JP2010203605A - Transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To shorten an axial dimension of a twin clutch type transmission by suppressing the number of connecting mechanisms such as synchronizers to be disposed on an output shaft to one while securing the number of establishable speed stages. <P>SOLUTION: Since a gear group fixed to first and second sub input shafts 12, 13 coaxial with a main input shaft 11 is engaged with a gear group supported by first and second output shafts 14, 15 and joined to the first and second output shafts 14, 15 by first and second engagement synchronizers S1, S2, and first sub shaft first and second gears 32, 33 supported by a first sub shaft 16 and capable of being mutually joined by a third engagement connecting mechanism S3 are respectively engaged with two gears 26, 27 of the first output shaft 14, by providing respectively only one engagement connecting mechanism S3 in the first and second output shafts 14, 15 and the first sub shaft 16, at least speed stages of forward six stages can be established, and it can contribute to miniaturization of the axial dimension of the transmission T. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention is provided between a main input shaft to which a driving force from a driving source is input, and a first output shaft and a second output shaft that are arranged in parallel to the main input shaft and output the driving force to driving wheels. The present invention relates to a so-called twin clutch type transmission in which a plurality of gear trains for establishing a plurality of shift stages are arranged.

  As a twin clutch type transmission, one described in Patent Document 1 below is known. In this transmission, the first input shaft 3 and the second input shaft 4 are coaxially arranged on the outer periphery of the transmission shaft 2 connected to the engine, and the transmission shaft 2 is connected to the first input shaft 3 and the shaft end of the transmission shaft 2. First clutches C1 and C2 for selectively coupling to the second input shaft 4 are arranged, and a plurality of speed changes are made between the first and second input shafts 3 and 4, the auxiliary shaft 5 and the output shaft 6. A gear group for establishing a stage is arranged.

Japanese Patent No. 3733893

  By the way, the above-mentioned conventional one is connected like a synchronizer so as to establish a desired gear stage by selectively coupling four gears supported on the output shaft 6 so as to be relatively rotatable. Since two mechanisms are provided on the output shaft 6, there is a problem in that the axial dimension of the transmission increases accordingly.

  The present invention has been made in view of the above-described circumstances, and by keeping the number of shift stages that can be established while suppressing the number of coupling mechanisms such as a synchronization device arranged on the output shaft to one, The purpose is to reduce the axial dimension of the twin clutch type transmission.

  In order to achieve the above object, according to the first aspect of the present invention, a main input shaft to which a driving force from a driving source is input, and the driving force that is arranged in parallel with the main input shaft are applied to the driving wheels. A transmission in which a plurality of gear trains for establishing a plurality of shift stages are arranged between a first output shaft and a second output shaft that output, and is arranged coaxially or in parallel with the main input shaft. A first sub-input shaft and a second sub-input shaft, a first clutch capable of coupling the main input shaft to the first sub-input shaft, and a first clutch capable of coupling the main input shaft to the second sub-input shaft. 2 clutches, a first drive gear group fixed to the first sub input shaft, a second drive gear group fixed to the second sub input shaft, and a relative rotation to the first output shaft A first driven that is supported and can be coupled to the first output shaft by a first meshing coupling mechanism A second driven gear group that is supported relative to the second output shaft so as to be rotatable relative to the second output shaft and can be coupled to the second output shaft by a second meshing connection mechanism, and a first driven gear disposed parallel to the main input shaft. A countershaft, a first countershaft first gear fixed to the first compound shaft, and a first gear shaft supported by the first compound shaft so as to be relatively rotatable and coupled to the first compound shaft by a third meshing coupling mechanism A first countershaft second gear, and one gear of the first driven gear group and one gear of the second driven gear group respectively mesh with the gear of the first drive gear group, and The other one gear of the driven gear group and the other one gear of the second driven gear group respectively mesh with the gear of the second drive gear group, and the first countershaft first gear and the first countershaft The second gear meshes with the two gears of the first driven gear group. Transmission is proposed which is characterized in that.

  According to the second aspect of the present invention, in addition to the configuration of the first aspect, the first countershaft is rotatably supported by the first countershaft and can be coupled to the first countershaft by the third meshing connection mechanism. There is proposed a transmission comprising a first countershaft third gear and a gear fixed to the first output shaft and meshing with the first countershaft third gear.

  According to the invention described in claim 3, in addition to the structure of claim 1, the first countershaft is supported by the first countershaft second gear so as to be relatively rotatable and the first countershaft is supported by the third meshing connection mechanism. A transmission comprising a first countershaft third gear that can be coupled to a second gear, and a gear fixed to the first output shaft and meshing with the first countershaft third gear is proposed. The

  According to a fourth aspect of the present invention, in addition to the structure of any one of the first to third aspects, the driving force is supported by the first countershaft so as to be relatively rotatable. And a fourth meshing coupling mechanism capable of coupling the reverse gear to the first countershaft.

  According to the fifth aspect of the present invention, in addition to the configuration of the second or third aspect, the idle shaft disposed parallel to the main input shaft and the idle shaft are supported in a relatively rotatable manner. A reverse idle gear, and a reverse gear that is supported relative to the first countershaft and can be coupled to the first countershaft by a fifth meshing coupling mechanism, the reverse idle gear comprising the reverse gear and the reverse gear A transmission is proposed that meshes with one gear of the first driven gear group.

  According to the invention described in claim 6, in addition to the configuration of claim 2 or claim 3, an idle shaft arranged in parallel with the main input shaft and the idle shaft formed integrally with each other. First and second reverse idle gears that are rotatably supported relative to each other, and a reverse gear that is supported relative to the first countershaft and that can be coupled to the first countershaft by a fifth meshing connection mechanism. A transmission is proposed in which the first reverse idle gear meshes with the reverse gear, and the second reverse idle gear meshes with one gear of the first driven gear group.

  According to a seventh aspect of the present invention, in addition to the configuration of the first aspect, the second sub shaft disposed in parallel to the main input shaft, and the second sub shaft fixed to the second sub shaft. A second countershaft first gear that meshes with a gear fixed to the two output shafts, and a second countershaft that is rotatably supported by the second countershaft and selectively coupled to the second countershaft by a sixth meshing coupling mechanism And a second countershaft second gear and a second countershaft third gear, the second countershaft second gear and the second countershaft third gear being respectively connected to two gears of the second driven gear group. A transmission characterized by meshing is proposed.

  According to the invention described in claim 8, in addition to the configuration of any one of claims 1 to 7, the first sub input shaft and the second sub input are arranged on the outer periphery of the main input shaft. A transmission is proposed in which the shafts are fitted coaxially and the first and second clutches are arranged at the end of the main input shaft opposite to the drive source.

