JP2010071353A - Gear type multi-stage transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a gear type multi-stage transmission which restrains dimension from increasing in axial direction of a transmission casing in spite of increase in variable speed stages and simultaneously can enhance a degree of freedom of layout and selection of engagement element. <P>SOLUTION: The gear type multi-stage transmission 10 is provided with an input shaft 20 and an output shaft 30 which are rotatably supported with respect to the transmission casing (gear box 11) and a gear variable change mechanism which is interposed between the input and output shafts 20, 30 and has the plurality of variable speed stages by selecting a torque transmitting path of the gear variable change mechanism. In the gear type multi-stage transmission 10, it is adapted to dispose the input and output shafts 20, 30 concentrically and simultaneously to make settings of gear diameter of an input gear 21-23 provided on the input shaft 20 and an output gear 32 provided on the output shaft 30 different from each other. In addition, it is adapted to dispose a plurality of counter shafts 40, 50, 60 and provide disconnecting or connecting engagement elements (first gear speed clutch 43, second gear speed clutch 53 and third gear speed clutch 63) in outer peripheral position of the input/output shafts by concentric disposition. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a gear type multi-stage transmission mounted on a vehicle or the like.

  Conventionally, as a gear type multi-stage transmission having an input shaft and an output shaft arranged on the same axis and shifting the rotational driving force input from the input shaft and outputting it from the output shaft, it meshes with an input gear provided on the input shaft. There has been known one provided with a counter shaft provided with an input side transmission gear and an output side transmission gear meshing with an output gear provided on the output shaft (for example, Patent Document 1).

In a conventional gear-type multi-stage transmission, a single counter shaft is provided with a plurality of input-side transmission gears and output-side transmission gears corresponding to the gear stages, and any one of the plurality of input-side transmission gears is selectively used as a counter shaft. The desired gear stage is obtained by engaging with.
JP 2004-125047 A

  However, in the conventional gear-type multi-stage transmission, since a plurality of input-side transmission gears corresponding to a plurality of shift stages are provided on one counter shaft, the counter shaft becomes longer as the shift stage is increased. There was a problem that the transmission case was enlarged in the axial direction.

  In addition, since the plurality of input side transmission gears are coaxially positioned, a clutch that selectively engages one of the plurality of input side transmission gears with the counter shaft must be disposed between the input side transmission gears. In other words, the degree of freedom in the layout of the clutch arrangement was low. Further, the clutch disposed between the transmission gears is limited to a hydraulic clutch or a meshing clutch, and there is a problem that an electromagnetic clutch or the like cannot be used.

  The present invention has been made paying attention to the above-described problem, and can suppress an increase in the axial dimension of the transmission case regardless of an increase in the shift speed, and can improve the flexibility of layout and engagement element selection. It is an object of the present invention to provide a gear type multi-stage transmission that can be used.

To achieve the above object, the present invention comprises an input shaft and an output shaft that are rotatably supported by a transmission case, and a gear transmission mechanism interposed between the input shaft and the output shaft. In a geared multi-stage transmission that obtains a plurality of shift stages by selecting a torque transmission path of the mechanism,
The input shaft and the output shaft are arranged coaxially, and the input gear provided on the input shaft and the output gear provided on the output shaft are set to have different gear diameters,
A plurality of counter shafts are arranged corresponding to each of the plurality of shift stages at the outer peripheral position of the input / output shaft by the coaxial arrangement,
Each of the counter shafts rotatably supported with respect to the transmission case is provided with an input side transmission gear that meshes with the input gear, and an output side transmission gear that meshes with the output gear,
Each of the plurality of counter shafts is provided with an engagement element for connecting or disconnecting either the transmission gear of the input side transmission gear or the output side transmission gear and the counter shaft.

Therefore, in the gear type multi-stage transmission of the present invention, a plurality of counter shafts corresponding to each of the plurality of gear speeds are arranged at the outer peripheral position of the input / output shaft, and each of the counter shafts has an input side transmission gear. And an output side transmission gear and an engagement element for connecting and disconnecting one of the transmission gears and the counter shaft.
That is, the plurality of input-side transmission gears and the plurality of output-side transmission gears corresponding to each of the plurality of transmission groups are positioned in the outer peripheral position surrounding the input / output shaft and are not aligned in the axial direction. Therefore, even if the input-side transmission gear and the output-side transmission gear are increased in order to increase the gear position, the axial dimension can be maintained as it is. Further, since one input side transmission gear, one output side transmission gear, and one engagement element are provided on each counter shaft, it is not necessary to dispose the engagement elements between the transmission gears. Furthermore, any engagement element can be used.
As a result, it is possible to suppress an increase in the axial dimension of the transmission case regardless of an increase in the gear position, and to improve the degree of freedom in layout and engagement element selection.

  Hereinafter, the best mode for realizing the gear type multi-stage transmission of the present invention will be described based on Example 1 and Example 2 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an external view showing a full trailer track having a motor assist mechanism to which the gear type multi-stage transmission of the first embodiment is applied. FIG. 2 is a partially broken perspective view showing the gear-type multi-stage transmission according to the first embodiment. FIG. 3 is a skeleton diagram illustrating the configuration of the gear-type multi-stage transmission according to the first embodiment. 4A is an explanatory diagram when the input shaft of the gear type multi-stage transmission of the first embodiment is viewed from the engine side, and FIG. 4B is an output of the gear type multi-stage transmission of the first embodiment. It is explanatory drawing when a shaft is seen from the engine side. FIG. 5 is a system diagram illustrating a motor assist mechanism to which the gear type multi-stage transmission according to the first embodiment is applied.

  A full trailer truck 1, which is a vehicle having a motor assist mechanism to which the gear type multi-stage transmission of the first embodiment is applied, includes a tractor 2, a trailer 3, and a motor assist mechanism 100 as shown in FIG. 1. . The tractor 2 is a towing vehicle that is capable of self-propelling with an engine (main drive source), and includes a traction device 2a at the rear. The trailer 3 is a non-towing vehicle towed by the tractor 2 and includes a towed device 3a having a brake mechanism and connected to the towing device 2a at the front. The motor assist mechanism 100 is mounted between the pair of front wheels 4a and the pair of rear wheels 4b of the trailer 3, and performs driving assist of the trailer 3 with a shift when starting. As shown in FIG. 5, the motor assist mechanism 100 includes a motor generator MG, an inverter INV, a battery BAT, a gear type multi-stage transmission 10, and a motor assist controller 101.

