JP2011133041A - Transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission which is shifted in multiple stages and increased in efficiency while reducing the number of components and the size thereof. <P>SOLUTION: In this parallel axis transmission 1, an output shaft C is formed in a double structure having an outer side first output shaft CX to which drive forces from an input shaft M and an intermediate shaft S are transmitted through gear assemblies GT1, GT2 for gear shift and a second output shaft CY installed inside the first output shaft CX on the same axis. A planetary gear mechanism PT is provided between the first output shaft CX and the second output shaft CY. Thereby, in addition to the reduction gear ratio of the shift stages set by the gear assemblies GT1, GT2 for gear shift, a reduction gear ratio obtained by changing the reduction ratio for decreasing or increasing the speed by the planetary gear mechanism PT is output, the number of shift stages which is twice the number of gear stages obtained by the gear assemblies GT1, GT2 for gear shift can be provided. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a transmission mounted on a vehicle or the like, and more particularly, to a parallel-shaft automatic transmission having a number of shift stages while simplifying the configuration by reducing the number of axes and the number of gears.

  Conventionally, as a transmission mounted on a vehicle, for example, there is a parallel shaft type automatic transmission as shown in Patent Document 1. A parallel shaft type automatic transmission arranges gears that mesh with each other on a plurality of shafts installed in parallel to each other, and connects and releases the shafts to the gears, thereby providing a power transmission path formed between the shafts. A desired speed change ratio corresponding to the gear ratio is obtained by switching. Such a parallel shaft type automatic transmission includes a so-called semi-automatic transmission called a dual clutch transmission (DCT).

  In such a parallel-shaft automatic transmission or DCT, it is effective to increase the number of shift stages in order to improve fuel efficiency. However, in the case of a transmission for a horizontally-arranged engine or the like, there is a restriction on the total length in the axial direction, which leads to an increase in the number of parts and weight, so the sixth to eighth gears are currently limited. Further, in a hybrid drive device that uses both an engine and an electric motor, it is necessary to keep the overall dimensions including the transmission and the electric motor small while arranging an electric motor with a large capacity. For this reason, it is necessary to reduce the size of the speed change mechanism by reducing the number of speed stages or adopting a drive device dedicated to the hybrid. However, if the number of gears is kept low, there will be problems such as a reduction in driving force transmission efficiency and an increase in manufacturing cost per unit weight.

  Furthermore, in an automatic transmission or DCT, if the number of shift stages is reduced, the running efficiency obtained by the engine's original driving force is reduced, and thus there is a problem that the effect of improving fuel consumption by hybridization is reduced. In addition, if the hybrid drive device and the engine-specific drive device are separately designed, each drive device has a different structure, and therefore, it is necessary to perform side-by-side production. If it does so, it will become disadvantageous in terms of manufacturing cost.

  Therefore, as described in Patent Document 2, when configuring a hybrid drive device in which an electric motor is mounted on a transmission, it is conceivable to add the electric motor to the conventional automatic transmission as it is. However, in the prior art described in Patent Document 2, there is not enough free space for adding an electric motor in the transmission even if the structure has a small number of gears. Therefore, there is no choice but to install an electric motor outside the transmission. In that case, the addition of a gear train for transmitting the output of the electric motor to the input shaft leads to a complicated transmission configuration and an increased number of parts. . Further, when the electric motor is installed outside the transmission, there is a problem that the layout including the appearance of the vehicle body is greatly restricted.

JP 2005-54958 A JP 2009-1234 A

  The present invention has been made in view of the above-mentioned points, and its object is to reduce the number of parts and the external dimensions compared to the conventional parallel shaft type transmission, and to increase the number of shift stages and increase the efficiency. Another object of the present invention is to provide a transmission capable of constituting a small hybrid drive device by installing an electric motor therein.

In order to solve the above problems, a transmission according to the present invention includes an input shaft (M), an intermediate shaft (S), an idle shaft (L), and an output shaft (C) installed in parallel with each other,
The output shaft (C) is provided on the first output shaft (CX) to which driving force from the input shaft (M) and the intermediate shaft (S) is transmitted, and on the concentric shaft with respect to the first output shaft (CX). A biaxial structure having a second output shaft (CY).
A drive gear (GV) provided in a relatively non-rotatable manner on the input shaft (M), and an idle gear (GL) provided in a relatively non-rotatable or intermittent manner on the idle shaft (L) and meshed with the drive gear (GV). And a gear set (G1) having a driven gear (GN) provided so as not to be relatively rotatable on the intermediate shaft (S) and meshing with the idle gear (GL),
A first transmission drive gear (GTV2 or GTV4) provided on the input shaft (M), a second transmission drive gear (GTV1 or GTV3) provided on the intermediate shaft (S), and a first output shaft (CX) The first gear shift with respect to the input shaft (M), and the gear shift driven gear (GTN1 or GTN2) which cannot be relatively rotated and meshes with both the first and second gear shift drive gears (GTV1, GTV2, or GTV3, GTV4). A shift clutch (C2, C4, or C1, C3) that switches between the intermittent drive gear (GTV2 or GTV4) and the second shift drive gear (GTV1 or GTV2) relative to the intermediate shaft (S). A transmission gear set (GT1, GT2),
A first element (PS) connected to the first output shaft (C1) and a second output shaft (C2) are connected between the first output shaft (C1) and the second output shaft (C2). A planetary gear mechanism (PT) composed of a second element (PC) and a third element (PR) that can be fixed to the stationary member (K),
In addition to the gear ratio of each gear set set by the gear set for transmission (GT1, GT2), the gear ratio for reduction is increased by outputting the gear ratio that is reduced or increased by the planetary gear mechanism (PT). The present invention is characterized in that the number of shift stages is double that of the shift stages obtained by the set (GT1, GT2).