  According to the ninth aspect of the invention, in addition to the configuration of any one of the first to eighth aspects, a motor / generator is provided between the main input shaft and the first and second clutches. A transmission characterized by the arrangement of

  According to the invention described in claim 10, in addition to the configuration of any one of claims 1 to 9, the first countershaft first gear and the first countershaft second gear are at least provided. A transmission is proposed which is arranged in a driving force transmission path of a gear stage.

  The first output shaft fourth gear 42 of the embodiment corresponds to the gear of the invention of claim 2, the second output shaft fourth gear 48 of the embodiment corresponds to the gear of the invention of claim 5, The first to sixth synchronizers S1 to S6 of the embodiment correspond to the first to sixth meshing connection mechanisms of the present invention, and the engine E of the embodiment corresponds to the drive source of the present invention.

  According to the configuration of the first aspect, the first sub-input shaft and the second sub-input shaft are arranged coaxially or in parallel with the main input shaft and the driving force is selectively transmitted via the first and second clutches. The first and second drive gear groups fixed to the first output shaft and the first output shaft parallel to the main input shaft and the second output shaft are rotatably supported by the first and second meshing synchronization devices. The first and second driven gear groups coupled to the shaft and the second output shaft are engaged with each other, and the first countershaft first gear fixed to the first double shaft and the first double shaft are supported so as to be relatively rotatable. Since the first countershaft second gear that can be coupled to the first double shaft by the third meshing coupling mechanism is engaged with the two gears of the first driven gear group of the first output shaft, respectively, By providing only one meshing coupling mechanism for each of the two output shafts and the first countershaft, at least the forward movement 6 Gear position it is possible to establish, can contribute to downsizing of the axial dimension of the transmission of the.

  According to the second aspect of the present invention, the first countershaft third gear supported by the first countershaft in a relatively rotatable manner and coupled to the first countershaft by the third meshing coupling mechanism, and the first output shaft And the number of meshing connection mechanisms of the first output shaft and the number of meshing connection mechanisms of the second output shaft are increased from one each. Instead, the number of forward gears can be increased by one to establish seven forward gears.

  According to the third aspect of the present invention, the first countershaft third gear is supported by the first countershaft second gear so as to be relatively rotatable and can be coupled to the first countershaft second gear by the third meshing coupling mechanism. And a gear fixed to the first output shaft and meshing with the first countershaft third gear, the number of meshing connection mechanisms of the first output shaft and the number of meshing coupling mechanisms of the second output shaft are Without increasing from one each, the number of forward gears can be increased by one to establish seven forward gears.

  According to the fourth aspect of the present invention, the reverse gear that is rotatably supported by the first countershaft and outputs the driving force to the drive wheels, and the fourth meshing coupling mechanism that can couple the reverse gear to the first countershaft. Thus, the reverse gear can be established without increasing the number of meshing coupling mechanisms of the first output shaft and the number of meshing coupling mechanisms of the second output shaft from one each.

  According to the fifth aspect of the present invention, the reverse idle gear is rotatably supported on the idle shaft arranged in parallel with the main input shaft, and is relatively supported on the first secondary shaft so as to be relatively relative to the fifth meshing coupling mechanism. Since the reverse idle gear is meshed with the reverse gear that can be coupled to the first countershaft and one gear of the first driven gear group, it is possible to add two reverse gears to the seven forward gears. .

  According to the sixth aspect of the present invention, the first and second reverse idle gears, which are integrally formed with each other on the idle shaft arranged in parallel with the main input shaft, are supported so as to be rotatable relative to each other. The first reverse idle gear is meshed with a reverse gear that is supported in a relative relationship and can be coupled to the first countershaft by the fifth meshing coupling mechanism, and the second reverse idle gear is meshed with one gear of the first driven gear group. Therefore, it is possible to add two reverse gears to the seven forward gears.

  According to the seventh aspect of the present invention, the second auxiliary shaft arranged in parallel with the main input shaft, and the second auxiliary shaft fixed to the second auxiliary shaft and meshed with the gear fixed to the second output shaft. A first shaft gear, a second countershaft second gear and a second countershaft third gear which are rotatably supported by the second countershaft and can be selectively coupled to the second countershaft by a sixth meshing coupling mechanism. And the second countershaft second gear and the second countershaft third gear are respectively meshed with the two gears of the second driven gear group, so that the number of meshing connection mechanisms of the first output shaft and the second output Without increasing the number of shaft meshing connection mechanisms from one each, the number of forward gears can be increased by two to establish eight forward gears.

  According to the configuration of the eighth aspect, the first and second auxiliary input shafts are coaxially fitted to the outer periphery of the main input shaft, and the first and second clutches are disposed at the end of the main input shaft opposite to the drive source. Compared to the case where the first and second auxiliary input shafts are arranged in parallel with the main input shaft while the driving force of the main input shaft can be selectively transmitted to the first and second multiple input shafts. The radial dimension of the transmission can be reduced.

  According to the ninth aspect of the present invention, since the motor / generator is disposed between the main input shaft and the first and second clutches, the driving force of the driving source is assisted by the driving force of the motor / generator. -Regenerative braking of the generator can be used to recover the kinetic energy of the vehicle body, or the vehicle can be driven only by the driving force of the motor / generator.

  According to the tenth aspect of the present invention, since the first countershaft first gear and the first countershaft second gear are arranged in the driving force transmission path of the lowest gear position, the first countershaft first gear and the first subshaft are arranged. By obtaining a reduction gear ratio with the shaft second gear, it becomes possible to reduce the size of the driven gear at the lowest gear stage, which is usually easy to increase in size, and the radial dimensions can be reduced by bringing the shafts of the transmission closer.

