in the case of the first embodiment described above, and therefore the description of the operation of the first embodiment will be substituted for the description.

  In the reverse (Rev) in this embodiment, as shown in the operation chart of FIG. 41, the first gear pair <1> of the M / T part M is connected to the output shaft 3, and the first clutch (C-1) and the brake are connected. This is achieved by engaging (B-1). In this input state, the carrier 22 is rotated by the engine rotation, whereas the ring gear 23 is locked, so that the sun gear 21 is decelerated in the direction opposite to the rotation of the carrier 22. This rotation is inputted to the first gear pair <1> at the lowest speed stage via the second shaft 2 and is transmitted to the output shaft 3 via the dog clutch 32 to achieve reverse.

  The speed diagram shown in FIG. 42 is different from the above speed diagrams, and shows the output speed ratio of each element of the planetary gear when the normal engine speed is set to 1. As shown in the figure, with respect to the speed ratio 1 of the first shaft 1 due to the carrier input, the ring gear has a fixed speed ratio 0, and the speed ratio of the second shaft 2 is due to the negative speed ratio meaning reverse rotation of the sun gear. Negative value. Needless to say, the achievement of each forward gear in this embodiment is not different from that in the first embodiment.

  The addition of such a brake can be used not only to achieve reverse but also to add a forward gear. Next, the eighth embodiment with reference to FIGS. 43 to 45 achieves a forward eight-speed gear stage by adding a brake to the fourth embodiment (see FIGS. 31 to 33). It is. In this embodiment, a brake (B-1) for fixing the planetary gear carrier 22 to the transmission case 9 is provided.

  Since the first to seventh speeds and the reverse operation in this embodiment are the same as those in the fourth embodiment, the operation chart of FIG. 44 showing the operation of this embodiment and the speed diagram of FIG. It replaces with description by the reference of the reference and the operation | movement description of previous 3rd Embodiment. In the eighth speed in this embodiment, the fourth gear pair <4> is connected to the output shaft 3 via the dog clutch as in the sixth speed and the seventh speed, and the third clutch (C-3) and the brake are connected. This is achieved by engaging (B-1). In this case, since the engine rotation is input to the ring gear 23 of the planetary gear by the engagement of the third clutch (C-3), the carrier 22 is fixed by the engagement of the brake (B-1). Rotates in the same direction as the rotation of the ring gear 23 at an increased speed by the ring gear-sun gear gear ratio. This rotation is input to the fourth gear pair <4> via the dog clutch as the rotation of the second shaft 2, and is output to the output shaft 3.

  As described above, when the addition of the brake is used to add the forward gear, the configuration of the planetary unit can be variously changed. 46 to 52 show such modifications. The first modification shown in FIG. 46 uses a single planetary gear, and is provided with a brake (B-1) that locks the sun gear 21 and engages a third clutch (C-3) for carrier 22 input. Thus, the rotation of the second shaft 2 connected to the ring gear 23 is used to achieve the speed increasing stage. 47, which uses a single planetary gear, is provided with a brake (B-1) for locking the ring gear 23 and engages a third clutch (C-3) for carrier 22 input. Thus, the rotation of the second shaft 2 connected to the sun gear 21 is used to achieve the speed increasing stage. The third modification shown in FIG. 48 uses a double planetary gear, and is provided with a brake (B-1) for locking the sun gear 21 and engages a third clutch (C-3) for inputting the ring gear 23. Thus, the rotation of the second shaft 2 connected to the carrier 22 is used to achieve the speed increasing stage.

  A fourth modification shown in FIG. 49 is a modification in the case of having a direct clutch. In the case of using a single planetary gear, a brake (B-1) for locking the sun gear 21 is provided, and the ring gear 23 and the M / By engaging the second clutch (C-2) for connecting the T portion, the rotation of the second shaft 2 connected to the ring gear 23 is used to achieve the speed increasing step. The fifth modification shown in FIG. 50 is provided with a brake (B-1) that locks the ring gear 23 of a single planetary gear, and engages the sun gear 21 and the second clutch (C-2) for connecting the M / T section. Thus, the rotation of the second shaft 2 connected to the sun gear 21 is used to achieve the speed increasing stage. The sixth modification shown in FIG. 51 is provided with a brake (B-1) that locks the sun gear 21 of the double planetary gear, and engages the carrier 22 and the second clutch (C-2) for M / T connection. Thus, the rotation of the second shaft 2 connected to the carrier 22 is used to achieve the speed increasing stage. The seventh modification shown in FIG. 52 is provided with a brake (B-1) for locking the carrier 22 of the double planetary gear, and engages the sun gear 21 and the second clutch (C-2) for connecting the M / T section. By combining, the rotation of the second shaft 2 connected to the sun gear 21 is used to achieve the speed increasing stage.

  In the ninth embodiment shown in FIGS. 53 to 55, the fourth gear pair <4> is eliminated from the first embodiment, and the dog clutch 31 is moved to the opposite side to the connection of the second gear pair <2>. The movement can be locked to the transmission case 9 and the maximum speed stage is eliminated and the forward 6 speed is achieved. In this case, each forward shift stage from the first speed to the sixth speed and the reverse achievement operation are the same as those in the first embodiment by replacing the portion of the fourth gear pair <4> with a lock. It replaces with description with reference to the operation | movement diagram of FIG. 54 and the operation | movement description of 1st Embodiment. However, in the case of this form, since the first shaft 1 is locked at the sixth speed, the carrier rotation at this time is zero.

  In each of the above embodiments, each clutch is arranged in the planetary part, but each clutch except the direct clutch (C-D) can be arranged at an appropriate position. FIG. 56 shown next is a tenth embodiment in which the first clutch (C-1) and the second clutch (C-2) are moved to the output shaft side with respect to the second embodiment (see FIGS. 11 to 13). The form is shown. In this case, the planetary gear carrier 22 and the sun gear 21 are directly connected to the first shaft 1 and the second shaft 2, and instead, on the output shaft 3 side, the driven gear of the second gear pair <2> and the fourth gear pair <4>. The driven gear is fixedly supported by an outer shaft 3A that fits on the outer periphery of the output shaft. The outer shaft 3A can be connected to the output shaft via the first clutch (C-1), and the inner shaft 3B can be connected to the output shaft via the second clutch (C-2). .

  The speed change operation in this embodiment is the same as that in the second embodiment with reference to FIGS. 11 to 13, and therefore will be described with reference to the second embodiment including the operation chart and the velocity diagram. Replace.

  An eleventh embodiment shown in FIG. 57 is the same as the fourth embodiment (see FIGS. 31 to 33), in which the planetary gear is moved to the rear side of the transmission, and the third clutch (C-3) is moved together. It is moved to the rear side of the transmission. In the case of this arrangement, it is necessary to pass the shaft that connects the third clutch (C-3) to the input shaft 4 inside the first shaft 1A and the second shaft 2, so the first gear pair <1> and the second gear It is necessary to pass the shaft 1B that returns from the carrier 22 and leads to the dog clutch on the second gear pair <2> and the fourth gear pair <4> side on the three gear pair <3> side and the shaft becomes a triple shaft. Therefore, it becomes a quadruple axis. For these reasons, it is inevitable to increase the diameter of the shaft by arranging multiple axes, but in principle such an arrangement is also possible.

  Next, FIGS. 58 to 60 show a twelfth embodiment. In this embodiment, the configuration of the M / T section M is changed with respect to the first embodiment as shown in FIG. 58 by a skeleton gear train. In this case, the M / T part M includes the planetary gears 40 and 50 as the speed change element. The M / T part M is the same as the first embodiment in that the inner and outer double first shaft 1 and second shaft 2 are input shafts. In this embodiment, there is one gear pair 11A, 12A connected to the first shaft 1, and a planetary gear 40 is arranged as a serial gear for the gear pair 11A, 12A instead. The same applies to the gear pair connected to the second shaft 2, and the gear pair 13A, 14A is one, and instead the planetary gear 50 is arranged as a serial gear with respect to the gear pair 13A, 14A. Both planetary gears 40 and 50 are of a simple planetary type, and their ring gears 43 and 53 are connected to the first shaft 1 and the second shaft 2 as input elements, respectively, and the sun gears 41 and 51 are used as reaction force elements. Therefore, it is connected to the transmission case 9 via the brakes (B-2, B-3), the carriers 42, 52 are connected to the drive gears 11A, 13A of the gear pairs and the clutches (C-4, C- 5) and are connected to the first shaft 1 and the second shaft 2, respectively. The driven gears 12A and 14A of both gear pairs are connected to the output shaft 3 so as to be integrally rotatable.

  The configuration of the planetary part S is substantially the same as in the case of the first embodiment. However, in this gear train, since there is no reverse dedicated gear train in the M / T part M, the ring gear 23 is used to achieve reverse. Is an additional configuration that differs from the first embodiment in that it can be locked to the transmission case 9 via the brake (B-1).

  As shown in FIG. 59, the transmission having such a configuration is engaged with the brake (B-2) of the M / T part M and the first clutch (C-1) of the planetary part S. Is engaged to fix the first sun gear 41 to achieve the first speed (1st). In this state, the rotation of the engine (E / G) is input from the first clutch (C-1) of the planetary part S via the carrier 22 and the first shaft 1 to the first ring gear 43 of the M / T part M. The reduced rotation of the first carrier 42 due to the reaction force fixed to the one sun gear 41 is input to the first gear pair 11A, 12A, where it is further reduced by the gear ratio of the first gear pair and transmitted to the output shaft 3.

  Next, the second speed (2nd) engages the brake (B-2) of the M / T part M and the brake (B-3), and the third clutch (C- of the planetary part S). This is achieved by engaging 3). When this state occurs in the 1-2 shift with the first gear position as the first speed, the first gear pair 11A, 12A and the second gear pair 13A, 14A both connected to the output shaft 3 are connected to both brakes (B- 2 and B-3) are connected to the first shaft 1 and the second shaft 2 via the first and second planetary gears 40 and 50 by the engagement of the first and second gear pairs 11A and 12A. A gear ratio obtained by multiplying the gear ratio of the first planetary gear 40 and the gear ratio of the second planetary gear 50 by the gear ratio of the second planetary gear 50 and the gear ratio of the second planetary gear 50. 2 and the first shaft 1, and the rotational relationship between the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the carrier 22 connected to the first shaft 1 is determined. If this state occurs in the traveling state at the first speed, the rotation of the carrier 22 is equal to the rotation of the engine, whereas the rotation of the sun gear 21 is a rotation decelerated from that, and the ring gear 23 It is controlled by rotation and idles. In this state, the first clutch (C-1) is released, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques pass through the first shaft 1 and the second shaft 2. Are input to both planetary gears 40 and 50 and transmitted to the output shaft 3 via both gear pairs 11A, 12A, 13A, and 14A to achieve the second speed gear stage. Thus, rotation of the intermediate gear ratio with respect to the serial reduction gear ratio of the first planetary gear 40 and the first gear pair 11A, 12A and the serial reduction gear ratio of the second planetary gear 50 and the second gear pair 13A, 14A is output shaft. 3 is transmitted.

  The third speed (3rd) is achieved by engaging the brake (B-3) of the M / T part M and engaging the second clutch (C-2) of the planetary part S. In this state, the rotation of the engine is input to the second shaft 2 via the second clutch (C-2), and the rotation is transmitted to the second ring gear 53 of the second planetary gear 50. The second planetary gear 50 outputs a reduced speed rotation to the second carrier 52 by using the second sun gear 51 fixed by the engagement of the brake (B-3) as a reaction force. Therefore, the second gear pair 13A, Reduced rotation with a gear ratio of 14A is transmitted to the output shaft 3. This output rotation is reduced rotation by the gear ratio of the second planetary gear and the second gear to the serial reduction.

  The fourth speed (4th) engages the first clutch (C-4) of the M / T part M and the second brake (B-3), and the third clutch (C of the planetary part S) -3) is engaged. When this state occurs in the 3-4 shift in which the front shift speed is the third speed, the first gear pair 11A, 12A and the second gear pair 13A, 14A both connected to the output shaft 3 are connected to the first gear pair 11A. , 12A is connected to the first shaft 1 via the first clutch (C-4), and the second gear pair 13A, 14A is connected via the second planetary gear 50 by the engagement of the brake (B-3). By being connected to the two shafts 2, the gear ratio obtained by multiplying the gear ratio of the first gear pair 11A, 12A, the gear ratio of the second gear pair 13A, 14A, and the gear ratio of the second planetary gear 50 is obtained. An intermediate gear ratio is generated between the second shaft 2 and the first shaft 1, and the rotational relationship between the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the carrier 22 connected to the first shaft 1 is determined. If this state occurs in the traveling state at the third speed, the rotation of the sun gear 21 is equal to the rotation of the engine, whereas the rotation of the carrier 22 is a rotation increased more than that. It is idled by being restricted by rotation. In this state, the second clutch (C-2) is disengaged, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques are first transmitted via the first shaft 1 to the first. The output is input to the gear pair 11A, 12A and decelerated thereby, and is input to the second planetary gear 50 via the second axis on the other hand, where the first stage reduction is performed, and further the second gear pair 13A, 14A. The second speed reduction is performed via, and transmitted to the output shaft 3 to achieve the fourth speed gear stage. Thus, the rotation of the second planetary gear and the second gear pair in series reduction and the rotation of the intermediate gear ratio with respect to the first gear pair single reduction are transmitted to the output shaft 3.

  The fifth speed (5th) is achieved by engaging the clutch (C-4) of the M / T part M and engaging the first clutch (C-1) of the planetary part S. In this state, the rotation of the engine (E / G) is input to the first shaft 1 via the first clutch (C-1), and the rotation is applied to the first gear pair 11A, 12A via the clutch (C-4). To the output shaft 3. The gear ratio in this case is the gear ratio of the first gear pair 11A, 12A.

  The sixth speed (6th) engages the first clutch (C-4) of the M / T part M and the second clutch (C-5), and the third clutch (C of the planetary part S) -3) is engaged. When this state occurs in the 5-6 shift in which the previous shift speed is the fifth speed, the first gear pair 11A, 12A both connected to the output shaft 3 is connected to the first shaft via the first clutch (C-4). 1 and the second gear pair 13A, 14A is connected to the second shaft 2 via the second clutch (C-5), the gear ratio of the first gear pair 11A, 12A and the A gear ratio intermediate between the gear ratios of the two gear pairs 13A and 14A is generated between the second shaft 2 and the first shaft 1, and the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1 The rotational relationship of the carrier 22 to be connected is determined. If this state occurs in the traveling state at the fifth speed, the rotation of the carrier 22 is equal to the rotation of the engine, whereas the rotation of the sun gear 21 is a rotation increased more than that. It is idled by being restricted by rotation. In this state, the first clutch (C-1) is released, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques are first transmitted via the first shaft 1 to the first. It is input to the gear pair 11A, 12A, and is then decelerated to the output shaft 3, and on the other hand, it is input to the second gear pair 13A, 14A via the second shaft, and is decelerated and transmitted to the output shaft 3 for the sixth speed. Is achieved. Thus, the rotation of the intermediate gear ratio with respect to the gear ratio of the second gear pair alone and the gear ratio of the first gear pair alone is transmitted to the output shaft 3.

  The seventh speed (7th) is achieved by engaging the clutch (C-5) of the M / T part M and engaging the second clutch (C-2) of the planetary part S. In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is applied to the second gear pair 13A, 14A via the clutch (C-5). To the output shaft 3. The gear ratio in this case is the gear ratio of the second gear pair 13A, 14A.

  The reverse (Rev) in this gear train engages the brake (B-2) of the M / T part M, and engages both the second clutch (C-2) and the brake (B-1) of the planetary part S. This is achieved by combining. In this state, the rotation of the engine (E / G) is input to the sun gear 21 via the second clutch (C-2), and the rotation of the carrier 22 using the locking of the ring gear 23 by the brake (B-1) as a reaction force. Is input from the first shaft 1 to the first ring gear 43 of the M / T part M. On the other hand, since the sun gear 41 of the first planetary gear 40 is fixed by the brake (B-2), the reverse reduction rotation output from the first carrier 42 is further reduced by the first gear pair 11A, 12A. And transmitted to the output shaft 3.

  FIG. 60 is a velocity diagram showing the behavior of the three speed change elements of the planetary gear 20 at each speed stage achieved in this way. The notation method of this velocity diagram is the same as in the case of the first embodiment. In the case of this diagram, the numbers enclosed in circles indicate that <1> is the serial transmission state of the first planetary gear and the first gear pair, and <2> is the serial transmission of the second planetary gear and the second gear pair. <3> represents the transmission state of the first gear pair alone, and <4> represents the transmission state of the second gear alone.

  As can be seen from this speed diagram, also in the twelfth embodiment, as an intermediate stage with respect to the odd-numbered speed stage that can be originally achieved by the first and second gear pairs of the M / T section M and the first and second planetary gears. Since a gear ratio is generated, an even number of shift stages is an elapsed stage with respect to a shift stage adjacent thereto. Therefore, in the case of this transmission as well, a 3-speed gear stage is added to the 4-speed transmission without increasing the number of gear pairs and planetary gears in the middle of the respective gear speed stages so that the gear ratio step is dense. Can do. Further, the point that the gear shifting without causing torque loss is possible is the same as in the case of the first embodiment.

  Next, FIG. 61 to FIG. 63 show a thirteenth embodiment of the present invention. In this form as well, the M / T portion M includes a planetary gear 60 as its speed change element. As shown in FIG. 61 by a skeleton, the gear train configuration includes a single planetary gear, first and second clutches (C-1, C-2), a first planetary gear corresponding to the planetary gear of each of the previous embodiments, The rear planetary part, which is composed of one brake (B-1) and hits the M / T part, has two rows of gear pairs 11B, 12B, 13B, 14B, a single double planetary gear 60, and third to fifth clutches (C -3 to C-5) and the second brake (B-2).

  In the front planetary part, the planetary gear carrier 22 is always connected to the first shaft 1 connected to the second gear pair 13B, 14B and also connected to the input shaft 4 via the first clutch (C-1). The sun gear 21 is always connected to the second shaft 2 connected to the first gear pair 11B, 12B, and can be connected to the input shaft 4 via the second clutch (C-2). 23 can be locked to the transmission case 9 via the first brake (B-1). In the rear planetary part, the carrier 62 of the planetary gear 60 is always connected to the first shaft 3A connected to the second gear pair 13B, 14B, and is connected to the output shaft 3 via the third clutch (C-3). The sun gear 61 is always connected to the second shaft 3B connected to the first gear pair 11B, 12B and can be connected to the output shaft 3 via the fourth clutch (C-4). The ring gear 63 can be connected to the output shaft 3 via the fifth clutch (C-5) and can be locked to the transmission case 9 via the second brake (B-2).