  According to the transmission of the present invention, the first output shaft to which the driving force from the input shaft and the intermediate shaft is transmitted via the gear set for transmission, and the first output shaft are provided on the concentric shaft. A shift gear of each shift stage set by a gear set for transmission is provided, which includes an output shaft having a biaxial structure having a second output shaft, and a planetary gear mechanism provided between the first output shaft and the second output shaft. In addition to the ratio, the speed ratio is reduced or increased by the planetary gear mechanism, and the speed ratio is doubled with respect to the speed ratio obtained by the gear set for speed change. This reduces the number of shafts and the number of gears compared to conventional parallel-shaft automatic transmissions, making it a highly lightweight and compact transmission with high fuel efficiency by increasing the number of gears. realizable. As a specific example of this point, in the parallel shaft type automatic transmission described in Patent Document 1, a 6-speed transmission is configured with 6 axes and 15 gears, In a transmission according to an embodiment described later of the present invention, a planetary gear mechanism is added to a skeleton with the number of axes = 4 and the number of gears = 10, and an 8-speed transmission can be configured. The number of axes here is a number including a reverse (reverse) axis, and the number of gears is a number excluding a final gear provided on the output shaft.

  In the transmission according to the present invention, the gear ratio of each speed stage obtained by the gear set for speed change is added to the gear ratio increased or decreased by the planetary gear mechanism to obtain a double speed stage number. . Therefore, for example, when obtaining a gear ratio that is reduced by the planetary gear mechanism with respect to the gear ratio of each gear stage obtained by the transmission gear set as in the embodiment described later, there is no speed reduction by the planetary gear mechanism. The side shift stage has a smaller reduction ratio than the low speed side shift stage. Therefore, a lightweight and compact design is possible in terms of strength and rigidity of the gear and shaft. Further, at the high speed side gear stage, the planetary gear mechanism is in a directly connected state without deceleration, so that the transmission efficiency of the driving force does not deteriorate. On the other hand, even with the low-speed gear stage decelerated by the planetary gear mechanism, the same gear stage as the high-speed gear stage can be used in the gear set for speed change, and the reduction gear ratio is ensured by the planetary gear mechanism that is advantageous in the high load region. The Accordingly, the transmission has a multi-speed stage on both the low speed side and the high speed side while having a lightweight and compact structure. Therefore, the transmission can be mounted on a vehicle equipped with an engine placed horizontally, and the fuel efficiency is improved by increasing the number of shift stages.

  In addition, the above effects can achieve both compactness and weight reduction with a significantly smaller number of parts and a short overall length, as well as multi-stages and higher efficiency compared to conventional parallel shaft transmissions. . Furthermore, even if the present invention is applied to a transmission that is accompanied by a torque converter or the like to improve the startability of the vehicle, it is possible to reduce the size and weight.

  In the above transmission, the reverse drive gear (GR) directly meshed with the shift driven gear (GTN1 or GTN2) and the idle gear (GL) for switching between the idle gear (GL) and the idle shaft (L) are switched. It may further include at least one of a first reverse switching clutch (CR1) and a second reverse switching clutch (CR2) that switches between the intermittent drive gear (GR) and the idle shaft (L). In this way, if the reverse drive gear is installed so as to be intermittent with respect to the idle shaft, it is not necessary to provide a reverse gear setting shaft (reverse shaft) separately, so the number of transmission shafts can be reduced. Can do. Further, the mechanism for setting the reverse gear can be made simple and compact.

In the above transmission, an electric motor (MOT) may be mounted on the input shaft (M) at a position closer to the drive source (EG) than the drive gear (GV) and the transmission gear set (GT1, GT2). In this case, the electric motor (MOT) has a rotor (MR) and a stator (MS), and the rotor (MR) is preferably attached so as to rotate integrally on the input shaft (M) and the concentric shaft. Further, in this case, a main clutch (CM) for intermittently driving the driving force (EG) provided on the input shaft (M) is provided, and the rotor (MR) of the electric motor (MOT) is connected to the main clutch (CH ) In the member (CA) fixed on the input shaft (M) side.
Alternatively, in the above transmission, the motor shaft (P) installed in parallel with the input shaft (M), the electric motor (MOT) attached to the motor shaft (P), and the motor shaft (P) cannot be relatively rotated. And a motor drive gear (GP) that meshes with any gear (GL) of the power transmission gear set (G1).
In these cases, the electric motor (MOT) may be a motor / generator having both a function as a motor and a function as a generator.

  The transmission of the present invention is equipped with the above-described electric motor, so that it has the same full-length space as the conventional parallel shaft type transmission or a transmission dedicated to a driving source such as an engine and uses the same skeleton as it is. However, an electric motor can be installed inside the transmission. Therefore, since both the driving force of the driving source such as the engine and the driving force of the electric motor can be used, so-called EV traveling using only the driving force of the electric motor, assist traveling by the electric motor of the driving source such as the engine, regenerative traveling, driving the engine, etc. It becomes possible to perform hybrid drive having high commerciality such as operation of an air compressor by an electric motor when the source is stopped. Therefore, it is possible to provide a hybrid drive device that can realize high efficiency and low fuel consumption by increasing the number of shift stages and assisting the driving force by the electric motor while having a lightweight and compact configuration.

  In the above transmission, the air conditioner shaft (Q) installed in parallel with the input shaft (M), the air compressor (AC) driven by the rotation of the air conditioner shaft (Q), and the air conditioner shaft (Q). And an air conditioner driving gear (GQ) that is installed so as not to be relatively rotatable and meshes with any gear (GL) of the power transmission gear set (G1). According to this, when the driving source such as the engine is stopped, the air compressor can be operated only by the electric motor. Accordingly, it is possible to perform air conditioning or the like in the passenger compartment while the driving source such as the engine is stopped. In this case, the motor shaft (Q) and the air conditioner shaft (P) may be a common shaft. According to this, since the number of shafts included in the transmission can be reduced, simplification of the configuration of the transmission and weight reduction can be achieved.

The transmission includes an oil pump (OP) for operating at least one of the first and second clutches (CH, CL) and the transmission clutches (C1 to C4), and the oil pump (OP). May be configured to operate with rotation of the idle shaft (L). According to this, even when the driving source such as the engine is stopped, the oil pump can be driven only by the electric motor, so that it is possible to set the gear stages necessary for starting and shifting by operating each clutch.
In addition, the code | symbol in said parenthesis shows the code | symbol of the corresponding component of embodiment mentioned later as an example of this invention.

  According to the transmission according to the present invention, it is possible to increase the number of shift stages and increase the efficiency, while the number of parts and the compact external dimensions are small as compared with the conventional parallel shaft type transmission. In addition, a small hybrid drive device in which an electric motor is installed inside the transmission can be configured.