FIG. 1 is a skeleton diagram of a driving force transmission system of an automobile (first embodiment). Explanatory drawing of operation at the time of establishment of the first gear (first embodiment). Action explanatory drawing at the time of the 2nd gear stage establishment (1st Embodiment). Action explanatory view at the time of the establishment of the third gear (first embodiment). Action | operation explanatory drawing at the time of 4th gear stage establishment (1st Embodiment). Action | operation explanatory drawing at the time of 5th gear stage establishment (1st Embodiment). Action | operation explanatory drawing at the time of 6th gear stage establishment (1st Embodiment). The operation | movement table | surface of 1st Embodiment (1st Embodiment). The skeleton figure of the driving force transmission system of a motor vehicle (2nd Embodiment). Action | operation explanatory drawing at the time of 4th gear stage establishment (2nd Embodiment). Action | operation explanatory drawing at the time of 7th gear stage establishment (2nd Embodiment). The operation | movement table | surface of 2nd Embodiment (2nd Embodiment). Skeleton diagram of driving force transmission system of automobile (third embodiment). Explanatory drawing of operation at the time of establishment of a reverse gear (third embodiment). Synchronizer operation table (third embodiment). Skeleton diagram of driving force transmission system of automobile (fourth embodiment). Action explanatory drawing at the time of the 1st reverse gear stage establishment (4th Embodiment). Action explanatory drawing at the time of the 2nd reverse gear stage establishment (4th Embodiment). Synchronizer operation table (fourth embodiment). Skeleton diagram of automobile driving force transmission system (fifth embodiment). Action explanatory drawing at the time of the 1st gear stage establishment (5th Embodiment). Action | operation explanatory drawing at the time of 2nd gear stage establishment (5th Embodiment). Action | operation explanatory drawing at the time of 3rd gear stage establishment (5th Embodiment). Action | operation explanatory drawing at the time of 4th gear stage establishment (5th Embodiment). Action | operation explanatory drawing at the time of 5th gear stage establishment (5th Embodiment). Action | operation explanatory drawing at the time of 6th gear stage establishment (5th Embodiment). Action | operation explanatory drawing at the time of 7th gear stage establishment (5th Embodiment). Action | operation explanatory drawing at the time of 8-speed gear stage establishment (5th Embodiment). Explanatory drawing at the time of reverse gear stage establishment (5th Embodiment). Synchronizer operation table (fifth embodiment). Skeleton diagram of driving force transmission system of automobile (sixth embodiment). Action | operation explanatory drawing at the time of 4th gear stage establishment (6th Embodiment). Explanatory drawing at the time of establishment of the seventh speed gear stage (sixth embodiment). Skeleton diagram of driving force transmission system of automobile (seventh embodiment)

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.

  The six-speed transmission T includes a main input shaft 11, a first sub input shaft 12, a second sub input shaft 13, a first output shaft 14, a second output shaft 15, and a first sub shaft 16. Is provided. The second sub input shaft 13 is coaxially fitted to the outer periphery of the main input shaft 11, and the first sub input shaft 12 is coaxially fitted to the outer periphery of the second sub input shaft 13. The first output shaft 14, the second output shaft 15, and the first auxiliary shaft 16 are arranged in parallel with the main input shaft 11. The engine E is connected to the right end of the main input shaft 11, a first clutch C1 is disposed between the left end of the main input shaft 11 and the first sub input shaft 12, and the left end of the main input shaft 11 and the second end A second clutch C <b> 2 is disposed between the auxiliary input shaft 13.

  A first sub input shaft first gear 21 and a first sub input shaft second gear 22 are fixed to the first sub input shaft 12, and a second sub input shaft first gear is provided on the second sub input shaft 13. 23 and the second auxiliary input shaft second gear 24 are fixed.

  A first output shaft first gear 25 and a first output shaft second gear 26 are supported on the first output shaft 14 so as to be relatively rotatable. The first output shaft first gear 25 and the first output shaft first gear The two gears 26 can be selectively coupled to the first output shaft 14 by the first synchronizer S1. A first output shaft third gear 27 is integrally provided on the first output shaft first gear 25, and a first final drive gear 28 is fixed to the right end of the first output shaft 14.

  A second output shaft first gear 29 and a second output shaft second gear 30 are supported on the second output shaft 15 so as to be relatively rotatable. The second output shaft first gear 29 and the second output shaft The two gears 30 can be selectively coupled to the second output shaft 15 by the second synchronizer S2. A second final drive gear 31 is fixed to the right end of the second output shaft 15.

  A first countershaft first gear 32 is fixed to the first countershaft 16, and a first countershaft second gear 33 is supported so as to be relatively rotatable. The first countershaft second gear 33 is The third synchronizer S3 can be coupled to the first countershaft 16.

  The first sub input shaft first gear 21 meshes with the first output shaft first gear 25, and the first sub input shaft second gear 22 meshes with the second output shaft first gear 29. The second sub input shaft first gear 23 meshes with the first output shaft second gear 26, and the second sub input shaft second gear 24 meshes with the second output shaft second gear 30. The first output shaft third gear 27 meshes with the first countershaft first gear 32, and the first output shaft second gear 26 meshes with the first countershaft second gear 33.

  The first final drive gear 28 and the second final drive gear 31 mesh with the final driven gear 34 of the differential gear D, and the differential gear D is connected to the left and right drive wheels W, W.

  As shown in FIGS. 2 and 8, when the first gear is established, the first clutch C1 is engaged to couple the main input shaft 11 to the first sub input shaft 12, and the first synchronizer S1 moves to the right. Then, the first output shaft second gear 26 is coupled to the first output shaft 14, and the third synchronizer S <b> 3 moves to the right to couple the first countershaft second gear 33 to the first countershaft 16.

  As a result, the driving force of the engine E is: main input shaft 11 → first clutch C1 → first sub input shaft 12 → first sub input shaft first gear 21 → first output shaft first gear 25 → first output shaft. Third gear 27 → first countershaft first gear 32 → first countershaft 16 → third synchronizer S3 → first countershaft second gear 33 → first output shaft second gear 26 → first synchronizer S1 → The first output shaft 14 → the first final drive gear 28 → the final driven gear 34 → the differential gear D is transmitted to the driving forces W and W to establish a first gear.

  As shown in FIGS. 3 and 8, when the second gear is established, the second clutch C2 is engaged to couple the main input shaft 11 to the second sub input shaft 13, and the first synchronizer S1 moves to the right. Then, the first output shaft second gear 26 is coupled to the first output shaft 14.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → second clutch C2 → second sub input shaft 13 → second sub input shaft first gear 23 → first output shaft second gear 26 → first synchronizer Transmission is transmitted to the driving forces W and W through a path of S1, first output shaft 14, first final drive gear 28, final driven gear 34, and differential gear D, and the second gear is established.

  As shown in FIGS. 4 and 8, when the third gear is established, the first clutch C1 is engaged to couple the main input shaft 11 to the first sub input shaft 12, and the second synchronizer S2 moves to the left. Then, the second output shaft first gear 29 is coupled to the second output shaft 15.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → first clutch C1 → first sub input shaft 12 → first sub input shaft second gear 22 → second output shaft first gear 29 → second synchronizer It is transmitted to the driving forces W and W through the path of S2, the second output shaft 15, the second final drive gear 31, the final driven gear 34, and the differential gear D, and the third gear is established.