  As shown in FIG. 62, in the case of this transmission, the first speed (1st) to the fourth speed (4th) are the power transmission by the input of the second clutch (C-2) engagement, and the fourth speed (4th) to 7th speed (7th) is the power transmission by the input of the first clutch (C-1) engagement, and the output of each shift stage is mainly the third clutch (C-3) to the second on the output side. Since it is made by selecting the engagement of the five clutches (C-5), the flow of power transmission of these two systems will be described together. The rotation of the carrier 22 of the front planetary gear is transmitted to the second gear pair 13B, 14B through the first shaft 1, and is decelerated by the gear ratio of the second gear pair 13B, 14B (hereinafter, this gear ratio is set to 1 for convenience). The flow is transmitted to the carrier 62 of the rear planetary part via the output-side first shaft 3A (hereinafter referred to as a first flow). The rotation of the sun gear 21 of the front planetary gear is transmitted to the first gear pair 11B, 12B through the second shaft 2 and is decelerated by the gear ratio, and is transmitted to the sun gear 61 of the rear planetary portion through the output second shaft 3B. The flow to be transmitted (hereinafter referred to as the second flow).

  Among these two flows, the first speed (1st) engages the third clutch (C-3) of the rear planetary part, and the second clutch (C-2) of the front planetary part and the first brake ( This is achieved by engaging B-1). At this time, the first flow becomes a flow that leads to the output, and the rotation of the carrier 22 that is the basis of the first flow becomes a low-speed rotation by fixing the ring gear 23, this rotation is transmitted to the carrier 62, and the third clutch (C− By being output through 3), the first speed rotation is obtained. The second speed (2nd) is also the same second flow and only switches to the output by the engagement of the fifth clutch (C-5). At this time, since the rotation of the ring gear 63 in the rear planetary portion is a speed-up rotation with respect to the rotation of the carrier 62, the second speed rotation output via the fifth clutch (C-5) is more than the first speed rotation. Slightly higher. The power transmission relationship is substantially the same for the third speed (3rd), and the second flow is output in this case by switching to the output by the fourth clutch (C-4) engagement. Then, after the engine rotation passes through the sun gear 21 of the front planetary part, it is decelerated by the gear ratio of the first gear pair 11B, 12B, and is outputted through the sun gear 61 of the rear planetary part. In this case, since the engagement of the first brake (B-1) or the first clutch (C-1) is not involved in the power transmission, one of the engagements is prepared for the next shift. It is possible. However, since the front planetary gear is locked when both elements are engaged simultaneously, simultaneous engagement of the first brake (B-1) and the first clutch (C-1) is not allowed.

  After the fourth speed (4th), the main flow is the first flow. At the fourth speed (4th), due to the first flow and the second flow, in the rear planetary section, the sun gear 61 rotates at a low speed relative to the engine rotation of the carrier 62 by the deceleration by the first gear pair 11B, 12B. The rotation of the intermediate speed ratio between the two rotations is output from the ring gear 63 via the fifth clutch (C-5), and this rotation becomes the fourth speed rotation. At the next fifth speed (5th), the first flow is output as it is by switching to the output via the third clutch (C-3), and the engine rotation is output via the third clutch (C-3). 5 is output at the fifth speed.

  At the sixth speed (6th), when the brake (B-1) is engaged, the rotation of the sun gear 21 that is the basis of the second flow is increased, and accordingly, the rotation of the sun gear 61 is also increased. Therefore, the sixth gear rotation is output from the ring gear 63 via the fifth clutch (C-5) and the rotation speed is also increased. At the seventh speed (7th), since the output is switched to the sun gear 61 in the same state, the rotation further increased is output to the output shaft 3 as the rotation of the seventh speed.

  In reverse (Rev), the rotation of the carrier 62 that reversely rotates with the rotation of the sun gear 61 due to the second flow and the fixing of the ring gear 63 due to the engagement of the first brake (B-2) is the third clutch (C-3). This is achieved by outputting to the output shaft 3 via).

  FIG. 63 is a velocity diagram showing the relationship between the rotation ratios of the rotating elements at the respective speeds. This speed diagram follows a normal notation where the engine speed ratio is 1.

Next, FIGS. 64 to 66 show a fourteenth embodiment of the present invention. The feature of this embodiment is that all the engaging elements and the planetary gear are concentrated on the input shaft side. As shown in FIG. 64 by the skeleton of the gear train configuration, the first planetary gear P1 in this embodiment is configured by a single planetary gear and functions to generate a speed-up rotation. The second planetary gear P2 is also composed of a single planetary gear, and the third planetary gear P3 is composed of a double planetary gear. As in the previous thirteenth embodiment, the engagement elements in this embodiment are the first and second clutches (C-1, C-2) on the input side and the third to fifth clutches (C-) on the output side. 3 to C-5) and first and second brakes (B-1, B-2) for supporting the reaction force.
In the first planetary gear P1, the sun gear S1 is always fixed to the transmission case 9, the carrier C1 can be connected to the input shaft 4 through the first clutch (C-1), and the ring gear R1 is connected to the second planetary gear P2. Directly connected to the carrier C2. In the second and third planetary gears P2 and P3, both sun gears S2 and S3 are directly connected, and both are connected to the input shaft 4 via the second clutch (C-2) and via the fourth clutch (C-4). The counter gear pair can be connected, both carriers C2 and C3 are also directly connected, and can be connected to the counter gear pair via the third clutch (C-3), and the ring gears R2 and R3 are connected to the first brake ( B-1) and the second brake (B-2) can be fixed to the transmission case 9, and the ring gear R3 of the third planetary gear P3 is further counter-geared via the fifth clutch (C-5). It can be connected to a pair.

  Also in this embodiment, the first flow generated from the ring gear R1 of the first planetary gear P1 passes through the two carriers C2 and C3 and reaches the third clutch (C-3). The second flow passes through the two sun gears S2 and S3 and reaches the fourth clutch (C-4). As shown in FIG. 65, the first flow is mainly used in the first to fourth speeds, and the first flow is mainly used in the fourth to seventh speeds.

  The first speed (1st) is a reaction force against the second ring gear R2 due to the first brake (B-1) engagement with respect to the engine rotation input to the second sun gear S2 due to the second clutch (C-2) engagement. This is achieved by outputting the reduced rotation of the second carrier C2 taking the first via the third clutch (C-3). The second speed (2nd) is also achieved by outputting the reduced rotation of the third ring gear R3 due to the engagement of the fifth clutch (C-5) in the same state. The third speed (3rd) is achieved by the engine rotation via the second clutch (C-2) passing through both sun gears S2 and S3 and being output via the fourth clutch (C-4). .

  From the fourth speed (4th), the speed increasing rotation of the first flow due to the engagement of the first clutch (C-1) begins to act, and the sun gear is in response to the speed increasing rotation input to the carrier C3 of the third planetary gear P3. The ring gear R3 is rotated at an increased speed by the engine rotation of S3, and this rotation is output as the increased speed rotation of the ring gear R3 via the fifth clutch (C-5) to achieve the fourth speed. At the next fifth speed (5th), the speed increasing rotation of the first ring gear R1 is output as it is from the third carrier C3 via the third clutch (C-3) and becomes the fifth speed rotation. Further, at the sixth speed (6th), this rotation is switched to the third ring gear R3 output of the fifth clutch (C-5) output, and the output is further increased. The seventh speed (7th) is output from the fourth clutch (C-4) as the speed-up rotation by the engagement of the first brake (B-1) as the speed-up rotation of the second sun gear S2 by the input of the second carrier C2. It becomes the highest speed stage. The reverse (Rev) is generated by the third planetary gear P3. In this case, the engine rotation is input to the third sun gear S3 with respect to the third ring gear R3 fixed by the engagement of the first brake (B-1). Thus, the third carrier C3 is achieved by outputting an output that is reverse rotation of the deceleration via the third clutch (C-3).

  FIG. 66 is a speed diagram showing the relationship between the rotation ratios of the respective rotary elements at the respective speeds. This speed diagram also follows the normal notation where the engine speed ratio is 1. In the operation chart of FIG. 65, a circle with a parenthesis indicates that the engagement state of the engagement element is maintained at the gear shift for the same reason as described in the operation description of the thirteenth embodiment. Indicates that it is acceptable regardless. Also in this case, simultaneous engagement of both engaging elements is not allowed because it leads to the planetary gear locking.

  The following FIGS. 67 to 69 show a fifteenth embodiment of the present invention. The feature of this form is that the planetary gear 20 of the planetary part S arranged upstream from the M / T part M in the power transmission flow in the previous embodiment is changed to the downstream side. As shown in FIG. 67 with the skeleton of the gear train configuration, the M / T portion M in this embodiment is substantially the same as that in the first embodiment, but is arranged downstream of the planetary gear 20. Accordingly, the output shaft 3A of the second and fourth gear pairs is a separate shaft of the double shaft. In this case, the driven gears 14 and 18 of the second and fourth gear pairs are fixed to the first output shaft 3A, and the dog clutch 32 of the first and third gear pairs 11, 12, 15, and 16 is fixed to the second output shaft 3B. It is axially movable and connected so as not to rotate.

  The planetary unit S leaves the two input clutches (C-1, C-2), and the planetary gear 20 and the clutch for shift control are moved to the downstream side of the M / T unit M as a direct clutch (CD). Has been. In this embodiment, the sun gear 21 of the planetary gear 20 is connected to the second output shaft 3B of the M / T section M, and the second output shaft 3B is connected to the output shaft 3 via the direct clutch (C-D). The carrier 22 that supports the pinions 24 and 25 is connected to the first output shaft 3 </ b> A, and the ring gear 23 is connected to the output shaft 3.

  As shown in FIG. 68 in which the operation of the transmission having such a configuration is illustrated, the first gear pair 11 and 12 of the M / T part M (in the description of this embodiment, the gear pair is the same as in the first embodiment). Is connected to the second output shaft 3B with the dog clutch 32, and the first clutch (C-2) and the direct clutch (C-D) of the planetary part S are engaged with each other. Achieve speed (1st). In this state, the rotation of the engine (E / G) is input to the drive gear 11 of the M / T part M via the second clutch (C-2) of the planetary part S, and decelerated by the first gear pair <1>. The signal is transmitted to the second output shaft 3B via the dog clutch 32, and is transmitted to the output shaft 3C via the direct clutch (C-D).

  Next, in the second speed (2nd), the first gear pair <1> of the M / T part M is connected to the second output shaft 3B by the dog clutch 32, and the second gear pair <2> is connected to the dog clutch 31. This is achieved by connecting to the first output shaft 3A and engaging both clutches (C-1, C-2) of the planetary part S together. In this state, the engine rotation is simultaneously input to the first gear pair 11 and 12 and the second gear pair 13 and 14 due to the engagement of both clutches (C-1, C-2), and the first output is decelerated by them. It is output to the shaft 3A and the second output shaft 3B. With the input of these rotations, the rotation of the sun gear 21 and the carrier 22 of the planetary gear 20 is regulated to an intermediate gear ratio of these gear ratios, and the intermediate rotation of these rotations is transmitted from the ring gear 23 to the output shaft 3C.

  In the third speed (3rd), the second gear pair <2> of the M / T part M is connected to the first output shaft 3A by the dog clutch 31, and the clutch (C-1) of the planetary part S and the direct clutch (C Achieved by engaging -D). In this state, the rotation of the engine (E / G) is input to the second gear pair <2> via the clutch (C-1), and the rotation is transmitted to the second gear pair <2> via the dog clutch 31. Therefore, the speed is reduced at the gear ratio of the second gear pair <2> and transmitted to the first output shaft 3A. This rotation is input to the carrier 22 of the planetary gear 20, but since the planetary gear 20 is in a directly connected state by the engagement of the direct clutch (CD), this rotation is transmitted to the output shaft 3C as it is.

  In the fourth speed (4th), the second gear pair <2> of the M / T part M is connected to the first output shaft 3A by the dog clutch 31 and the third gear pair <3> is connected to the second output shaft 3A by the dog clutch 32. This is achieved by connecting to the output shaft 3B and engaging both the clutches (C-1, C-2) of the planetary part S together. In this state, the engine rotation is simultaneously input to the second gear pair <2> and the third gear pair <3> by the engagement of both clutches (C-1, C-2), and the first output is decelerated by them. It is output to the shaft 3A and the second output shaft 3B. The rotation of the sun gear 21 and the carrier 22 of the planetary gear 20 is restricted by the input of these rotations, and an intermediate rotation of these rotations is transmitted from the ring gear 23 to the output shaft 3C.

  For the fifth speed (5th), the third gear pair <3> of the M / T part M is connected to the second output shaft 3B by the dog clutch 32, and the second clutch (C-2) of the planetary part S and the direct clutch This is achieved by engaging (C-D). In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), where it is decelerated at the gear ratio of the third gear pair <3> and the dog clutch 32 is moved. Then, it is transmitted to the second output shaft 3B. This rotation is input to the sun gear 21 of the planetary gear 20, but since the planetary gear 20 is in a directly connected state due to the engagement of the direct clutch (CD), this rotation is directly transmitted to the output shaft 3C.

  In the sixth speed (6th), the third gear pair <3> of the M / T section M is connected to the second output shaft 3B by the dog clutch 32, and the fourth gear pair <4> is connected to the first output by the dog clutch 31. This is achieved by connecting to the output shaft 3A and engaging both clutches (C-1, C-2) of the planetary part S together. In this state, the engine rotation is simultaneously input to the third gear pair <3> and the fourth gear pair <4> by the engagement of both clutches (C-1, C-2), and the first output is decelerated by them. It is output to the shaft 3A and the second output shaft 3B. The rotation of the sun gear 21 and the carrier 22 of the planetary gear 20 is restricted by the input of these rotations, and an intermediate rotation of these rotations is transmitted from the ring gear 23 to the output shaft 3C.

  In the seventh speed (7th), the fourth gear pair <4> of the M / T part M is connected to the first output shaft 3A by the dog clutch 31, and the first clutch (C-1) of the planetary part S and the direct clutch This is achieved by engaging (C-D). In this state, the rotation of the engine (E / G) is input to the fourth gear pair <4> via the first clutch (C-1), and the rotation passes through the dog clutch 31 to the fourth gear pair <4>. Then, it is decelerated at the gear ratio of the fourth gear pair <4> and transmitted to the first output shaft 3A. This rotation is input to the carrier 22 of the planetary gear 20, but since the planetary gear 20 is in a directly connected state by the engagement of the direct clutch (CD), this rotation is transmitted to the output shaft 3C as it is.

  In the reverse (Rev), the dog clutch 32 of the M / T part M is neutral, the reverse gear trains 19 and 30 are connected to the second output shaft 3B, and the second clutch (C-2) of the planetary part S is connected. This is achieved by engaging the direct clutch (C-D). In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is decelerated by the reverse gear trains 19 and 30 and each of the rotations via the counter gear 30 is performed. The speed is reversed and transmitted to the second output shaft 3B, and is transmitted to the output shaft 3C via the direct clutch (C-D).

  Also in the fifteenth embodiment, each odd-numbered shift stage is achieved as a mere power transmission member that does not involve the shift element of the planetary gear 20 in the shift, whereas each even-numbered shift stage has the shift element of the planetary gear 20 as a shift element. Achieved by functioning. Moreover, each of these even gears is achieved by simultaneous connection of two gear pairs that are connected when the odd gears sandwiching them are achieved.

  FIG. 69 is a velocity diagram showing the behavior of the three speed change elements of the planetary gear 20 at each speed stage achieved in this way. This speed diagram follows the notation format indicating the speed change characteristics with the input rotational speed of a general automatic transmission as a reference (speed ratio 1). The speed ratio of the sun gear, the ring gear and the carrier which are each speed change element The numerals representing the gear positions are indicated by white marks, and these speed ratios are such that the engine speed is the speed ratio 1. Therefore, the highest output shaft speed ratio at the seventh speed represents the smallest reduction ratio of the transmission with respect to engine rotation. In addition, the numbers surrounded by circles represent the first to fourth gear pairs of the M / T part M that are connected at the gear position.

  As can be seen from this speed diagram, the even-numbered shift speeds are the gear ratios as intermediate stages with respect to the odd-numbered shift speeds that can be originally achieved by the first to fourth gear pairs of the M / T section M, and the two even speed shifts adjacent to each other. This is achieved by simultaneous power transmission by a gear pair that achieves a stage, and is also a progress stage for an odd number of adjacent shift stages. Therefore, even with this type of transmission, a three-speed gear stage is added in the form of a dense gear ratio step in the middle of each gear stage, compared to the conventional continuously meshing four-speed transmission. Can do.

  Further, in the case of the fifteenth embodiment, there is an advantage that the gear ratio step can be easily set so as to be narrower toward the higher speed side. FIG. 70 shows a comparison with the previous two embodiments (see FIG. 1 and FIG. 58) in a speed diagram (however, each shift stage is represented by a gear ratio achieved by a single gear pair gear ratio). The gear stage is expressed as an integer, and the gear stage according to the intermediate gear ratio is expressed as a fraction). In this example, the gear ratio of the lowest speed stage and the highest speed stage (the fourth speed, corresponding to the seventh speed of the embodiment) is set to be the same as 0.342 and 2.044, When the gear ratio is set so that a good gear ratio step can be obtained between the third speed (equivalent to the third and fifth speeds of the embodiment), in the case of the arrangement of the present embodiment shown in FIG. In contrast to the gear ratio steps between all the gear stages, the relationship of the low gear stage gear ratio step> the high gear stage gear ratio step is established, whereas in the case of the arrangement shown in FIG. If the gear ratio λ between the carrier and the ring gear is simply 0.5, the low gear ratio step between 1.5-2 speed, 2.5-3 speed and 3-3.5 speed <It can be seen that the high speed gear ratio step reverses. As described above, in this embodiment, it is possible to easily set the gear ratio step in which all the even stages as the intermediate stages are moved to the upper stage side.