It is a skeleton figure of the transmission concerning a 1st embodiment of the present invention. It is a table | surface which shows the engagement / release state of each clutch for setting each gear stage with the transmission of 1st Embodiment. It is a skeleton figure of the transmission which shows the power transmission path | route of 1st gear stage. It is a skeleton figure of a transmission which shows the power transmission path of the 2nd speed stage. It is a skeleton figure of the transmission which shows the power transmission path | route of the 3rd speed stage. It is a skeleton figure of the transmission which shows the power transmission path | route of 4th speed level. It is a skeleton figure of the transmission which shows the power transmission path | route of 5th speed level. It is a skeleton figure of the transmission which shows the 6th speed stage power transmission path. It is a skeleton figure of the transmission which shows the power transmission path | route of 7th gear stage. It is a skeleton figure of the transmission which shows the power transmission path | route of 8th speed level. It is a skeleton figure of the transmission which shows the power transmission path | route of a reverse gear. It is a skeleton figure of the transmission concerning 2nd Embodiment of this invention. It is a table | surface which shows the engagement / release state of each clutch for setting each gear stage with the transmission of 2nd Embodiment. It is a skeleton figure which shows the driving force transmission path | route in the transmission of 2nd Embodiment, (a) is a driving force transmission path | route at the time of start in EV driving | running | working (EV start), (b) drives an air compressor with an electric motor. The driving force transmission path at the time of doing is shown. It is a skeleton figure of the transmission concerning 3rd Embodiment of this invention. It is a skeleton figure of the transmission concerning 4th Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[First Embodiment]
FIG. 1 is a skeleton diagram showing an example of the overall configuration of the transmission according to the first embodiment of the present invention. A transmission 1 shown in FIG. 1 is a parallel shaft type automatic transmission having an input shaft M, an idle shaft L, an intermediate shaft S, and an output shaft C provided in parallel to each other. The input shaft M is connected to the crankshaft CS of the engine EG via a torque converter TC.

  The output shaft C includes a hollow cylindrical first output shaft CX to which driving force from the input shaft M and the intermediate shaft S is transmitted via first and second gear sets GT1 and GT2 described later, This is a double structure having a second output shaft CY provided inside the concentric shaft with respect to the output shaft CX. The first output shaft CX is provided with a first shift driven gear GTN1 constituting the first shift gear set GT1 and a second shift driven gear GTN2 constituting the second shift gear set GT2. The second output shaft CY is provided with a final gear FG for transmitting driving force to a differential mechanism (not shown).

  Further, a power transmission gear set G1 is provided between the input shaft M, the idle shaft L, and the intermediate shaft S. The power transmission gear set G1 is provided on the drive shaft GV provided non-rotatably (fixed) on the input shaft M, the driven gear GN provided non-rotatably on the intermediate shaft S, and the idle shaft L. And an idle gear GL provided. The idle gear GL is switchable (intermittent) to enable / disable relative rotation with respect to the idle shaft L by the first reverse switching clutch CR1. The idle gear GL fixed to the idle shaft L meshes with both the drive gear GV and the driven gear GN fixed to the input shaft M and the intermediate shaft S, respectively. Thereby, the input shaft M and the intermediate shaft S are driven at a constant rotation ratio.

  Further, between the input shaft M and the intermediate shaft S and the output shaft C, a speed change mechanism portion GT for setting a gear position is provided. The speed change mechanism part GT includes two sets of speed change gear sets including a first speed change gear set GT1 and a second speed change gear set GT2.

  The first speed change gear set GT1 is provided with a 1-5 speed drive gear (second speed change drive gear) GTV1 provided so as to be relatively rotatable on the intermediate shaft S, and 2- A 6-speed drive gear (first shift drive gear) GTV2, and a first shift driven gear (shift driven gear) GTN1 provided so as not to be relatively rotatable on the first output shaft CX; 2-6 Both the high speed drive gear GTV2 and the 1-5 speed drive gear GTV1 mesh with the first gear shift driven gear GTN1. On the intermediate shaft S, a 1-5 shift clutch C1 for switching the on / off state of the 1-5 speed drive gear GTV1 with respect to the intermediate shaft S is installed. A 2-6 shift clutch C2 for switching the on / off state of the 6-speed drive gear GTV2 is provided. The 1-5 shift clutch C1 and the 2-6 shift clutch C2 are both generally known hydraulically operated friction clutches.

  The second speed change gear set GT2 is provided with a 3-7 speed drive gear (second speed change drive gear) GTV3 provided on the intermediate shaft S so as to be relatively rotatable, and a 4- Eight-speed drive gear (first shift drive gear) GTV4 and second shift driven gear (shift driven gear) GTN2 provided so as not to be relatively rotatable on the first output shaft CX. 3-7 Both the high-speed drive gear GTV3 and the 4-8-speed drive gear GTV4 are meshed with the second shift driven gear GTN2. On the intermediate shaft S, a 3-7 shift clutch C3 for switching the on / off state of the 3-7 speed drive gear GTV3 with respect to the intermediate shaft S is installed. A 4-8 shift clutch C4 is provided for switching the on / off state of the 4-8 speed drive gear GTV4. Both the 3-7 shift clutch C3 and the 4-8 shift clutch C4 are generally known hydraulically operated friction clutches.

  That is, the speed change mechanism part GT has a first speed change gear set GT1 and a second speed change gear set GT2 which are two sets of forward gear trains. The first transmission gear set GT1 has one driven gear fixed to the output shaft C by two drive gears GTV1 and GTV2, which are arranged on the intermediate shaft S and the input shaft M so as to be able to be intermittently connected by transmission clutches C1 and C2, respectively. The second gear set GT2 is configured to have two drive gears GTV3 and GTV4, which are arranged on the intermediate shaft S and the input shaft M so as to be intermittently disengageable by gear clutches C3 and C4, respectively. In this configuration, one driven gear GTN2 fixed to the output shaft C is shared.

  Further, the transmission 1 includes a reverse drive gear GR provided so as to be capable of relative rotation on the idle shaft L, and a second reverse switch clutch CR2 for switching on / off of the reverse drive gear GR with respect to the idle shaft L. Is provided. The reverse drive gear GR is directly meshed with either the first shift driven gear GTN1 or the second shift driven gear GTN2.

  A planetary gear mechanism PT is provided between the first output shaft CX and the second output shaft CY. The planetary gear mechanism PT includes a sun gear (first element) PS connected (fixed) to the first output shaft CX, a carrier (second element) PC connected (fixed) to the second output shaft CY, and a transmission. And a ring gear (third element) PR that can be fixed to one casing (fixed member) K.