  As shown in FIGS. 5 and 8, when the fourth speed is established, the first clutch C1 is engaged to couple the main input shaft 11 to the first sub input shaft 12, and the first synchronizer S1 moves to the left. Then, the first output shaft first gear 25 is coupled to the first output shaft 14.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → first clutch C1 → first sub input shaft 12 → first sub input shaft first gear 21 → first output shaft first gear 25 → first synchronizer It is transmitted to the driving forces W and W through the path of S1, first output shaft 14, first final drive gear 28, final driven gear 34, and differential gear D, and the fourth gear is established.

  As shown in FIGS. 6 and 8, when the fifth gear is established, the second clutch C2 is engaged to couple the main input shaft 11 to the second sub input shaft 13, and the second synchronizer S2 moves to the right. Then, the second output shaft second gear 30 is coupled to the second output shaft 15.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → second clutch C2 → second sub input shaft 13 → second sub input shaft second gear 24 → second output shaft second gear 30 → second synchronizer Transmission is transmitted to the driving forces W and W through the path of S2-> second output shaft 15-> second final drive gear 31-> final driven gear 34-> differential gear D to establish a fifth gear.

  As shown in FIGS. 7 and 8, when the sixth gear is established, the second clutch C2 is engaged to couple the main input shaft 11 to the second sub input shaft 13, and the first synchronizer S1 moves to the left. Then, the first output shaft first gear 25 is coupled to the first output shaft 14, and the third synchronizer S <b> 3 moves to the right to couple the first countershaft second gear 33 to the first subshaft 16.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → second clutch C2 → second sub input shaft 13 → second sub input shaft first gear 23 → first output shaft second gear 26 → first sub shaft Second gear 33 → third synchronizing device S3 → first countershaft 16 → first countershaft first gear 32 → first output shaft third gear 27 → first synchronizer S1 → first output shaft 14 → first final A transmission speed W, W is transmitted to the driving force W through the path of the drive gear 28 → the final driven gear 34 → the differential gear D, and the sixth gear is established.

  As described above, the first sub input shaft first gear 21 and the first sub input shaft second gear fixed to the first sub input shaft 12 and the second sub input shaft 13 arranged coaxially with the main input shaft 11. 22, the second auxiliary input shaft first gear 23 and the second auxiliary input shaft second gear 24 are supported by the first output shaft 14 and the second output shaft 15 arranged in parallel with the main input shaft 11 so as to be relatively rotatable. The first output shaft first gear 25, the first output shaft second gear 26, and the second output coupled to the first output shaft 14 and the second output shaft 15 by the first and second meshing synchronization devices S1 and S2. It is meshed with the shaft first gear 29 and the second output shaft second gear 30, and is supported by the first countershaft 16 parallel to the main input shaft 11 so as to be relatively rotatable, and can be coupled to each other by the third meshing connection mechanism S3. The first countershaft first gear 32 and the first countershaft second gear 33 are connected to the first output shaft 14 of the first output shaft 14. Since the shaft third gear 27 and the first output shaft second gear 26 are engaged with each other, the first and second output shafts 14 and 15 and the first auxiliary shaft 16 each have one meshing coupling mechanism S1, S2, S3. It is possible to establish six forward shift speeds simply by providing. Thus, since the first and second output shafts 14 and 15 that define the axial dimension of the transmission T have only one meshing connection mechanism S1 and S2, respectively, the first and second output shafts 14 and 15 It is possible to reduce the length and contribute to the reduction in the axial dimension of the transmission T.

  Particularly, since the first countershaft first gear 32 and the second countershaft second gear 33 are interposed in the transmission path of the driving force when the first gear is established, the first and second countershaft first gears 32, 33 can increase the reduction ratio of the first gear, and the diameter of the first output shaft first gear 25, which tends to increase the diameter in order to increase the reduction ratio, is reduced to reduce the distance between the axes. The radial dimension of T can be reduced.

  Next, a second embodiment of the present invention will be described with reference to FIGS. The transmission T according to the second embodiment is obtained by changing the transmission 6-speed transmission T according to the first embodiment to the forward 7-speed. The following description will focus on the changes.

  When the first countershaft / third gear 41 is supported by the first countershaft / second gear 33 supported by the first countershaft 16 so as to be relatively rotatable, and the third synchronizer S3 moves to the left, The first countershaft third gear 41 is coupled to the first countershaft second gear 33. The first countershaft third gear 41 meshes with a first output shaft fourth gear 42 fixed to the first output shaft 14.

  As shown in FIG. 12, in the second embodiment, a new 4-speed shift stage is added after the 3-speed shift stage of the first embodiment, and the original 4-speed to 6-speed shift stages are added. It has been moved up to a new 5-speed to 7-speed.

  As shown in FIGS. 10 and 12, when the fourth speed is established, the second clutch C2 is engaged to couple the main input shaft 11 to the second sub input shaft 13, and the third synchronizer S3 moves to the left. Then, the first countershaft third gear 41 is coupled to the first countershaft second gear 33.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → second clutch C2 → second sub input shaft 13 → second sub input shaft first gear 23 → first output shaft second gear 26 → first sub shaft The driving force W in the path of the second gear 33 → the third synchronizer S3 → the first countershaft third gear 41 → the first output shaft fourth gear 42 → the first final drive gear 28 → the final driven gear 34 → the differential gear D W is transmitted to W and the fourth gear is established.

  As shown in FIGS. 11 and 12, when the seventh gear is established, the second clutch C2 is engaged to couple the main input shaft 11 to the second sub input shaft 13, and the first synchronizer S1 moves to the left. Then, the first output shaft first gear 25 is coupled to the first output shaft 14, and the third synchronizer S <b> 3 moves to the right to couple the first countershaft second gear 33 to the first subshaft 16.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → second clutch C2 → second sub input shaft 13 → second sub input shaft first gear 23 → first output shaft second gear 26 → first sub shaft Second gear 33 → third synchronizing device S3 → first countershaft 16 → first countershaft first gear 32 → first output shaft third gear 27 → first synchronizer S1 → first output shaft 14 → first final It is transmitted to the driving forces W and W through the path of the drive gear 28 → the final driven gear 34 → the differential gear D, and the seventh gear is established. The action at the time of establishment of the seventh gear is substantially the same as the action at the time of establishment of the sixth gear in the first embodiment (see FIG. 7).

  As described above, according to the second embodiment, in addition to the operational effects of the first embodiment described above, the first countershaft third gear 41 and the first output shaft fourth gear 42 are added. By simply doing so, it is possible to increase the number of forward shift speeds by one and to obtain a transmission T having seven forward speeds.