As shown in FIGS. 2 and 3, the gear-type multi-stage transmission 10 includes a gear box (transmission case) 11, an input shaft 20 (the axis shown in FIG. 4A is O _in ), and an output shaft. 30 (corresponding to the shaft center shown in FIG. 4 (b) is O _out ) and a plurality of counter shafts corresponding to each of a plurality of shift speeds (here, 1st to 3rd speed), that is, 1st speed The first-speed counter shaft 40 (the axis shown in FIGS. 4A and 4B is O ₁ ) and the second-speed counter shaft 50 corresponding to the second-speed stage (see FIGS. 4A and 4B). and an axis indicating the O _2), corresponding to the third speed 3 speed counter shaft 60 (FIG. 4 (a), provided with, to the O ₃ an axis shown in (b)).

  Input shaft 20 has one end inserted into gear box 11 and the other end protruding from gear box 11 is connected to the rotor of motor generator MG via a damper. The input shaft 20 is rotatably supported with respect to the gear box 11 via a bearing 12a. At one end of the input shaft 20 inserted into the gear box 11, a first speed input gear 21 having a gear diameter corresponding to each of a plurality of shift speeds (here, the first speed to the third speed), and 2 The speed input gear 22 and the third speed input gear 23 are integrally formed. The first speed input gear 21, the second speed input gear 22, and the third speed input gear 23 have an increasing gear diameter in order.

  One end of the output shaft 30 is inserted into the gear box 11, and the other end protruding from the gear box 11 is connected to the propeller shaft PS. As shown in FIG. 5, the propeller shaft PS is connected to the left drive shaft DSL connected to the left rear wheel (assist drive wheel) 4b and the right rear wheel (assist drive wheel) 4b via the differential DF. The right drive shaft DSR is connected. The output shaft 30 is formed with a cylindrical portion 31 that extends in the axial direction and into which the input shaft 20 is inserted at one end portion inserted into the gear box 11. By inserting the input shaft 20 into the cylindrical portion 31, the input shaft 20 and the output shaft 30 are arranged coaxially. Further, the input shaft 20 and the cylindrical portion 31 are relatively rotatable via bearings 13a and 13b, and the cylindrical portion 31 is supported rotatably relative to the gear box 11 via a bearing 12b. . An output gear 32 is formed integrally with the cylindrical portion 31. The output gear 32 has a constant gear diameter regardless of a plurality of shift speeds (here, the first speed to the third speed), and the first speed input gear 21, the second speed input gear 22, and the third speed input gear 23. The gear diameter is larger than. That is, all the input gears 21 to 23 and the output gear 32 have different gear diameters.

  Further, a direct coupling clutch (direct coupling element) 34 that directly couples the input shaft 20 and the output shaft 30 at the time of engagement is provided at the end position of the output shaft 30 protruding from the gear box 11. The direct coupling clutch 34 is an electromagnetic clutch, and is fixed to the propeller shaft side surface 11 a which is an external position of the gear box 11. The input shaft 20 and the output shaft 30 engaged by the direct coupling clutch 34 serve as a torque transmission path when a direct coupling stage is obtained.

  The first speed counter shaft 40 is disposed at the outer peripheral position of the input shaft 20 and the output shaft 30 by coaxial arrangement (see FIGS. 4A and 4B), and is rotatable with respect to the gear box 11 via bearings 14a and 14b. It is supported by. A first speed input side transmission gear 41 that meshes with the first speed input gear 21 is fixed to the first speed counter shaft 40, and a first speed output side transmission gear 42 that meshes with the output gear 32 is loosely fitted. Further, a first speed clutch 43 that connects and disconnects the first speed output side transmission gear 42 and the first speed counter shaft 40 is provided at an end position of the first speed counter shaft 40 protruding from the gear box 11. The first speed clutch 43 is an electromagnetic clutch, and is fixed to a propeller shaft side surface 11 a that is an external position of the gear box 11. The first speed input side transmission gear 41, the first speed counter shaft 40, and the first speed output side transmission gear 42 serve as a torque transmission path for obtaining the first gear.

  The 2-speed counter shaft 50 is disposed at the outer peripheral position of the input shaft 20 and the output shaft 30 by coaxial arrangement (see FIGS. 4A and 4B), and is rotatable with respect to the gear box 11 through bearings 15a and 15b. It is supported by. A second speed input side transmission gear 51 that meshes with the second speed input gear 22 is fixed to the second speed counter shaft 50, and a second speed output side transmission gear 52 that meshes with the output gear 32 is loosely fitted. Further, a second speed clutch 53 that connects and disconnects the second speed output side transmission gear 52 and the second speed counter shaft 50 is provided at the end position of the second speed counter shaft 50 protruding from the gear box 11. The second speed clutch 53 is an electromagnetic clutch, and is fixed to the propeller shaft side surface 11 a that is an external position of the gear box 11. The second-speed input-side transmission gear 51, the second-speed counter shaft 50, and the second-speed output-side transmission gear 52 serve as a torque transmission path when obtaining the second gear.

  The 3-speed counter shaft 60 is arranged at the outer peripheral position of the input shaft 20 and the output shaft 30 by coaxial arrangement (see FIGS. 4A and 4B), and is rotatable with respect to the gear box 11 through bearings 16a and 16b. Is held in. A 3-speed input side transmission gear 61 that meshes with the 3-speed input gear 23 is fixed to the 3-speed counter shaft 60, and a 3-speed output side transmission gear 62 that meshes with the output gear 32 is loosely fitted. Further, a third speed clutch 63 that connects and disconnects the third speed output side transmission gear 62 and the third speed counter shaft 60 is provided at the end position of the third speed counter shaft 60 protruding from the gear box 11. The third speed clutch 63 is an electromagnetic clutch, and is fixed to the propeller shaft side end surface 11 a that is an external position of the gear box 11. The third speed input side transmission gear 61, the third speed counter shaft 60, and the third speed output side transmission gear 62 serve as a torque transmission path for obtaining the third speed.

  Motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. Based on a control instruction from motor assist controller 101, motor generator MG generates a three-phase alternating current generated by inverter INV. It is controlled by applying. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery BAT (this state is hereinafter referred to as “power running”), and the rotor receives rotational energy from the rear wheel 4b. In this case, it functions as a generator that generates electromotive force at both ends of the stator coil, and can charge the battery BAT (hereinafter, this state is referred to as “regeneration”).

