JP2016053412A - transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission capable of forming many shift stages by a small number of gears and successive and smooth gear shifts by clutch-to-clutch shift over all shift stages.SOLUTION: An input shaft 1 is formed of a first sub-input shaft 2 and a second sub-input shaft 4 which respectively have independent clutches 3, 5 and form a coaxial two stage structure. A first output shaft 10 and a second output shaft 17 coaxially have sub-output shafts 12, 19 on the outside, which can be connected and disconnected by clutches 11, 18, and are arranged parallel to each other with the input shaft 1 as the central axis. A first input gear 6 and a second input gear 7 are provided on the first sub-input shaft 2, a third input gear 8 is provided on the second sub-input shaft 4, and a first output gear 13 and a third output gear 20, which mesh with the first input gear 6, are disposed on the first sub-output shaft 12 and the second sub-output shaft 19, respectively. A fourth output gear 21 and a second output gear 14, which respectively mesh with the second input gear 7 and the third input gear 8, are disposed on the second sub-output shaft 19 and the first sub-output shaft 12, respectively.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a transmission, and more specifically, it is possible to construct a large number of shift stages with a small number of gears, and it is preferable to prevent the occurrence of an interlock in a shift process and to perform clutch-to-clutch for all shift stages. The present invention relates to a transmission capable of continuous and smooth shifting by shifting and further capable of reducing the axial length.

In recent years, twin clutch transmissions having the advantages of an automatic transmission (AT) and a manual transmission (MT) have become widespread. This twin clutch type transmission is composed of two clutch mechanisms in which a power transmission mechanism for transmitting power to the transmission mechanism is provided concentrically, and a plurality of input gears provided on the input shaft and an output gear. It is composed of a plurality of output gears provided on the shaft, and the combination (selection) of the input gear and the output gear is performed by an electronically controlled actuator, so that the rotational power is changed to a predetermined number of rotations and the subsequent differential Communicating to the device. Therefore, in the twin clutch type transmission, the speed change operation is automatically performed in the same manner as the torque converter type AT, so that the driver is freed from the effort of the speed change operation and the power from the engine is transmitted via the clutch as in the case of MT. Therefore, it is superior to the torque converter type AT in terms of power transmission efficiency, and moreover, the fuel consumption rate of the automobile is also superior to that of the automobile equipped with the torque converter type AT.
Conventionally, as such a twin clutch type transmission, a first input shaft to which power is input by the first clutch and a second input shaft to which power is input by the second clutch are arranged on the same axis, and these A sub-shaft and an output shaft are arranged in parallel with the input shaft, and a gear pair arranged between these shafts is meshed and selectively connected to any one of the shafts by a clutch mechanism, so that a plurality of speed stages can be achieved. A plurality of meshing clutch mechanisms are arranged coaxially with the auxiliary shaft or the output shaft without being coaxially provided with the input shafts, and at least one of the meshing clutch mechanisms is provided. A twin-clutch transmission is known which is configured to set a forward speed of seven or more forward speeds by engaging at least one other and disengaging at the same time. For example, see Patent Document 1).

Japanese Patent No. 3733893

In a twin-clutch transmission, the gears required for the next gear in the state of the current gear are set in order to realize the so-called clutch-to-clutch gear shift in which the torque flow of the next gear is established at the same time as the clutch is switched. Before switching the clutch, it is necessary to prepare for the shift (pre-shift) to be integrated (synchronized) with the input shaft or the output shaft (including the auxiliary shaft) in advance.
For example, in the case of the twin clutch transmission of Patent Document 1, in the shift process from the third speed to the fourth speed, the second reduction gear required in the next fourth speed in the third speed is set to the third speed. The hub sleeve is integrated with the countershaft (Cited document 1 [0035]).
On the other hand, in the shift process from the fourth speed to the fifth speed according to the above-mentioned Patent Document 1, the sixth hub driven gear required in the next fifth speed is prepared as a shift preparation in the state of the fourth speed. When the sleeve is integrated with the output shaft, the 4th speed torque flow and the torque flow of another system act on the output shaft at the same time, and one torque flow interferes with the other torque flow, while the other torque flow A so-called interlock that prevents torque flow occurs. That is, the second input shaft → the sixth speed drive gear → the second speed reduction gear → the third hub sleeve → the clutch hub → the auxiliary shaft → the first speed reduction gear → the third speed drive gear → the third speed driven gear → the first hub sleeve → Outputs the 4th speed torque flow of clutch hub → output shaft and another system of torque flow of 2nd input shaft → 6th speed drive gear → 6th speed driven gear → 2nd hub sleeve → clutch hub → output shaft Interlocking occurs due to simultaneous action on the shaft. Therefore, in the speed change process from the fourth speed to the fifth speed, it is necessary to return the first hub sleeve to the neutral position (cited document 1 [0036]). In other words, in the shifting process from the 4th speed to the 5th speed, it is necessary to cut off the torque flow of the 4th speed, and as a result, it is not possible to prepare for the shift to the 5th speed in the state of the 4th speed. was there. In addition, since the 4th speed torque flow is cut off, there is a problem that the torque temporarily becomes zero in the 5th speed gear shift preparation (Cited document 1 [0037]). Therefore, the twin clutch transmission described in the above cited document 1 is considered to have room for further improvement in terms of continuous and smooth transmission without torque breaks.
In addition, since the twin clutch transmission of Patent Document 1 has only one output shaft, when making the gear stage multi-stage, it is necessary to arrange many gears and a synchro mechanism on the input shaft. As a result, the axial length of the transmission increases.
Therefore, the present invention has been made in view of the above-described problems of the prior art, and an object of the present invention is to construct a large number of shift stages with a small number of gears and to generate an interlock in a shift process. It is an object of the present invention to provide a transmission capable of preventing the above-mentioned problem and continuously and smoothly shifting by clutch-to-clutch shifting at all gear speeds and further reducing the axial length.

In a first transmission according to the present invention for achieving the above object, an input shaft (1) to which a driving force from a driving source is input and a first friction arranged coaxially with the input shaft (1). A first sub-input shaft (2) that can be coupled to the input shaft (1) via an engagement device (3), and a first input gear that is rotatably arranged on the first sub-input shaft (2). (6) and a second input gear (7) and an input gear selection device for integrating any one of the first and second input gears (6, 7) with the first auxiliary input shaft (2) ( 9) and a second auxiliary input shaft (4) that is coaxially disposed outside the first auxiliary input shaft (2) and can be coupled to the input shaft (1) via a second frictional engagement device (5). ), A third input gear (8) fixed to the second auxiliary input shaft (4), a first output shaft (10) and a first output shaft arranged in parallel with the input shaft (1) An output shaft (17), a first sub-output shaft (12) disposed coaxially and outside the first output shaft (10), and a first sub-output shaft (12) are relatively rotatable. The first output gear (13), the second output gear (14), and the first output gear (13) or the second output gear (14) are integrated with the first auxiliary output shaft (12), respectively. A first output gear selector (15) or a second output gear selector (16); a second auxiliary output shaft (19) disposed coaxially and outwardly with respect to the second output shaft (17); A third output gear (20), a fourth output gear (21), and the third output gear (20) or the fourth output gear (21), which are rotatably arranged relative to the second auxiliary output shaft (19); A third output gear selector (22) or a fourth output unit integrated with the second auxiliary output shaft (19), respectively. A gear selector (23); and a first final output gear (24) and a second final output gear (25) provided on the first output shaft (10) and the second output shaft (17), respectively. Transmission,
The first sub input shaft (2) and the second sub input shaft (4) have a coaxial two-stage structure, and the first output shaft (10) and the second output shaft (17) are the input. The first output shaft (10) and the first sub output shaft (12) can be coupled via a third frictional engagement device (11). The second output shaft (17) and the second auxiliary output shaft (19) can be coupled via a fourth friction engagement device (18), and the first input gear (6) can be coupled to the first output. The second input gear (7) and the third input gear (8) mesh with both the gear (13) and the third output gear (20), and the fourth output gear (21) and the second output gear. (14) meshing with each other.