  Next, a third embodiment of the present invention will be described with reference to FIGS. A transmission T according to the third embodiment is obtained by adding a reverse gear to the seven-speed transmission T according to the second embodiment. Hereinafter, the changes will be mainly described.

  The main part of the transmission T shown in FIG. 13 (the part enclosed by the two-dot chain line) is horizontally reversed with respect to the main part (the part enclosed by the two-dot chain line) of the second embodiment shown in FIG. However, the substantial structure and function are the same.

  A reverse gear 43 is supported on the first countershaft 16 so as to be relatively rotatable. The reverse gear 43 can be coupled to the first countershaft 16 by a fourth synchronizer S4. The reverse gear 43 meshes with the common final driven gear 34 together with the first final drive gear 28 and the second final drive gear 31.

  As shown in FIGS. 14 and 15, when the reverse gear is established, the first clutch C1 is engaged to couple the main input shaft 11 to the first sub input shaft 12, and the fourth synchronizer S4 moves to the left. The reverse gear 43 is coupled to the first countershaft 16.

  As a result, the driving force of the engine E is: main input shaft 11 → first clutch C1 → first sub input shaft 12 → first sub input shaft first gear 21 → first output shaft first gear 25 → first output shaft. It is transmitted to the driving forces W and W through the path of the third gear 27 → first countershaft first gear 32 → first countershaft 16 → fourth synchronizer S4 → reverse gear 43 → final driven gear 34 → differential gear D and reverse A gear position is established.

  The operation at the time of establishment of the first to seventh gears of the third embodiment is the same as that of the second embodiment.

  As described above, according to the third embodiment, in addition to the effects of the first embodiment described above, only the reverse gear 43 and the fourth synchronization device S4 are added to the first countershaft 16. Thus, it is possible to establish a reverse gear position and obtain a transmission T having seven forward speeds and one reverse speed.

  Next, a fourth embodiment of the present invention will be described with reference to FIGS. The transmission T according to the fourth embodiment is obtained by adding two reverse speeds to the seven-speed transmission T according to the second embodiment. Hereinafter, the changes will be mainly described.

  A reverse gear 44 supported by the first countershaft 16 so as to be relatively rotatable is connectable to the first countershaft 16 via a fifth synchronizer S5. The first countershaft first gear 32 fixed to the first countershaft 16 in the second embodiment is supported by the first countershaft 16 so as to be relatively rotatable in the fourth embodiment. The first countershaft first gear 32 can be coupled to the first countershaft 16 by the fifth synchronizer S5. A first reverse idle gear 45a and a second reverse idle gear 45b that are integrally formed are supported on an idle shaft 18 disposed in parallel to the main input shaft 11 so as to be relatively rotatable. The first reverse idle gear 45 a meshes with the reverse gear 44, and the second reverse idle gear 45 b meshes with the first output shaft first gear 25.

  As shown in FIGS. 17 and 19, when the first speed reverse gear is established, the second clutch C2 is engaged to couple the main input shaft 11 to the second sub input shaft 13, and the first synchronizer S1 is moved to the left. To move the first output shaft first gear 25 to the first output shaft 14, the third synchronizer S3 moves to the right to connect the first counter shaft second gear 33 to the first counter shaft 16, and The 5-synchronizer S5 moves to the left to couple the reverse gear 44 to the first countershaft 16.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → second clutch C2 → second sub input shaft 13 → second sub input shaft first gear 23 → first output shaft second gear 26 → first sub shaft Second gear 33 → third synchronizing device S3 → first countershaft 16 → fifth synchronizing device S5 → reverse gear 44 → first reverse idle gear 45a → second reverse idle gear 45b → first output shaft first gear 25 → A first speed reverse shift stage is established by being transmitted to the driving forces W and W through the path of the first synchronizer S1, the first output shaft 14, the first final drive gear 28, the final driven gear 34, and the differential gear D.

  As shown in FIGS. 18 and 19, when the second speed reverse gear is established, the second clutch C2 is engaged to couple the main input shaft 11 to the second sub input shaft 13, and the second synchronizer S2 is moved to the left. The second output shaft first gear 29 is coupled to the second output shaft 15 and the third synchronizer S3 is moved to the right to couple the first counter shaft second gear 33 to the first counter shaft 16, and The 5-synchronizer S5 moves to the left to couple the reverse gear 44 to the first countershaft 16.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → second clutch C2 → second sub input shaft 13 → second sub input shaft first gear 23 → first output shaft second gear 26 → first sub shaft Second gear 33 → third synchronizing device S3 → first countershaft 16 → fifth synchronizing device S5 → reverse gear 44 → first reverse idle gear 45a → second reverse idle gear 45b → first output shaft first gear 25 → First sub input shaft first gear 21 → first sub input shaft 12 → first sub input shaft second gear 22 → second output shaft first gear 29 → second synchronizer S2 → second output shaft 15 → second The driving force W, W is transmitted through the path of the final drive gear 31 → the final driven gear 34 → the differential gear D, and the second speed reverse gear is established.

  The first countershaft first gear 32 is coupled to the first countershaft 16 by the right movement of the fifth synchronizer S5 when all of the first to seventh gears are established. No driving force is transmitted when the shift speed to the sixth speed are established (see “(right)” in FIG. 19).

  As described above, according to the fourth embodiment, in addition to the operational effects of the first embodiment described above, the idle shaft 18, the reverse gear 44, the first and second reverse idle gears 45a and 45b, and By simply adding the fifth synchronization device S5, it is possible to establish a first speed and a second speed reverse gear stage, and to obtain a transmission T having seven forward speeds and two reverse speeds.

  Next, a fifth embodiment of the present invention will be described with reference to FIGS. The transmission T of the fifth embodiment is obtained by adding an eighth speed gear and a reverse gear having a different structure to the seventh speed transmission T of the third embodiment.

  The transmission T with eight forward speeds and one reverse speed includes a main input shaft 11, a first sub input shaft 12, a second sub input shaft 13, a first output shaft 14, a second output shaft 15, A countershaft 16 and a second countershaft 17 are provided. The first sub input shaft 12 is coaxially fitted to the outer periphery of the main input shaft 11, and the second sub input shaft 13 is coaxially fitted to the outer periphery of the first sub input shaft 12. The first sub input shaft 12, the second sub input shaft 13, the first sub shaft 16 and the second sub shaft 17 are arranged in parallel with the main input shaft 11. The engine E is connected to the right end of the main input shaft 11, a first clutch C1 is disposed between the left end of the main input shaft 11 and the first sub input shaft 12, and the left end of the main input shaft 11 and the second end A second clutch C <b> 2 is disposed between the auxiliary input shaft 13.