  The motor assist controller 101 includes a shift position switch 102 that detects a shift position in the tractor 2, a brake switch 103 that detects a brake operation in the tractor 2, an accelerator opening sensor 104 that detects an accelerator opening APO in the tractor 2, Information from the vehicle speed sensor 105 that detects the vehicle speed VSP in the tractor 2 is input. When it is determined that the start condition is satisfied or when the power generation condition is satisfied, an instruction for controlling the motor operating point (Nm, Tm) of motor generator MG is output to inverter INV. Further, an instruction to connect / disconnect at least one of the first speed clutch 43, the second speed clutch 53, the third speed clutch 63, and the direct coupling clutch 34 is output based on the vehicle speed VSP. The motor assist controller 101 monitors the battery SOC indicating the state of charge of the battery BAT via the inverter INV, and this battery SOC information is used as control information for the motor generator MG.

  FIG. 6A is a flowchart showing the flow of the motor assist travel process executed by the motor assist controller of the motor assist mechanism of the first embodiment. Each step will be described below.

  In step S1, it is determined whether or not a start condition for starting the full trailer truck 1 is satisfied. If YES (start condition is satisfied), the process proceeds to step S2. If NO (start condition is not satisfied), step S1 is performed. repeat. Here, whether or not the start condition is satisfied is determined by selecting the D range in the tractor 2 and performing a brake releasing operation, and whether or not the accelerator opening APO is equal to or greater than zero. Whether or not the D range is selected is determined by the input of the shift position switch 102, whether or not the brake is released is determined by the input of the brake switch 103, and whether or not the accelerator opening APO is equal to or greater than zero. This is determined by input from the accelerator opening sensor 104.

  In step S2, following the determination that the start condition is satisfied in step S1, the motor generator MG is powered to operate as an electric motor, and at the same time, the first speed clutch 43 is turned on to switch the first speed output side transmission gear 42 and the first speed. The counter shaft 40 is engaged, and the process proceeds to step 3.

  In step S3, following the driving of the motor generator MG and the operation of the first speed clutch 43 in step S2, it is determined whether or not the vehicle speed VSP is equal to or higher than the set value V1, and YES (the vehicle speed VSP is equal to or higher than the set value V1). If this is the case, the process proceeds to step S4. If NO (the vehicle speed VSP is less than the set value V1), step S2 is maintained. Here, the vehicle speed VSP is determined by the input of the vehicle speed sensor 105 (the same applies hereinafter). Here, for example, V1 = 10 km / h is set.

  In step S4, following the determination that the vehicle speed VSP is greater than or equal to the set value V1 in step S3, the first-speed clutch 43 is turned OFF to disconnect the first-speed output side transmission gear 42 and the first-speed counter shaft 40, and the second speed The clutch 53 is turned ON to engage the second speed output side transmission gear 52 and the second speed counter shaft 50, and the routine proceeds to step 5.

  In step S5, following the switching control between the first speed clutch 43 and the second speed clutch 53 in step S3, it is determined whether or not the vehicle speed VSP is equal to or higher than the set value V2, and YES (the vehicle speed VSP is equal to or higher than the set value V2). ), The process proceeds to step S6. If NO (the vehicle speed VSP is less than the set value V2), step S4 is maintained. Here, for example, V2 = 20 km / h is set.

  In step S6, following the determination that the vehicle speed VSP is greater than or equal to the set value V2 in step S5, the second speed clutch 53 is turned OFF to disconnect the second speed output side transmission gear 52 and the second speed counter shaft 50, and the third speed. The clutch 63 is turned on to engage the third speed output side transmission gear 62 and the third speed counter shaft 60, and the routine proceeds to Step 7.

  In step S7, following the switching control between the second speed clutch 53 and the third speed clutch 63 in step S6, it is determined whether or not the vehicle speed VSP is equal to or higher than the set value V3, and YES (the vehicle speed VSP is equal to or higher than the set value V3). ), The process proceeds to step S8. If NO (the vehicle speed VSP is less than the set value V3), step S6 is maintained. Here, for example, V3 = 30 km / h is set.

  In step S8, following the determination that the vehicle speed VSP is greater than or equal to the set value V3 in step S7, the 3rd speed clutch 63 is turned OFF to disconnect the 3rd speed output side transmission gear 62 and the 3rd speed counter shaft 60, thereby directly coupling the clutch. 34 is turned ON to engage the input shaft 20 and the output shaft 30, and the process proceeds to Step 9.

  In step S9, following the switching control between the third speed clutch 63 and the direct coupling clutch 34 in step S8, it is determined whether or not the vehicle speed VSP is equal to or higher than the set value V4, and YES (the vehicle speed VSP is equal to or higher than the set value V4). In step S10, the process proceeds to step S10. In the case of NO (the vehicle speed VSP is less than the set value V4), step S8 is maintained. Here, for example, V4 = 40 km / h is set.

  In step S10, following the determination that the vehicle speed VSP is greater than or equal to the set value V4 in step S9, the power supply to the motor generator MG is stopped, and at the same time, the direct coupling clutch 34 is turned off to shut off the input shaft 20 and the output shaft 30. And move to return.

  FIG. 6B is a flowchart showing the flow of the traveling power generation process executed by the motor assist controller of the motor assist mechanism of the first embodiment. Each step will be described below.

  In step S11, it is determined whether or not the full trailer truck 1 is traveling without motor assist. If YES (traveling without motor assist), the process proceeds to step S12, and NO (stopping or motor assisting) is performed. If so, repeat step S11.

  In step S12, following the determination that the vehicle is traveling without motor assist in step S11, it is determined whether or not the tractor 2 is in a brake operation. If YES (brake operation), the process proceeds to step S15, and NO. In the case of (no brake operation), the process proceeds to step S13. Here, whether or not the brake is being operated is determined based on the input of the brake switch 103.

  In step S13, following the determination that the brake is not operated in step S12, it is determined whether or not the tractor 2 is in the accelerator return operation. If YES (in the accelerator return operation), the process proceeds to step S15. In the case of (accelerator non-return operation), the process proceeds to step S14. Here, whether or not it is during the accelerator return operation is determined by the input of the accelerator opening sensor 104.