  In the above configuration, the first sub-input shaft (2) and the second sub-input having a coaxial two-stage structure in which the input shaft (1) includes the first and second friction engagement devices (3, 5) that are independent of each other. The two output shafts (the first output shaft (10) and the second output shaft (17)) that are configured by the shaft (4) and output the rotational power that has been shifted are each the third or third output shaft. The auxiliary output shaft that can be fastened / released by the four friction engagement devices (11, 18) is provided coaxially and outside, and the first output shaft (10) and the second output shaft (17) are the input shaft (1). Are arranged in parallel with each other as a central axis. Therefore, a plurality of input gears (6, 7, 8) provided on the input shaft are configured in two stages for each clutch system, and each output gear (13, 14, 20, 21) meshed with each input gear is input. Disposed on the first output shaft (10) and the second output shaft (17) located on both sides of the shaft 1, respectively. As a result, the degree of freedom of the torque transmission path (torque flow) from the input shaft to each output shaft is increased, and the details will be described later. It is possible to construct an optimum torque flow (a combination of gears) for each gear position where no interlock occurs. In addition, since the degree of freedom in torque flow (gear combination) is increased, it is possible to create a large number of shift stages with a small number of gears. Further, it is possible to suitably prepare for the shift of the next shift stage in the state of the current shift stage in the shift process, and the torque flow of the next shift stage is established simultaneously with the switching of each friction engagement device (clutch). Clutch-to-clutch shifting is possible. In addition, since the number of gears arranged on the input shaft or output shaft is small, the axial length of the transmission can be shortened and the whole can be made compact. On the other hand, more gears can be added by adding gears separately. Can also be constructed.

In the second transmission according to the present invention for achieving the above object, the input shaft (1) to which the driving force from the driving source is input and the input shaft (1) are arranged coaxially, and the first friction is provided. A first auxiliary input shaft (2) connectable to the input shaft via an engagement device (3), a first input gear (6 ') fixed to the first auxiliary input shaft (2), A second auxiliary input shaft (4 ′) that is coaxially disposed on the input shaft (1) and can be coupled to the input shaft via a second frictional engagement device (5), and the second auxiliary input shaft (4) ') The second input gear (7') and the third input gear (8) fixed to the first output shaft (10) and the second output shaft (parallel to the input shaft (1)). 17), a first secondary output shaft (12) disposed coaxially and outwardly with the first output shaft (10), and a second secondary output disposed coaxially and externally with the second output shaft (17). axis( 19), a first output gear (13) and a second output gear (14) disposed so as to be relatively rotatable with respect to the first auxiliary output shaft (12), and a relative rotation with respect to the second auxiliary output shaft (19). The third output gear (20) and the fourth output gear (21) that are freely arranged, and the first output gear (13) or the second output gear (14) are respectively connected to the first auxiliary output shaft (12). The first output gear selection device (15) or the second output gear selection device (16) to be integrated, and the third output gear (20) or the fourth output gear (21) are integrated into the second auxiliary output shaft (19). A third output gear selection device (22) or a fourth output gear selection device (23) integrated with each other, and a final output gear connected to the first output shaft (10) and the second output shaft (17). (24, 25), and the driving force from the driving source is the final output. A selectively transferable transmission in the vehicle,
The first auxiliary input shaft (2) and the second auxiliary input shaft (4 ′) have a coaxial two-stage structure, and the first output shaft (10) and the second output shaft (17) The first output shaft (10) and the first sub output shaft (12) are respectively connected in parallel with the input shaft (1) as a central axis, and can be coupled via a third friction engagement device (11). In addition, the second output shaft (17) and the second auxiliary output shaft (19) can be coupled via a fourth friction engagement device (18), and the first input gear (6 ′) can be coupled to the first input gear (6 ′). The second input gear (7 ′) and the third input gear (8) mesh with both the first output gear (13) and the third output gear (20), and the fourth output gear (21) and the first output gear (21). The two-output gear (14) meshes with each other.

  Unlike the first transmission (100), the second input gear (7 ') and the second transmission gear are different from the first transmission (100) while having the same two-stage input two-output three-shaft structure as the first transmission (100). The three input gears (8) are both fixed on the second auxiliary input shaft (4 ′). As a result, with respect to the torque flow related to the shift speed from the input shaft to each output shaft, the first output shaft (10) to the second output shaft (17) or vice versa straddling the first sub input shaft (2). Two new torque flows (bypass torque flows) for transmitting power from the second output shaft (17) to the first output shaft (10) are newly provided. Therefore, with regard to the torque flow related to the new shift stage from the input shaft including the bypass torque flow to each output shaft, the permutation of all the torque flows related to the shift stage is appropriately set so that no interlock is generated in the shift process. As described later, by setting and appropriately setting the number of teeth and the arrangement of each gear so as to obtain an appropriate shift ratio row corresponding to the permutation, 6 of the first transmission (100) is set. It is possible to construct eight shift stages by adding two shift stages to one shift stage. The second transmission does not require the input gear selection device (9) or the like required for the first transmission (100), and the number of gears does not change, so that the number of gears is not increased. It is possible to increase the number of shift stages while reducing the number of parts such as the synchro mechanism and the shift fork.

  According to a second feature of the first or second transmission, the drive source is disposed on one side of the transmission in the axial direction, and the first sub gear is parallel to the first output gear (13). A first output gear group (28) composed of one or more output gears provided on the output shaft (12) so as to be relatively rotatable, and the gears constituting the first output gear group are connected to the first auxiliary output shaft ( 12) and a first output gear selector group (29) to be integrated with each other, and a second auxiliary output shaft (19) provided in parallel with the third output gear (20) so as to be relatively rotatable. The second output gear group (30) composed of the above output gears and the second output gear selection for integrating the gears constituting the second output gear group (30) with the second auxiliary output shaft (19), respectively. In parallel with the device group (31) and the first input gear (6), the first auxiliary input shaft ( ) Or an input gear group (26) composed of one or more input gears rotatably provided on the second auxiliary input shaft (4), and the gears constituting the input gear group (26) An input gear selection device group (27) integrated with each of the first sub input shaft (2) and the second sub input shaft (4), and the input gear group (26) and the first output gear group (28). ) And the second output gear group (30) have the same number of gears, and any of the constituent gears of the input gear group (26) includes the gears constituting the first output gear group (28) and the The second output gear group (30) meshes with the gears respectively.