  Further, the first clutch CH for switching the connection between the first output shaft CX and the carrier PC of the planetary gear mechanism PT, and the connection between the ring gear PR of the planetary gear mechanism PT and a stationary member such as the casing K are switched. A second clutch CL is provided. The first clutch CH is disposed between the first gear shift driven gear GTN1 fixed to the first output shaft CX and the carrier PC of the planetary gear mechanism PT. Here, the first clutch CH is preferably a mechanism that performs an operation mainly based on intermittent switching rather than smooth engagement. Specifically, the first clutch CH may be a wet clutch or the like. The second clutch CL is a one-way clutch (brake), and is allowed to rotate in one direction of the ring gear PR in the released state, and the ring gear PR is fixed to the casing K in the engaged state. ing.

  When the configuration of the transmission 1 is organized by the components on each axis, the drive gear GV of the power transmission gear set G1 and the second speed change on the input shaft M from the side close to the engine EG that is the drive source. 4-8 speed drive gear GTV4 of the gear set GT2, 4-8 speed change clutch C4, 2-6 speed change clutch C2, and 2-6 speed drive gear GTV2 of the first speed change gear set GT1 are provided in this order. ing. Further, on the intermediate shaft S, from the side close to the engine EG, the driven gear GN of the power transmission gear set G1, the 3-7 speed drive gear GTV3 of the second speed change gear set GT2, and the 3-7 speed change clutch C3 , 1-5 shift clutch C1, and 1-5 speed drive gear GTV1 of first shift gear set GT1 are provided in this order. On the idle shaft L, from the side close to the engine EG, the idle gear GL of the power transmission gear set G1, the first reverse switching clutch CR1, the reverse drive gear GR, and the second reverse switching clutch CR2 are provided. In order. Further, on the output shaft C (the first output shaft CX and the second output shaft CY), from the side closer to the engine EG, the final gear FG, the second shift driven gear GTN2 of the second shift gear set GT2, A first transmission driven gear GTN1 and a planetary gear mechanism PT of the first transmission gear set GT1 are provided in this order.

  FIG. 2 is a list showing engagement / disengagement (connection / disconnection) states of clutches (first and second clutches CH and CL, and transmission clutches C1 to C4) for setting each gear position in the transmission 1. It is a table. In the table, 1, 2, 3, 4, L, H, and R1 / 2 are 1-5 shift clutch C1, 2-6 shift clutch C2, and 3-7 shift clutch C3, 4-8, respectively. A shift clutch C4, a second clutch CL, a first clutch CH, and first and second reverse switching clutches CR1 and CR2 are shown. Further, the ● mark indicates that each clutch is in an engaged state, and the blank indicates that the clutch is in a released state. In addition, a circle indicates a state in which the second clutch CL is engaged and the one-way mechanism is activated. FIGS. 3A to 3I are skeleton diagrams of the transmission 1 showing power transmission paths at the respective speeds. In FIGS. 3A to 3I, the engaged clutch is shown by shading, and the power transmission path in the transmission 1 is shown by a thick arrow. In addition, the * mark shown to the same figure (a), (c), (e), (g) has shown the transmission path | route of the driving force from the idle gear GL to the driven gear GN.

  In the transmission 1 having the above-described configuration, the first and second clutches CH and CL and the four shift clutches C1 to C4 are selectively engaged, thereby causing the forward 8th speed (LOW to 8TH) and the reverse 1st speed. (RVS) can be set. Hereinafter, the setting of each gear position will be described in order.

  First, to set the first gear (LOW), the 1-5 shift clutch C1 is engaged. At this time, since the first clutch CH is released, the one-way mechanism of the second clutch CL operates. Thereby, the ring gear PR of the planetary gear mechanism PT is fixed. Therefore, the driving force is transmitted at a gear ratio reduced by the planetary gear mechanism PT with respect to the gear ratio obtained by the transmission mechanism portion GT. At the same time, in the speed change mechanism part GT, the 1-5 speed drive gear GTV1 cannot rotate relative to the intermediate shaft S by the engagement of the 1-5 speed change clutch C1. Therefore, as shown in FIG. 3 (a), the driving force input from the engine EG is: input shaft M → drive gear GV → idle gear GL → driven gear GN → intermediate shaft S → 1-5 speed drive gear GTV1 → The first transmission gear GTN1 → the first output shaft CX → the sun gear PS of the planetary gear mechanism PT → the carrier PC of the planetary gear mechanism PT → the second output shaft CY is transmitted. In the second clutch CL, the one-way mechanism operates only during acceleration, and during the deceleration, the one-way mechanism does not operate and torque transmission is performed by the engagement of the second clutch CL.

  To set the second speed (2ND), the 2-6 shift clutch C2 is engaged. In this case, the ring gear PR of the planetary gear mechanism PT is fixed by releasing the first clutch CH and engaging the second clutch CL. Further, the 2-6 speed drive gear GTV2 cannot be rotated relative to the input shaft M by the engagement of the 2-6 shift clutch C2. Therefore, as shown in FIG. 3 (b), the driving force input from the engine EG is: input shaft M → 2-6 speed drive gear GTV2 → first gear driven gear GTN1 → first output shaft CX → planetary gear It is transmitted through the path of the sun gear PS of the mechanism PT → the carrier PC of the planetary gear mechanism PT → the second output shaft CY.

  To set the third speed (3ND), the 3-7 shift clutch C3 is engaged. Also in this case, the ring gear PR of the planetary gear mechanism PT is fixed by releasing the first clutch CH and engaging the second clutch CL. In addition, the 3-7 speed drive gear GTV3 cannot rotate relative to the intermediate shaft S by the engagement of the 3-7 speed change clutch C3. Therefore, as shown in FIG. 3 (c), the driving force input from the engine EG is: input shaft M → drive gear GV → idle gear GL → driven gear GN → intermediate shaft S → 3-7 speed drive gear GTV3 → The second transmission gear GTN2 → the first output shaft CX → the sun gear PS of the planetary gear mechanism PT → the carrier PC of the planetary gear mechanism PT → the second output shaft CY is transmitted.