  In step S14, following the determination of the accelerator non-return operation in step S13, it is determined whether or not the tractor 2 is in a downshift operation. If YES (in the downshift operation), the process proceeds to step S15. If NO (no downshift operation), the process proceeds to step S18. Here, whether or not the shift down operation is being performed is determined by an input of the shift position switch 102.

  In step S15, the battery SOC is full following the determination of the brake operation in step S12, the determination of the accelerator return operation in step S13, or the shift down operation in step S14. If YES (battery SOC full), the process proceeds to step S18. If NO (battery SOC full or less), the process proceeds to step S16. Here, whether or not the battery SOC is full is determined by an input from the inverter INV.

  In step S16, following the determination that the battery SOC is full or less in step S15, power generation control is executed, and the process proceeds to step S17. Here, in the power generation control, the direct coupling clutch 34 is turned on to engage the input shaft 20 and the output shaft 30, and the braking energy is regenerated to generate power by the motor generator MG, which is used for charging the battery BAT. To execute.

  In step S17, following execution of power generation control in step S16, it is determined whether or not the tractor 2 is decelerating. If YES (decelerating), the process returns to step S15, and if NO (non-decelerating), Control goes to step S18. Here, whether or not the vehicle is decelerating is determined by the input of the vehicle speed sensor 105.

  In step S18, the power generation control is terminated following the determination that the downshift is not operated in step S14, the determination that the battery SOC is full in step S15, or the determination that the vehicle is decelerating in step S17. Here, the power generation control is ended by turning off the direct coupling clutch 34 to shut off the input shaft 20 and the output shaft 30 and preventing the rotor of the motor generator MG from rotating by the rotational force of the rear wheel 4b.

Next, the operation will be described.
The effects of the gear-type multi-stage transmission 10 according to the first embodiment are as follows: “Axial dimension suppression effect”, “Layout flexibility improvement effect”, “Engagement element selection flexibility improvement effect”, “Motor assist travel effect”, “travel This will be explained separately in “Power generation action”.

[Axial dimension suppression effect]
Usually, the gear transmission mechanism includes an input-side transmission gear provided on a counter shaft that meshes with an input gear provided on an input shaft, and an output-side transmission gear provided on the counter shaft that meshes with an output gear provided on an output shaft. Yes. The torque input from the input shaft is transmitted from the input gear to the input-side transmission gear, which is a gear transmission mechanism, the counter shaft, and the output-side transmission gear, and is output from the output shaft via the output gear. That is, the input side transmission gear, the counter shaft, and the output side transmission gear serve as torque transmission paths, and a plurality of speed stages can be obtained by selecting different torque transmission paths for each speed stage.

  At this time, when a plurality of input-side transmission gears and a plurality of output-side transmission gears are provided on one counter shaft corresponding to a plurality of gear positions, a plurality of input-side transmission gears, a plurality of output-side transmission gears, Are arranged on the same axis. On the other hand, since different torque transmission paths are required to increase the shift speed, a different input-side transmission gear and output-side transmission gear are required for each shift speed. That is, in the case where the input side transmission gear and the output side transmission gear are arranged in parallel on the same axis, the parallel length of the input side transmission gear and the output side transmission gear becomes longer as the shift speed increases, and as a result, the counter shaft The axial length increases, and the axial length of the transmission case that supports the axial length also increases.

  On the other hand, in the gear type multi-stage transmission 10 according to the first embodiment, the first speed corresponding to each of a plurality of speed stages from the first speed to the third speed is provided at the outer peripheral positions of the input shaft 20 and the output shaft 30 arranged coaxially. The counter shaft 40, the second speed counter shaft 50, and the third speed counter shaft 60 are arranged, and the input side transmission gears 41, 51, 61 and the output side transmission gears 42, 52, 62 are provided on the counter shafts 40, 50, 60, respectively. It was set as the structure which provided. In other words, different counter shafts 40, 50, 60 are provided for the respective shift speeds, and the input side transmission gears 41, 51, 61 and the output side transmission gears 42, 52 corresponding to the shift speeds are provided on the respective counter shafts 40, 50, 60. , 62 are provided one by one.

  For this reason, the input side transmission gears 41, 51, 61 are arranged at outer peripheral positions surrounding the input shaft 20, and the output side transmission gears 42, 52, 62 are arranged at outer peripheral positions surrounding the output shaft 30, respectively. Are not parallel in the axial direction. Therefore, the length of the gear box 11 in the axial direction may be at least the sum of the gear width of the input gears 21 to 23 and the gear width of the output gear 32. The gear width of each transmission gear is the axial direction of the gear box 11. Does not contribute to length. Further, when increasing the shift speed, the input-side transmission gear and the output-side transmission gear corresponding to the increasing shift speed are arranged at the outer peripheral positions of the input shaft 20 and the output shaft 20, so the same shaft as the other transmission gears. A new transmission gear can be added to the directional position. As a result, the axial length of the transmission case can be suppressed regardless of the increase in the gear position.

  In particular, in the gear type multi-stage transmission 10 of the first embodiment, the first speed input gear 21, the second speed input gear 22, and the third speed input gear 23 have a gear diameter for each of the first to third speed gears. In other words, the output gear 32 has a constant gear diameter regardless of the gear position.

  Therefore, the counter shaft corresponding to the low speed stage (here, the first speed counter shaft 40 and the second speed counter shaft 50) can be disposed in the radial direction of the input / output shafts 20 and 30, and the radial dimension of the gear box 11 Can be shortened. Further, since the input gears 21 to 23 having a relatively small transmission torque are made to have different gear diameters corresponding to the gear positions, the gear diameter of the output gear 32 having a large transmission torque and a wide gear width is different depending on the gear speeds. The increase in the axial dimension of the gear box 11 can be suppressed compared to the case where the gear box 11 is made.

  Note that the gear diameter of the output gear may be varied corresponding to each of the plurality of shift speeds. In other words, when at least one of the input gear and the output gear has a different gear diameter corresponding to each of the plurality of shift stages, the gear ratio can be increased while suppressing an increase in the radial dimension of the gear box 11. Can take big. In particular, when both the input gear and the output gear are made to have different gear diameters corresponding to each of the plurality of shift speeds, the gear ratio can be increased and the shift width can be increased.