  In the above configuration, since the degree of freedom of the torque transmission path (gear combination) increases, it becomes possible to construct more gear stages.

  According to a third feature of the first or second transmission, the first output gear (13) and the second output are arranged in an axial direction so as to be relatively rotatable with respect to the first auxiliary output shaft (12). A reverse gear (RG) provided between the gear (14) and a reverse gear selection mechanism (15) for integrating the reverse gear (RG) with the first auxiliary output shaft (12), The reverse gear (RG) meshes with the second input gear (7, 7 ').

  The first input gear (6) meshes with the first and third output gears (13, 20) on both sides, whereas the second input gear (7, 7 ') and the third input gear (8) are on one side. Only meshes with the fourth output gear (21) and the second output gear (14), respectively. That is, one or more output gears are arranged on the second output shaft (17) or the first output shaft (10) facing the second input gear (7, 7 ') and the third input gear (8). There is a suitable space for installation. In the above configuration, in order not to increase the axial length, the reverse gear (RG) is provided in the space between the first output gear (13) and the second output gear (14) on the first output shaft (10). We decided to provide it.

  According to a fourth feature of the first or second transmission, the first frictional engagement device (3) and the second frictional engagement device (5) may include the first auxiliary input shaft (2) or The third frictional engagement device (11) and the fourth frictional engagement device (18) are respectively disposed at shaft end portions on the drive source side of the second auxiliary input shaft (4, 4 ′). ) Is arranged at the shaft end of the first output shaft (10) or the second output shaft (17) opposite to the drive source, respectively.

  In the above configuration, the friction engagement devices (3, 5) on the input side and the friction engagement devices (11, 18) on the output side are respectively disposed at both ends in the axial direction of the transmission, and are compact and heavy. A transmission with an excellent balance can be obtained.

  A fifth feature of the first or second transmission is that a fourth input gear (32) fixed to the second auxiliary input shaft (4) meshes with the fourth input gear (32). However, the fifth output gear (33) disposed so as to be rotatable relative to the second sub output shaft (19) and the fifth output gear (33) are integrated with the second sub output shaft (19). And a fifth output gear selector (34).

  In the said structure, the torque flow which transmits motive power through the said 4th input gear (32) and the said 5th output gear (33) is newly created. That is, the first input shaft (10) or the second output shaft (17) is straddled across the first auxiliary input shaft (2) while passing through the fourth input gear (32) and the fifth output gear (33). Torque flow for transmitting power (bypass torque flow) and torque flow for transmitting power to the first output shaft (10) or the second output shaft (17) without straddling the first auxiliary input shaft (2). Is newly created. Accordingly, all the torque steps related to the shift speed from the input shaft (1) to the output shafts (10, 17) including the new torque flow are related to the shift speed so that no interlock is generated in each shift process. More gear stages are constructed by appropriately setting the torque flow permutation of the gears and appropriately setting the number of teeth and the arrangement of the gears so as to obtain an appropriate gear ratio ratio according to the permutation. It becomes possible.

According to the transmission of the present invention, the first sub-input shaft (2) and the second sub-input shaft (4) having a coaxial two-stage structure in which the input shaft (1) includes separate and independent clutches (3, 5), respectively. 4 ′), and the two output shafts (first output shaft (10) and second output shaft (17)) that output the rotational power that has been shifted are each provided with a clutch (11, 18), the auxiliary output shaft that can be fastened / released is provided coaxially and outside, and the first output shaft (10) and the second output shaft (17) are arranged in parallel with the input shaft (1) as the central axis. It is installed. Therefore, a plurality of input gears provided on the input shaft are configured in two stages for each clutch system, and each output gear meshing with each input gear is on the first output shaft (10) positioned on both sides of the input shaft 1 and Arranged on the second output shaft (17). As a result, the degree of freedom of the torque transmission path (torque flow) from the input shaft (1) to each output shaft (10, 17) is increased, and a large number of gear stages can be constructed with a small number of gears. In addition, since the degree of freedom of torque flow is high, it is possible to construct an optimum torque flow for each shift stage that does not cause an interlock between the torque flow of the current shift stage and the torque flow of the next shift stage. It becomes possible to prepare for the shift of the next shift stage in the state of the shift stage. As a result, a so-called clutch-to-clutch shift is established in which the torque flow of the next shift stage is established at the same time as switching of the clutches for all the shift stages, and a continuous and smooth shift without torque interruption is possible. Furthermore, since the number of gears arranged on each shaft is small, it is possible to suitably shorten the axial length, or to add multi-stages by adding additional gears.
When both the second input gear (7 ′) and the third input gear (8) are fixed on the second auxiliary input shaft (4 ′), they straddle the first auxiliary input shaft (2). Thus, a new torque flow (bypass torque flow) for transmitting power from the first output shaft (10) to the second output shaft (17) or vice versa from the second output shaft (17) to the first output shaft (10). ) Is created. Therefore, with regard to the torque flow related to the new shift stage from the input shaft including the bypass torque flow to each output shaft, the permutation of all the torque flows related to the shift stage is appropriately set so that no interlock is generated in the shift process. By setting the number of teeth and the arrangement of each gear appropriately so that an appropriate gear ratio ratio train according to the permutation can be obtained, the number of parts such as the synchro mechanism and shift fork can be reduced without increasing the number of gears. It is possible to increase the number of shift stages while reducing the number of shift stages.
The fourth input gear (32) is fixed on the second auxiliary input shaft (4), and the fifth output gear (33) meshing with the fourth input gear (32) is connected to the second auxiliary output shaft ( 19) In the case of being provided so as to be relatively rotatable, the fourth input gear (32) and the fourth input gear (32) and the torque flow relating to the shift speed from the input shaft (1) to the output shafts (10, 17). A new torque flow is created that transmits power via the 5-output gear (33). That is, the first input shaft (10) or the second output shaft (17) is straddled across the first auxiliary input shaft (2) while passing through the fourth input gear (32) and the fifth output gear (33). A torque flow for transmitting power and a torque flow for transmitting power to the first output shaft (10) or the second output shaft (17) without straddling the first auxiliary input shaft (2) are newly created. The Accordingly, all the torque steps related to the shift speed from the input shaft (1) to the output shafts (10, 17) including the new torque flow are related to the shift speed so that no interlock is generated in each shift process. More gear stages are constructed by appropriately setting the torque flow permutation of the gears and appropriately setting the number of teeth and the arrangement of the gears so as to obtain an appropriate gear ratio ratio according to the permutation. It becomes possible.