  Even when the planetary gear is arranged on the output side in this way, various changes can be made to the planetary part as in the first and second embodiments. Examples of these are as follows. First, assuming a single planetary configuration, as shown in FIG. 71, when locking up between the sun gear 21 and the ring gear 23, the sun gear 21 is connected to the first shaft 3A, and the ring gear 23 is connected to the second shaft 3B. There is a configuration in which the carrier 22 is connected to the output shaft 3C. As shown in FIG. 72, a configuration in which the sun gear 21 is connected to the second shaft 3B and the carrier 22 is connected to the output shaft 3C is also conceivable. Next, when the carrier 22 and the sun gear 21 are locked up, as shown in FIG. 73, the sun gear 21 is connected to the first shaft 3A, the ring gear 23 is connected to the second shaft 3B, and the carrier 22 is connected to the output shaft 3C. 74, the sun gear 21 may be connected to the second shaft 3B, the ring gear 23 may be connected to the first shaft 3A, and the carrier 22 may be connected to the output shaft 3C. When the ring gear 23 and the carrier 22 are locked up, as shown in FIG. 75, the sun gear 21 is connected to the first shaft 3A, the ring gear 23 is connected to the second shaft 3B, and the carrier 22 is connected to the output shaft 3C. 76, the ring gear 23 may be connected to the first shaft 3A, the sun gear 21 may be connected to the second shaft 3B, and the carrier 22 may be connected to the output shaft 3C.

  Also, assuming a double planetary configuration, as shown in FIG. 77, when locking up between the ring gear 23 and the sun gear 21, the sun gear 21 is connected to the first shaft 3A, and the carrier 22 is connected to the second shaft 3B. A configuration in which the ring gear 23 is connected to the output shaft 3C is also conceivable. Next, when the carrier 22 and the sun gear 21 are locked up, as shown in FIG. 78, the sun gear 21 is connected to the first shaft 3A, the carrier 22 is connected to the second shaft 3B, and the ring gear 23 is connected to the output shaft 3C. 79, the sun gear 21 may be connected to the second shaft 3B, the carrier 22 may be connected to the first shaft 3A, and the ring gear 23 may be connected to the output shaft 3C. When the ring gear 23 and the carrier 22 are locked up, as shown in FIG. 80, the sun gear 21 is connected to the first shaft 3A, the carrier 22 is connected to the second shaft 3B, and the ring gear 23 is connected to the output shaft 3C. 81, a configuration in which the carrier 22 is connected to the first shaft 3A, the sun gear 21 is connected to the second shaft 3B, and the ring gear 23 is connected to the output shaft 3C can be considered.

  In the sixteenth embodiment shown in FIG. 82, the same modification as the eleventh embodiment (see FIG. 57) with respect to the first embodiment is applied to the lock-up type fifteenth embodiment. In this embodiment, the double planetary gear 20 and its direct clutch (C-D) are arranged at the rear of the transmission on the output shaft side. In this arrangement, since it is necessary to pass the output shaft 3C further inside the first shaft 3A and the second shaft 3B on the output shaft side, the shaft on the first gear pair <1> and the third gear pair <3> side is required. In principle, this arrangement is also possible for the lock-up type.

  In the following seventeenth embodiment shown in FIG. 83, the planetary gear of the previous sixteenth embodiment is arranged as a single planetary gear on the output shaft side and a direct clutch (CD) is arranged on the output side of the M / T section M. It is a thing. In this arrangement, the sun gear 21 of the planetary gear is connected to the second shaft 3B on the output side, the ring gear 23 is connected to the first shaft 3A on the output side, and the carrier 22 is connected to the output shaft 3C. In this case, the direct clutch (C-D) is connected to the first shaft 3A and the output shaft 3C on the output side, and locks up the planetary carrier 22 and the ring gear 23.

  Further, the eighteenth embodiment shown in FIG. 84 is different from the previous fifteenth embodiment (see FIG. 67) in that the first and second clutches (C-1, C-2) functioning as input clutches. The output clutch is arranged on the output side of the M / T unit M. In the case of this form, the input side of the M / T unit is directly connected to the input shaft 4 with a single shaft, and the output first shaft 3A and the double planetary gear carrier 22 are connected via the first clutch (C-1). The second shaft 3B on the output side and the sun gear 21 of the planetary gear can be connected via the second clutch (C-2), and the ring gear 23 is always connected to the output shaft 3C. The direct clutch (C-D) locks up the sun gear 21 and the ring gear 23 of the planetary gear.

  The 19th embodiment shown in the next FIG. 85 and FIG. 86 is the one in which all the planetary parts are arranged on the output side of the M / T part M with respect to the first embodiment (see FIGS. 1 to 3). is there. In this case, the input / output relationship is completely changed from that of the first embodiment, but the operation relationship between the gear pair and the engagement element at each shift stage is exactly the same as the operation shown in FIG. Therefore, the description will be made with reference to FIG. In addition, the speed diagram shown in FIG. 86 in the case of this embodiment is a notation showing the speed change characteristics with the input rotation speed of a general automatic transmission as a reference (speed ratio 1), as in the notation method of the fifteenth embodiment. The speed ratios of the sun gear, ring gear, and carrier, which are the respective speed change elements, are indicated by white circles, and the speed ratios are shown in white, and these speed ratios indicate that the engine speed is the speed ratio 1 It is what. Therefore, the highest output shaft speed ratio at the seventh speed represents the smallest reduction ratio of the transmission with respect to engine rotation. In addition, the numbers surrounded by circles represent the first to fourth gear pairs of the M / T part M that are connected at the gear position.

  Also in the nineteenth embodiment, various modifications of the planetary part are possible as in the first embodiment. The modification in this case has a configuration in which the flywheel F / W in each of the examples shown in FIGS. 6 to 10 is replaced with the output shaft 3C as a modification of the first embodiment. It replaces with explanation by replacement.

  Further, in the case of the gear train of the previous fifteenth embodiment (see FIG. 67), it is possible to achieve the sixth speed by skipping the fourth speed. 87 and 88 show an operation table and a speed diagram in this case.

  The twentieth embodiment shown in FIGS. 89 to 91 is obtained by replacing the first axis and the second axis of the fifteenth embodiment. An operation table and a velocity diagram in this embodiment are as shown in FIGS.

  The twenty-first embodiment shown in the next FIGS. 92 to 94 is obtained by eliminating the fourth gear pair of the fifteenth embodiment. The operation table and velocity diagram in this embodiment are as shown in FIGS.

  Further, the twenty-second embodiment shown in FIGS. 95 and 96 is obtained by moving the planetary portion to the output side of the M / T portion in the sixth embodiment (see FIGS. 37 to 39). Since the operation chart in this case is the same as the chart shown in FIG. 38, the description will be made with reference to FIG. Also, the velocity diagram is as shown in FIG.

  Furthermore, the 23rd embodiment shown in FIGS. 97 and 98 is obtained by moving the planetary part to the output side of the M / T part in the previous seventh embodiment (see FIGS. 40 to 42). Since the operation chart in this case is the same as the chart shown in FIG. 41, the description will be made with reference to FIG. Also, the velocity diagram is as shown in FIG.

  Further, the twenty-fourth embodiment shown in FIGS. 99 to 101 is the same as the previous fifteenth embodiment (see FIGS. 67 to 69) in which a brake is added to achieve the eighth speed. In this case, a configuration is adopted in which the planetary gear carrier can be fixed to the transmission case via a brake. The operation chart in this case is as shown in FIG. 100, and the velocity diagram is as shown in FIG.

  Finally, in the twenty-fifth embodiment shown in FIGS. 102 to 104, the planetary part is moved to the output side of the M / T part in the previous ninth embodiment (see FIGS. 53 to 55). In this case, the dog clutch of the second gear pair is also moved to the output shaft side with the transfer of the planetary part. The operation chart in this case is as shown in FIG. 103, and the velocity diagram is as shown in FIG.

  The present invention has been described with reference to many embodiments for the purpose of understanding the present invention. However, the present invention is not limited to the illustrated embodiments, and is not limited to the matters described in the individual claims. Various specific configurations can be changed and implemented within the range.

  The present invention relates to a vehicle transmission, and more particularly to a vehicle transmission having a manual transmission as a main transmission.

  A transmission mounted on a vehicle has a tendency to make a driving operation easy without requiring clutch operation at the time of starting or shifting, so that a fluid transmission device is a starting device, and a multistage or multi-element planetary gear is a stepped transmission, Alternatively, an automatic transmission using a CVT as a continuously variable transmission has become mainstream. In addition, stepped transmissions tend to be multistage due to demands for ensuring drivability and improving fuel consumption, which is indispensable for energy saving.

  By the way, in the automatic transmission using the fluid transmission device as described above, since the transmission efficiency of the fluid transmission device is particularly low, there is an improvement such as the addition of a lockup clutch in order to improve this, but the dry single plate clutch The disadvantage of fuel efficiency is unavoidable as compared with conventional manual transmissions using the. On the other hand, a conventional manual transmission that is advantageous in terms of transmission efficiency does not matter whether the clutch operation is manual or automatic (in this specification, as shown in FIG. A manual transmission that combines clutches and dry single-plate clutches to automate clutch operation is abbreviated as “automatic M / T.”) Since a neutral state where power transmission is interrupted at all times during shifting must be passed, smooth acceleration is particularly important. There is a grudge that lacks.

  Also, in terms of multi-stage, in the case of the above automatic transmission, it is always accompanied by an increase in the number of friction elements and engagement elements such as multi-stage or multi-element planetary gears or clutches, brakes, one-way clutches and the like that control the planetary gear. However, in a vehicle transmission in which restrictions on the mounting space are severe, there is room for ingenuity in the layout of the friction elements and the engagement elements for the planetary gear, but it is difficult to take an essential space measure. On the other hand, in the case of a manual transmission, an increase in the number of gears directly leads to an increase in the number of gear pairs, so an increase in the size of the transmission, particularly an increase in shaft length, is unavoidable. However, in manual transmissions, there remains a possibility of multi-stages that suppress the increase in the number of gear pairs due to the combination of the main transmission and the sub-transmission and their associated control. Shifting is required, requiring extremely complicated and difficult control. As described above, the automatic transmission and the manual transmission have their respective advantages and disadvantages, and it is difficult to solve the comprehensive problem on the extension line of the conventional technology.

  Therefore, the present invention is mainly composed of the manual transmission, so that more gear stages can be achieved with respect to the gear arrangement while maintaining good transmission efficiency of the manual transmission, and the smoothness of acceleration of the automatic transmission can be achieved. The main object is to provide a new concept transmission for a vehicle including the above. Next, another object of the present invention is to secure a good gear ratio step that can be said to be more important than the above-mentioned object in practical use in a multi-stage transmission.

In order to achieve the above object, a vehicle transmission of the present invention includes an input shaft (4) to which engine rotation is input, an output shaft (3C), at least a first gear train (11:12), A main transmission (M) having three gear trains including a second gear train (13:14) and a third gear train (15:16), at least a sun gear (21), a ring gear (23), and a carrier ( 22) and a double planetary gear (20) having three elements (21, 22, 23), and a first clutch (C-1) and a second clutch (selectively inputting rotation of the input shaft) C-2) and a third clutch (CD) for selectively connecting at least two elements of the double planetary gear, wherein either one of the sun gear and the carrier 2 gear trains (13: 1 ) That is always connected to the first shaft (3A) that is connected to the first clutch (C-1), and the other one of the sun gear and the carrier is a dog clutch ( 32) and selectively connecting one of the first gear train (11:12) and the third gear train (15:16) to the second shaft (3B) to be connected, and is selectively connected to the clutch (C-2), the ring gear is characterized Rukoto coupled to said output shaft (3C).

The present invention also provides an input shaft (4) to which engine rotation is input, an output shaft (3C), at least a first gear train (11:12), a second gear train (13:14), A main transmission (M) having three gear trains comprising a third gear train (15:16), and at least three elements (21, 22 comprising a sun gear (21), a ring gear (23) and a carrier (22) , 23), and an input means having a first clutch (C-1) and a second clutch (C-2) for selectively inputting the rotation of the input shaft. And a third clutch (CD) for selectively connecting at least two elements of the single planetary gear is provided, and either the sun gear or the ring gear is connected to the second gear train (13:14). 1st axis (3A) The first gear train (11) is always connected and is selectively connected to the first clutch (C-1). The other of the sun gear and the ring gear is connected to the first gear train (11) by a dog clutch (32) provided in the main transmission. : 12), selectively connecting one of the third gear trains (15:16) to the second shaft (3B) to be connected and selectively connecting to the second clutch (C-2) is, the carrier is characterized Rukoto coupled to said output shaft (3C).

In the above configuration, the main transmission has a fourth gear train (17:18) coupled to the second output shaft, and is a dog clutch (31) different from the dog clutch (32). Thus, one of the second gear train (13:14) and the fourth gear train (17:18) can be selected and connected to the first shaft (3A) .

  In the above-described configuration of the present invention, power can be transmitted simultaneously from the speed change elements of two speed stages having different speeds via the planetary gear. Thereby, an intermediate shift stage can be generated between the shift stages in combination with the shift stages that can be achieved in the main transmission. Therefore, a compact transmission can be realized by making the number of stages without adding transmission elements using the generation of the intermediate stage. Moreover, since the shift in the power transmission state can be performed by generating the intermediate shift stage, smooth vehicle acceleration can be achieved by the shift without torque loss.

  Further, a vehicle that achieves the above-described effect by using a conventional manual transmission as a main transmission by generating a parallel power transmission flow through different transmission elements by a gear train configuration of a conventional manual transmission. A transmission can be realized.

It is a skeleton figure which shows the gear train of the transmission for vehicles of the 1st reference example to which this invention is applied. It is an operation | movement diagram of the gear train of a 1st reference example . It is a speed diagram of the gear train of the first reference example . It is a time chart which shows the acceleration characteristic by the transmission for vehicles of the 1st reference example . It is a time chart which shows the acceleration characteristic by the conventional automatic M / T. It is a skeleton figure which shows the 1st modification of the planetary part of the gear train of a 1st reference example . It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure which shows the gear train of the transmission for vehicles of the 2nd reference example . It is an operation | movement diagram of the gear train of a 2nd reference example . It is a velocity diagram of the gear train of the second reference example. It is a skeleton figure which shows the 1st modification of the planetary part of the gear train of a 2nd reference example . It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure which shows the 6th modification of a planetary part. It is a skeleton figure which shows the 7th modification of a planetary part. It is a skeleton figure which shows the 1st modification at the time of setting it as the single planetary structure of the planetary part of the gear train of a 2nd reference example . It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure which shows the 6th modification of a planetary part. It is a skeleton figure which shows the 7th modification of a planetary part. It is a skeleton figure which shows the 8th modification of a planetary part. It is an operation diagram of the gear train of the third embodiment. It is a speed diagram of the gear train of the 3rd reference example . It is a skeleton figure of the gear train of the 4th reference example . It is an operation | movement diagram of the gear train of a 4th reference example . It is a speed diagram of the gear train of the 4th reference example . It is a skeleton figure of the gear train of the 5th reference example . It is an operation | movement diagram of the gear train of a 5th reference example . It is a speed diagram of the gear train of the 5th reference example . It is a skeleton figure of the gear train of the 6th reference example . It is an operation | movement diagram of the gear train of a 6th reference example . It is a speed diagram of the gear train of the 6th reference example . It is a skeleton figure of the gear train of the 7th reference example . It is an operation | movement diagram of the gear train of a 7th reference example . It is a speed diagram of the gear train of the 7th reference example . It is a skeleton figure of the gear train of the 8th reference example . It is an operation diagram of the gear train of the eighth embodiment. 8 is a velocity diagram of the gear train of the reference example. It is a skeleton figure which shows the 1st modification of the planetary part of the gear train of the 8th reference example . It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure which shows the 6th modification of a planetary part. It is a skeleton figure which shows the 7th modification of a planetary part. It is a skeleton figure of the gear train of the 9th reference example . It is an operation | movement diagram of the gear train of a 9th reference example . It is a speed diagram of the gear train of the ninth reference example . It is a skeleton figure of the gear train of the 10th reference example . It is a skeleton figure of the gear train of the 11th reference example . It is a skeleton figure of the gear train of the 12th reference example . It is an operation | movement diagram of the gear train of a 12th reference example . It is a speed diagram of the gear train of the 12th reference example . It is a skeleton figure of the gear train of the 13th reference example . It is an operation | movement diagram of the gear train of a 13th reference example . It is a speed diagram of the gear train of the 13th reference example . It is a skeleton figure of the gear train of the 14th reference example . It is an operation | movement diagram of the gear train of a 14th reference example . It is a speed diagram of the gear train of the 14th reference example . It is a skeleton figure of the gear train of a 1st embodiment . It is an operation diagram of the gear train of the first embodiment. It is a speed diagram of the gear train of a 1st embodiment . It is a velocity diagram which shows the characteristic of the gear ratio step of 1st Embodiment by the comparison with a 1st and 2nd reference example . It is a skeleton figure which shows the 1st modification at the time of making the planetary part of the gear train of 1st Embodiment into a single planetary structure. It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure which shows the 6th modification of a planetary part. It is a skeleton figure which shows the 1st modification at the time of making a planetary part into a double planetary structure. It is a skeleton figure which shows the 2nd modification of a planetary part. It is a skeleton figure which shows the 3rd modification of a planetary part. It is a skeleton figure which shows the 4th modification of a planetary part. It is a skeleton figure which shows the 5th modification of a planetary part. It is a skeleton figure of the gear train of the 15th reference example . It is a skeleton figure of the gear train of the 16th reference example . It is a skeleton figure of the gear train of the 17th reference example . It is a skeleton figure of the gear train of the 18th reference example . It is a speed diagram of the gear train of the 18th reference example . It is an operation | movement chart in the case of the gear train skip transmission of 1st Embodiment . It is a speed diagram in the case of the gear train skip shift of the first embodiment . It is a skeleton diagram of the gear train of the 19 reference example. It is an operation | movement diagram of the gear train of a 19th reference example . It is a speed diagram of the gear train of the 19th reference example . It is a skeleton figure of the gear train of the 20th reference example . It is an operation diagram of the gear train of the 20 reference example. It is a speed diagram of the gear train of the 20th reference example . It is a skeleton figure of the gear train of the 21st reference example . 21 is a velocity diagram of the gear train of the reference example. It is a skeleton figure of the gear train of the 22nd reference example . It is a speed diagram of the gear train of the 22nd reference example . It is a skeleton figure of the gear train of the 23rd reference example . It is an operation | movement diagram of the gear train of the 23rd reference example . It is a speed diagram of the gear train of the 23rd reference example . It is a skeleton figure of the gear train of the 24th reference example . It is an operation | movement diagram of the gear train of the 24th reference example . It is a speed diagram of the gear train of the 24th reference example . It is a skeleton figure of the conventional automated manual transmission.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. 1 to 3 show a first reference example of a vehicle transmission according to the present invention. As shown in FIG. 1 by the skeleton of the gear train configuration, this transmission has a plurality of rotating elements 11 to 18 and achieves a plurality of shift stages by selecting parallel power transmission flows through these rotating elements. A main transmission ( referred to as M / T portion in the description of the embodiment and the reference example ) M, a differential mechanism (also referred to as a planetary portion) S composed of a planetary gear 20, and two elements 21 and 22 of the planetary portion S The basis of the configuration is that the first shaft 1 and the second shaft 2 are provided as means for connecting to different rotating elements of the M / T part M.