  To set the fourth speed (4TH), the 4-8 shift clutch C4 is engaged. Also in this case, the ring gear PR of the planetary gear mechanism PT is fixed by releasing the first clutch CH and engaging the second clutch CL. Further, the engagement of the 4-8 shift clutch C2 makes the 4-8 speed drive gear GTV4 unable to rotate relative to the input shaft M. Therefore, as shown in FIG. 3 (d), the driving force input from the engine EG is: input shaft M → 4-8 speed drive gear GTV4 → second gear driven gear GTN2 → first output shaft CX → planetary gear It is transmitted through the path of the sun gear PS of the mechanism PT → the carrier PC of the planetary gear mechanism PT → the second output shaft CY.

  To set the fifth speed (5TH), the first clutch CH is engaged, and the 1-5 shift clutch C1 is engaged. With the engagement of the first clutch CH, the carrier PC of the planetary gear mechanism PT is fixed to the first shift driven gear GTN1 and the first output shaft CX. Therefore, in this case, the planetary gear mechanism PT is not decelerated, and the gear ratio obtained by the speed change mechanism part GT is output as it is. Further, the engagement of the 1-5 speed change clutch C1 makes the 1-5 speed drive gear GTV1 unable to rotate relative to the intermediate shaft S. Therefore, as shown in FIG. 3 (e), the driving force input from the engine EG is: input shaft M → drive gear GV → idle gear GL → driven gear GN → intermediate shaft S → 1-5 speed drive gear GTV1 → The first transmission driven gear GTN1 → the carrier PC of the planetary gear mechanism PT → the second output shaft CY is transmitted.

  To set the sixth speed (6TH), the first clutch CH is engaged, and the 2-6 shift clutch C2 is engaged. Also in this case, the engagement of the first clutch CH fixes the carrier PC of the planetary gear mechanism PT to the first gear shift driven gear GTN1 and the first output shaft CX. Further, the 2-6 speed drive gear GTV2 cannot be rotated relative to the input shaft M by the engagement of the 2-6 shift clutch C2. Therefore, as shown in FIG. 3 (f), the driving force input from the engine EG is: input shaft M → 2-6 speed drive gear GTV2 → first gear driven gear GTN1 → carrier PC of the planetary gear mechanism PT → It is transmitted through the path of the second output shaft CY.

  To set the seventh speed (7TH), the first clutch CH is engaged, and the 3-7 shift clutch C3 is engaged. Also in this case, the engagement of the first clutch CH fixes the carrier PC of the planetary gear mechanism PT to the first gear shift driven gear GTN1 and the first output shaft CX. In addition, the 3-7 speed drive gear GTV3 cannot rotate relative to the intermediate shaft S by the engagement of the 3-7 speed change clutch C3. Therefore, as shown in FIG. 3 (g), the driving force input from the engine EG is: input shaft M → drive gear GV → idle gear GL → driven gear GN → intermediate shaft S → 3-7 speed drive gear GTV3 → The second transmission driven gear GTN2 → the first output shaft CX → the first transmission driven gear GTN1 → the carrier PC of the planetary gear mechanism PT → the second output shaft CY is transmitted.

  To set the eighth speed (8TH), the first clutch CH is engaged, and the 4-8 shift clutch C4 is engaged. Also in this case, the engagement of the first clutch CH fixes the carrier PC of the planetary gear mechanism PT to the first gear shift driven gear GTN1 and the first output shaft CX. Further, the engagement of the 4-8 shift clutch C4 makes the 4-8 speed drive gear GTV4 unable to rotate relative to the input shaft M. Therefore, as shown in FIG. 3 (h), the driving force input from the engine EG is such that the input shaft M → the 4-8th speed driving gear GTV4 → the second shift driven gear GTN2 → the first output shaft CX → the first. Transmission is performed through a path of the driven gear GTN1 → the carrier PC of the planetary gear mechanism PT → the second output shaft CY.

  In order to set the reverse speed (RVS), the second clutch CL is engaged, and the first and second reverse switching clutches CR1 and CR2 are engaged. When the first reverse switching clutch CR1 is engaged, the idle gear GL cannot be rotated relative to the idle shaft L, and when the second reverse switching clutch CR2 is engaged, the reverse drive gear GR is the idle shaft L. Relative rotation is impossible. Therefore, as shown in FIG. 3 (i), the driving force input from the engine EG is represented as follows: input shaft M → drive gear GV → idle gear GL → idle shaft L → reverse drive gear GR → first shift driven gear. GTN1 → first output shaft CX → the sun gear PS of the planetary gear mechanism PT → the carrier PC of the planetary gear mechanism PT → the second output shaft CY is transmitted. At this time, since the ring gear PR is fixed by engagement of the second clutch CL, the sun gear PS of the first output shaft CX and the planetary gear mechanism PT is moved forward by transmission of the driving force from the reverse drive gear GR. Rotate in the opposite direction to when setting. Thus, the driving force of the reverse rotation is transmitted to the output shaft C when the forward gear is set.

  When all of the first and first clutches CH and CL and the shift clutches C1 to C4 are released, the neutral (N) state is obtained. Thereby, the driving force input to the input shaft M is not transmitted to the output shaft C.

  As described above, the transmission 1 according to this embodiment includes the input shaft M, the intermediate shaft S, the idle shaft L, and the output shaft C that are installed in parallel to each other. The output shaft C includes an outer first output shaft CX to which driving force from the input shaft M and the intermediate shaft S is transmitted, and a second output provided on the inner side on the concentric shaft with respect to the first output shaft CX. A double structure having an axis CY. In addition, the drive gear GV provided on the input shaft M so as not to rotate relative to the input shaft M, the idle gear GL provided on the idle shaft L so as to be intermittently engaged with the drive gear GV, and provided on the intermediate shaft S so as not to rotate relatively. And a power transmission gear set G1 having a driven gear GN engaged with the idle gear GL.

  Further, the transmission 1 includes a speed change mechanism portion GT having two speed change gear sets GT1 and GT2. The first speed change gear set GT1 includes a speed change drive gear (second speed change drive gear) GTV1 provided on the intermediate shaft S and a speed change drive gear (first speed change drive gear) provided on the input shaft M. GTV2 and a shift driven gear GTN1 provided on the output shaft C so as not to rotate relative to each other are provided. The shift driven gear GTN1 meshes with both the shift drive gears GTV1 and GTV2. A shift clutch C1 for switching the on / off state of the shift drive gear GTV1 with respect to the intermediate shaft S and a shift clutch C2 for switching on / off of the speed change drive gear GTV2 with respect to the input shaft M are provided. The second speed change gear set GT2 includes a speed change drive gear (second speed change drive gear) GTV3 provided on the intermediate shaft S and a speed change drive gear (first speed change drive) provided on the input shaft M. Gear) GTV4 and a shift driven gear GTN2 provided on the output shaft C so as not to be relatively rotatable. The speed change driven gear GTN2 meshes with both the speed change drive gears GTV3 and GTV4. A shift clutch C3 for switching the on / off state of the shift drive gear GTV3 with respect to the intermediate shaft S and a shift clutch C4 for switching on / off of the speed change drive gear GTV4 with respect to the input shaft M are provided.