It is skeleton explanatory drawing which shows the transmission of this invention. It is explanatory drawing which shows the outline of the torque flow of each gear stage which concerns on this invention. It is explanatory drawing which shows the speed change process from the 1st speed level to 2nd speed level which concerns on this invention. It is explanatory drawing which shows the speed change process from the 2nd speed level to the 3rd speed level which concerns on this invention. It is explanatory drawing which shows the speed change process from the 3rd speed level to 4th speed level which concerns on this invention. It is explanatory drawing which shows the speed change process from the 4th speed level to the 5th speed level which concerns on this invention. It is explanatory drawing which shows the speed change process from the 5th gear stage to the 6th gear stage which concerns on this invention. It is explanatory drawing which shows the 2 step skip transmission process from 2nd speed to 5th speed. It is explanatory drawing which shows the transmission with a reverse gear of this invention. It is explanatory drawing which shows the torque flow in reverse drive mode. It is a table | surface which shows each engagement state of each synchro mechanism and each clutch in each gear stage. It is explanatory drawing which shows the transmission which concerns on the modification 1 of this invention. It is skeleton explanatory drawing which shows the transmission which concerns on the modification 2 of this invention. It is explanatory drawing which shows the outline of the torque flow of each gear stage which concerns on the transmission of this invention shown by FIG. It is explanatory drawing which shows the speed change process from the 1st speed stage to the 2nd speed stage which concerns on the transmission of this invention shown by FIG. It is explanatory drawing which shows the speed change process from the 2nd speed stage to the 3rd speed stage which concerns on the transmission of this invention shown by FIG. It is explanatory drawing which shows the speed change process from the 3rd speed stage to the 4th speed stage which concerns on the transmission of this invention shown by FIG. It is explanatory drawing which shows the speed change process from the 4th gear stage to the 5th gear stage which concerns on the transmission of this invention shown by FIG. It is explanatory drawing which shows the speed change process from the 5th speed stage to the 6th speed stage which concerns on the transmission of this invention shown by FIG. It is explanatory drawing which shows the speed change process from the 6-speed stage to the 7-speed stage which concerns on the transmission of this invention shown by FIG. It is explanatory drawing which shows the speed change process from the 7-speed stage to the 8-speed stage which concerns on the transmission of this invention shown by FIG. It is explanatory drawing which shows the transmission with which the reverse gear was provided in the transmission of this invention shown by FIG. It is explanatory drawing which shows the torque flow in the reverse drive mode which concerns on the transmission of this invention shown by FIG. FIG. 23 is a table showing engagement states of sync mechanisms and clutches at shift stages of the transmission of the present invention shown in FIG. 22. It is skeleton explanatory drawing which shows the transmission which concerns on the modification 3 of this invention. It is explanatory drawing which shows the outline of the torque flow from the 1st speed stage to the 6th speed stage which concerns on the transmission of this invention shown by FIG. It is explanatory drawing which shows the outline of the torque flow from the 7th gear stage to the 11th gear stage which concerns on the transmission of this invention shown by FIG. FIG. 26 is an explanatory diagram showing a shift process from the first gear to the second gear according to the transmission of the present invention shown in FIG. 25. FIG. 26 is an explanatory diagram showing a shift process from the second gear to the third gear according to the transmission of the present invention shown in FIG. 25. FIG. 26 is an explanatory diagram showing a shift process from the third gear to the fourth gear according to the transmission of the present invention shown in FIG. 25. FIG. 26 is an explanatory diagram showing a shift process from the fourth speed to the fifth speed according to the transmission of the present invention shown in FIG. 25. FIG. 26 is an explanatory diagram showing a shift process from the fifth gear to the sixth gear according to the transmission of the present invention shown in FIG. 25. FIG. 26 is an explanatory diagram showing a shift process from the sixth gear to the seventh gear according to the transmission of the present invention shown in FIG. 25. FIG. 26 is an explanatory diagram showing a shift process from the seventh gear to the eighth gear according to the transmission of the present invention shown in FIG. 25. FIG. 26 is an explanatory diagram showing a shift process from the eighth gear to the ninth gear according to the transmission of the present invention shown in FIG. 25. FIG. 26 is an explanatory diagram showing a shift process from the 9th gear to the 10th gear according to the transmission of the present invention shown in FIG. 25. FIG. 26 is an explanatory diagram showing a shift process from the 10th gear to the 11th gear according to the transmission of the present invention shown in FIG. 25. It is explanatory drawing which shows the transmission with which the reverse gear was provided in the transmission of this invention shown by FIG. FIG. 26 is a table showing each engagement state of each synchro mechanism and each clutch in the first to fifth gears and in reverse and neutral according to the transmission of the present invention shown in FIG. 25. FIG. 26 is a table showing respective engagement states of the respective synchronization mechanisms and the respective clutches from the sixth speed to the eleventh speed according to the transmission of the present invention shown in FIG. 25.

  Hereinafter, the present invention will be described in more detail with reference to embodiments shown in the drawings.

FIG. 1 is an explanatory diagram of a skeleton showing a transmission 100 of the present invention. For convenience of explanation, the configuration without the reverse gear RG will be described here, and the configuration with the reverse gear RG will be described later with reference to FIGS. 9 and 10.
In this transmission 100, the first sub input shaft 2 and the second sub shaft 2 have a coaxial structure in which the input shaft 1 that receives the rotational power from the engine E / G includes a separate independent first clutch 3 or second clutch 5. The auxiliary input shaft 4 is configured in two coaxial stages, and the two output shafts (the first output shaft 10 and the second output shaft 17) that output the rotational power that has been shifted are each provided with the third clutch 11 or the output shaft. The first auxiliary output shaft 12 or the second auxiliary output shaft 19 that can be engaged / released by the fourth clutch 18 is provided coaxially and outside, and the first output shaft 10 and the second output shaft 17 are centered on the input shaft 1. A basic structure is a so-called two-stage input, two-output, three-axis structure that is arranged in parallel as axes. In this way, the input shaft 1 is constituted by two coaxial stages through the clutches 3 and 5, and the two output shafts can be engaged / released by the clutches 11 and 18, the first sub output shaft 12 or the second sub output shaft 19. Is provided on the same axis, the degree of freedom of the torque transmission path (torque flow) from the input shaft 1 to the output shafts 10 and 17 is increased, and it is possible to construct a large number of shift stages with a small number of gears. . In addition, since the degree of freedom of torque flow is high, it is possible to construct an optimum torque flow for each shift stage that does not cause an interlock between the torque flow of the current shift stage and the torque flow of the next shift stage. It becomes possible to prepare for the shift of the next shift stage in the state of the shift stage. As a result, a so-called clutch-to-clutch shift is established in which the torque flow of the next shift stage is established at the same time as switching of the clutches for all the shift stages, and a continuous and smooth shift without torque interruption is possible. Furthermore, since the number of gears arranged on each shaft is small, the length in the axial direction can be suitably shortened, and a transmission with a compact and excellent weight balance can be achieved. Hereinafter, each configuration will be further described.