  In the case of this form, the M / T part M includes a plurality of constantly meshing gear pairs 11 to 18 as its rotating elements, and has two dog clutches 31 and 32 that select a power transmission flow through the rotating elements. . The M / T portion M serves as input means for connecting the inner and outer double first shaft 1 and second shaft 2 to the planetary portion S, and gears as rotating elements thereon, that is, drive gears 11, 13, The power is transmitted from the shafts 15 and 17 to the driven gears 12, 14, 16 and 18 on the output shaft 3 through parallel shafts. Drive gears 13 and 17 for the second speed and the fourth speed on the first shaft 1 are rotatably supported by the first shaft 1, and the first shaft is moved by an axial movement of a dog clutch 31 disposed therebetween. 1 can be selectively connected. The driven gears 14 and 18 paired with the drive gears 13 and 17 for the second speed and the fourth speed are coupled to the output shaft 3 so as to be integrally rotatable. The first and third speed drive gears 11 and 15 and the reverse drive gear 19 on the second shaft 2 are coupled to the second shaft 2 so as to be integrally rotatable. The driven gears 12 and 16 that make a pair with the drive gears 11 and 15 for the first speed and the third speed are rotatably supported on the output shaft 3, and the shaft of the dog clutch 32 disposed between them. It can be selectively connected to the output shaft 3 by moving in the direction. Further, the reverse driven gear composed of the outer peripheral teeth of the reverse drive gear 19 and the dog clutch 32 meshes with each other via the counter gear 30, and the reverse gear trains 19, 30, Power transmission through 32 is possible.

  The planetary gear 20 of the planetary part S has a double pinion configuration having a sun gear 21, a ring gear 23, and pinions 24 and 25 that mesh with the sun gear 21 and the ring gear 23, respectively. The sun gear 21 of the planetary gear 20 is always connected to the second shaft 2, and the second shaft 2 can be connected to the input shaft 4 via a second clutch (C-2) constituting one of the first input means. The carrier 22 supporting the pinions 24 and 25 is always connected to the first shaft 1 and connected to the input shaft 4 via the first clutch (C-1) constituting the other of the first input means. It is possible. The ring gear 23 can be connected to the input shaft 4 via a third clutch (C-3) that constitutes a part of the second input means. And the input shaft 4 of the planetary part S is connected with the flywheel damper (F / W) of an engine (E / G).

As shown in FIG. 2, the transmission having such a configuration is represented by the first gear pair 11 and 12 of the M / T part M (hereinafter, in the description of this embodiment and the reference example , the first gear The first speed (1st) is achieved by connecting the pair (represented by <1>) to the output shaft 3 by the dog clutch 32 and engaging the second clutch (C-2) of the planetary part S. In this state, the rotation of the engine (E / G) is input from the second shaft 2 to the drive gear 11 of the M / T unit M via the second clutch (C-2) of the planetary unit S, and the first gear pair <1> and is transmitted to the output shaft 3 via the dog clutch 32. The gear ratio at this time is the gear ratio of the first speed according to the gear ratio of the first gear pair <1>, and is the lowest speed stage of this transmission.

  Next, for the second speed (2nd), the first gear pair <1> of the M / T section M is connected to the output shaft 3 by the dog clutch 32, and the second gear pair 13, 14 (similarly <2>). Is connected to the output shaft 3 by the dog clutch 31 and the third clutch (C-3) of the planetary part S is engaged. When this state occurs in the 1-2 shift with the first gear position as the first speed, both the first gear pair <1> and the second gear pair <2> are connected to the output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 11 of the first gear pair <1> and the drive gear 13 of the second gear pair <2>. An intermediate gear ratio between the gear ratio of the first gear pair <1> and the gear ratio of the second gear pair <2> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the first speed, the rotation of the sun gear 21 is equal to the rotation of the engine, whereas the rotation of the carrier 22 is a rotation that is decelerated from that. It is controlled by rotation and idles. In this state, the second clutch (C-2) is disengaged, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques pass through the first shaft 1 and the second shaft 2. Thus, the gear is transmitted to the output shaft 3 via both gear pairs <1> and <2> to achieve the second speed gear stage.

  In the third speed (3rd), the second gear pair <2> of the M / T part M is connected to the output shaft 3 by the dog clutch 31, and the first clutch (C-1) of the planetary part S is engaged. To be achieved. In this state, the rotation of the engine (E / G) is input to the carrier 22 via the first clutch (C-1), and the rotation is transmitted to the second gear pair <2> via the dog clutch 31. It is decelerated at a gear ratio of two gear pairs <2> and transmitted to the output shaft 3.

  The fourth speed (4th) connects the second gear pair <2> of the M / T section M to the output shaft 3 by the dog clutch 31, and the third gear pair 15, 16 (also represented by <3>). This is achieved by connecting to the output shaft 3 with the dog clutch 32 and engaging the third clutch (C-3) of the planetary part S. When this state occurs in the 3-4 shift in which the previous gear stage is the third speed, the second gear pair <2> and the third gear pair <3> are both connected to the output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 13 of the second gear pair <2> and the drive gear 15 of the third gear pair <3>. An intermediate gear ratio between the gear ratio of the second gear pair <2> and the gear ratio of the third gear pair <3> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the third speed, the rotation of the carrier 22 is equal to the rotation of the engine, whereas the rotation of the sun gear 21 is a rotation increased more than that. It is idled by being restricted by rotation. In this state, the first clutch (C-1) is released, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques pass through the first shaft 1 and the second shaft 2. Thus, the transmission is transmitted to the output shaft 3 via both gear pairs <2> and <3> to achieve the fourth speed.

  In the fifth speed (5th), the third gear pair <3> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the second clutch (C-2) of the planetary part S is engaged. To be achieved. In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is transmitted to the third gear pair <3>, where the third gear pair The speed is increased at a gear ratio of <3> and is transmitted to the output shaft 3 via the dog clutch 32.

  The sixth speed (6th) connects the third gear pair <3> of the M / T part M to the output shaft 3 by the dog clutch 32, and the fourth gear pair 17, 18 (also represented by <4>). This is achieved by connecting to the output shaft 3 with the dog clutch 31 and engaging the third clutch (C-3) of the planetary part S. When this state occurs in a 5-6 shift in which the front shift speed is the fifth speed, the third gear pair <3> and the fourth gear pair <4> are both output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 15 of the third gear pair <3> and the drive gear 17 of the fourth gear pair <4>, A gear ratio intermediate between the gear ratio of the third gear pair <3> and the gear ratio of the fourth gear pair <4> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the fifth speed, the rotation of the carrier 22 is equal to the rotation of the engine, whereas the rotation of the sun gear 21 is a rotation increased more than that. It is idled by being restricted by rotation. In this state, the second clutch (C-2) is disengaged, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques pass through the first shaft 1 and the second shaft 2. Thus, the gear is transmitted to the output shaft 3 via both gear pairs <3> and <4> to achieve the sixth speed.

  In the seventh speed (7th), the fourth gear pair <4> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the first clutch (C-1) of the planetary part S is engaged. To be achieved. In this state, the rotation of the engine (E / G) is input to the first shaft 1 via the first clutch (C-1), and the rotation is transmitted to the fourth gear pair <4> via the dog clutch 31. Therefore, the speed is increased by the gear ratio of the fourth gear pair <4> and transmitted to the output shaft.

  In reverse (Rev), the dog clutch 32 of the M / T part M is neutral, the reverse gear trains 19 and 30 are connected to the output shaft 3, and the second clutch (C-2) of the planetary part S is engaged. Is achieved. In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is decelerated by the reverse gear trains 19 and 30 and each of the rotations via the counter gear 30 is performed. The speed is reversed and transmitted to the output shaft 3.

  As can be seen from the above-described achievement of each gear stage, each odd gear stage is achieved as a mere power transmission member, that is, a power passage member, that does not involve the gear shift element of the planetary gear 20 in relation to the gear shift. The stage is achieved by causing the speed change element of the planetary gear 20 to function. Moreover, each of these even gears is achieved by simultaneous connection of two gear pairs that are connected when the odd gears sandwiching them are achieved.

  FIG. 3 is a velocity diagram showing the behavior of the three speed change elements of the planetary gear 20 at each speed stage achieved in this way. This speed diagram is different from the notation format indicating the shift characteristics with the input rotation speed of a general automatic transmission as a reference (speed ratio 1), and the output rotation speed transmitted to the output shaft 3 is set as a reference (speed ratio 1). The speed ratio of the sun gear, the ring gear and the carrier, which are the respective speed change elements, is represented by white circles, and the speed ratio is synonymous with the speed ratio of the engine speed. Incidentally, the highest engine speed ratio at the first speed indicates that the speed reduction ratio of the transmission is the largest with respect to the engine rotation. In addition, the numbers surrounded by circles represent the first to fourth gear pairs of the M / T part M that are connected at the gear position.

  As can be seen from this speed diagram, the even number of gears is a gear ratio as an intermediate gear to the odd gears that can be originally achieved by the first to fourth gear pairs <1> to <4> of the M / T section M. Thus, this is achieved by simultaneous power transmission by a pair of gears that achieves both even-numbered shift stages adjacent to each other, and also functions as an elapsed stage for adjacent odd-numbered shift stages. Therefore, according to this transmission, a three-speed transmission is performed in a form in which the gear ratio step is dense in the middle of each gear stage without increasing the number of gear pairs, compared to the conventional continuously meshing four-speed transmission. A step can be added.

  FIG. 4 and FIG. 5 shown next show a transmission time chart of the speed change at the time of vehicle acceleration by the transmission of this reference example and the conventional automatic M / T. In the prior art shown in FIG. 5, the period of zero acceleration due to torque loss when passing through the neutral (N) between the respective gears (shown from the first speed (1st) to the third speed (3rd) in the figure). In this reference example, the power transmission state by any of the gear pairs that achieved the previous gear stage continues even during the shift, while the flat period of the speed increase due to coasting occurs at that time. As a result, since there is no neutral period between gear changes, a period of zero acceleration due to torque loss does not occur, and the speed increases continuously and smoothly. Thus, according to the transmission of this reference example, it is possible to eliminate the occurrence of a sense of incongruity due to torque loss at the time of a shift that is unavoidable for a manual transmission.

The connection relation between the planetary part S and the M / T part M in the first reference example by the connection means (first shaft 1 and second shaft 2) and the input means (first clutch and second clutch) is variously changed. be able to. 6 to 8 shown below show such modifications. The modification shown in FIG. 6 is an example in which only the connection relationship of the sun gear 21 and the carrier 22 with respect to the first shaft 1 and the second shaft 2 is substantially changed with respect to the first reference example . In this modification, the sun gear 21 is connected to the first shaft 1 and the carrier 22 is connected to the second shaft 2. The positions of the clutches are changed in accordance with this change, but the connection relationship by them is not particularly changed. Moreover, the modification shown in FIG. 7 changes only the position of a 2nd clutch (C-2) with respect to the previous modification. The modification shown in FIG. 8 is obtained by replacing only the positions of the first clutch (C-1) and the third clutch (C-3) without changing the connection relationship with respect to the first reference example . It is.

In the first reference example , the planetary unit S has a double planetary configuration. However, it can be changed to a single planetary configuration. Next, FIG. 9 and FIG. 10 show such a modification. In the modification shown in FIG. 9, the sun gear 21 of the single planetary gear 20 is connected to the first shaft 1 and can be connected to the input shaft 4 via the first clutch (C-1), and the ring gear 23 is connected to the second shaft 2. Are connected to the input shaft 4 via the second clutch (C-2), and the carrier 22 is connectable to the input shaft 4 via the third clutch (C-3). In the modification shown in FIG. 10, the sun gear 21 of the single planetary gear 20 is connected to the second shaft 2 and can be connected to the input shaft 4 via the second clutch (C-2), and the ring gear 23 is connected to the first shaft. 1 and can be connected to the input shaft 4 via the first clutch (C-1), and the carrier 22 can be connected to the input shaft 4 via the third clutch (C-3). .

Next, FIGS. 11 to 13 show a second reference example of the present invention. In this embodiment, the configuration of the planetary part S is changed with respect to the first reference example , as shown by a skeleton gear train in FIG. In this embodiment, the carrier 22 of the planetary gear 20 of the planetary part S can be connected to the first shaft 1 via the first clutch (C-1), and the sun gear 21 is connected to the first gear via the second clutch (C-2). It can be connected to the two shafts 2 and can be connected to the input shaft 4 via the third clutch (C-D), and the ring gear 23 is always connected to the input shaft 4. The third clutch (C-D) in this embodiment constitutes a direct clutch that connects the sun gear 21 of the planetary gear 20 and the ring gear 23, unlike the case of the first reference example or its modification.

As shown in FIG. 12, the transmission having such a configuration is represented by the first gear pair 11, 12 of the M / T part M (hereinafter, also in the description of this embodiment and the reference example , The gear pair is represented by <1>) is connected to the output shaft 3 by the dog clutch 32, and the direct clutch (CD) of the planetary part S is engaged to rotate the planetary gear 20 integrally and the second clutch (C -2) is engaged to achieve the first speed (1st). In this state, the rotation of the engine (E / G) is transferred from the second shaft 2 to the drive gear 11 of the M / T unit M via the direct clutch (CD) and the second clutch (C-2) of the planetary unit S. It is inputted, decelerated by the first gear pair <1>, and transmitted to the output shaft 3 via the dog clutch 32. The gear ratio at this time is the gear ratio of the first speed according to the gear ratio of the first gear pair <1>, and is the lowest speed stage of this transmission.

  Next, for the second speed (2nd), the first gear pair <1> of the M / T section M is connected to the output shaft 3 by the dog clutch 32, and the second gear pair 13, 14 (similarly <2>). Is connected to the output shaft 3 by the dog clutch 31 and the first clutch (C-1) and the second clutch (C-2) of the planetary part S are engaged. When this state occurs in the 1-2 shift with the first gear position as the first speed, both the first gear pair <1> and the second gear pair <2> are connected to the output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 11 of the first gear pair <1> and the drive gear 13 of the second gear pair <2>. An intermediate gear ratio between the gear ratio of the first gear pair <1> and the gear ratio of the second gear pair <2> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the first speed, the planetary gear 20 is in a directly connected state, and therefore the sun gear 21, the carrier 22, and the ring gear 23 all rotate at the same speed as the engine rotation. In this state, the direct clutch (C-D) is released, the first clutch (C-1) is engaged, and the idling of the sun gear 21 is allowed. Torque transmission from the ring gear 23 to the carrier 22 according to the gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 are generated in parallel, and these torques are transmitted to both gears via the first shaft 1 and the second shaft. Transmission to the output shaft 3 through the pair <1> and <2> achieves the second gear.

  In the third speed (3rd), the second gear pair <2> of the M / T part M is connected to the output shaft 3 by the dog clutch 31, and the first clutch (C-1) of the planetary part S and the direct clutch (C Achieved by engaging -D). In this state, the rotation of the engine (E / G) is input from the carrier 22 to the first shaft 1 via the first clutch (C-1), and the rotation passes through the dog clutch 31 to the second gear pair <2>. Then, it is decelerated at the gear ratio of the second gear pair <2> and transmitted to the output shaft 3.

  The fourth speed (4th) connects the second gear pair <2> of the M / T section M to the output shaft 3 by the dog clutch 31, and the third gear pair 15, 16 (also represented by <3>). This is achieved by connecting to the output shaft 3 with the dog clutch 32 and engaging the first clutch (C-1) and the second clutch (C-2) of the planetary part S. When this state occurs in the 3-4 shift in which the previous gear stage is the third speed, the second gear pair <2> and the third gear pair <3> are both connected to the output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 13 of the second gear pair <2> and the drive gear 15 of the third gear pair <3>. An intermediate gear ratio between the gear ratio of the second gear pair <2> and the gear ratio of the third gear pair <3> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the third speed, the planetary gear 20 is in a directly connected state, and therefore the sun gear 21, the carrier 22, and the ring gear 23 all rotate at the same speed as the engine rotation. In this state, the direct clutch (C-D) is disengaged, the second clutch (C-2) is engaged, and the planetary gear 20 is released from the direct connection state, so that the intermediate gear previously generated is released. Torque transmission from the ring gear 23 to the carrier 22 according to the ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques are transmitted through the first shaft 1 and the second shaft 2 to the pair of gears. Transmission to the output shaft 3 via <2> and <3> achieves the fourth speed.

  In the fifth speed (5th), the third gear pair <3> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the second clutch (C-2) of the planetary part S and the direct clutch (C Achieved by engaging -D). In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the direct clutch (C-D) and the second clutch (C-2), and the rotation is transferred to the third gear pair <3>. Then, the speed is increased at the gear ratio of the third gear pair <3> and is transmitted to the output shaft 3 via the dog clutch 32.

  The sixth speed (6th) connects the third gear pair <3> of the M / T part M to the output shaft 3 by the dog clutch 32, and the fourth gear pair 17, 18 (also represented by <4>). This is achieved by connecting the output shaft 3 with the dog clutch 31 and engaging the first clutch (C-1) and the second clutch (C-2) of the planetary part S. When this state occurs in a 5-6 shift in which the front shift speed is the fifth speed, the third gear pair <3> and the fourth gear pair <4> are both output shaft 3 by the engagement of the dog clutches 31 and 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 15 of the third gear pair <3> and the drive gear 17 of the fourth gear pair <4>, A gear ratio intermediate between the gear ratio of the third gear pair <3> and the gear ratio of the fourth gear pair <4> is generated and connected to the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the carrier 22 is determined. If this state occurs in the traveling state at the fifth speed, the planetary gear 20 is in a directly connected state, and therefore the sun gear 21, the carrier 22, and the ring gear 23 all rotate at the same speed as the engine rotation. In this state, the direct clutch (C-D) is disengaged, the first clutch (C-1) is engaged, and the planetary gear 20 is released from the direct connection state, so that the intermediate gear previously generated is released. The torque transmission from the ring gear 23 to the carrier 22 according to the ratio and the torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques are transmitted to the pair of gears via the first shaft 1 and the second shaft < 3>, <4> are transmitted to the output shaft 3 to achieve the sixth speed.