  Between the first output shaft CX and the second output shaft CY, there is a sun gear (first element) PS connected to the first output shaft CX and a carrier (second gear) connected to the second output shaft CY. A planetary gear mechanism PT is provided that includes an element) PC and a ring gear (third element) PR that can be fixed to the casing (fixed side member) K of the transmission 1.

  In the transmission 1 having the above-described configuration, the first and second clutches CH and CL are selectively multiplied by the gears set by the first and second gear sets GT1 and GT2. In addition to the gear ratios of the respective gears set by the gear set for transmission GT, a gear ratio obtained by reducing the gear ratio by the planetary gear mechanism PT can be output. Thereby, it is configured such that the number of speeds doubled with respect to the number of speeds obtained with the gear set for speed change GT is obtained.

  Therefore, the transmission 1 according to the present embodiment becomes a transmission with high fuel efficiency by increasing the number of shift stages while achieving light weight and compactness as compared with the conventional parallel-shaft automatic transmission. That is, for example, in the parallel-shaft automatic transmission described in Patent Document 1, a 6-speed transmission is configured with 6 axes and 15 gears. In the machine 1, a planetary gear mechanism PT is added to a skeleton with the number of shafts = 4 and the number of gears = 10, and an 8-speed transmission is configured. The number of axes here is a number including a reverse (reverse) axis, and the number of gears is a number excluding the final gear FG provided on the output shaft C.

  Further, in the transmission 1 according to the present embodiment, the first and second clutches CH and CL with respect to the four speeds set by the speed change mechanism part GT having the two speed changing gear sets GT1 and GT2. By multiplying the interruptions, the eight shift stages, which are double the number of shift stages, are set. Then, as in the present embodiment, when obtaining a gear ratio decelerated by the planetary gear mechanism PT with respect to the gear ratio of each gear stage obtained by the transmission gear sets GT1 and GT2, the planetary gear mechanism PT is decelerated. The 5th to 8th speeds that are the high speed gears that are not present have a smaller reduction ratio than the 1st to 4th speeds that are the low speeds. Therefore, a lightweight and compact design is possible in terms of strength and rigidity of each gear and shaft. Further, in the 5th to 8th speed stages on the high speed side, the planetary gear mechanism PT on the downstream side (output side) of the speed change mechanism part GT is in a directly connected state without deceleration, so that the transmission efficiency of the driving force is not lowered. . On the other hand, even with the 1st to 4th gears on the low speed side decelerated by the planetary gear mechanism PT, the same gears as the 4th to 8th gears on the high speed side can be used in the speed change gear sets GT1 and GT2, which is advantageous for a high load region. The reduction gear ratio is secured by the planetary gear mechanism PT. Accordingly, the transmission has a multi-speed stage on both the low speed side and the high speed side while having a lightweight and compact structure. Therefore, the transmission 1 can be mounted on a vehicle having a horizontally disposed engine, and the transmission 1 has high fuel efficiency by increasing the number of shift stages.

  Further, in the transmission 1 of the present embodiment, the reverse drive gear GR is provided on the idle shaft L and is installed to be intermittent with respect to the idle shaft L. Therefore, it is not necessary to separately provide a reverse gear setting shaft (reverse shaft), so that the number of axes and the number of gears of the transmission 1 can be reduced. Further, the mechanism for setting the reverse gear can be made simple and compact.

  In addition, the above effects achieve both compactness and weight reduction with fewer parts and a shorter overall length, as well as multi-stage shift speed and higher efficiency compared to conventional parallel-shaft transmissions. it can. Furthermore, even when the transmission 1 is a transmission that increases the startability of the vehicle by attaching a torque converter, it is possible to reduce the size and weight.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. In the description of the second embodiment and the corresponding drawings, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted below. In addition, matters other than those described below are the same as those in the first embodiment. This is the same in other embodiments.

  FIG. 4 is a skeleton diagram showing the transmission 1-2 according to the second embodiment. The transmission 1-2 shown in the figure includes a main clutch (main clutch) CM installed on the upstream side of the drive gear GV on the input shaft M, that is, between the drive gear GV and the torsion damper TD. The main clutch CM is a mechanism for switching the input / output of the driving force from the engine EG to the input shaft M, and a clutch disk (input side member) CB fixed to the shaft TS extending downstream from the torsion damper TD, And a clutch drum (output side member) CA fixed to the input shaft M of the transmission 1-2.

  The transmission 1-2 according to the present embodiment includes an electric motor MOT attached to the main clutch CM. The electric motor MOT includes a stator MS and a rotor MR that is rotatably installed inside the concentric shaft with respect to the stator MS. The rotor MR of the electric motor MOT is fixed to the clutch drum CA of the main clutch CM. The rotor MR is a cylindrical part, is arranged on the outer side on the same core as the clutch drum CA, and is fixed to the rotating outer peripheral surface of the clutch drum CA. The electric motor MOT is a motor generator that has both a function as a motor and a function as a generator.

  In addition, the transmission 1-2 of the present embodiment is installed on the air conditioner shaft Q installed in parallel with the input shaft M, the air compressor AC driven by the rotation of the air conditioner shaft Q, and the air conditioner shaft Q so as not to be relatively rotatable. And an air conditioner drive gear GQ. The air conditioner drive gear GQ meshes with the idle gear GL.

  The transmission 1-2 according to the present embodiment includes an oil pump (hydraulic pump) OP for operating at least one of the first and second clutches CH and CL and the transmission clutches C1 to C4. The oil pump OP also includes an accumulator (pressure accumulator) A. The oil pump OP is configured to operate by rotation of the idle shaft L, and operates the first and second clutches CH and CL, the shift clutches C1 to C4, and the main clutch CM through a hydraulic pressure supply line (not shown). The hydraulic fluid for supplying is supplied. The accumulator A can be omitted.