  First, the configuration of the input shaft system includes an input shaft 1 that receives rotational power from the engine E / G, and a first sub-input that is in series with the input shaft 1 and is fastened to the input shaft 1 via the first clutch 3. A shaft 2, a second sub-input shaft 4 having a coaxial two-stage structure with the first sub-input shaft 2 and fastened to the input shaft 1 via the second clutch 5, and the input shaft 1 and the first sub-input shaft 2 or A first clutch 3 and a second clutch 5 that respectively fasten (connect) / release (disconnect) the second auxiliary input shaft 4, and a first input gear 6 provided on the first auxiliary input shaft 2 so as to be relatively rotatable. The second input gear 7, the third input gear 8 fixed on the second auxiliary input shaft 4, and the first input gear 6 or the second input gear 7 are selectively used as the first auxiliary input shaft. 1 and a second input gear synchro mechanism 9 integrated with each other.

  Next, as a configuration of the first output shaft system of the output shaft system, a differential device (not shown) at the rear stage is arranged via the first final drive gear 24 to transmit the rotational power that is arranged in parallel with the input shaft 1 and is shifted. A first output shaft 10 that outputs to the first output shaft 10, a third clutch 11 that fastens (connects) / releases (disconnects) the first output shaft 10 and the first sub output shaft 12, and a coaxial structure with the first output shaft 10 ( A first sub-output shaft 12 that is concentric with the first output shaft 10 and is fastened to the first output shaft 10 via the third clutch 11, and is relatively rotatable on the first sub-output shaft 12. A first output gear 13 and a second output gear 14 that are provided and mesh with the first input gear 6 and the third input gear 8, respectively, and a first output gear 13 that is selectively integrated with the first sub output shaft 12. Select the output gear sync mechanism 15 and the second output gear 14 selectively. The second output gear sync mechanism 16 integrated with the auxiliary output shaft 12 and the final driven gear (not shown) integrated with the case (not shown) of the differential gear are engaged and output the rotational power shifted. And a first final drive gear 24.

  As a configuration of the second output shaft system, a second output shaft 17 that outputs rotational power arranged parallel to the input shaft 1 to the subsequent differential device (not shown) via the second final drive gear 25. A fourth clutch 18 for fastening (connecting) / releasing (disconnecting) the second output shaft 17 and the second auxiliary output shaft 19 respectively, and a coaxial structure with the second output shaft 17 (centering on the second output shaft 17) A second sub output shaft 19 that is fastened to the second output shaft 17 via the fourth clutch 18, and a first input gear 6 that is provided on the second sub output shaft 19 so as to be relatively rotatable. A third output gear 20 and a fourth output gear 21 respectively meshing with the second input gear 7; a third output gear synchro mechanism 22 for selectively integrating the third output gear 20 with the second auxiliary output shaft 19; The fourth output gear 21 is selectively integrated with the second auxiliary output shaft 19. A fourth output gear synchromesh mechanism 23 which is configured by including a second final drive gear 25 which outputs a rotational power likewise shifting the first final drive gear 24 to the differential device.

  The sync mechanisms 9, 15, 16, 22, and 23 are shown in a simplified manner. However, in practice, a sync sleeve (not shown) is fixed to the rotary shafts 2, 12, and 19 at the outer end. A synchro hub (not shown) that is slidably supported and an inner peripheral surface of the synchro hub that is in contact with the cone surface of the input gear or the output gear absorbs the differential rotation between the rotary shaft and the gear. A blocking ring (not shown), an annular spring (not shown) arranged between the synchro sleeve and the blocking ring to buffer the load of the synchro sleeve and uniformly transmit it to the blocking ring, and an input gear or an output gear It is comprised from the dog tooth provided in the side, and the synchro sleeve (not shown) which meshes | engages with the dog tooth provided in the outer side edge part of the blocking ring. Therefore, the synchro sleeve is moved left or right by a shift fork (not shown), and the spline teeth of the synchro sleeve penetrate between the dog teeth on the gear side and between the dog teeth on the blocking ring side in series. The input gears 6, 7 or the output gears 13, 14, 20, 21 are integrated with the first input shaft 2, the first sub output shaft 12, or the second sub output shaft 19.

FIG. 2 is an explanatory diagram showing an outline of the torque flow at each gear according to the present invention.
As can be seen from this figure, in order for the torque flow of the current shift stage and the torque flow of the next shift stage not to cause an interlock, (1) the input shafts that are the starting points of the flows are different from each other, or (2) It is necessary that the output shafts as end points are different from each other. Accordingly, here, either the above (1) or (2) is realized by alternately changing the output shaft with reference to the input shaft and the input gear for each gear position. That is, for {input shaft / input gear, output shaft}, first speed: {first sub input shaft 2, second input gear 7, first output shaft 10}, second speed: {first sub input shaft 2 Second input gear 7, second output shaft 17}, third speed: {second auxiliary input shaft 4, third input gear 8, first output shaft 10}, fourth speed: {second auxiliary input shaft 4 Third input gear 8, second output shaft 17}, fifth speed: {first sub input shaft 2, first input gear 6, first output shaft 10}, sixth speed: {first sub input shaft 2 The first input gear 6 and the second output shaft 17 are provided. In this way, by alternately changing the output shaft based on the input shaft and input gear, the torque flow of the current gear stage and the torque flow of the next gear stage do not interfere with each other (interlock does not occur) to build a torque flow It becomes possible to do. As a result, as shown in FIG. 3 to FIG. 7, it becomes possible to prepare for the shift of the next shift stage in the state of the current shift stage. So that a so-called clutch-to-clutch shift is realized, and a continuous and smooth shift without a break in torque becomes possible. Hereinafter, the shift process will be described in detail.

  FIG. 3 is an explanatory diagram showing a shift process from the first gear to the second gear according to the present invention. Fig. 3 (a) shows the torque flow at the first gear and each engagement state of each clutch / sync mechanism, (b) shows the shift preparation for the second gear, and (c) shows each clutch. In the switching state, (d) shows the shift release for the second gear. Further, “shift preparation” refers to an operation of engaging a synchro mechanism corresponding to an input gear or an output gear required in the next stage torque flow. Further, “shift release” refers to an operation of releasing the engaged state of the synchro mechanism related to the input gear or the output gear that is no longer necessary in the torque flow of the next stage. The same applies to the following.

  As shown in FIG. 3 (a), in the traveling state of the first gear, the first clutch 3 and the third clutch 11 are in the engaged state (on), respectively, while the second clutch 5 and the fourth clutch 18 are in the engaged state. Each is in an open state (off), the first / second input gear sync mechanism 9 is engaged with the second input gear 7, and the first output gear sync mechanism 15 is engaged with the first output gear 13. The third output gear synchronization mechanism 22 and the fourth output gear synchronization mechanism 23 are engaged with the third output gear 20 and the fourth output gear 21, respectively. Therefore, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first / second input gear synchro mechanism 9 → the second. 2 input gear 7 → fourth output gear 21 → fourth output gear sync mechanism 23 → second auxiliary output shaft 19 → third output gear sync mechanism 22 → third output gear 20 → first input gear 6 → first The torque is transmitted through a torque transmission path of output gear 13 → first output gear synchronization mechanism 15 → first auxiliary output shaft 12 → third clutch 11 → first output shaft 10 → first final drive gear 24.