  In the seventh speed (7th), the fourth gear pair <4> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the first clutch (C-1) and the direct clutch (C1) of the planetary part S are connected. Achieved by engaging -D). In this state, the rotation of the engine (E / G) is input to the first shaft 1 via the first clutch (C-1), and the rotation is transmitted to the fourth gear pair <4> via the dog clutch 31. Therefore, the speed is increased by the gear ratio of the fourth gear pair <4> and transmitted to the output shaft 3.

  For reverse (Rev), the dog clutch 32 of the M / T part M is neutral, the reverse gear trains 19 and 30 are connected to the output shaft 3, and the second clutch (C-2) of the planetary part S and the direct clutch This is achieved by engaging (C-D). In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is decelerated by the reverse gear trains 19 and 30 and each of the rotations via the counter gear 30 is performed. The speed is reversed and transmitted to the output shaft 3.

As can be seen from the above achievement of each gear stage, in this second reference example as well, each odd gear stage is achieved as a mere power transmission member that does not involve the gear shift element of the planetary gear 20 in relation to the gear shift, Each even speed stage is achieved by functioning the speed change element of the planetary gear 20. Moreover, each of these even gears is achieved by simultaneous connection of two gear pairs that are connected when the odd gears sandwiching them are achieved.

  FIG. 13 is a velocity diagram showing the behavior of the three speed change elements of the planetary gear 20 at each speed stage achieved in this way. This speed diagram is also different from the notation format indicating the shift characteristics with the input rotation speed of a general automatic transmission as a reference (speed ratio 1), and the output rotation speed transmitted to the output shaft 3 is set as a reference (speed ratio 1). The speed ratio of the sun gear, the ring gear and the carrier, which are the respective speed change elements, is represented by white circles, and the speed ratio is synonymous with the speed ratio of the engine speed. Incidentally, the highest engine speed ratio at the first speed indicates that the speed reduction ratio of the transmission is the largest with respect to the engine rotation. In addition, the numbers surrounded by circles represent the first to fourth gear pairs of the M / T part M that are connected at the gear position.

As can be seen from this speed diagram, the even number of gears is a gear ratio as an intermediate gear to the odd gears that can be originally achieved by the first to fourth gear pairs <1> to <4> of the M / T section M. Thus, this is achieved by simultaneous power transmission by a pair of gears that achieves both even-numbered shift stages adjacent to each other, and also functions as an elapsed stage for adjacent odd-numbered shift stages. Therefore, even with the transmission of the second reference example , the gear ratio step is made dense in the middle of each gear stage without increasing the gear pairs, as compared with the conventional continuously meshing four-speed transmission. A third speed can be added.

Various changes can be made to the planetary part adopting this lock-up method as in the case of the first reference example . The first modification shown in FIG. 14 is obtained by replacing the connection relationship between the carrier 22 of the planetary gear 20 and the sun gear 21 with respect to the first shaft 1 and the second shaft 2 with respect to the second reference example . That is, in this example, the ring gear 23 is connected to the input shaft 4 and the direct clutch (CD) directly connects the ring gear 23 and the sun gear 21, and the sun gear 21 is connected to the first clutch (C− 1) is connected to the first shaft 1, and the carrier 22 is connected to the second shaft 2 via the second clutch (C-2).

The second modified example shown in FIG. 15 is obtained by changing the connection target by the direct clutch (C-D) to the carrier 22 and the sun gear 21 with respect to the first modified example. Further, the third modification shown in FIG. 16 is obtained by changing the connection target by the direct clutch (C-D) to the carrier 22 and the sun gear 21 with respect to the second reference example . The direct clutch (C-D) in this case can also be disposed on the front side of the planetary gear 20 as in the fourth modification shown in FIG.

Further, the fifth modification shown in FIG. 18 is obtained by changing the connection object by the direct clutch (C-D) to the ring gear 23 and the carrier 22 with respect to the first modification. Further, the sixth modification shown in FIG. 19 is obtained by changing the connection object by the direct clutch (CD) to the ring gear 23 and the carrier 22 with respect to the second reference example . The direct clutch (C-D) in this case can also be disposed on the front side of the planetary gear 20 as in the seventh modification shown in FIG.

Each of the above-described modified examples is obtained by changing the connection relationship of the planetary part with respect to the second reference example . However, when the planetary gear 20 of the planetary part is a single planetary, various similar connection relations can be changed. Is possible. In this case, it is assumed that the carrier 22 is always connected to the input shaft 4. First, in the eighth modification shown in FIG. 21, the direct gear (CD) can be directly connected between the ring gear 23 of the single planetary gear and the sun gear 21. In this example, the sun gear 21 is connected to the first clutch ( It is possible to connect to the first shaft 1 via C-1), and the ring gear 23 can be connected to the second shaft 2 via the second clutch (C-2). The ninth modification shown in FIG. 22 replaces the connection relationship of the sun gear 21 and the ring gear 23 with respect to the first shaft 1 and the second shaft 2 in this case.

  A tenth modification shown in FIG. 23 is an example in which the direct coupling element by the direct clutch (C-D) is changed to the carrier 22 and the sun gear 21 with respect to the eighth modification (see FIG. 21). Further, the eleventh modification shown in FIG. 24 is an example in which the direct coupling element by the direct clutch (CD) is changed to the carrier 22 and the sun gear 21 with respect to the ninth modification (see FIG. 22). Also in this case, as shown in the twelfth modification of FIG. 25, it is possible to change the direct clutch (CD) to be disposed on the front side of the planetary gear 20.

  Further, the thirteenth modification shown in FIG. 26 is different from the eighth modification (see FIG. 21) or the tenth modification (see FIG. 23) in that the direct coupling element by the direct clutch (CD) is replaced with the ring gear 23 and the carrier 22. It is an example changed to. A fourteenth modification shown in FIG. 27 is an example in which the direct coupling element by the direct clutch (CD) is changed to the ring gear 23 and the carrier 22 with respect to the ninth modification (see FIG. 22). Also in this case, as shown in the fifteenth modification of FIG. 28, it is possible to change the direct clutch (CD) to be disposed on the planetary gear 20 on the front side.

Each of the above reference examples and each of the modified examples are obtained by changing the configuration of the planetary part of the gear train exclusively, but the speed change achieved by changing the control without changing the configuration of the gear train itself. The number of steps can be changed. The third reference example shown in FIGS. 29 and 30 shows an example of such a change. In this case, assuming that the gear train used in the first reference example is used, as shown in FIG. 29, a gear shift for skipping the fourth speed in the previous embodiment is performed, so that a six-speed forward transmission is obtained. It is composed.

  In this case, the shift between the third speed and the fourth speed where the skip gear stage is interposed is discontinuous (shown by a broken line in the figure) as shown in the speed diagram in FIG. The two gear pairs <2> and <3> of the / T part M are connected to the output shaft 3 at the same time, so that the sun gear 21 rotates with respect to the engine rotation of the carrier 21 of the planetary part. By rotating at a low speed by the gear ratio according to <3>, torque transfer is achieved by torque transfer by re-holding the first clutch (C-1) and the second clutch (C-2) as in a conventional automatic transmission. It is possible to perform gear shifting without causing the. The torque transfer in this case is a torque transfer between the first shaft 1 and the second shaft 2 that is adapted in advance to the traveling speed of the vehicle, and does not involve a change in the speed of the rotating element as in a conventional automatic transmission. Therefore, since the inertia torque is not generated, the control for changing the clutches of both clutches is simpler than that of the conventional automatic transmission.

The fourth reference example shown in FIGS. 31 to 33 is obtained by replacing the first shaft 1 and the second shaft 2 with respect to the first reference example . The operation of each clutch of the planetary part in the case of this form becomes the relationship which the operation | movement of the 1st clutch (C-1) and the 2nd clutch (C-2) interchanged with respect to the 1st reference example . In the speed diagram shown in FIG. 33, the connection element between the engine and the gear position is different in that the carrier 22 and the sun gear 21 are interchanged. However, this is substantially the same as the first reference example. . Thus, in the sense of avoiding redundancy, operation description of each shift speed achieved by this embodiment will be omitted, mutual a first clutch in the description of the first reference example and replaced each other of the second clutch, the carrier 22 and the sun gear 21 It replaces with description by the reference by replacement.

Next, FIGS. 34 to 36 show a fifth reference example . In this embodiment, the fourth gear pair <4> of the M / T part M in the first reference example is eliminated, and the transmission is increased to the fifth speed. With the abolition of the fourth gear pair <4>, the drive gear 13 of the second gear pair is directly connected to the first shaft 1, and the dog clutch 31 that is no longer needed is removed. As shown in FIG. 35, the operation in this gear train is naturally eliminated from the sixth speed and the seventh speed on the high speed stage side, and they are also eliminated in the speed diagram shown in FIG. Since the shift speeds achieved by the operation of the clutches of the planetary part S and the gear pairs of the M / T part M are the same as those in the first reference example for the first to fifth speeds and the reverse, the first The description will be replaced with reference to the operation description of the reference example .

Thus, even with the configuration in which the configuration of the M / T portion M is simplified, the seventh speed can be achieved by making the planetary gear of the planetary portion S into multiple elements. 37 to 39 show such a sixth reference example . In this sixth reference example , the planetary gear supports two large-diameter and small-diameter sun gears 21B and 21A, and a long pinion 25 and a short pinion 24 that are individually meshed with each other and mesh with each other as elements constituting the planetary gear. It is replaced by a Ravigneaux type having a carrier 22 and a ring gear 23 meshing with the long pinion 25. In this embodiment, the large-diameter sun gear 21B is connected to the first shaft 1, the small-diameter sun gear 21A is connected to the second shaft 2, and all the rotating elements can be connected to the input shaft 4 via each clutch. That is, the large-diameter sun gear 21B is passed through the first clutch (C-1), the small-diameter sun gear 21A is passed through the second clutch (C-2), the carrier 22 is passed through the third clutch (C-3), and Each of the ring gears 23 can be connected to the input shaft 4 via a fourth clutch (C-4).

As shown in FIG. 38, the transmission having such a configuration is illustrated in a first gear pair 11, 12 of the M / T part M (hereinafter, also in the description of this embodiment and the reference example , A first gear (1st) is achieved by connecting the gear pair <1>) to the output shaft 3 with the dog clutch 32 and engaging the second clutch (C-2) of the planetary part S. In this state, the rotation of the engine (E / G) is input from the second shaft 2 to the drive gear 11 of the M / T unit M via the second clutch (C-2) of the planetary unit S, and the first gear pair <1> and is transmitted to the output shaft 3 via the dog clutch 32. The gear ratio at this time is the gear ratio of the first speed according to the gear ratio of the first gear pair <1>, and is the lowest speed stage of this transmission.

  Next, in the second speed (2nd), the first gear pair <1> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the fourth clutch (C-4) of the planetary part S is engaged. This is achieved by combining. When this state occurs in the 1-2 shift with the front gear as the first speed, the engagement of the dog clutch 32 causes both the first gear pair <1> and the second gear pair <2> to be connected to the output shaft 3. In this state, the first gear between the second shaft 2 and the first shaft 1 connected to the drive gear 11 of the first gear pair <1> and the drive gear 13 of the second gear pair <2>. A gear ratio intermediate between the gear ratio of the pair <1> and the gear ratio of the second gear pair <2> is generated, and the small diameter sun gear 21A of the planetary gear 20 connected to the second shaft 2 and the large diameter connected to the first shaft 1 The rotational relationship of the sun gear 21B is determined. If this state occurs in the traveling state at the first speed, the rotation of the small-diameter sun gear 21A is equal to the rotation of the engine, whereas the rotation of the large-diameter sun gear 21B is a rotation decelerated from that, and the carrier 22 Is idle by being restricted by these rotations. In this state, the second clutch (C-2) is disengaged, the fourth clutch (C-4) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 according to the intermediate gear ratio to the two sun gears 21A and 21B via the carrier 22 and the carrier 22 occurs in parallel, and these torques are transmitted via the first shaft 1 and the second shaft 2 to the pair of gears < 1>, <2> is transmitted to the output shaft 3 to achieve the second speed.

  At the third speed (3rd), the first gear pair <1> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the third clutch (C-3) of the planetary part S is engaged. To be achieved. Even in this state, the power transmission flow of the M / T unit M is the same as that in the second speed. However, in this case, on the planetary part S side, the ring gear 23 input is changed to the carrier 22 input. Therefore, when this state occurs in the 2-3 shift with the front shift speed set to the second speed, the first gear pair <1> and the second gear pair <2> are both on the output shaft 3 due to the engagement of the dog clutch 32. By being connected, the first shaft 1 is connected between the second shaft 2 and the first shaft 1 connected to the drive gear 11 of the first gear pair <1> and the drive gear 13 of the second gear pair <2>. An intermediate gear ratio between the gear ratio of the one gear pair <1> and the gear ratio of the second gear pair <2> is generated and connected to the small-diameter sun gear 21A of the planetary gear 20 connected to the second shaft 2 and the first shaft 1. The rotational relationship of the large-diameter sun gear 21B is determined. If this state occurs in the traveling state at the second speed, the rotation of the small-diameter sun gear 21A is the same as the engine rotation, whereas the rotation of the large-diameter sun gear 21B is a rotation decelerated from that, and the carrier 22 Is idle by being restricted by these rotations. In this state, the fourth clutch (C-4) is released, the third clutch (C-3) is engaged, and the engine rotation is input to the idle ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 according to the intermediate gear ratio to the two sun gears 21A and 21B via the carrier 22 and the carrier 22 occurs in parallel, and these torques are transmitted via the first shaft 1 and the second shaft 2 to the pair of gears < 1>, <2> are transmitted to the output shaft 3 to achieve the third speed.

  In the fourth speed (4th), only the second gear pair <2> is connected to the output shaft 3 with the dog clutch 32 of the M / T part M being in the neutral position, and the first clutch (C-1) of the planetary part S is connected. This is achieved by engaging. In this state, the rotation of the engine (E / G) is input to the first shaft 1 via the first clutch (C-1), and decelerated at the gear ratio of the second gear pair <2> that is always connected thereto, and output. It is transmitted to the shaft 3.

  For the fifth speed (5th), the third gear pair <3> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the third clutch (C-3) of the planetary part S is engaged. To be achieved. In this state, the rotation of the engine (E / G) is input to the carrier 22 via the third clutch (C-3). When this state occurs in a 4-5 shift in which the preceding gear stage is the fourth speed, the engagement of the dog clutch 32 causes the third gear pair <3> to be connected to the output shaft 3, thereby Between the second shaft 2 and the first shaft 1 connected to the drive gear 13 of the gear pair <2> and the drive gear 15 of the third gear pair <3>, the gear ratio of the second gear pair <2> A gear ratio intermediate between the gear ratios of the three gear pairs <3> is generated, and the rotational relationship between the small-diameter sun gear 21A of the planetary gear 20 connected to the second shaft 2 and the large-diameter sun gear 21B connected to the first shaft 1 is determined. If this state occurs in the running state at the fourth speed, the rotation of the large-diameter sun gear 21B is equal to the rotation of the engine, whereas the rotation of the small-diameter sun gear 21A is a rotation increased more than that. No. 23 is idled by being restricted by these rotations. In this state, the first clutch (C-1) is disengaged, the third clutch (C-3) is engaged, and the engine rotation is input to the idling carrier 22 so that it is generated in advance. Torque transmission from the carrier 22 according to the intermediate gear ratio to the two sun gears 21A and 21B occurs in parallel, and these torques pass through the first shaft 1 and the second shaft via the two gear pairs <2> and <3>. Then, it is transmitted to the output shaft 3 to achieve the fifth speed.

  In the sixth speed (6th), the third gear pair <3> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the fourth clutch (C-4) of the planetary part S is engaged. To be achieved. When this state occurs in the 5-6 shift in which the previous shift speed is the fifth speed, the third gear pair <3> is connected to the output shaft 3 by the engagement of the dog clutch 32. Between the second shaft 2 and the first shaft 1 connected to the drive gear 15 of the gear pair <3> and the drive gear 17 of the second gear pair <2>, the gear ratio of the third gear pair <3> and the An intermediate gear ratio between the two gear pairs <2> is generated, and the rotational relationship between the small-diameter sun gear 21A of the planetary gear 20 connected to the second shaft 2 and the large-diameter sun gear S1B connected to the first shaft 1 is determined. If this state occurs in the traveling state at the fifth speed, the rotation of the carrier 22 is equal to the rotation of the engine, whereas the rotation of the sun gear 21 is a rotation increased more than that. It is idled by being restricted by rotation. In this state, the third clutch (C-3) is disengaged, the state is shifted to the engagement of the fourth clutch (C-4), and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 are generated in parallel, and these torques are transmitted via the first shaft 1 and the second shaft. Transmission to the output shaft 3 through both gear pairs <2> and <3> achieves the sixth speed.

In the seventh speed (7th), the third gear pair <3> of the M / T part M is connected to the output shaft 3 by the dog clutch 32, and the second clutch (C-2) of the planetary part S is engaged. To be achieved. In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is transmitted to the third gear pair <3> via the dog clutch 32, Therefore, the speed is increased by the gear ratio of the third gear pair <3> and transmitted to the output shaft. Note that reverse (Rev) is the same as in the first reference example .

  The speed diagram of each gear stage thus obtained is as shown in FIG. In this case, the first, fourth, and seventh speeds are gear positions that follow the gear ratio of each gear pair, whereas the second, third, fifth, and sixth speeds are generated in the middle. The gear ratio shift stage.

Next, FIGS. 40 to 42 show a seventh reference example . In this embodiment, the reverse gear train of the M / T part M in the first reference example is eliminated, and reverse is achieved in the planetary part instead. With the abolishment of the reverse gear train, a brake (B-1) to be replaced with the ring gear 23 is connected to the transmission case 9 so as to be able to be locked. As shown in FIG. 41, the operation in this gear train is naturally the same as in the case of the first reference example , so the description of the operation of the first reference example will be substituted for the description.

  In the reverse (Rev) in this embodiment, as shown in the operation chart of FIG. 41, the first gear pair <1> of the M / T part M is connected to the output shaft 3, and the first clutch (C-1) and the brake are connected. This is achieved by engaging (B-1). In this input state, the carrier 22 is rotated by the engine rotation, whereas the ring gear 23 is locked, so that the sun gear 21 is decelerated in the direction opposite to the rotation of the carrier 22. This rotation is inputted to the first gear pair <1> at the lowest speed stage via the second shaft 2 and is transmitted to the output shaft 3 via the dog clutch 32 to achieve reverse.

The speed diagram shown in FIG. 42 is different from the previous speed diagrams, and shows the output speed ratio of each element of the planetary gear when the normal engine speed is set to 1. As shown in the figure, the ring gear has a fixed speed ratio of 0 with respect to the speed ratio 1 of the first shaft 1 due to carrier input, and the speed ratio of the second shaft 2 is due to the negative speed ratio meaning reverse rotation of the sun gear. Negative value. Needless to say, the achievement of each forward gear in this embodiment is not different from that of the first reference example .