[Action to improve layout flexibility]
When a plurality of input side transmission gears and a plurality of output side transmission gears are provided corresponding to a plurality of shift speeds on one counter shaft, for example, any one of the plurality of input side transmission gears is selectively used as the counter shaft. By engaging with, different torque transmission paths are selected according to the shift speed. At this time, a clutch (engaging element) that selectively engages the plurality of input side transmission gears with the counter shaft must be disposed between the input side transmission gears, and the position of the clutch is limited. .

  On the other hand, in the gear type multi-stage transmission 10 of the first embodiment, the first-speed counter shaft 40, the second-speed counter shaft 50, and the third-speed counter arranged corresponding to a plurality of gear speeds from the first speed to the third speed, respectively. A configuration in which a first speed clutch 43, a second speed clutch 53, and a third speed clutch 63, which are engaging elements for connecting and disconnecting the output side transmission gears 42, 52, 62 and the counter shafts 40, 50, 60, are provided on the shafts 60, respectively. It was adopted.

  For this reason, each clutch 43, 53, 63 connects and disconnects the output side transmission gears 42, 52, 62 one by one, so that it is provided at the end position of each counter shaft 40, 50, 60, or between the transmission gears. Can be provided. Thereby, the freedom degree of a clutch layout can be improved.

[Effects to improve engagement element selection flexibility]
The clutch (engagement element) disposed between the transmission gears is limited to a hydraulic clutch or a meshing clutch due to the influence of oil used for the gear, and an electromagnetic clutch or the like cannot be used.

  On the other hand, in the gear type multi-stage transmission 10 of the first embodiment, the first-speed clutch 43, the second-speed clutch 53, and the third-speed clutch 63 are provided on each of the counter shafts 40, 50, and 60 as described above. Since this is adopted, it is possible to use an electromagnetic clutch in addition to a hydraulic clutch or a meshing clutch as each clutch. Thereby, the freedom degree of selection of an engagement element can be improved.

  In particular, the gear-type multi-stage transmission 10 according to the first embodiment employs a configuration in which the clutches 43, 53, and 63 are provided at the end positions of the counter shafts 40, 50, and 60 and at positions outside the gear box 11. did.

  For this reason, the wet chamber space in the gear box 11 and the dry chamber space outside the gear box 11 can be separated, and wiring and attachment of the clutches 43, 53, 63, which are electromagnetic clutches, can be easily performed. In addition, the maintainability of the clutches 43, 53, 63 can be improved.

  In addition, in the gear type multi-stage transmission 10 according to the first embodiment, a direct coupling clutch 34 that is a direct coupling element that directly couples the input / output shaft during engagement is provided between the input shaft 20 and the output shaft 30. A configuration in which the direct coupling clutch 34 is provided at an end position of the output shaft 30 and at an external position of the gear box 11 is employed.

  For this reason, the number of gears can be increased without causing a significant change in layout or a decrease in maintainability.

[Motor assisted travel action]
The full trailer truck 1 supports the load applied to the trailer 3 only by the trailer 3, and the tractor 2 is structured to pull the trailer 3. Therefore, the towing weight of the tractor 2 is increased by about 15 to 16 t when towing the trailer 3 full of luggage compared to the case where the trailer 3 is not towed. Therefore, although the burden on the tractor 2 varies greatly depending on the presence or absence of the trailer 3 and the load amount, the engine of the tractor 2 has to be enlarged in consideration of reliably pulling the trailer 3. In addition, a large burden is placed on the tractor 2 mainly at the time of starting, and there is also a problem that the burden on the tractor 2 does not change greatly regardless of whether the trailer 3 is pulled or not during normal traveling.

On the other hand, in the gear type multi-stage transmission 10 of the first embodiment, when the full trailer track 1 starts, the process proceeds from step S1 to step S2 to step S3 in the flowchart shown in FIG. Travel processing is executed. At the same time when the power supply to the motor-generator MG is made as t ₁ in FIG. 7, the first-speed clutch 43 of the gear type multi-speed transmission 10 is turned ON. As a result, a power transmission path from the motor generator MG to the rear wheels 4b, 4b of the trailer 3 is connected, and the trailer 3 is driven to start by the motor generator MG, and its driving torque is increased in the gear type multi-stage transmission 10. Can be transmitted.

Then, when the vehicle speed VSP becomes equal to or higher than the set value V1, the process proceeds from step S3 to step S4 to step S5, and the control for switching between the first speed clutch 43 and the second speed clutch 53 is executed, and the first speed is maintained with the motor being fed. The clutch 43 is turned off and the second speed clutch 53 is turned on (t _{2 in} FIG. 7). Further, when the vehicle speed VSP becomes equal to or higher than the set value V2, the process proceeds from step S5 to step S6 to step S7, and the switching control between the second speed clutch 53 and the third speed clutch 63 is executed, and the second speed is maintained while the motor is fed. The clutch 53 is turned off and the third speed clutch 63 is turned on (t _{3 in} FIG. 7). Further, when the vehicle speed VSP becomes equal to or higher than the set value V3, the process proceeds from step S7 to step S8 to step S9, and the switching control between the third speed clutch 63 and the direct coupling clutch 34 is executed, and the third speed clutch is supplied with the motor supplied. 63 is turned off, and the direct clutch 34 is turned on (t _{4 in} FIG. 7). When the vehicle speed VSP becomes equal to or higher than the set value V4, the process proceeds from step S9 to step S10, and the motor-assisted travel process ends. At this time, as t ₅ in FIG. 7, at the same time as power supply to the motor-generator MG is stopped, the lockup clutch 34 of the gear type multi-speed transmission 10 is OFF operation, after the motor-generator MG of the trailer 3 wheels 4b, 4b The power transmission path leading to is cut off.

  In this way, by controlling the clutches 43, 53, 63, and 34 according to the vehicle speed VSP, it is possible to execute drive assist by motor power feeding with a shift, and to transmit torque from the motor generator MG. It can be done efficiently. Then, the driving assist is performed by the motor generator MG by power feeding with speed change when the vehicle starts, so that the burden on the tractor 2 at the time of starting can be reduced, and the engine of the tractor 2 need not be enlarged.

  In particular, in the first embodiment, since the vehicle for starting assistance is the full trailer truck 1, the load on the tractor 2 varies greatly depending on the presence / absence of the trailer 3 and the loading capacity. By mounting the assist mechanism 100, the driving assist mechanism 100 can cover the driving force necessary for starting the trailer 3. Therefore, while increasing the burden of the tractor 2 at the time of start, the burden of the tractor 2 due to the presence or absence of the trailer 3 can be suppressed.