  In the present embodiment, the first reverse switching clutch CR1 provided between the idle shaft L and the idle gear GL in the first embodiment is omitted, and the idle gear GL is relative to the idle shaft L. It is installed so that it cannot rotate.

  FIG. 5 shows the engagement and release (connection of clutches (first and second clutches CH and CL, transmission clutches C1 to C4, and reverse switching clutch CR) for setting the respective gear stages in the transmission 1-2. A list showing the (disconnected) state, where (a) is an engagement table when traveling using the driving force of the engine EG, and (b) is when traveling only with the driving force of the electric motor MOT (EV) In the table, E indicates the main clutch CM, R indicates the reverse switching clutch CR, and Fig. 6 shows a transmission that shows the driving force transmission path. Fig. 1A is a skeleton diagram of Fig. 1A, and Fig. 1A shows a power transmission path at the time of starting in EV traveling (EV starting), and Fig. 1B shows an air compressor AC by an electric motor MOT. 6 shows a power transmission path for driving, as shown in FIG. In), the air compressor AP and air conditioning axis Q are not shown.

  In the transmission 1-2, when the driving force of the engine EG is transmitted to the output shaft C, as shown in FIG. 5A, in addition to the setting of each gear position in the transmission 1 of the first embodiment, The clutch CM is engaged. Thereby, the driving force from the engine EG is transmitted to the input shaft M. It should be noted that the same setting may be used when performing assist travel in which the driving force of the engine EG is assisted by the driving force of the electric motor MOT.

  On the other hand, in the transmission 1-2, the driving force of the engine EG is not transmitted to the input shaft M, and only the driving force of the electric motor MOT is transmitted to the input shaft M, and EV traveling can be performed. In this case, as shown in FIG. 5 (b), the main clutch CM is released. Thereby, the driving force from the engine EG is not transmitted to the input shaft M side, and the input shaft M is driven only by the driving force of the electric motor MOT. In this case, as shown in FIG. 6A, the driving force from the motor MOT is transmitted to the input shaft M via the clutch drum CA of the main clutch CM. The subsequent power transmission path is the same as that of the transmission 1 of the first embodiment. Note that the power transmission paths other than the first speed are the same as those of the transmission 1 of the first embodiment except that power is transmitted from the motor MOT to the input shaft M via the main clutch CM. The same. Therefore, the illustration and detailed description of the other shift speeds are omitted here.

  Further, in the transmission 1-2 according to the present embodiment, an oil pump OP and an accumulator A that are operated by rotation of the idle shaft L are provided. Therefore, at the time of EV start, as shown in FIG. 6A, the 1-5 shift clutch C1 can be engaged with the hydraulic pressure accumulated in the accumulator A. In this way, the first gear can be set with the engine EG stopped, and the vehicle start control can be performed.

  According to the transmission 1-2 of the present embodiment, the driving force of the electric motor MOT can be applied to the input shaft M by causing the electric motor MOT to function as a motor. Thereby, the driving force can be transmitted to the output shaft C only by the driving force of the electric motor MOT when the engine EG is stopped. Therefore, EV traveling of the vehicle is possible. In addition, it is possible to perform the assist travel that assists the driving force of the engine EG with the electric motor MOT. Furthermore, by causing the electric motor MOT to function as a generator, regeneration and power generation by rotation of the input shaft M can be performed.

  Further, the transmission 1-2 according to the present embodiment includes the above-described electric motor MOT, so that it has the same full-frame space and the same skeleton as a conventional parallel shaft transmission or an engine-dedicated transmission. The electric motor MOT can be installed inside the transmission 1 while diverting as it is. Accordingly, it is possible to perform hybrid driving having high commerciality, such as so-called EV traveling using only the driving force of the electric motor MOT, assist by the electric motor MOT of the driving force of the engine EG, and regeneration. Accordingly, the hybrid drive device can achieve high efficiency and low fuel consumption with a multistage shift speed and assistance of the driving force by the electric motor MOT, while having a light and compact configuration.

  In the transmission 1-2 according to the present embodiment, the air compressor AC is driven by the air conditioner driving gear GQ that meshes with the idle gear GL. Therefore, if the main clutch CM is released with the engine EG stopped, the driving force of the electric motor MOT is changed from the input shaft M → the driving gear GV → the idle gear GL → the air conditioner driving gear as shown in FIG. It is transmitted through a route of GQ → air conditioner shaft Q → air compressor AC. Thereby, it is possible to operate the air compressor AC only by driving the electric motor MOT. Therefore, the air compressor AC can be operated even when the engine EG is stopped, and air conditioning and the like in the passenger compartment can be performed.

[Third Embodiment]
Next, a third embodiment of the present invention will be described. FIG. 7 is a skeleton diagram showing the transmission 1-3 according to the third embodiment. The transmission 1-3 shown in the figure is different from the transmission 1-2 of the second embodiment in the installation position of the motor MOT. That is, in the transmission 1-2 according to the present embodiment, the electric motor MOT is attached to the idle shaft L. The electric motor MOT includes a stator MS and a rotor MR that is rotatably installed inside the concentric shaft with respect to the stator MS. The rotor MR of the electric motor MOT is fixed to the idle shaft L, and is configured to rotate integrally with the idle shaft L. Further, in the transmission 1-3 of the present embodiment, the main clutch CM is installed inside the torsion damper TD. Other configurations are the same as those of the transmission 1-2 of the second embodiment.