The addition of such a brake can be used not only to achieve reverse but also to add a forward gear. Next, the eighth reference example referring to FIGS. 43 to 45 is based on the previous fourth reference example (see FIGS. 31 to 33) and achieves a forward 8-speed gear stage by adding a brake thereto. It is. In this embodiment, a brake (B-1) for fixing the planetary gear carrier 22 to the transmission case 9 is provided.

Since the first to seventh speeds and the reverse operation in this embodiment are the same as in the case of the fourth reference example , the operation chart of FIG. 44 showing the operation of this embodiment and the velocity diagram of FIG. The description is replaced with the reference and the operation description of the third reference example . In the eighth speed in this reference example, the fourth gear pair <4> is connected to the output shaft 3 via the dog clutch as in the sixth speed and the seventh speed, and the third clutch (C-3) and the brake are connected. This is achieved by engaging (B-1). In this case, since the engine rotation is input to the ring gear 23 of the planetary gear by the engagement of the third clutch (C-3), the carrier 22 is fixed by the engagement of the brake (B-1). Rotates in the same direction as the rotation of the ring gear 23 at an increased speed by the ring gear-sun gear ratio. This rotation is input to the fourth gear pair <4> via the dog clutch as the rotation of the second shaft 2, and is output to the output shaft 3.

  As described above, when the addition of the brake is used to add the forward gear, the configuration of the planetary unit can be variously changed. 46 to 52 show such modifications. The first modification shown in FIG. 46 uses a single planetary gear, and is provided with a brake (B-1) that locks the sun gear 21 and engages a third clutch (C-3) for carrier 22 input. Thus, the rotation of the second shaft 2 connected to the ring gear 23 is used to achieve the speed increasing stage. 47, which uses a single planetary gear, is provided with a brake (B-1) for locking the ring gear 23 and engages a third clutch (C-3) for carrier 22 input. Thus, the rotation of the second shaft 2 connected to the sun gear 21 is used to achieve the speed increasing stage. The third modification shown in FIG. 48 uses a double planetary gear, and is provided with a brake (B-1) for locking the sun gear 21 and engages a third clutch (C-3) for inputting the ring gear 23. Thus, the rotation of the second shaft 2 connected to the carrier 22 is used to achieve the speed increasing stage.

  A fourth modification shown in FIG. 49 is a modification in the case of having a direct clutch. In the case of using a single planetary gear, a brake (B-1) for locking the sun gear 21 is provided, and the ring gear 23 and the M / By engaging the second clutch (C-2) for connecting the T portion, the rotation of the second shaft 2 connected to the ring gear 23 is used to achieve the speed increasing step. The fifth modification shown in FIG. 50 is provided with a brake (B-1) that locks the ring gear 23 of a single planetary gear, and engages the sun gear 21 and the second clutch (C-2) for connecting the M / T section. Thus, the rotation of the second shaft 2 connected to the sun gear 21 is used to achieve the speed increasing stage. The sixth modification shown in FIG. 51 is provided with a brake (B-1) that locks the sun gear 21 of the double planetary gear, and engages the carrier 22 and the second clutch (C-2) for M / T connection. Thus, the rotation of the second shaft 2 connected to the carrier 22 is used to achieve the speed increasing stage. The seventh modification shown in FIG. 52 is provided with a brake (B-1) for locking the carrier 22 of the double planetary gear, and engages the sun gear 21 and the second clutch (C-2) for connecting the M / T section. By combining, the rotation of the second shaft 2 connected to the sun gear 21 is used to achieve the speed increasing stage.

In the ninth reference example shown in FIGS. 53 to 55, the fourth gear pair <4> is eliminated from the first reference example , and the dog clutch 31 is moved away from the connection of the second gear pair <2>. The movement can be locked to the transmission case 9 and the maximum speed stage is eliminated and the forward 6 speed is achieved. First speed achieved actuation of the forward gears and the reverse up to the sixth speed in this case is the same as in the first reference example by obtaining replace the portion of the fourth gear pair <4> in the lock Therefore, it replaces with description by referring to the operation | movement chart of FIG. 54 and the operation | movement description of a 1st reference example . However, in the case of this form, since the first shaft 1 is locked at the sixth speed, the carrier rotation at this time is zero.

In each of the above reference examples, each clutch is arranged in the planetary part, but each clutch except the direct clutch (C-D) can be arranged at an appropriate position. FIG. 56 shown next is a tenth reference in which the first clutch (C-1) and the second clutch (C-2) are moved to the output shaft side with respect to the second reference example (see FIGS. 11 to 13). It shows an example. In this case, the planetary gear carrier 22 and the sun gear 21 are directly connected to the first shaft 1 and the second shaft 2, and instead, on the output shaft 3 side, the driven gear of the second gear pair <2> and the fourth gear pair <4>. The driven gear is fixedly supported by an outer shaft 3A that fits on the outer periphery of the output shaft. The outer shaft 3A can be connected to the output shaft via the first clutch (C-1), and the inner shaft 3B can be connected to the output shaft via the second clutch (C-2). .

The speed change operation in this embodiment is the same as in the case of the second reference example with reference to FIGS. 11 to 13, and will be described with reference to the second reference example including the operation chart and the speed diagram. Replace.

The eleventh reference example shown in FIG. 57 is the same as the fourth reference example (see FIGS. 31 to 33), in which the planetary gear is moved to the rear side of the transmission, and the third clutch (C-3) is moved together. It is moved to the rear side of the transmission. In this arrangement, it is necessary to pass a shaft that connects the third clutch (C-3) to the input shaft 4 further inside the first shaft 1A and the second shaft 2, so the first gear pair <1> and the second shaft It is necessary to pass the shaft 1B that is returned from the carrier 22 and connected to the dog clutch on the second gear pair <2> and the fourth gear pair <4> side on the third gear pair <3> side. Therefore, it becomes a quadruple axis. Under such circumstances, it is inevitable to increase the diameter of the shaft by arranging multiple axes, but in principle, such an arrangement is also possible.

Next, FIGS. 58 to 60 show a twelfth reference example . This configuration is obtained by changing the configuration of the M / T unit M with respect to the first reference example as shown in FIG. 58 by a skeleton as a gear train. In this case, the M / T part M includes the planetary gears 40 and 50 as the speed change element. This M / T part M is the same as the first reference example in that the inner and outer double first shaft 1 and second shaft 2 are used as input shafts. In this embodiment, there is one gear pair 11A, 12A connected to the first shaft 1, and a planetary gear 40 is arranged as a serial gear for the gear pair 11A, 12A instead. The same applies to the gear pair connected to the second shaft 2, and the gear pair 13A, 14A is one, and instead the planetary gear 50 is arranged as a serial gear with respect to the gear pair 13A, 14A. Both planetary gears 40 and 50 are of a simple planetary type, and their ring gears 43 and 53 are connected to the first shaft 1 and the second shaft 2 as input elements, respectively, and the sun gears 41 and 51 are used as reaction force elements. Therefore, it is connected to the transmission case 9 via the brakes (B-2, B-3), the carriers 42, 52 are connected to the drive gears 11A, 13A of the gear pairs and the clutches (C-4, C- 5) and are connected to the first shaft 1 and the second shaft 2, respectively. The driven gears 12A and 14A of both gear pairs are connected to the output shaft 3 so as to be integrally rotatable.

The configuration of the planetary part S is substantially the same as in the case of the first reference example , but in this gear train, since there is no reverse dedicated gear train in the M / T part M, the ring gear 23 is used to achieve reverse. Is an additional configuration that is different from the first reference example in that it can be locked to the transmission case 9 via the brake (B-1).

  As shown in FIG. 59, the transmission having such a configuration is engaged with the brake (B-2) of the M / T part M and the first clutch (C-1) of the planetary part S. Is engaged to fix the first sun gear 41 to achieve the first speed (1st). In this state, the rotation of the engine (E / G) is input from the first clutch (C-1) of the planetary part S via the carrier 22 and the first shaft 1 to the first ring gear 43 of the M / T part M. The reduced rotation of the first carrier 42 due to the reaction force fixed to the one sun gear 41 is input to the first gear pair 11A, 12A, where it is further reduced by the gear ratio of the first gear pair and transmitted to the output shaft 3.

  Next, the second speed (2nd) engages the brake (B-2) of the M / T part M and the brake (B-3), and the third clutch (C- of the planetary part S). This is achieved by engaging 3). When this state occurs in the 1-2 shift with the first gear position as the first speed, the first gear pair 11A, 12A and the second gear pair 13A, 14A both connected to the output shaft 3 are connected to both brakes (B- 2 and B-3) are connected to the first shaft 1 and the second shaft 2 via the first and second planetary gears 40 and 50 by the engagement of the first and second gear pairs 11A and 12A. A gear ratio obtained by multiplying the gear ratio of the first planetary gear 40 and the gear ratio of the second planetary gear 50 by the gear ratio of the second planetary gear 50 and the gear ratio of the second planetary gear 50. 2 and the first shaft 1, and the rotational relationship between the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the carrier 22 connected to the first shaft 1 is determined. If this state occurs in the traveling state at the first speed, the rotation of the carrier 22 is equal to the rotation of the engine, whereas the rotation of the sun gear 21 is a rotation decelerated from that, and the ring gear 23 It is controlled by rotation and idles. In this state, the first clutch (C-1) is released, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques pass through the first shaft 1 and the second shaft 2. Are input to both planetary gears 40 and 50 and transmitted to the output shaft 3 via both gear pairs 11A, 12A, 13A, and 14A to achieve the second speed gear stage. Thus, rotation of the intermediate gear ratio with respect to the serial reduction gear ratio of the first planetary gear 40 and the first gear pair 11A, 12A and the serial reduction gear ratio of the second planetary gear 50 and the second gear pair 13A, 14A is output shaft. 3 is transmitted.

  The third speed (3rd) is achieved by engaging the brake (B-3) of the M / T part M and engaging the second clutch (C-2) of the planetary part S. In this state, the rotation of the engine is input to the second shaft 2 via the second clutch (C-2), and the rotation is transmitted to the second ring gear 53 of the second planetary gear 50. The second planetary gear 50 outputs a reduced speed rotation to the second carrier 52 by using the second sun gear 51 fixed by the engagement of the brake (B-3) as a reaction force. Therefore, the second gear pair 13A, Reduced rotation with a gear ratio of 14A is transmitted to the output shaft 3. This output rotation is reduced rotation by the gear ratio of the second planetary gear and the second gear to the serial reduction.

  The fourth speed (4th) engages the first clutch (C-4) of the M / T part M and the second brake (B-3), and the third clutch (C of the planetary part S) -3) is engaged. When this state occurs in the 3-4 shift in which the front shift speed is the third speed, the first gear pair 11A, 12A and the second gear pair 13A, 14A both connected to the output shaft 3 are connected to the first gear pair 11A. , 12A is connected to the first shaft 1 via the first clutch (C-4), and the second gear pair 13A, 14A is connected via the second planetary gear 50 by the engagement of the brake (B-3). By being connected to the two shafts 2, the gear ratio obtained by multiplying the gear ratio of the first gear pair 11A, 12A, the gear ratio of the second gear pair 13A, 14A, and the gear ratio of the second planetary gear 50 is obtained. An intermediate gear ratio is generated between the second shaft 2 and the first shaft 1, and the rotational relationship between the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the carrier 22 connected to the first shaft 1 is determined. If this state occurs in the traveling state at the third speed, the rotation of the sun gear 21 is equal to the rotation of the engine, whereas the rotation of the carrier 22 is a rotation increased more than that. It is idled by being restricted by rotation. In this state, the second clutch (C-2) is disengaged, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques are first transmitted via the first shaft 1 to the first. The output is input to the gear pair 11A, 12A and decelerated thereby, and is input to the second planetary gear 50 via the second axis on the other hand, where the first stage reduction is performed, and further the second gear pair 13A, 14A. The second speed reduction is performed via, and transmitted to the output shaft 3 to achieve the fourth speed gear stage. Thus, the rotation of the second planetary gear and the second gear pair in series reduction and the rotation of the intermediate gear ratio with respect to the first gear pair single reduction are transmitted to the output shaft 3.

  The fifth speed (5th) is achieved by engaging the clutch (C-4) of the M / T part M and engaging the first clutch (C-1) of the planetary part S. In this state, the rotation of the engine (E / G) is input to the first shaft 1 via the first clutch (C-1), and the rotation is applied to the first gear pair 11A, 12A via the clutch (C-4). To the output shaft 3. The gear ratio in this case is the gear ratio of the first gear pair 11A, 12A.

  The sixth speed (6th) engages the first clutch (C-4) of the M / T part M and the second clutch (C-5), and the third clutch (C of the planetary part S) -3) is engaged. When this state occurs in the 5-6 shift in which the previous shift speed is the fifth speed, the first gear pair 11A, 12A both connected to the output shaft 3 is connected to the first shaft via the first clutch (C-4). 1 and the second gear pair 13A, 14A is connected to the second shaft 2 via the second clutch (C-5), the gear ratio of the first gear pair 11A, 12A and the A gear ratio intermediate between the gear ratios of the two gear pairs 13A and 14A is generated between the second shaft 2 and the first shaft 1, and the sun gear 21 of the planetary gear 20 connected to the second shaft 2 and the first shaft 1 The rotational relationship of the carrier 22 to be connected is determined. If this state occurs in the traveling state at the fifth speed, the rotation of the carrier 22 is equal to the rotation of the engine, whereas the rotation of the sun gear 21 is a rotation increased more than that. It is idled by being restricted by rotation. In this state, the first clutch (C-1) is released, the third clutch (C-3) is engaged, and the engine rotation is input to the idling ring gear 23, which is generated in advance. Torque transmission from the ring gear 23 to the carrier 22 according to the intermediate gear ratio and torque transmission from the ring gear 23 to the sun gear 21 via the carrier 22 occur in parallel, and these torques are first transmitted via the first shaft 1 to the first. It is input to the gear pair 11A, 12A, and is then decelerated to the output shaft 3, and on the other hand, it is input to the second gear pair 13A, 14A via the second shaft, and is decelerated and transmitted to the output shaft 3 for the sixth speed. Is achieved. Thus, the rotation of the intermediate gear ratio with respect to the gear ratio of the second gear pair alone and the gear ratio of the first gear pair alone is transmitted to the output shaft 3.

  The seventh speed (7th) is achieved by engaging the clutch (C-5) of the M / T part M and engaging the second clutch (C-2) of the planetary part S. In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is applied to the second gear pair 13A, 14A via the clutch (C-5). To the output shaft 3. The gear ratio in this case is the gear ratio of the second gear pair 13A, 14A.

  The reverse (Rev) in this gear train engages the brake (B-2) of the M / T part M, and engages both the second clutch (C-2) and the brake (B-1) of the planetary part S. This is achieved by combining. In this state, the rotation of the engine (E / G) is input to the sun gear 21 via the second clutch (C-2), and the rotation of the carrier 22 using the locking of the ring gear 23 by the brake (B-1) as a reaction force. Is input from the first shaft 1 to the first ring gear 43 of the M / T part M. On the other hand, since the sun gear 41 of the first planetary gear 40 is fixed by the brake (B-2), the reverse reduction rotation output from the first carrier 42 is further reduced by the first gear pair 11A, 12A. And transmitted to the output shaft 3.

FIG. 60 is a velocity diagram showing the behavior of the three speed change elements of the planetary gear 20 at each speed stage achieved in this way. The notation method of this velocity diagram is the same as in the case of the first reference example . In the case of this diagram, the numbers enclosed in circles indicate that <1> is the serial transmission state of the first planetary gear and the first gear pair, and <2> is the serial transmission of the second planetary gear and the second gear pair. <3> represents the transmission state of the first gear pair alone, and <4> represents the transmission state of the second gear alone.

As can be seen from this speed diagram, also in this twelfth reference example , as an intermediate stage for an odd speed stage that can be originally achieved by the first and second gear pairs of the M / T section M and the first and second planetary gears. Since a gear ratio is generated, an even number of shift stages is an elapsed stage with respect to a shift stage adjacent thereto. Therefore, in the case of this transmission as well, a 3-speed gear stage is added to the 4-speed transmission without increasing the number of gear pairs and planetary gears in the middle of the respective gear speed stages so that the gear ratio step is dense. Can do. Further, the point that the gear shifting without causing torque loss is possible is the same as in the case of the first reference example .

Next, FIG. 61 to FIG. 63 show a thirteenth reference example of the present invention. In this form as well, the M / T portion M includes a planetary gear 60 as the speed change element. As shown in FIG. 61 by the skeleton of the gear train configuration, the front planetary unit corresponding to the planetary unit of each of the previous reference examples is a single planetary gear, first and second clutches (C-1, C-2), The rear planetary portion, which is composed of one brake (B-1) and hits the M / T portion, includes two rows of gear pairs 11B, 12B, 13B, 14B, a single double planetary gear 60, and third to fifth clutches (C -3 to C-5) and the second brake (B-2).

  In the front planetary part, the planetary gear carrier 22 is always connected to the first shaft 1 connected to the second gear pair 13B, 14B and also connected to the input shaft 4 via the first clutch (C-1). The sun gear 21 is always connected to the second shaft 2 connected to the first gear pair 11B, 12B, and can be connected to the input shaft 4 via the second clutch (C-2). 23 can be locked to the transmission case 9 via the first brake (B-1). In the rear planetary part, the carrier 62 of the planetary gear 60 is always connected to the first shaft 3A connected to the second gear pair 13B, 14B, and is connected to the output shaft 3 via the third clutch (C-3). The sun gear 61 is always connected to the second shaft 3B connected to the first gear pair 11B, 12B and can be connected to the output shaft 3 via the fourth clutch (C-4). The ring gear 63 can be connected to the output shaft 3 via the fifth clutch (C-5) and can be locked to the transmission case 9 via the second brake (B-2).

  As shown in FIG. 62, in the case of this transmission, the first speed (1st) to the fourth speed (4th) are the power transmission by the input of the second clutch (C-2) engagement, and the fourth speed (4th) to 7th speed (7th) is the power transmission by the input of the first clutch (C-1) engagement, and the output of each shift stage is mainly the third clutch (C-3) to the second on the output side. Since it is made by selecting the engagement of the five clutches (C-5), the flow of power transmission of these two systems will be described together. The rotation of the carrier 22 of the front planetary gear is transmitted to the second gear pair 13B, 14B through the first shaft 1, and is decelerated by the gear ratio of the second gear pair 13B, 14B (hereinafter, this gear ratio is set to 1 for convenience). The flow is transmitted to the carrier 62 of the rear planetary part via the output-side first shaft 3A (hereinafter referred to as a first flow). The rotation of the sun gear 21 of the front planetary gear is transmitted to the first gear pair 11B, 12B through the second shaft 2 and is decelerated by the gear ratio, and is transmitted to the sun gear 61 of the rear planetary portion through the output second shaft 3B. The flow to be transmitted (hereinafter referred to as the second flow).