[Running power generation]
In the full trailer track 1 of the first embodiment, when any of the deceleration accompanying the operation, the deceleration accompanying the accelerator returning operation, and the deceleration accompanying the downshift occurs during traveling without motor assistance, the step S11 → the step The process proceeds from S12 to step S13, step S14, step S15, step S16, and step S17, and the running power generation process is executed. When battery SOC is not full, direct coupling clutch 34 is turned on to engage input shaft 20 and output shaft 30, and braking energy is regenerated to generate power by motor generator MG to charge battery BAT. Therefore, power generation control executed by using the power generation is performed. In other words, like the t ₆ in FIG. 8, the vehicle speed VSP is reduced (decelerated) Then simultaneously motor generator MG and wheels 4b after the trailer 3, and 4b are connected via a gear type multistage transmission 10, the motor-generator MG Generate electricity. Thereafter, if the vehicle speed becomes constant, the process proceeds from step S17 to step S18, and the power generation control is terminated. At this time, the direct coupling clutch 34 is turned off to shut off the input shaft 20 and the output shaft 30, thereby shutting off the power transmission from the rear wheels 4b and 4b and stopping the power generation by the motor generator MG (in FIG. 8). t _7). Further, if the vehicle is decelerated thereafter, the power generation control is executed again and power is generated by the motor generator MG (t _{8 in} FIG. ₈ ). If the vehicle speed VSP becomes zero as the vehicle stops, power generation by the motor generator MG is also stopped. (T _{9 in} FIG. 8).

  In this way, by generating the generator power by regenerating braking energy when the vehicle is decelerated, it is possible to cover the power used during motor assist with this braking energy. In addition, since the braking force acts on the trailer 3 during generator power generation, the load on the brake mechanism of the trailer 3 can be reduced.

Next, the effect will be described.
In the gear type multi-stage transmission 10 of the first embodiment, the following effects can be obtained.

  (1) An input shaft 20 and an output shaft 30 that are rotatably supported with respect to a transmission case (gear box 11), and a gear transmission mechanism interposed between the input shaft 20 and the output shaft 30. In the gear type multi-stage transmission 10 that obtains a plurality of shift stages by selecting a torque transmission path of the transmission mechanism, the input shaft 20 and the output shaft 30 are arranged coaxially and provided on the input shaft 20. The input gears 21 to 23 and the output gear 32 provided on the output shaft 30 are set to have different gear diameters, and the outer peripheral positions of the input / output shafts 20 and 30 by the coaxial arrangement are respectively set to the plurality of shift stages. Correspondingly, a plurality of counter shafts 40, 50, 60 are arranged, and the input gear 2 is provided on each of the counter shafts 40, 50, 60 supported rotatably with respect to the transmission case 11. Input side transmission gears 41, 51, 61 meshing with 1 to 23 and output side transmission gears 42, 52, 62 meshing with the output gear 32 are provided, and the input side transmission gears 41, 51, 61 and the output side transmission gears are provided. An engagement element (first speed clutch 43, second speed clutch 53, third speed clutch 63) for connecting / disconnecting one of the transmission gears of the gears 42, 52, 62 and the counter shafts 40, 50, 60 is provided. A plurality of counter shafts 40, 50, 60 are provided. For this reason, it is possible to suppress an increase in the dimension of the transmission case 11 in the axial direction regardless of an increase in the shift speed, and to improve the degree of freedom in layout and engagement element selection.

  (2) At least one of the input gears 21 to 23 and the output gear 32 has a different gear diameter corresponding to each of the plurality of shift speeds. For this reason, it is possible to increase the gear ratio while suppressing an increase in the radial dimension of the transmission case 11.

  (3) Of the input gears 21 to 23 and the output gear 32, one of the input gears 21 to 23 has a different gear diameter corresponding to each of the plurality of shift stages, and the other output gear 32 is A constant gear diameter is used regardless of multiple gears. For this reason, the increase in the axial dimension of the transmission case 11 can be suppressed as compared with the case where the gear diameter of the output gear 32 is made different corresponding to a plurality of shift speeds.

  (4) The engagement elements (the first speed clutch 43, the second speed clutch 53, and the third speed clutch 63) are the respective end positions of the counter shafts 40, 50, 60, and the positions outside the transmission case 11. Provided. For this reason, the wiring and attachment of each engagement element 43, 53, and 63 can be performed easily, and maintainability can be improved.

  (5) A direct coupling element (direct coupling clutch 34) that directly couples the input / output shafts 20 and 30 when engaged is provided between the input shaft and the output shaft 30. For this reason, it is possible to increase the number of gears without causing a significant change in layout.

  (6) The input shaft 20 is connected to a motor generator MG, the output shaft 30 is connected to assist drive wheels (rear wheels 4b, 4b) of the vehicle, and the motor generator MG shifts when starting the vehicle. Drive assist is provided by the accompanying motor power supply, and generator power generation is performed during vehicle deceleration. As a result, it is possible to efficiently reduce the load on the engine that is generated at the time of starting, and it is possible to regenerate braking energy and supply electric power for motor assist.

  (7) The vehicle has a main drive source (engine) mounted on the tow vehicle (tractor 2) side, and the motor generator MG mounted on the towed vehicle (trailer 3) side. This is a full trailer truck 1 that assists driving the towing vehicle 3. Thereby, even if it is a case where the burden concerning the towing vehicle 2 changes greatly with the presence or absence of the towed vehicle 3, a load amount, etc., the increase in the burden to the towing vehicle 2 can be suppressed.

The second embodiment is an example in which a gear-type multi-stage transmission is applied to a vehicle transmission mounted on a vehicle.
First, the configuration will be described.
FIG. 9 is a skeleton diagram showing the configuration of a vehicle transmission to which the gear type multi-stage transmission of the second embodiment is applied.

  In the gear type multi-stage transmission 10A according to the second embodiment, the input shaft 20 is connected to the engine Eng via the auxiliary transmission 70 having a plurality of shift stages, and the output shaft 30 is connected to vehicle drive wheels (not shown). is doing.

  The auxiliary transmission 70 includes a planetary gear (planetary gear) G1 disposed on an axis from the input shaft Input side to the output shaft Output side, a first clutch C1, a second clutch C2, and a plurality of frictional engagement elements. A first brake B1 and a second brake B2 are provided.