  According to the transmission 1-3 of the present embodiment, the driving force of the electric motor MOT is applied to the power transmission gear set G1 and the input shaft M via the idle gear GL fixed to the idle shaft L. Therefore, driving force can be applied to the input shaft M by causing the electric motor MOT to function as a motor. Thereby, the driving force of the electric motor MOT can be transmitted to the output shaft C when the engine EG is stopped. Therefore, EV traveling of the vehicle is possible. Further, since the driving force of the engine EG can be assisted by driving the electric motor MOT, assist traveling can be performed. Furthermore, by causing the electric motor MOT to function as a generator, it is possible to perform regeneration and power generation by the rotation of the power transmission gear set G1 or the idle shaft L. Also in this embodiment, the oil pump OP is installed on the idle shaft L. Therefore, the oil pump OP can be driven by the electric motor MOT with the engine EG stopped. Thereby, the vehicle can be started (EV start) only by the driving force of the electric motor MOT.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described. FIG. 8 is a skeleton diagram showing a transmission 1-4 according to the fourth embodiment. The transmission 1-4 shown in the figure is different from the transmission 1-2 of the second embodiment in the arrangement of the electric motor MOT. That is, the transmission 1-4 according to this embodiment is attached to the air conditioner / motor shaft U installed in parallel with the input shaft M, the air compressor AC driven by the rotation of the air conditioner / motor shaft U, and the air conditioner / motor shaft U. And an air conditioner / motor drive gear GU that is installed on the air conditioner / motor shaft U so as not to be relatively rotatable. The electric motor MOT includes a stator MS and a rotor MR, and the rotor MR is fixed to the air conditioner / motor shaft U so as to rotate integrally. The air conditioner / motor drive gear GU meshes with the idle gear GL.

  The transmission 1-4 according to the present embodiment has a configuration in which the air conditioner shaft Q included in the transmission 1-2 according to the second embodiment is replaced with an air conditioner / motor shaft U that is a common shaft with the motor shaft. Thereby, while installing both the air compressor AC and the electric motor MOT in the transmission 1, it is possible to reduce the total number of parts. Therefore, it is possible to reduce the outer dimensions of the transmission 1-4 and reduce the weight by reducing the number of parts.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Is possible. For example, in the transmissions 1 to 1-4 of the above-described embodiments, the case where the gear ratio decelerated by the planetary gear mechanism PT is output with respect to the gear ratio obtained by the transmission mechanism unit GT has been described. In addition to this, it is also possible to configure so that the gear ratio increased by the planetary gear mechanism PT is output with respect to the gear ratio obtained by the transmission mechanism portion GT.

1-1-4 Transmission L Idle shaft M Input shaft S Intermediate shaft C Output shaft CX First output shaft CY Second output shaft C1 1-5 Shift clutch C2 2-6 Shift clutch C3 3-7 Shift clutch C4 4-8 clutch CH 1st clutch CL 2nd clutch (one-way clutch (brake))
CM main clutch (main clutch)
CR1 First reverse switching clutch CR2 Second reverse switching clutch EG Engine (drive source)
G1 power transmission gear set GV drive gear GN driven gear GL idle gear GU motor drive gear GQ air conditioner drive gear GR reverse drive gear GT transmission mechanism GT1 transmission gear set GT2 transmission gear set GTN1 first gear driven gear GTN2 Second gear driven gear GTV1 1-5 speed drive gear GTV2 2-6 speed drive gear GTV3 3-7 speed drive gear GTV4 4-8 speed drive gear MOT Electric motor MR Rotor MS Stator PT Planetary gear mechanism PS Sun gear (first element )
PC carrier (2nd element)
PR ring gear (third element)
OP Oil pump AC Air compressor Q Air conditioner shaft U Motor shaft

Claims (10)

It has an input shaft, an intermediate shaft, an idle shaft, and an output shaft installed in parallel with each other.
The output shaft includes a first output shaft to which driving force from the input shaft and the intermediate shaft is transmitted, and a second output shaft provided on a concentric shaft with respect to the first output shaft. And
A drive gear provided on the input shaft so as not to be relatively rotatable, an idle gear provided on the idle shaft so as not to be relatively rotatable or intermittently engaged with the drive gear, and provided so as not to be relatively rotatable on the intermediate shaft. A power transmission gear set having a driven gear meshed with the idle gear,
A first speed change drive gear provided on the input shaft and a second speed change drive gear provided on the intermediate shaft; and the first and second speed change drive gears which are not relatively rotatable on the first output shaft. A shift driven gear that meshes with both, and a shift clutch that switches between intermittent connection of the first shift drive gear to the input shaft and intermittent connection of the second shift drive gear to the intermediate shaft. A gear set, and
Between the first output shaft and the second output shaft, a first element connected to the first output shaft, a second element connected to the second output shaft, and a fixed member A planetary gear mechanism composed of a third element which can be fixed to the planetary gear mechanism;
In addition to the gear ratio of each gear set set by the gear set for shifting, a gear ratio obtained by reducing or accelerating the gear ratio by the planetary gear mechanism is output, so that the shift obtained by the gear set for shifting is obtained. A transmission characterized in that the number of shift stages is double that of the number of stages. A first clutch for switching between the second output shaft and the second element of the planetary gear mechanism;
A second clutch that switches between intermittent connection between the third element of the planetary gear mechanism and the fixed member;
2. The double speed step number is obtained by selectively multiplying on / off of the first and second clutches with respect to each speed step set by the speed change gear set. The transmission as described in. A reverse drive gear meshing directly with the shift driven gear;
And at least one of a first reverse switching clutch for switching the connection of the idle gear with respect to the idle shaft and a second reverse switching clutch for switching the connection of the reverse drive gear with respect to the idle shaft. The transmission according to claim 1 or 2. An electric motor mounted on the input shaft at a position closer to the drive source than the drive gear and the transmission gear set;
The said electric motor has a rotor and a stator, The said rotor is attached so that it may rotate integrally on the said concentric shaft with the said input shaft, The Claim 1 characterized by the above-mentioned. transmission. A main clutch for intermittently driving the driving force from the driving source provided on the input shaft;
The transmission according to claim 4, wherein the rotor of the electric motor is attached to a member fixed to the input shaft side of the main clutch. Motor drive installed parallel to the input shaft, an electric motor attached to the motor shaft, and a motor drive that is installed on the motor shaft so as not to be relatively rotatable and meshes with any gear of the power transmission gear set. A transmission according to any one of claims 1 to 5, further comprising a gear. The transmission according to any one of claims 4 to 6, wherein the electric motor is a motor / generator having a function as a motor and a function as a generator. An air conditioner shaft installed in parallel with the input shaft, an air compressor driven by the rotation of the air conditioner shaft, and any gear of the power transmission gear set installed so as not to rotate relative to the air conditioner shaft. The transmission according to claim 6 or 7, further comprising an air conditioner driving gear that meshes. The transmission according to claim 8, wherein the motor shaft and the air conditioner shaft are a common shaft. An oil pump for operating at least one of the first and second clutches, the shift clutch, and the main clutch;
The transmission according to any one of claims 4 to 9, wherein the oil pump is configured to operate by rotation of the idle shaft.

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