  As shown in FIG. 3 (b), the alternate long and short dash line indicates the torque flow in the second speed of the next stage. The engagement of the synchro mechanism with the input gear or the output gear for realizing this torque flow is not particularly required, and the first output gear 13 and the first output gear 13 of the first output gear synchro mechanism 15 and the third output gear synchro mechanism 22 are not required. Only the shift release for releasing the respective engagement states with respect to the three-output gear 20 is required. However, this shift cancellation is performed after the clutch is switched, and is not particularly necessary here. Therefore, no special shift preparation is required in the shifting process from the first gear to the second gear.

  As shown in FIG. 3C, as the clutch switching operation, the fourth clutch 18 is engaged at the same time as the third clutch 11 is released. As a result, the first output shaft 10 and the first sub output shaft 12 are disconnected from each other, and the rotational power is transmitted to the first sub output shaft 12 and is not transmitted to the first output shaft 10. Is transmitted to.

  As shown in FIG. 3D, as the shift is released, the engagement states of the first output gear sync mechanism 15 and the third output gear sync mechanism 22 with respect to the first output gear 13 and the third output gear 20 are changed. Cancel each one. As a result, the torque is all transmitted to the second output shaft 17, and a second gear stage is established.

FIG. 4 is an explanatory diagram showing a shift process from the second gear to the third gear according to the present invention.
As shown in FIG. 4 (a), during the second speed traveling, the first clutch 3 and the fourth clutch 18 are in the engaged state (ON), respectively, while the second clutch 5 and the third clutch 11 are respectively in the engaged state (ON). In the open state (off), the first / second input gear sync mechanism 9 is engaged with the second input gear 7, and the fourth output gear sync mechanism 23 is engaged with the fourth output gear 21. Yes. Therefore, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first / second input gear synchro mechanism 9 → the second. It is transmitted by a path of 2 input gear 7 → 4th output gear 21 → 4th output gear sync mechanism 23 → second auxiliary output shaft 19 → fourth clutch 18 → second output shaft 17 → second final drive gear 25. .

  As shown in FIG. 4 (b), the alternate long and short dash line indicates the torque flow at the next third speed. In order to realize this torque flow, it is necessary to prepare for shifting in which the second output gear sync mechanism 16 is engaged with the second output gear 14. Accordingly, here, as a preparation for shifting, an operation of engaging the second output gear sync mechanism 16 with the second output gear 14 is performed. The engagement states of the first / second input gear synchronization mechanism 9 and the fourth output gear synchronization mechanism 23 with respect to the second input gear 7 and the fourth output gear 21 are released after the clutch is switched.

  As shown in FIG. 4C, as the clutch switching operation, the first clutch 3 and the fourth clutch 18 are respectively released, and at the same time, the second clutch 5 and the third clutch 11 are respectively engaged. As a result, the input shaft 1 and the first sub input shaft 2 are disconnected from each other, and the second output shaft 17 and the second sub output shaft 19 are disconnected from each other. It is not transmitted to the output shaft 17 and is transmitted to the second auxiliary input shaft 4 and the first output shaft 10.

  As shown in FIG. 4 (d), each shift of the first / second input gear sync mechanism 9 and the fourth output gear sync mechanism 23 with respect to the second input gear 7 and the fourth output gear 21 is performed as a shift release. Release the combined status. As a result, a third gear stage is established.

FIG. 5 is an explanatory diagram showing a shift process from the third gear to the fourth gear according to the present invention.
As shown in FIG. 5 (a), in the third speed traveling state, the second clutch 5 and the third clutch 11 are respectively engaged (on), while the first clutch 3 and the fourth clutch 18 are respectively engaged. The second output gear sync mechanism 16 is engaged with the second output gear 14 while being in the open state (off). Accordingly, the torque input from the engine E / G is, as indicated by a thick line, the input shaft 1 → second clutch 5 → second auxiliary input shaft 4 → third input gear 8 → second output gear 14 → second output gear. Transmission is performed by a path of the two-output gear synchronization mechanism 16 → the first auxiliary output shaft 12 → the third clutch 11 → the first output shaft 10 → the first final drive gear 24.

  As shown in FIG. 5 (b), the alternate long and short dash line indicates the torque flow in the next fourth speed. In order to realize this torque flow, it is necessary to prepare for shifting by engaging the first output gear sync mechanism 15 and the third output gear sync mechanism 22 with the first output gear 13 and the third output gear 20, respectively. Become. Therefore, here, as preparation for shifting, an operation of engaging the first output gear sync mechanism 15 and the third output gear sync mechanism 22 with the first output gear 13 and the third output gear 20, respectively, is performed.

  As shown in FIG. 5C, as the clutch switching operation, the third clutch 11 is released and the fourth clutch 18 is engaged at the same time. As a result, the first output shaft 10 and the first sub output shaft 12 are disconnected from each other, and the rotational power is not transmitted to the first sub input shaft 2 and the first output shaft 10. It is transmitted to the output shaft 17.

  As shown in FIG. 5D, the operation for canceling the shift is not particularly necessary. As a result, a fourth gear stage is established.

FIG. 6 is an explanatory diagram showing a shift process from the fourth speed to the fifth speed according to the present invention.
As shown in FIG. 6 (a), in the fourth speed traveling state, the second clutch 5 and the fourth clutch 18 are in the engaged state (ON), respectively, while the first clutch 3 and the third clutch 11 are in the engaged state, respectively. The first output gear sync mechanism 15, the second output gear sync mechanism 16, and the third output gear sync mechanism 22 are in the open state (off), and the first output gear 13, the second output gear 14, The three output gears 20 are respectively engaged. Accordingly, the torque input from the engine E / G is, as indicated by a thick line, the input shaft 1 → second clutch 5 → second auxiliary input shaft 4 → third input gear 8 → second output gear 14 → second output gear. 2 output gear sync mechanism 16 → first sub output shaft 12 → first output gear sync mechanism 15 → first output gear 13 → first input gear 6 → third output gear 20 → third output gear sync mechanism 22 → Transmission is performed by a path of the second auxiliary output shaft 19 → the fourth clutch 18 → the second output shaft 17 → the second final drive gear 25.

  As shown in FIG. 6 (b), the alternate long and short dash line indicates the torque flow in the fifth speed of the next stage. In order to realize this torque flow, it is necessary to prepare for a shift in which the first / second input gear sync mechanism 9 is engaged with the first input gear 6. Accordingly, here, as a preparation for shifting, an operation of engaging the first / second input gear synchro mechanism 9 with the first input gear 6 is performed.