  Among these two flows, the first speed (1st) engages the third clutch (C-3) of the rear planetary part, and the second clutch (C-2) of the front planetary part and the first brake ( This is achieved by engaging B-1). At this time, the first flow becomes a flow that leads to the output, and the rotation of the carrier 22 that is the basis of the first flow becomes a low-speed rotation by fixing the ring gear 23, this rotation is transmitted to the carrier 62, and the third clutch (C− By being output through 3), the first speed rotation is obtained. The second speed (2nd) is also the same second flow and only switches to the output by the engagement of the fifth clutch (C-5). At this time, since the rotation of the ring gear 63 in the rear planetary portion is a speed-up rotation with respect to the rotation of the carrier 62, the second speed rotation output via the fifth clutch (C-5) is more than the first speed rotation. Slightly higher. The power transmission relationship is substantially the same for the third speed (3rd), and the second flow is output in this case by switching to the output by the fourth clutch (C-4) engagement. Then, after the engine rotation passes through the sun gear 21 of the front planetary part, it is decelerated by the gear ratio of the first gear pair 11B, 12B, and is outputted through the sun gear 61 of the rear planetary part. In this case, since the engagement of the first brake (B-1) or the first clutch (C-1) is not involved in the power transmission, one of the engagements is prepared for the next shift. It is possible. However, since the front planetary gear is locked when both elements are engaged simultaneously, simultaneous engagement of the first brake (B-1) and the first clutch (C-1) is not allowed.

  After the fourth speed (4th), the main flow is the first flow. At the fourth speed (4th), due to the first flow and the second flow, in the rear planetary section, the sun gear 61 rotates at a low speed relative to the engine rotation of the carrier 62 by the deceleration by the first gear pair 11B, 12B. The rotation of the intermediate speed ratio between the two rotations is output from the ring gear 63 via the fifth clutch (C-5), and this rotation becomes the fourth speed rotation. At the next fifth speed (5th), the first flow is output as it is by switching to the output via the third clutch (C-3), and the engine rotation is output via the third clutch (C-3). 5 is output at the fifth speed.

  At the sixth speed (6th), when the brake (B-1) is engaged, the rotation of the sun gear 21 that is the basis of the second flow is increased, and accordingly, the rotation of the sun gear 61 is also increased. Therefore, the sixth gear rotation is output from the ring gear 63 via the fifth clutch (C-5) and the rotation speed is also increased. At the seventh speed (7th), since the output is switched to the sun gear 61 in the same state, the rotation further increased is output to the output shaft 3 as the rotation of the seventh speed.

  In reverse (Rev), the rotation of the carrier 62 that reversely rotates with the rotation of the sun gear 61 due to the second flow and the fixing of the ring gear 63 due to the engagement of the first brake (B-2) is the third clutch (C-3). This is achieved by outputting to the output shaft 3 via).

  FIG. 63 is a velocity diagram showing the relationship between the rotation ratios of the rotating elements at the respective speeds. This speed diagram follows a normal notation where the engine speed ratio is 1.

Next, FIGS. 64 to 66 show a fourteenth reference example of the present invention. The feature of this embodiment is that all the engaging elements and the planetary gear are concentrated on the input shaft side. As shown in FIG. 64 by the skeleton of the gear train configuration, the first planetary gear P1 in this embodiment is configured by a single planetary gear and functions to generate a speed-up rotation. The second planetary gear P2 is also composed of a single planetary gear, and the third planetary gear P3 is composed of a double planetary gear. Similar to the thirteenth reference example , the engaging elements in this embodiment are the first and second clutches (C-1, C-2) on the input side and the third to fifth clutches (C-) on the output side. 3 to C-5) and first and second brakes (B-1, B-2) for supporting the reaction force.
In the first planetary gear P1, the sun gear S1 is always fixed to the transmission case 9, the carrier C1 can be connected to the input shaft 4 through the first clutch (C-1), and the ring gear R1 is connected to the second planetary gear P2. Directly connected to the carrier C2. In the second and third planetary gears P2 and P3, both sun gears S2 and S3 are directly connected, and both are connected to the input shaft 4 via the second clutch (C-2) and via the fourth clutch (C-4). The counter gear pair can be connected, both carriers C2 and C3 are also directly connected, and can be connected to the counter gear pair via the third clutch (C-3), and the ring gears R2 and R3 are connected to the first brake ( B-1) and the second brake (B-2) can be fixed to the transmission case 9, and the ring gear R3 of the third planetary gear P3 is further counter-geared via the fifth clutch (C-5). It can be connected to a pair.

  Also in this embodiment, the first flow generated from the ring gear R1 of the first planetary gear P1 passes through the two carriers C2 and C3 and reaches the third clutch (C-3). The second flow passes through the two sun gears S2 and S3 and reaches the fourth clutch (C-4). As shown in FIG. 65, the first flow is mainly used in the first to fourth speeds, and the first flow is mainly used in the fourth to seventh speeds.

  The first speed (1st) is a reaction force against the second ring gear R2 due to the first brake (B-1) engagement with respect to the engine rotation input to the second sun gear S2 due to the second clutch (C-2) engagement. This is achieved by outputting the reduced rotation of the second carrier C2 taking the first via the third clutch (C-3). The second speed (2nd) is also achieved by outputting the reduced rotation of the third ring gear R3 due to the engagement of the fifth clutch (C-5) in the same state. The third speed (3rd) is achieved by the engine rotation via the second clutch (C-2) passing through both sun gears S2 and S3 and being output via the fourth clutch (C-4). .

  From the fourth speed (4th), the speed increasing rotation of the first flow due to the engagement of the first clutch (C-1) begins to act, and the sun gear is in response to the speed increasing rotation input to the carrier C3 of the third planetary gear P3. The ring gear R3 is rotated at an increased speed by the engine rotation of S3, and this rotation is output as the increased speed rotation of the ring gear R3 via the fifth clutch (C-5) to achieve the fourth speed. At the next fifth speed (5th), the speed increasing rotation of the first ring gear R1 is output as it is from the third carrier C3 via the third clutch (C-3) and becomes the fifth speed rotation. Further, at the sixth speed (6th), this rotation is switched to the third ring gear R3 output of the fifth clutch (C-5) output, and the output is further increased. The seventh speed (7th) is output from the fourth clutch (C-4) as the speed-up rotation by the engagement of the first brake (B-1) as the speed-up rotation of the second sun gear S2 by the input of the second carrier C2. It becomes the highest speed stage. The reverse (Rev) is generated by the third planetary gear P3. In this case, the engine rotation is input to the third sun gear S3 with respect to the third ring gear R3 fixed by the engagement of the first brake (B-1). Thus, the third carrier C3 is achieved by outputting an output that is reverse rotation of the deceleration via the third clutch (C-3).

FIG. 66 is a velocity diagram showing the relationship between the rotation ratios of the rotating elements at the respective speeds. This speed diagram also follows the normal notation where the engine speed ratio is 1. In the operation chart of FIG. 65, a circle with a parenthesis indicates that the engagement state of the engagement element is maintained at the shift for the same reason as described in the operation description of the thirteenth reference example. Indicates that it is acceptable regardless. In this case as well, simultaneous engagement of both engaging elements is not allowed because it leads to the planetary gear locking.

Next, FIG. 67 to FIG. 69 show a first embodiment of the present invention. The feature of this embodiment is that the planetary gear 20 of the planetary part S arranged upstream from the M / T part M in the power transmission flow in the previous reference example is rearranged downstream. 67, the M / T portion M in this embodiment is substantially the same as in the case of the first reference example , but the downstream arrangement of the planetary gear 20 is as shown in FIG. Accordingly, the output shaft 3A of the second and fourth gear pairs is a separate shaft of the double shaft. In this case, the driven gears 14 and 18 of the second and fourth gear pairs are fixed to the first output shaft 3A, and the dog clutch 32 of the first and third gear pairs 11, 12, 15, and 16 is fixed to the second output shaft 3B. It is axially movable and connected so as not to rotate.

  The planetary unit S leaves the two input clutches (C-1, C-2), and the planetary gear 20 and the clutch for shift control are moved to the downstream side of the M / T unit M as a direct clutch (CD). Has been. In this embodiment, the sun gear 21 of the planetary gear 20 is connected to the second output shaft 3B of the M / T section M, and the second output shaft 3B is connected to the output shaft 3 via the direct clutch (C-D). The carrier 22 that supports the pinions 24 and 25 is connected to the first output shaft 3 </ b> A, and the ring gear 23 is connected to the output shaft 3.

As shown in FIG. 68, the transmission having such a configuration is shown in the form of a first gear pair 11 and 12 of the M / T section M (in the description of this embodiment, the gear pair is the same as in the first reference example) . Is connected to the second output shaft 3B by the dog clutch 32, and the first clutch (C-2) and the direct clutch (C-D) of the planetary part S are engaged with each other. Achieve speed (1st). In this state, the rotation of the engine (E / G) is input to the drive gear 11 of the M / T part M via the second clutch (C-2) of the planetary part S and decelerated by the first gear pair <1>. The signal is transmitted to the second output shaft 3B via the dog clutch 32, and is transmitted to the output shaft 3C via the direct clutch (C-D).

  Next, in the second speed (2nd), the first gear pair <1> of the M / T part M is connected to the second output shaft 3B by the dog clutch 32, and the second gear pair <2> is connected to the dog clutch 31. This is achieved by connecting to the first output shaft 3A and engaging both clutches (C-1, C-2) of the planetary part S together. In this state, the engine rotation is simultaneously input to the first gear pair 11 and 12 and the second gear pair 13 and 14 due to the engagement of both clutches (C-1, C-2), and the first output is decelerated by them. It is output to the shaft 3A and the second output shaft 3B. With the input of these rotations, the rotation of the sun gear 21 and the carrier 22 of the planetary gear 20 is regulated to an intermediate gear ratio of these gear ratios, and the intermediate rotation of these rotations is transmitted from the ring gear 23 to the output shaft 3C.

  In the third speed (3rd), the second gear pair <2> of the M / T part M is connected to the first output shaft 3A by the dog clutch 31, and the clutch (C-1) of the planetary part S and the direct clutch (C Achieved by engaging -D). In this state, the rotation of the engine (E / G) is input to the second gear pair <2> via the clutch (C-1), and the rotation is transmitted to the second gear pair <2> via the dog clutch 31. Therefore, the speed is reduced at the gear ratio of the second gear pair <2> and transmitted to the first output shaft 3A. This rotation is input to the carrier 22 of the planetary gear 20, but since the planetary gear 20 is in a directly connected state by the engagement of the direct clutch (CD), this rotation is transmitted to the output shaft 3C as it is.

  In the fourth speed (4th), the second gear pair <2> of the M / T part M is connected to the first output shaft 3A by the dog clutch 31 and the third gear pair <3> is connected to the second output shaft 3A by the dog clutch 32. This is achieved by connecting to the output shaft 3B and engaging both the clutches (C-1, C-2) of the planetary part S together. In this state, the engine rotation is simultaneously input to the second gear pair <2> and the third gear pair <3> by the engagement of both clutches (C-1, C-2), and the first output is decelerated by them. It is output to the shaft 3A and the second output shaft 3B. The rotation of the sun gear 21 and the carrier 22 of the planetary gear 20 is restricted by the input of these rotations, and an intermediate rotation of these rotations is transmitted from the ring gear 23 to the output shaft 3C.

  For the fifth speed (5th), the third gear pair <3> of the M / T part M is connected to the second output shaft 3B by the dog clutch 32, and the second clutch (C-2) of the planetary part S and the direct clutch This is achieved by engaging (C-D). In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), where it is decelerated at the gear ratio of the third gear pair <3> and the dog clutch 32 is moved. Then, it is transmitted to the second output shaft 3B. This rotation is input to the sun gear 21 of the planetary gear 20, but since the planetary gear 20 is in a directly connected state due to the engagement of the direct clutch (CD), this rotation is directly transmitted to the output shaft 3C.

  In the sixth speed (6th), the third gear pair <3> of the M / T section M is connected to the second output shaft 3B by the dog clutch 32, and the fourth gear pair <4> is connected to the first output by the dog clutch 31. This is achieved by connecting to the output shaft 3A and engaging both clutches (C-1, C-2) of the planetary part S together. In this state, the engine rotation is simultaneously input to the third gear pair <3> and the fourth gear pair <4> by the engagement of both clutches (C-1, C-2), and the first output is decelerated by them. It is output to the shaft 3A and the second output shaft 3B. The rotation of the sun gear 21 and the carrier 22 of the planetary gear 20 is restricted by the input of these rotations, and an intermediate rotation of these rotations is transmitted from the ring gear 23 to the output shaft 3C.

  In the seventh speed (7th), the fourth gear pair <4> of the M / T part M is connected to the first output shaft 3A by the dog clutch 31, and the first clutch (C-1) of the planetary part S and the direct clutch This is achieved by engaging (C-D). In this state, the rotation of the engine (E / G) is input to the fourth gear pair <4> via the first clutch (C-1), and the rotation passes through the dog clutch 31 to the fourth gear pair <4>. Then, it is decelerated at the gear ratio of the fourth gear pair <4> and transmitted to the first output shaft 3A. This rotation is input to the carrier 22 of the planetary gear 20, but since the planetary gear 20 is in a directly connected state by the engagement of the direct clutch (CD), this rotation is transmitted to the output shaft 3C as it is.

  In the reverse (Rev), the dog clutch 32 of the M / T part M is neutral, the reverse gear trains 19 and 30 are connected to the second output shaft 3B, and the second clutch (C-2) of the planetary part S is connected. This is achieved by engaging the direct clutch (C-D). In this state, the rotation of the engine (E / G) is input to the second shaft 2 via the second clutch (C-2), and the rotation is decelerated by the reverse gear trains 19 and 30 and each of the rotations via the counter gear 30 is performed. The speed is reversed and transmitted to the second output shaft 3B, and is transmitted to the output shaft 3C via the direct clutch (C-D).

Also in the first embodiment , each odd-numbered shift stage is achieved as a mere power transmission member that does not involve the shift element of the planetary gear 20 in the shift, whereas each even-numbered shift stage uses the shift element of the planetary gear 20. Achieved by functioning. Moreover, each of these even gears is achieved by simultaneous connection of two gear pairs that are connected when the odd gears sandwiching them are achieved.

  FIG. 69 is a velocity diagram showing the behavior of the three speed change elements of the planetary gear 20 at each speed stage achieved in this way. This speed diagram follows the notation format indicating the speed change characteristics with the input rotational speed of a general automatic transmission as a reference (speed ratio 1). The speed ratio of the sun gear, the ring gear and the carrier which are each speed change element The numerals representing the gear positions are indicated by white marks, and these speed ratios are such that the engine speed is the speed ratio 1. Therefore, the highest output shaft speed ratio at the seventh speed represents the smallest reduction ratio of the transmission with respect to engine rotation. In addition, the numbers surrounded by circles represent the first to fourth gear pairs of the M / T part M that are connected at the gear position.

  As can be seen from this speed diagram, the even-numbered shift speeds are the gear ratios as intermediate stages with respect to the odd-numbered shift speeds that can be originally achieved by the first to fourth gear pairs of the M / T section M, and the two even speed shifts adjacent to each other. This is achieved by simultaneous power transmission by a gear pair that achieves a stage, and is also a progress stage for an odd number of adjacent shift stages. Therefore, even with this type of transmission, a three-speed gear stage is added in the form of a dense gear ratio step in the middle of each gear stage, compared to the conventional continuously meshing four-speed transmission. Can do.

Further, in the case of the first embodiment , there is an advantage that the setting of making the gear ratio step narrower toward the higher speed side can be easily performed. FIG. 70 shows a comparison with the above two reference examples (see FIG. 1 and FIG. 58) in a speed diagram (however, the notation of each shift stage is a shift achieved with a gear ratio of a single gear pair. The gear stage is expressed as an integer, and the gear stage according to the intermediate gear ratio is expressed as a fraction). In this example, the gear ratio of the lowest speed stage and the highest speed stage (the fourth speed, which corresponds to the seventh speed of the reference example ) is set to be equal to 0.342 and 2.044, and the second, When the gear ratio is set so that a good gear ratio step can be obtained between the third speed (equivalent to the third and fifth speeds in the reference example ), in the case of the arrangement of this embodiment shown in FIG. For all the gear ratio steps including the gear ratio step, the relationship of the low gear stage gear ratio step> the high gear stage side gear ratio step is established, whereas in the case of the arrangement shown in FIG. If the gear ratio λ between the carrier and the ring gear is simply 0.5, the low gear ratio step between 1.5-2 speed, 2.5-3 speed and 3-3.5 speed <It can be seen that the high speed gear ratio step reverses. As described above, in this embodiment, it is possible to easily set the gear ratio step in which all the even stages as the intermediate stages are moved to the upper stage side.

Even when the planetary gear is arranged on the output side as described above, various changes can be made to the planetary portion as in the first and second reference examples . Examples of these are as follows. First, assuming a single planetary configuration, as shown in FIG. 71, when locking up between the sun gear 21 and the ring gear 23, the sun gear 21 is connected to the first shaft 3A, and the ring gear 23 is connected to the second shaft 3B. There is a configuration in which the carrier 22 is connected to the output shaft 3C. As shown in FIG. 72, a configuration in which the sun gear 21 is connected to the second shaft 3B and the carrier 22 is connected to the output shaft 3C is also conceivable. Next, when locking up the carrier 22 and the sun gear 21, as shown in FIG. 73, the sun gear 21 is connected to the first shaft 3A, the ring gear 23 is connected to the second shaft 3B, and the carrier 22 is connected to the output shaft 3C. 74, the sun gear 21 may be connected to the second shaft 3B, the ring gear 23 may be connected to the first shaft 3A, and the carrier 22 may be connected to the output shaft 3C. When the ring gear 23 and the carrier 22 are locked up, as shown in FIG. 75, the sun gear 21 is connected to the first shaft 3A, the ring gear 23 is connected to the second shaft 3B, and the carrier 22 is connected to the output shaft 3C. 76, the ring gear 23 may be connected to the first shaft 3A, the sun gear 21 may be connected to the second shaft 3B, and the carrier 22 may be connected to the output shaft 3C.