  A first sub input shaft first gear 21 and a first sub input shaft second gear 22 are fixed to the first sub input shaft 12, and a second sub input shaft third gear is provided on the second sub input shaft 13. 46 is fixed.

  A first output shaft first gear 25 and a first output shaft second gear 26 are supported on the first output shaft 14 so as to be relatively rotatable. The first output shaft first gear 25 and the first output shaft first gear The two gears 26 can be selectively coupled to the first output shaft 14 by the first synchronizer S1. A first output shaft third gear 27 is integrally provided on the first output shaft first gear 25, and a first final drive gear 28 is fixed to the right end of the first output shaft 14.

  A second output shaft first gear 29 and a second output shaft second gear 30 are supported on the second output shaft 15 so as to be relatively rotatable. The second output shaft first gear 29 and the second output shaft The two gears 30 can be selectively coupled to the second output shaft 15 by the second synchronizer S2. A second output shaft third gear 47 is formed integrally with the second output shaft first gear 29, and a second output shaft fourth gear 48 is fixed to the left end of the second output shaft 15, and at the right end. The second final drive gear 31 is fixed.

  A first countershaft first gear 32 is supported on the first countershaft 16 so as to be relatively rotatable, and a first countershaft second gear 33 is supported on the first countershaft first gear 32 so as to be relatively rotatable. The first countershaft first gear 32 can be coupled to the first countershaft 16 and the first countershaft second gear 33 can be coupled to the first countershaft first gear 32 by the third synchronizer S3. It is. A third final drive gear 49 that meshes with the final driven gear 34 is fixed to the right end of the first countershaft 16.

  A second countershaft second gear 51 and a second countershaft third gear 52 are supported on the second countershaft 17 so as to be relatively rotatable, and the second countershaft second gear 51 and the second countershaft third gear are supported. The gear 52 can be selectively coupled to the second countershaft 17 by the sixth synchronizer S6. A second countershaft first gear 50 is fixed to the left end of the second countershaft 17.

  The first sub input shaft first gear 21 meshes with the first output shaft first gear 25, and the first sub input shaft second gear 22 meshes with the second output shaft first gear 29. The second auxiliary input shaft third gear 46 meshes with the first output shaft second gear 26 and the second output shaft second gear 30. The first output shaft third gear 27 meshes with the first countershaft first gear 32, and the first output shaft second gear 26 meshes with the first countershaft second gear 33. The second output shaft second gear 30 meshes with the second countershaft second gear 51, the second output shaft third gear 47 meshes with the second countershaft third gear 52, and the second output shaft fourth gear 48. Meshes with the second countershaft first gear 50.

  The first final drive gear 28, the second final drive gear 31, and the third final drive gear 49 mesh with the final driven gear 34 of the differential gear D, and the differential gear D is connected to the left and right drive wheels W, W.

  As shown in FIGS. 21 and 30, when the first gear is established, the first clutch C1 is engaged to couple the main input shaft 11 to the first sub input shaft 12, and the first synchronizer S1 moves to the left. Then, the first output shaft second gear 26 is coupled to the first output shaft 14, and the third synchronizer S3 is moved to the right to couple the first countershaft second gear 33 to the first countershaft first gear 32. .

  As a result, the driving force of the engine E is: main input shaft 11 → first clutch C1 → first sub input shaft 12 → first sub input shaft first gear 21 → first output shaft first gear 25 → first output shaft. Third gear 27 → first countershaft first gear 32 → third synchronizer S3 → first countershaft second gear 33 → first output shaft second gear 26 → first synchronizer S1 → first output shaft 14 → The first final drive gear 28, the final driven gear 34, and the differential gear D are transmitted to the driving forces W and W through the path, and the first gear is established.

  As shown in FIGS. 22 and 30, when the second gear is established, the second clutch C2 is engaged to couple the main input shaft 11 to the second sub input shaft 13, and the first synchronizer S1 moves to the left. Then, the first output shaft second gear 26 is coupled to the first output shaft 14.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → second clutch C2 → second sub input shaft 13 → second sub input shaft third gear 46 → first output shaft second gear 26 → first synchronizer Transmission is transmitted to the driving forces W and W through a path of S1, first output shaft 14, first final drive gear 28, final driven gear 34, and differential gear D, and the second gear is established.

  As shown in FIGS. 23 and 30, when the third gear is established, the first clutch C1 is engaged to couple the main input shaft 11 to the first sub input shaft 12, and the sixth synchronizer S6 moves to the right. Then, the second countershaft third gear 52 is coupled to the second countershaft 17.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → first clutch C1 → first sub input shaft 12 → first sub input shaft / second gear 22 → second output shaft / first gear 29 → second output shaft. Third gear 47 → second countershaft third gear 52 → sixth synchronizer S6 → second countershaft 17 → second countershaft first gear 50 → second output shaft fourth gear 48 → second final drive gear 31 → Final driven gear 34 → Differential gear D is transmitted to driving forces W, W through a path to establish a third gear.

  As shown in FIGS. 24 and 30, when the fourth speed is established, the second clutch C2 is engaged to couple the main input shaft 11 to the second sub input shaft 13, and the second synchronizer S2 moves to the left. Then, the second output shaft second gear 30 is coupled to the second output shaft 15.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → second clutch C2 → second sub input shaft 13 → second sub input shaft third gear 46 → second output shaft second gear 30 → second synchronizer The transmission speed W is transmitted to the driving forces W and W through the path of S2-> second output shaft 15-> second final drive gear 31-> final driven gear 34-> differential gear D, thereby establishing a fourth gear.

  As shown in FIGS. 25 and 30, when the fifth gear is established, the first clutch C1 is engaged to couple the main input shaft 11 to the first sub input shaft 12, and the first synchronizer S1 moves to the right. Then, the first output shaft first gear 25 is coupled to the first output shaft 14.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → first clutch C1 → first sub input shaft 12 → first sub input shaft first gear 21 → first output shaft first gear 25 → first synchronizer Transmission is made to the driving forces W and W through the path of S1 → first output shaft 14 → first final drive gear 28 → final driven gear 34 → differential gear D to establish a fifth gear.

  As shown in FIGS. 26 and 30, when the sixth speed is established, the second clutch C2 is engaged to couple the main input shaft 11 to the second sub input shaft 13, and the sixth synchronizer S6 moves to the left. Then, the second countershaft second gear 51 is coupled to the second countershaft 17.