  As shown in FIG. 6C, as the clutch switching operation, the first clutch 3 and the third clutch 11 are respectively engaged at the same time as the second clutch 5 and the fourth clutch 18 are released. As a result, the input shaft 1 and the second sub-input shaft 4 are disconnected, and the second output shaft 17 and the second sub-output shaft 19 are disconnected, so that the rotational power is supplied from the second sub-input shaft 4 and the second sub-input shaft 4. It is not transmitted to the output shaft 17 and is transmitted to the first auxiliary input shaft 2 and the first output shaft 10.

  As shown in FIG. 6 (d), the engagement states of the second output gear sync mechanism 16 and the third output gear sync mechanism 22 with respect to the second output gear 14 and the third output gear 20 are set as the shift release. Cancel each one. As a result, a fifth gear stage is established.

FIG. 7 is an explanatory diagram showing a shift process from the fifth gear to the sixth gear according to the present invention.
As shown in FIG. 7 (a), in the fifth speed traveling state, the first clutch 3 and the third clutch 11 are respectively engaged (on), while the second clutch 5 and the fourth clutch 18 are respectively engaged. In the open state (off), the first / second input gear sync mechanism 9 and the first output gear sync mechanism 15 are engaged with the first input gear 6 and the first output gear 13, respectively. Therefore, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first / second input gear synchro mechanism 9 → the second. It is transmitted by a path of 1 input gear 6 → first output gear 13 → first output gear sync mechanism 15 → first auxiliary output shaft 12 → third clutch 11 → first output shaft 10 → first final drive gear 24. .

  As shown in FIG. 7 (b), the alternate long and short dash line indicates the torque flow at the 6th speed of the next stage. In order to realize this torque flow, it is necessary to prepare for a shift in which the third output gear 20 is engaged with the third output gear synchronization mechanism 22. Therefore, here, as a preparation for shifting, an operation of engaging the third output gear sync mechanism 22 with the third output gear 20 is performed.

  As shown in FIG. 7C, as the clutch switching operation, the fourth clutch 18 is engaged at the same time as the third clutch 11 is released. As a result, the first output shaft 10 and the first sub output shaft 12 are disconnected, and the rotational power is not transmitted to the first output shaft 10 but is transmitted to the second output shaft 17.

  As shown in FIG. 7D, as the shift is released, the engaged state of the first output gear sync mechanism 15 with respect to the first output gear 13 is released. As a result, a sixth gear stage is established.

  3 to 7 show sequential clutch-to-clutch shifts in which the first to sixth gears are shifted up one by one, but the transmission 100 of the present invention shifts up by two. It is possible to perform step-shifting. Returning to FIG. 2, since the first-speed torque flow and the third-speed torque flow have different input shafts, a one-step skipping clutch-to-clutch shift from the first speed to the third speed is possible. Similarly, one-step skipping clutch-to-clutch shifting from the second gear to the fourth gear, the third gear to the fifth gear, and the fourth gear to the sixth gear is possible. In addition, since the first speed torque flow and the fourth speed torque flow have different output shafts, a two-step skipping clutch-to-clutch shift from the first speed to the fourth speed is possible. Similarly, two-stage skipping clutch-to-clutch shifting from the third speed to the sixth speed is also possible. In this embodiment, the first input gear 6 and the second input gear 7 share a single sync mechanism 9 for the two-step skipping clutch-to-clutch shift from the second gear to the fifth gear. It is not possible to prepare for the shift related to the first input gear 6 required at the fifth speed in the second speed state (the second input gear 7 is engaged with the synchro mechanism 9). Therefore, for the two-step skipping clutch-to-clutch shift from the second gear to the fifth gear, it is necessary to intervene the third or fourth gear as an intermediate gear. As shown in FIG. 8, when the synchronization mechanisms 9a and 9b are individually provided to the first input gear 6 and the second input gear 7, respectively, the clutch toe is directly shifted from the second gear to the fifth gear.・ Clutch shifting is possible.

  Also, for the 3rd skip, the 1st speed torque flow and the 5th speed torque flow are the same on both the input shaft and the output shaft, so the clutch-to-clutch shift cannot be performed directly. . In this case, it is possible to perform a clutch-to-clutch shift, for example, in the order of 1st speed → 3rd speed → 5th speed via the 3rd or 4th speed as an intermediate speed. In other words, it is possible to perform clutch-to-clutch shifting by appropriately combining the one-step skipping shift and the two-step skipping shift). Similarly, for the second to sixth gears, the clutch-to-clutch gear shift is performed, for example, from the second gear to the fourth gear to the sixth gear through the third or fourth gear as the intermediate gear. It is possible to do.

FIG. 9 is an explanatory diagram showing a transmission 200 with a reverse gear RG according to the present invention.
In this transmission 200, a reverse gear RG is provided in the space between the first output gear 13 and the second output gear 14. Further, as the reverse gear RG synchronization mechanism, a first output / reverse gear synchronization mechanism 15 ′ that selectively integrates either the first output gear 13 or the reverse gear RG into the first auxiliary output shaft 12 is the first. An output gear sync mechanism 15 is provided instead. The configuration other than the above is the same as that of the transmission 100.

FIG. 10 is an explanatory diagram showing the torque flow in the reverse mode and the engagement states of the clutch mechanisms and the like.
In the reverse mode, the first clutch 3 and the third clutch 11 are in the engaged state (on), respectively, while the second clutch 5 and the fourth clutch 18 are in the released state (off), respectively, The input gear sync mechanism 9 and the first output / reverse gear sync mechanism 15 'are engaged with the second input gear 7 and the reverse gear RG, respectively. Therefore, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first / second input gear synchro mechanism 9 → the second. 2 input gear 7 → fourth output gear 21 → reverse gear RG → first output / reverse gear sync mechanism 15 ′ → first auxiliary output shaft 12 → third clutch 11 → first output shaft 10 → first final drive gear It is transmitted by the route of 24. As described above, the reverse gear RG can be provided without changing the overall length of the entire transmission in the longitudinal direction, and a moving mechanism for offsetting the reverse idle gear, which is necessary in the conventional transmission, becomes unnecessary. .

  Further, the respective engagement states of the respective synchronization mechanisms and the respective clutches at the respective shift speeds are summarized in a table as FIG. The circles in the table indicate that each synchro mechanism is in an engaged state or that each clutch mechanism is in an engaged state.