  Also, assuming a double planetary configuration, as shown in FIG. 77, when locking up between the ring gear 23 and the sun gear 21, the sun gear 21 is connected to the first shaft 3A, and the carrier 22 is connected to the second shaft 3B. A configuration in which the ring gear 23 is connected to the output shaft 3C is also conceivable. Next, when the carrier 22 and the sun gear 21 are locked up, as shown in FIG. 78, the sun gear 21 is connected to the first shaft 3A, the carrier 22 is connected to the second shaft 3B, and the ring gear 23 is connected to the output shaft 3C. 79, the sun gear 21 may be connected to the second shaft 3B, the carrier 22 may be connected to the first shaft 3A, and the ring gear 23 may be connected to the output shaft 3C. When the ring gear 23 and the carrier 22 are locked up, as shown in FIG. 80, the sun gear 21 is connected to the first shaft 3A, the carrier 22 is connected to the second shaft 3B, and the ring gear 23 is connected to the output shaft 3C. 81, a configuration in which the carrier 22 is connected to the first shaft 3A, the sun gear 21 is connected to the second shaft 3B, and the ring gear 23 is connected to the output shaft 3C can be considered.

The fifteenth reference example shown in FIG. 82 is obtained by applying the same modification as the eleventh reference example (see FIG. 57) to the first reference example to the lock-up type first embodiment . In this embodiment, the double planetary gear 20 and its direct clutch (C-D) are arranged at the rear portion of the transmission on the output shaft side. In this arrangement, since it is necessary to pass the output shaft 3C further inside the first shaft 3A and the second shaft 3B on the output shaft side, the shaft on the first gear pair <1> and the third gear pair <3> side is required. In principle, such an arrangement is possible for a lock-up type.

In the sixteenth reference example shown in FIG. 83, the planetary gear of the previous fifteenth reference example is a single planetary gear, centered on the output shaft side, and the direct clutch (CD) is arranged on the output side of the M / T section M. It is a thing. In this arrangement, the sun gear 21 of the planetary gear is connected to the second shaft 3B on the output side, the ring gear 23 is connected to the first shaft 3A on the output side, and the carrier 22 is connected to the output shaft 3C. In this case, the direct clutch (CD) is connected to the first shaft 3A and the output shaft 3C on the output side, and locks up the carrier 22 and the ring gear 23 of the planetary gear.

Furthermore, the seventeenth reference example shown in FIG. 84 is different from the first embodiment (see FIG. 67) in that the first and second clutches (C-1, C-2) functioning as input clutches are used. The output clutch is disposed on the output side of the M / T unit M. In the case of this form, the input side of the M / T unit is directly connected to the input shaft 4 with a single shaft, and the output first shaft 3A and the double planetary gear carrier 22 are connected via the first clutch (C-1). The second shaft 3B on the output side and the sun gear 21 of the planetary gear can be connected via the second clutch (C-2), and the ring gear 23 is always connected to the output shaft 3C. The direct clutch (CD) locks up the sun gear 21 and the ring gear 23 of the planetary gear.

The 18th reference example shown in the following FIG. 85 and FIG. 86 is the one in which the planetary part is all arranged on the output side of the M / T part M with respect to the first reference example (see FIGS. 1 to 3). is there. In this case, the input / output relationship is completely changed from that of the first reference example , but the operation relationship between the gear pair and the engagement element at each shift stage is exactly the same as the operation shown in FIG. Therefore, the description will be made with reference to FIG. In addition, the speed diagram shown in FIG. 86 in the case of this embodiment is a notation showing the shift characteristics with the input rotation speed of a general automatic transmission as a reference (speed ratio 1), as in the notation method of the first embodiment . The speed ratios of the sun gear, ring gear, and carrier, which are the respective speed change elements, are indicated by white circles, and the speed ratios are shown in white, and these speed ratios indicate that the engine speed is the speed ratio 1 It is what. Therefore, the highest output shaft speed ratio at the seventh speed represents the smallest reduction ratio of the transmission with respect to engine rotation. In addition, the numbers surrounded by circles represent the first to fourth gear pairs of the M / T part M that are connected at the gear position.

Also in the eighteenth reference example , various modifications of the planetary part are possible as in the first reference example . The modified example in this case has a configuration in which the flywheel F / W of each example given in FIGS. 6 to 10 is replaced with the output shaft 3C as a modified example of the first reference example . It replaces with explanation by replacement.

Further, in the case of the gear train of the first embodiment (see FIG. 67), the sixth speed can be increased by skipping the fourth speed. 87 and 88 show an operation table and a speed diagram in this case.

The nineteenth reference example shown in FIGS. 89 to 91 is obtained by replacing the first axis and the second axis in the first embodiment . An operation table and a velocity diagram in this embodiment are as shown in FIGS.

A twentieth reference example shown in FIGS. 92 to 94 is obtained by eliminating the fourth gear pair of the first embodiment . The operation table and velocity diagram for this embodiment are as shown in FIGS.

Furthermore, the 21 reference example shown in FIG. 95 and FIG. 96 are those in the sixth reference example of earlier (see FIGS. 37 39), was transferred to planetary part on the output side of the M / T unit. Since the operation chart in this case is the same as the chart shown in FIG. 38, the description is made with reference to FIG. Also, the velocity diagram is as shown in FIG.

Further, the twenty-second reference example shown in FIGS. 97 and 98 is obtained by moving the planetary part to the output side of the M / T part in the seventh reference example (see FIGS. 40 to 42). Since the operation chart in this case is the same as the chart shown in FIG. 41, the description will be made with reference to FIG. The velocity diagram is as shown in FIG.

Further, the twenty-third reference example shown in FIGS. 99 to 101 is obtained by increasing the speed to eight by adding a brake in the first embodiment (see FIGS. 67 to 69). In this case, a configuration is adopted in which the planetary gear carrier can be fixed to the transmission case via a brake. The operation chart in this case is as shown in FIG. 100, and the velocity diagram is as shown in FIG.

Finally, in the twenty-fourth reference example shown in FIGS. 102 to 104, the planetary part is moved to the output side of the M / T part in the ninth reference example (see FIGS. 53 to 55). In this case, the dog clutch of the second gear pair is also moved to the output shaft side with the transfer of the planetary part. The operation chart in this case is as shown in FIG. 103, and the velocity diagram is as shown in FIG.

The embodiments and many reference examples have been described for the understanding of the present invention. However, the present invention is not limited to the illustrated embodiments and reference examples , and the individual claims in the claims are not limited thereto. Various specific configurations can be changed and implemented within the scope of the matters described in the section.

Claims (38)

A main transmission (M) having at least two rotating elements (11, 12; 13, 14), each set to a different gear ratio;
A differential mechanism (20) having at least three elements (21, 22, 23);
A vehicle transmission comprising a connecting means for directly or selectively connecting the two rotation elements to different transmission elements of the differential mechanism. A main transmission (M) having at least two rotating elements (11, 12; 13, 14), which are drivingly connected to the output and are set to different gear ratios;
A differential mechanism (20) having at least three elements (21, 22, 23);
A first input means for directly or selectively connecting the two rotating elements to the two elements (21, 22) of the differential mechanism and selectively inputting an input rotation;
A vehicle transmission comprising second input means (C-3; 4) for directly or selectively inputting an input rotation to at least one other element (23). The first input means selectively connects the two elements (21, 22) of the differential mechanism and the two rotating elements, and the two elements of the differential mechanism as input shafts. Having a clutch to connect,
The vehicle transmission according to claim 2, wherein the second input means includes a clutch that selectively connects the other element and an input shaft.   The vehicle transmission according to claim 3, wherein two rotation elements of the main transmission are selectively coupled to different elements of the differential mechanism, respectively.   The vehicle transmission according to claim 3 or 4, wherein the main transmission is capable of achieving at least a first shift speed that is a minimum speed.   The vehicle transmission according to claim 3, 4 or 5, wherein the differential mechanism comprises a planetary gear. The planetary gear is a single planetary gear composed of three elements: a sun gear (21), a ring gear (23), and a carrier (22).
One of the sun gear and the ring gear is always connected to the first shaft (1) connected to one of the two rotating elements, and the first clutch (C-1) constituting the first input means. And the other is always connected to the second shaft (2) connected to the other of the two rotating elements and constitutes the first input means. The carrier is selectively connected to the input shaft via the second clutch (C-2), and the carrier is selectively connected to the input shaft via the third clutch (C-3) constituting the second input means. The vehicle transmission according to claim 6. The planetary gear is a double planetary gear composed of three elements: a sun gear (21), a ring gear (23), and a carrier (22).
One of the sun gear and the carrier is always connected to the first shaft (1) connected to one of the two rotating elements, and the first clutch (C-1) constituting the first input means. And the other is always connected to the second shaft (2) connected to the other of the two rotating elements and constitutes the first input means. The ring gear is selectively connected to the input shaft via the third clutch (C-3) constituting the second input means. The vehicle transmission according to claim 6, wherein the transmission is connected.   The first input means includes a clutch (C-1, C-2) for selectively connecting the two elements (21, 22) of the differential mechanism to the two rotating elements, and the differential mechanism ( 20) a clutch (CD) that selectively connects at least two elements, and the second input means is a connection member (4) that always connects the other one element to the input shaft. The vehicle transmission according to claim 2, wherein   The vehicle transmission according to claim 9, wherein the two rotation elements of the main transmission are selectively coupled to different elements of the differential mechanism, respectively.   11. The vehicle transmission according to claim 9, wherein the main transmission can achieve at least a first shift speed that is the lowest speed. 11.   The vehicle transmission according to claim 9, 10 or 11, wherein the differential mechanism comprises a planetary gear. A third clutch (C-D) is provided for selectively connecting at least two elements of the planetary gear;
The planetary gear is a single planetary gear composed of three elements: a sun gear (21), a ring gear (23), and a carrier (22), and one of the sun gear and the ring gear is a first input that constitutes the first input means. It is selectively connected to a first shaft (1) connected to one of the two rotating elements via a clutch (C-1), and the other is a second clutch (C--) constituting the first input means. 13. The second shaft (2) connected to the other of the two rotating elements via 2) is selectively connected, and the carrier is always connected to the input shaft (4) by the connecting member. Vehicle transmission. A third clutch (C-D) is provided for selectively connecting at least two elements of the planetary gear;
The planetary gear is a double planetary gear composed of three elements: a sun gear (21), a ring gear (23), and a carrier (22), and one of the sun gear and the carrier is a first input means that constitutes the first input means. It is selectively connected to a first shaft (1) connected to one of the second rotating elements via a clutch (C-1), and the other is connected to the second shaft via the second clutch (C-2). The vehicle transmission according to claim 12, wherein the ring gear is selectively connected to a second shaft (2) connected to the other of the two rotating elements, and the ring gear is always connected to the input shaft (4) by the connecting member. A main transmission (M) having at least two rotating elements (11, 12; 13, 14), each set to a different gear ratio;
Input means (C-1, C-2) for selectively inputting an input rotation to the two rotation elements;
A differential mechanism (20) having at least three elements (21, 22, 23);
Output means for connecting the two rotating elements to the two elements (21, 22) of the differential mechanism and selectively outputting output rotation from at least one other element (23) and one of the two elements A vehicle transmission characterized by having (3A, 3B, 3C). A main transmission (M) having at least two rotating elements (11, 12; 13, 14), each set to a different gear ratio;
Input means (4) for inputting an input rotation to the two rotation elements;
A differential mechanism (20) having at least three elements (21, 22, 23);
The two rotating elements are selectively coupled to the two elements (21, 22) of the differential mechanism, and output rotation is selectively output from at least one other element (23) and one of the two elements. A vehicle transmission characterized by having output means (3A, 3B, C-1, C-2, CD). A main transmission (M) having at least two rotating elements (11, 12; 13, 14), each set to a different gear ratio;
Input means (4) for inputting an input rotation to the two rotation elements;
A differential mechanism (20) having at least three elements (21, 22, 23);
Output means for connecting the two rotating elements to the two elements (21, 22) of the differential mechanism and selectively outputting output rotation from at least one other element (23) and one of the two elements A vehicle transmission having (3A, 3B, C-1 to C-3).   18. The vehicle transmission according to claim 15, 16 or 17, wherein two rotation elements of the main transmission are selectively coupled to different elements of the differential mechanism, respectively.   The vehicle transmission according to any one of claims 15 to 18, wherein the main transmission is capable of achieving at least a first shift speed that is the lowest speed.   The vehicle transmission according to claim 15, wherein the differential mechanism is a planetary gear. A third clutch (C-D) is provided for connecting at least two elements of the planetary gear;
The planetary gear is a double planetary gear composed of three elements: a sun gear (21), a ring gear (23), and a carrier (22), and one of the sun gear and the carrier is a first shaft (3A) constituting the output means. And the other is always connected to the second shaft (3B) constituting the output means and selectively connected to the one element via the third clutch (C-D). The ring gear according to claim 20, wherein the ring gear is always connected to the output shaft (3C). A third clutch (C-D) is provided for connecting at least two elements of the planetary gear;
The planetary gear is a single planetary gear composed of three elements: a sun gear (21), a ring gear (23), and a carrier (22), and one of the sun gear and the ring gear is a first shaft (1 The other is always connected to the second shaft (2) constituting the output means, and is selectively connected to the one element via the third clutch (C-D). The vehicle transmission according to claim 20, wherein the carrier is always connected to the output shaft (3C). A third clutch (C-D) is provided for connecting at least two elements of the planetary gear;
The planetary gear is a double planetary gear composed of three elements: a sun gear (21), a ring gear (23), and a carrier (22), and one of the sun gear and the carrier is a first shaft (1 ) Is selectively connected via the first clutch (C-1), and the other is selectively connected via the second clutch to the second shaft (2) constituting the output means. 21. The vehicle transmission according to claim 20, wherein the transmission is selectively connected to a ring gear via a three clutch (C-D), and the ring gear is always connected to an output shaft (3C). A third clutch (C-D) is provided for connecting at least two elements of the planetary gear;
The planetary gear is a double planetary gear composed of three elements: a sun gear (21), a ring gear (23), and a carrier (22), and one of the sun gear and the carrier is a first shaft (1 ) And is selectively connected to the output shaft (3C) via the first clutch (C-1), and the other is always connected to the second shaft (2) constituting the output means. And the ring gear is selectively connected to the output shaft (3C) via the third clutch, and is selectively connected to the output shaft (3C) via the second clutch (C-2). The vehicle transmission according to claim 20.   The main transmission achieves a first shift stage by engaging a first clutch, achieves a second shift stage by engaging a second clutch, and engages a third clutch, The vehicle transmission according to claim 7 or 22, wherein an intermediate stage between the first shift stage and the second shift stage is achieved.   The main transmission achieves the first shift stage by engaging the first clutch and the third clutch, and achieves the second shift stage by engaging the second clutch and the third clutch. The vehicle transmission according to claim 13 or 22, wherein an intermediate stage between the first shift stage and the second shift stage is achieved by engaging the clutch and the second clutch. The main transmission is a rotating element,
On the first shaft, there are gears (13, 17) that can selectively achieve the first gear and the third gear having a smaller gear ratio than the second gear,
On the second shaft, there are gears (11, 15) that can selectively achieve the second gear and the fourth gear having a larger gear ratio than the third gear,
A first intermediate stage between the first shift stage and the second shift stage; a second intermediate stage between the second shift stage and the third shift stage; and a third intermediate stage between the third shift stage and the fourth shift stage. The vehicle transmission according to any one of claims 1 to 26, wherein the seventh forward speed is achieved by achieving the above. The main transmission further includes a reverse gear (19) for achieving a reverse state,
26. The vehicle transmission according to claim 7, 8, 24, or 25, wherein a reverse gear is achieved by setting the main transmission to a reverse state and engaging any one of the first to third clutches. The main transmission further includes a reverse gear (19) for achieving a reverse state,
27. The vehicle transmission according to claim 13, 14, 24, or 26, wherein the reverse speed is achieved by setting the main transmission to a reverse state and engaging any two of the first to third clutches. Furthermore, a brake (B-1) capable of locking the ring gear is provided,
The vehicle transmission according to claim 8 or 24, wherein the reverse gear is achieved by engaging the brake and the second clutch (C-2) and setting the main transmission to the second gear. Furthermore, a brake (B-1) capable of locking the ring gear is provided,
The vehicle transmission according to claim 8 or 24, wherein the reverse gear is achieved by engaging the brake and the first clutch (C-1) and setting the main transmission to the first gear. A brake capable of locking either the sun gear or the ring gear is provided,
By engaging the brake and the carrier input clutch and achieving the gear position of the gear on the shaft connected to the other one of the sun gear and the ring gear, the gear speed increased from the gear speed is achieved. 29. A vehicle transmission according to claim 7, 25 or 28, which is achieved. A brake (B-1) capable of locking either the sun gear or the carrier is provided,
A shift speed increased from the shift speed by engaging the brake (C-3) for inputting the brake and the ring gear and achieving a shift speed of the shaft connected to either the sun gear or the carrier. 32. A vehicle transmission according to claim 8, 30 or 31, wherein the vehicle achieves a stage. A brake capable of locking either the sun gear or the ring gear is provided,
A shift speed increased from the shift speed by engaging a clutch that connects the brake, the sun gear, or the ring gear with the main transmission and achieving a shift speed of the shaft that is connected to the ring gear. 30. The vehicle transmission according to claim 13, 26, 27, or 29. A brake capable of locking either the sun gear or the carrier is provided,
A shift speed increased from the shift speed by engaging a clutch that connects the brake, the sun gear, or the carrier and the clutch that connects the main transmission, and achieving a shift speed of the shaft that is connected to the sun gear. 30. The vehicle transmission according to claim 14, 26, 27 or 29, wherein:   The main transmission has gears on the output shaft that respectively pair with the gear on the first shaft and the gear on the second shaft, and either one of the gears that are paired is always connected to the shaft, The vehicle transmission according to any one of claims 1 to 35, wherein the other is selectively connectable to a shaft via a dog clutch.   The main transmission has gears on the output shaft that respectively pair with the gear on the first shaft and the gear on the second shaft, and either one of the gears that are paired is always connected to the shaft, 37. The vehicle transmission according to any one of claims 1 to 36, wherein the other is selectively connectable to a shaft via a multi-plate clutch.   The main transmission has gears on the output shaft that are paired with the gear on the first shaft and the gear on the second shaft, respectively, and either one of the paired gears performs direct rotation and variable speed rotation. The vehicle transmission according to any one of claims 1 to 36, which is coupled to a shaft via a planetary gear mechanism that can be generated.