  As a result, the driving force of the engine E is: main input shaft 11 → second clutch C2 → second sub input shaft 13 → second sub input shaft third gear 46 → second output shaft second gear 30 → second sub shaft Second gear 51 → sixth synchronizer S6 → second countershaft 17 → second countershaft first gear 50 → second output shaft fourth gear 48 → second output shaft 15 → second final drive gear 31 → final driven gear 34 → Differential gear D is transmitted to the driving forces W and W, and the sixth gear is established.

  As shown in FIGS. 27 and 30, when the seventh gear is established, the first clutch C1 is engaged to couple the main input shaft 11 to the first sub input shaft 12, and the second synchronizer S2 moves rightward. Then, the second output shaft first gear 29 is coupled to the second output shaft 15.

  As a result, the driving force of the engine E is as follows: main input shaft 11 → first clutch C1 → first sub input shaft 12 → first sub input shaft second gear 22 → second output shaft first gear 29 → second synchronizer The transmission speed is transmitted to the driving forces W and W through the path of S2, the second output shaft 15, the second final drive gear 31, the final driven gear 34, and the differential gear D, and the seventh gear is established.

  As shown in FIGS. 28 and 30, when the eighth speed is established, the second clutch C2 is engaged to couple the main input shaft 11 to the second sub input shaft 13, and the second synchronizer S2 moves to the right. Then, the second output shaft first gear 29 is coupled to the second output shaft 15, and the third synchronizer S3 moves to the right to couple the first countershaft second gear 33 to the first countershaft first gear 32. .

  As a result, the driving force of the engine E is as follows: main input shaft 11 → second clutch C2 → second sub input shaft 13 → second sub input shaft third gear 46 → first output shaft second gear 26 → first sub shaft Second gear 33 → third synchronizer S3 → first countershaft first gear 32 → first output shaft third gear 27 → first output shaft first gear 25 → first subinput shaft first gear 21 → first Sub input shaft 12 → first sub input shaft second gear 22 → second output shaft first gear 29 → second synchronizer S2 → second output shaft 15 → second final drive gear 31 → final driven gear 34 → differential gear D Is transmitted to the driving forces W, W, and the eighth gear is established.

  As shown in FIGS. 29 and 30, when the reverse gear is established, the first clutch C1 is engaged to couple the main input shaft 11 to the first sub input shaft 12, and the third synchronizer S3 moves to the left. The first countershaft first gear 32 is coupled to the first countershaft 16.

  As a result, the driving force of the engine E is: main input shaft 11 → first clutch C1 → first sub input shaft 12 → first sub input shaft first gear 21 → first output shaft first gear 25 → first output shaft. Transmission to driving forces W and W through the path of third gear 27 → first countershaft first gear 32 → third synchronizer S3 → first countershaft 16 → third final drive gear 49 → final driven gear 34 → differential gear D The reverse gear is established.

  As described above, according to the fifth embodiment, in addition to the operational effects of the above-described first embodiment, the second corresponding to the first countershaft 16 of the first to fourth embodiments. By adding the countershaft 17 and controlling the connection relationship with the second output shaft 15 by the sixth synchronizer S6 provided on the second countershaft 17, the number of forward shift stages is increased by one, and the forward eight stages Thus, the reverse transmission T can be obtained.

  Next, a sixth embodiment of the present invention will be described with reference to FIGS. A transmission T according to the sixth embodiment is a modification of the second embodiment described with reference to FIGS.

  As is apparent from a comparison between FIGS. 9 and 31, in the second embodiment, the first countershaft third gear 41 is supported by the first countershaft second gear 33 so as to be rotatable relative to the first countershaft. When the device S3 moves to the right, the first countershaft first gear 32 is coupled to the first countershaft second gear 33, and when the third synchronizer S3 moves to the left, the first countershaft third gear 41 becomes the first countershaft first gear. Two gears 33 are coupled.

  On the other hand, according to the present embodiment, the first countershaft third gear 41 is supported by the first countershaft 16 so as to be relatively rotatable, and when the third synchronizer S3 moves to the right, the first countershaft first The gear 32 is coupled to the first countershaft second gear 33, and the first countershaft third gear 41 is coupled to the first countershaft second gear 33 when the third synchronizer S3 moves to the left. .

  Other configurations of the sixth embodiment are substantially the same as those of the second embodiment.

  As shown in FIG. 10, in the second embodiment, the third synchronizer S <b> 3 moves to the left when the fourth gear is established, and the first countershaft third gear 41 is moved via the subshaft 16 to the first countershaft. The second gear 33 is coupled. Similarly, as shown in FIG. 31, in the sixth embodiment, the third synchronizer S3 moves to the left when the fourth gear is established, and the first countershaft third gear 41 is moved via the subshaft 16 to the first gear. The first countershaft is coupled to the second gear 33.

  As shown in FIG. 11, in the second embodiment, the third synchronizer S <b> 3 moves to the right when the seventh speed is established, and the first countershaft first gear 32 is moved to the first via the second countershaft 16. It is coupled to the countershaft second gear 33. Similarly, as shown in FIG. 32, in the sixth embodiment, when the seventh gear is established, the third synchronizer S3 moves to the right to move the first countershaft first gear 32 via the countershaft 16 to the first gear. The first countershaft is coupled to the second gear 33.

  Also according to the sixth embodiment, it is possible to achieve the same effect as that of the second embodiment.

  Next, a seventh embodiment of the present invention will be described with reference to FIG. The transmission T according to the seventh embodiment is a modification of the fourth embodiment described with reference to FIGS.

  As is apparent from a comparison between FIGS. 16 and 34, in the fourth embodiment, the first reverse idle gear 45a and the second reverse idle gear 45b integrally formed on the idle shaft 18 are supported so as to be relatively rotatable. However, in the seventh embodiment, a single reverse idle gear 45 is supported on the idle shaft 18 so as to be relatively rotatable. In the fourth embodiment, the first reverse idle gear 45a meshes with the reverse gear 44, and the second reverse idle gear 45b meshes with the first output shaft first gear 25. The seventh embodiment Then, the reverse idle gear 45 meshes with both the reverse gear 44 and the first output shaft first gear 25.

  Other configurations of the seventh embodiment are substantially the same as those of the fourth embodiment.

  Therefore, according to the seventh embodiment, the function of the first reverse idle gear 45a and the second reverse idle gear 45b is provided in the single reverse idle gear 45 in addition to the function and effect of the fourth embodiment. The number of parts can be reduced.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the first synchronizer S1 to the sixth synchronizer S6 of the first to fifth embodiments may be meshing coupling mechanisms, and can be replaced with a chamfer device or a dog clutch.