  The planetary gear G1 is a single pinion type planetary gear having a sun gear S1, a ring gear R1, and a carrier PC1 that supports a pinion P1 that meshes with both gears S1 and R1.

  The input shaft Input is connected to the ring gear R1, and inputs the rotational driving force from the engine Eng via a torque converter or the like. The output shaft Output is connected to the carrier PC1 via the first clutch C1 and to the ring gear R1 via the second clutch C2, and the output rotational driving force is applied to the input shaft 20 of the gear type multi-stage transmission 10A. introduce.

  The first clutch C1 is a clutch that selectively connects and disconnects the carrier PC1 and the output shaft Output. The second clutch C2 is a clutch that selectively connects and disconnects the ring gear R1 and the output shaft Output. The first brake B1 is a brake that selectively stops the rotation of the carrier PC1 with respect to the transmission case Case. The second brake B2 is a brake that selectively stops the rotation of the ring gear R1 with respect to the transmission case Case.

  FIG. 10 (a) is a fastening operation table showing a fastening state of each friction engagement element for each shift stage of the sub-transmission of the vehicle transmission to which the geared multi-stage transmission of the second embodiment is applied. (b) is a collinear diagram of a sub-transmission of a vehicle transmission to which the geared multi-stage transmission of the second embodiment is applied. In FIG. 10 (a), ◯ indicates that the frictional engagement element is in the engaged state, and no mark indicates that the frictional engagement element is in the released state.

  In the sub-transmission 70 configured as described above, the engagement state of each frictional engagement element is changed such that one frictional engagement element that has been engaged is released and one frictional engagement element that has been released is engaged. By performing the shift, it is possible to realize a shift stage such as a constant speed stage, a deceleration stage, and a reverse speed stage as described below.

  That is, in the “constant speed stage”, the first clutch C1 and the second clutch C2 are engaged, and the rotation speed of the sun gear S1 and the rotation speed of the carrier PC1 and the ring gear R1 coincide. In the “deceleration stage”, the first clutch C1 and the second brake B2 are engaged, and the rotational speed of the sun gear S1 is relatively greater than the rotational speed of the carrier PC1. In the “reverse speed”, the second clutch C2 and the first brake B1 are engaged, and the rotation of the sun gear S1 is reversed in the ring gear R1.

  Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

Next, the operation will be described.
In the gear type multi-stage transmission 10A according to the second embodiment, the input shaft 20 is connected to the engine Eng via the auxiliary transmission 70 having a plurality of shift stages, and the output shaft 30 is connected to vehicle drive wheels (not shown). is doing. The sub-transmission 70 includes a planetary gear (planetary gear) G1, a first clutch C1, a second clutch C2, and a frictional engagement element disposed on an axis from the input shaft Input side to the output shaft Output side. A first brake B1 and a second brake B2 are provided.

  As a result, the torque input from the engine Eng to the auxiliary transmission 70 is not decelerated and remains at a constant speed from the output shaft Output when the first clutch C1 and the second clutch C2 are engaged in the auxiliary transmission 70, for example. In the gear type multi-stage transmission 10A, the first-speed stage, the second-speed stage, the third-speed stage, and the direct-coupled stage are selectively shifted and output to the drive wheels. Further, when the first clutch C1 and the second brake B2 are engaged in the auxiliary transmission 70, they are decelerated and output from the output shaft Output, and in the gear type multi-stage transmission 10A, the first speed, the second speed, the third speed The gears are selectively shifted to the stage and the direct coupling stage and output to the drive wheels.

  That is, the sub-transmission 70 can double the number of gear stages of the gear type multi-stage transmission 10A serving as the main transmission, and the number of stages of the vehicle transmission can be increased with a simple configuration.

  Further, when the second clutch C2 and the first brake B1 are engaged in the auxiliary transmission 70, the rotation of the input shaft Input is reversed and output from the output shaft Output, so that the vehicle can be moved backward. Thereby, gear type multi-stage transmission 10A can be made effective as a transmission for vehicles. Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the gear type multi-stage transmission 10A of the second embodiment, in addition to the effects (1) to (5) of the first embodiment, the following effects can be obtained.

  (8) The input shaft 20 is connected to a drive source (engine Eng) via an auxiliary transmission 70 having a plurality of shift speeds, and the output shaft 30 is connected to drive wheels of a vehicle. For this reason, it is possible to increase the number of shift stages with a simple configuration.

  (9) The input shaft 20 is connected to the engine Eng via a sub-transmission 70 having a plurality of shift stages, and the sub-transmission 70 includes a planetary gear (planetary gear G1) and a plurality of frictional engagement elements (first gears). 1 clutch C1, 2nd clutch C2, 1st brake B1, 2nd brake B2), and has a constant speed stage, a deceleration stage, and a reverse stage by the engaging operation of the plurality of frictional engagement elements C1, C2, B1, B2. Thereby, it can be made effective as a vehicle transmission with a simple configuration.

  The gear-type multi-stage transmission of the present invention has been described based on the first and second embodiments. However, the specific configuration is not limited to these embodiments, and each claim of the claims Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  In the first embodiment, the gear stage in the gear-type multi-stage transmission 10 is changed from the first speed stage to the third speed stage. However, a counter shaft that is different for each speed stage may be arranged at the outer peripheral position at the time of input / output. A configuration having two or more speed stages or a second speed stage may be used.

  In the first embodiment, the transmission gears engaged by the clutches 43, 53, 63 are the output transmission gears 42, 52, 62, but the input transmission gears 41, 51, 61 may be used. Good. Even in this case, the clutches 43, 53, 63 can be provided at the end positions of the counter shafts 40, 50, 60 and outside the gear box 11.

  In the first embodiment, an electromagnetic clutch is used as an engagement element. However, regardless of this, a hydraulic clutch, a dock clutch with a synchronization mechanism (meshing clutch), or the like may be used. It doesn't matter what kind.

  Further, in the second embodiment, the sub-transmission 70 has a constant speed stage, a reduction speed stage, and a reverse speed stage, but may have a third speed stage or more. In this case, further multi-stage can be achieved.

  In the first and second embodiments, the clutches 43, 53, and 63 of the gear-type multi-stage transmission 10 are connected and disconnected based on the control signal from the motor assist controller 101, but manually (manually). You may go.