  In the embodiment, the first sub input 12 and the second sub input 13 are coaxially arranged on the outer periphery of the main input shaft 11, but the first sub input 12 and the second sub input 13 are parallel to the main input shaft 11. Can be arranged. However, the radial dimension of the transmission T can be reduced when the first sub-input 12 and the second sub-input 13 are arranged coaxially with the main input shaft 11.

  Further, as shown in FIG. 1, it is possible to dispose the motor / generator MG between the engine E and the first and second clutches C1 and C2, and in this way, the driving force of the motor / generator MG. Thus, the driving force of the engine E can be assisted, the kinetic energy of the vehicle body can be recovered by regenerative braking of the motor / generator MG, or the vehicle can be driven only by the driving force of the motor / generator MG. As in the first embodiment, the motor / generator MG can be provided in the second to fifth embodiments.

11 main input shaft 12 first sub input shaft 13 second sub input shaft 14 first output shaft 15 second output shaft 16 first sub shaft 17 second sub shaft 18 idle shaft 32 first sub shaft first gear 33 first Countershaft second gear 41 First countershaft third gear 42 First output shaft fourth gear (Gear of Claim 2)
43 reverse gear 44 reverse gear 45 reverse gear 45a first reverse idle gear 45b second reverse idle gear 48 second output shaft fourth gear (gear of claim 5)
50 Second countershaft first gear 51 Second countershaft second gear 52 Second countershaft third gear C1 First clutch C2 Second clutch E Engine (drive source)
MG Motor generator S1 first synchronizer (first meshing coupling mechanism)
S2 Second synchronization device (second meshing connection mechanism)
S3 3rd synchronizer (3rd meshing connection mechanism)
S4 Fourth synchronization device (fourth meshing coupling mechanism)
S5 Fifth synchronization device (fifth meshing coupling mechanism)
S6 6th synchronizer (6th meshing connection mechanism)
W drive wheel

Claims (10)

A main input shaft (11) to which a driving force from a driving source (E) is input, and a first output shaft (14) that is arranged in parallel with the main input shaft (11) and outputs the driving force to driving wheels (W). ) And the second output shaft (15), in which a plurality of gear trains for establishing a plurality of shift stages are arranged,
A first auxiliary input shaft (12) and a second auxiliary input shaft (13) arranged coaxially or in parallel with the main input shaft (11);
A first clutch (C1) capable of coupling the main input shaft (11) to the first sub input shaft (12);
A second clutch (C2) capable of coupling the main input shaft (11) to the second sub input shaft (13);
A first drive gear group fixed to the first auxiliary input shaft (12);
A second drive gear group fixed to the second auxiliary input shaft (13);
A first driven gear group supported by the first output shaft (14) so as to be relatively rotatable and coupled to the first output shaft (14) by a first meshing connection mechanism (S1);
A second driven gear group supported by the second output shaft (15) so as to be relatively rotatable and coupled to the second output shaft (15) by a second meshing connection mechanism (S2);
A first countershaft (16) disposed parallel to the main input shaft (11);
A first countershaft first gear (32) fixed to the first double shaft (16);
A first countershaft second gear (33) supported by the first double shaft (16) so as to be relatively rotatable and coupled to the first double shaft (16) by a third meshing connection mechanism (S3); ,
One gear of the first driven gear group and one gear of the second driven gear group mesh with two gears of the first drive gear group,
The other one gear of the first driven gear group and the other one gear of the second driven gear group respectively mesh with the gear of the second drive gear group,
The transmission characterized in that the first countershaft first gear (32) and the first countershaft second gear (33) mesh with gears of the first driven gear group, respectively. A first countershaft third gear (41) supported by the first countershaft (16) so as to be relatively rotatable and coupled to the first countershaft (16) by the third meshing connection mechanism (S3);
The transmission according to claim 1, further comprising a gear (42) fixed to the first output shaft (14) and meshing with the first countershaft third gear (41).   The first countershaft third gear supported by the first countershaft second gear (33) so as to be relatively rotatable and coupled to the first countershaft second gear (33) by the third meshing coupling mechanism (S3). A gear (41) and a gear (42) fixed to the first output shaft (14) and meshing with the first countershaft third gear (41) are provided. The described transmission. A reverse gear (43) supported by the first countershaft (16) so as to be relatively rotatable and outputting a driving force to the driving wheel (W);
4. The gear assembly according to claim 1, further comprising a fourth meshing coupling mechanism (S <b> 4) capable of coupling the reverse gear (43) to the first countershaft (16). 5. Transmission. An idle shaft (18) disposed parallel to the main input shaft (11);
A reverse idle gear (45) supported by the idle shaft (18) in a relatively rotatable manner;
A reverse gear (44) supported by the first countershaft (16) so as to be freely relative to each other and connectable to the first countershaft (16) by a fifth meshing connection mechanism (S5);
The transmission according to claim 2 or 3, wherein the reverse idle gear (45) meshes with the reverse gear (44) and one gear of the first driven gear group. An idle shaft (18) disposed parallel to the main input shaft (11);
First and second reverse idle gears (45a, 45b) that are integrally formed with each other and are rotatably supported by the idle shaft (18);
A reverse gear (44) supported by the first countershaft (16) so as to be freely relative to each other and connectable to the first countershaft (16) by a fifth meshing connection mechanism (S5);
The first reverse idle gear (45a) meshes with the reverse gear (44), and the second reverse idle gear (45b) meshes with one gear of the first driven gear group. Transmission according to claim 2 or claim 3. A second counter shaft (17) disposed in parallel with the main input shaft (11);
A second countershaft first gear (50) fixed to the second countershaft (17) and meshing with a gear (48) fixed to the second output shaft (15);
Second countershaft second gear (51) supported by the second countershaft (17) so as to be relatively rotatable and selectively connectable to the second countershaft (17) by a sixth meshing coupling mechanism (S6). And a second countershaft third gear (52),
The transmission according to claim 1, wherein the second countershaft second gear (51) and the second countershaft third gear (52) mesh with two gears of the second driven gear group, respectively. .   The first sub input shaft (12) and the second sub input shaft (13) are coaxially fitted to the outer periphery of the main input shaft (11), and the drive source (E) in the main input shaft (11) The transmission according to any one of claims 1 to 7, wherein the first and second clutches (C1, C2) are arranged at an end opposite to the first side.   The motor generator (MG) is disposed between the main input shaft (11) and the first and second clutches (C1, C2). Transmission according to item.   The first countershaft first gear (32) and the first countershaft second gear (33) are arranged in the driving force transmission path of the lowest gear stage. The transmission according to claim 1.

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