  In the first embodiment, the gear type multi-stage transmission 10 according to the present invention is applied to the motor assist mechanism 100 mounted on the trailer 3 of the full trailer truck 1. You may apply to the motor assist mechanism made.

  Further, in both the first and second embodiments, the gear type multi-stage transmission mounted on the vehicle has been described as an example. However, even if it is mounted on a machine tool such as a lathe or various robots. Good. In short, the present invention can be applied to any gear type multi-stage transmission that converts the transmission torque from the input shaft to the output shaft in multiple stages by selecting the torque transmission path of the gear transmission mechanism.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an external view showing a full trailer track having a motor assist mechanism to which a gear type multi-stage transmission according to a first embodiment is applied. 1 is a partially broken perspective view showing a gear type multi-stage transmission according to Embodiment 1. FIG. 1 is a skeleton diagram illustrating a configuration of a gear-type multi-stage transmission according to a first embodiment. FIG. (A) is explanatory drawing when the input shaft of the gear type multistage transmission of Example 1 is seen from the engine side, (b) is the output side of the gear type multistage transmission of Example 1 on the engine side. It is explanatory drawing when it sees from. 1 is a system diagram illustrating a motor assist mechanism to which a gear type multi-stage transmission according to a first embodiment is applied. (A) is a flowchart which shows the flow of the motor assist driving | running | working process performed with the motor assist controller of the motor assist mechanism of Example 1, (b) is the motor assist controller of the motor assist mechanism of Example 1. It is a flowchart which shows the flow of a driving | running | working electric power generation process performed by. It is explanatory drawing which shows the control relationship between the vehicle speed at the time of motor assist, motor electric power feeding, and each clutch in the motor assist mechanism of Example 1. FIG. It is explanatory drawing which shows the control relationship between the vehicle speed at the time of driving | running | working electric power generation, and generator electric power generation in the motor assist mechanism of Example 1. FIG. It is a skeleton figure which shows the structure of the transmission for vehicles to which the gear type multistage transmission of Example 2 is applied. (A) is a fastening operation | movement table | surface which shows the fastening state of each friction fastening element for every gear stage of the subtransmission of the transmission for vehicles to which the gear type multistage transmission of Example 2 was applied, (b). FIG. 5 is a collinear diagram of a sub-transmission of a vehicle transmission to which the gear type multi-stage transmission of the second embodiment is applied.

Explanation of symbols

10 gear type multi-stage transmission 11 gear box (transmission case)
20 Input shaft 21 1st speed input gear (input gear)
22 2-speed input gear (input gear)
23 3-speed input gear (input gear)
30 Output shaft 32 Output gear 34 Direct coupling clutch (direct coupling element)
40 1-speed counter shaft (counter shaft)
41 1st speed input side transmission gear (input side transmission gear)
42 1st speed output side transmission gear (output side transmission gear)
43 1-speed clutch (engaging element)
50 2-speed counter shaft (counter shaft)
51 2-speed input-side transmission gear (input-side transmission gear)
52 2-speed output-side transmission gear (output-side transmission gear)
53 2-speed clutch (engagement element)
60 3-speed counter shaft (counter shaft)
61 3-speed input-side transmission gear (input-side transmission gear)
62 3rd speed output side transmission gear (output side transmission gear)
63 3-speed clutch (engagement element)
1 Full trailer truck 2 Tractor 3 Trailer 100 Motor assist mechanism
MG motor generator
INV inverter
BAT battery

Claims (9)

An input shaft and an output shaft supported rotatably with respect to the transmission case, and a gear transmission mechanism interposed between the input shaft and the output shaft, and a plurality of torque transmission paths by selecting a torque transmission path of the gear transmission mechanism In a geared multi-stage transmission that obtains
The input shaft and the output shaft are arranged coaxially, and the input gear provided on the input shaft and the output gear provided on the output shaft are set to have different gear diameters,
A plurality of counter shafts are arranged corresponding to each of the plurality of shift stages at the outer peripheral position of the input / output shaft by the coaxial arrangement,
Each of the counter shafts rotatably supported with respect to the transmission case is provided with an input side transmission gear that meshes with the input gear, and an output side transmission gear that meshes with the output gear,
A gear-type multi-stage characterized in that an engagement element for connecting or disconnecting either the transmission gear of the input side transmission gear or the output side transmission gear and the counter shaft is provided on each of the plurality of counter shafts. transmission. In the gear type multi-stage transmission according to claim 1,
A gear-type multi-stage transmission in which at least one of the input gear and the output gear has a different gear diameter corresponding to each of the plurality of shift stages. The gear type multi-stage transmission according to claim 2,
One input gear of the input gear and the output gear has a different gear diameter corresponding to each of the plurality of shift stages, and the other output gear has a constant gear diameter regardless of the plurality of shift stages. A gear-type multi-stage transmission characterized by the above. The gear type multi-stage transmission according to any one of claims 1 to 3,
The gear-type multi-stage transmission is characterized in that the engagement element is provided at each end position of the counter shaft and at an external position of the transmission case. In the gear type multi-stage transmission according to any one of claims 1 to 4,
A gear-type multi-stage transmission characterized in that a direct engagement element that directly connects an input / output shaft during engagement is provided between the input shaft and the output shaft. The gear type multi-stage transmission according to any one of claims 1 to 5,
Connecting the input shaft to a motor generator;
Connecting the output shaft to the assist drive wheel of the vehicle;
The motor generator is a gear-type multi-stage transmission that performs drive assist by motor power feeding accompanied with a shift when the vehicle starts, and generates a generator when the vehicle decelerates. The gear type multi-stage transmission according to claim 6,
The vehicle is a full trailer truck having a main drive source mounted on a tow vehicle side, the motor generator mounted on a towed vehicle side, and driving assistance of the towed vehicle with a shift at the start. Gear type multi-stage transmission. The gear type multi-stage transmission according to any one of claims 1 to 5,
The input shaft is connected to a drive source via a sub-transmission having a plurality of shift stages,
A gear-type multi-stage transmission, wherein the output shaft is connected to a drive wheel of a vehicle. The gear type multi-stage transmission according to claim 8,
The input shaft is connected to the engine via a sub-transmission having a plurality of shift stages;
The sub-transmission includes a planetary gear and a plurality of frictional engagement elements, and a speed reduction stage, a constant speed stage, and a reverse speed are obtained by an engagement operation of the plurality of frictional engagement elements.

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