  As described above, according to the transmissions 100 and 200 of the present invention, the first sub-input shaft 2 and the second sub-input shaft 4 having a coaxial two-stage structure in which the input shaft 1 includes the independent clutches 3 and 5 respectively. The two output shafts (the first output shaft 10 and the second output shaft 17) that output the rotated rotational power are sub-outputs that can be engaged / released by the clutches 11 and 18, respectively. The first output shaft 10 and the second output shaft 17 are arranged in parallel with each other with the input shaft 1 as the central axis. Therefore, a plurality of input gears 6, 7, 8 provided on the input shaft 1 are configured in two stages for each clutch system, and the output gears 13, 14, 20, 21 meshing with the input gears 6, 7, 8 are provided. Are disposed on the first output shaft 10 (first sub output shaft 12) and the second output shaft 17 (second sub output shaft 19) located on both sides of the input shaft 1, respectively. As a result, the degree of freedom of the torque transmission path (torque flow) from the input shaft 1 to each of the output shafts 10 and 17 is increased, and a large number of gear stages can be constructed with a small number of gears. In addition, since the degree of freedom of torque flow is high, it is possible to construct an optimum torque flow for each shift stage that does not cause an interlock between the torque flow of the current shift stage and the torque flow of the next shift stage. It becomes possible to prepare for the shift of the next shift stage in the state of the shift stage. As a result, a so-called clutch-to-clutch shift is established in which the torque flow of the next shift stage is established at the same time as switching of the clutches for all the shift stages, and a continuous and smooth shift without torque interruption is possible. Furthermore, since the number of gears arranged on each shaft is small, it is possible to suitably shorten the axial length, or to add multi-stages by adding additional gears.

  The present invention is not limited to only the transmissions 100 and 200 according to the above-described embodiments, and includes various design changes within the scope not changing the gist of the technical features of the present invention. For example, as shown in FIG. 12, an input gear or an output gear is separately added to the space of the first sub input shaft 2, the first sub output shaft 12 or the second sub output shaft 19, and the speed ratio is set to 6 speeds. The above multi-stage can be achieved.

FIG. 13 is a skeleton explanatory diagram showing a transmission 400 according to the second modification of the present invention.
Although the transmission 400 has the same two-stage input, two-output, three-axis structure as the transmission 100, the first / second input gear synchronization mechanism 9 is eliminated, and the first input gear 6 'and the second input This corresponds to a gear 7 ′ fixed to the first auxiliary input shaft 2 and the second auxiliary input shaft 4 ′. When the second input gear 7 ′ is fixed to the second auxiliary input shaft 4 ′, the first / second input gear sync mechanism 9 is inevitably required, and the first input gear 6 ′ is not the first input gear 6 ′. Since the auxiliary input shaft 2 is fixed, the change of the transmission 400 to the transmission 100 is substantially only that the second input gear 7 ′ is fixed to the second auxiliary input shaft 4 ′. . With the above change, the torque flow related to the shift speed from the input shaft 1 to each of the output shafts 10 and 17 straddles the first auxiliary input shaft 2 from the first output shaft 10 to the second output shaft 17 or vice versa. Two torque flows (bypass torque flows) for transmitting power from the second output shaft 17 to the first output shaft 10 are created. Therefore, a torque flow related to the shift speed from the input shaft 1 to the output shafts 10 and 17 including the bypass torque flow is constructed, and all torque flows related to the shift speed are set so that no interlock is generated in the shift process. The number of gears is not changed with respect to the transmission 100 by appropriately setting the number of teeth and the arrangement of the gears so as to obtain an appropriate speed ratio ratio sequence corresponding to the permutation. Furthermore, it is possible to construct an eight-speed shift by adding two shift speeds while reducing the number of parts of the synchro mechanism and the shift fork. Other configurations other than the above change are the same as those of the transmission 100.

FIG. 14 is an explanatory diagram showing an outline of the torque flow at each gear position according to the transmission 400 of the present invention.
The two torque flows related to the new shift stage including the torque flow straddling the first auxiliary input shaft 2 described above do not generate an interlock with the torque flows related to the arranged front and rear shift stages. On the condition that the gear ratio is in accordance with the permutation of torque flow, it is arranged (permutation) in any of the torque flow trains related to the six-speed shift shown in FIG. In the present transmission 400, as a result of the examination, the two torque flows related to the above-described shift speed are arranged at the third speed and the eighth speed, respectively. Note that the first to second speeds, the fourth speed to the seventh speed, except for the third speed and the eighth speed of the transmission 400, the first speed, the second speed, and the third speed of the transmission 100. Corresponds to 5th, 4th, and 6th gears respectively. Hereinafter, the shifting process of the transmission 400 will be described in detail.

FIG. 15 is an explanatory diagram showing a shift process from the first gear to the second gear according to the transmission 400 of the present invention.
As shown in FIG. 15 (a), in the traveling state of the first gear, the second clutch 5 and the third clutch 11 are in the engaged state (on), respectively, while the first clutch 3 and the fourth clutch 18 are in the engaged state. The first output gear sync mechanism 15 is engaged with the first output gear 13 while the third output gear sync mechanism 22 and the fourth output gear sync mechanism 23 are in the third output. The gear 20 and the fourth output gear 21 are engaged with each other. Accordingly, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the second clutch 5 → the second auxiliary input shaft 4 ′ → the second input gear 7 ′ → the fourth output gear 21. → fourth output gear sync mechanism 23 → second auxiliary output shaft 19 → third output gear sync mechanism 22 → third output gear 20 → first input gear 6 ′ → first output gear 13 → first output gear Transmission is performed by a torque transmission path of synchro mechanism 15 → first auxiliary output shaft 12 → third clutch 11 → first output shaft 10 → first final drive gear 24.

  As shown in FIG. 15 (b), the alternate long and short dash line indicates the torque flow in the second speed of the next stage. The engagement of the synchro mechanism with the input gear or the output gear for realizing this torque flow is not particularly required, and the first output gear 13 and the first output gear 13 of the first output gear synchro mechanism 15 and the third output gear synchro mechanism 22 are not required. Only an operation for releasing each engagement state with respect to the three-output gear 20 is required. However, this operation is performed in a shift release described later, and is not particularly necessary here. Therefore, no special shift preparation is required in the shifting process from the first gear to the second gear.

  As shown in FIG. 15 (c), as the clutch switching operation, the third clutch 11 is released and the fourth clutch 18 is engaged at the same time. As a result, the first output shaft 10 and the first sub output shaft 12 are disconnected, and the rotational power is not transmitted to the first output shaft 10 but is transmitted to the second output shaft 17.

  As shown in FIG. 15 (d), as the shift is released, the engagement states of the first output gear sync mechanism 15 and the third output gear sync mechanism 22 with respect to the first output gear 13 and the third output gear 20 are changed. Cancel each one. As a result, the torque is all transmitted to the second output shaft 17, and a second gear stage is established.

FIG. 16 is an explanatory diagram showing a shift process from the second gear to the third gear according to the transmission 400 of the present invention.
As shown in FIG. 16 (a), during the second speed traveling, the second clutch 5 and the fourth clutch 18 are in the engaged state (on), respectively, while the first clutch 3 and the third clutch 11 are respectively engaged. The fourth output gear sync mechanism 23 is engaged with the fourth output gear 21 while being in the open state (off). Accordingly, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the second clutch 5 → the second auxiliary input shaft 4 ′ → the second input gear 7 ′ → the fourth output gear 21. Transmission is performed by a route of the fourth output gear synchronization mechanism 23, the second auxiliary output shaft 19, the fourth clutch 18, the second output shaft 17, and the second final drive gear 25.

  As shown in FIG. 16 (b), the alternate long and short dash line indicates the torque flow at the next third speed. In order to realize this torque flow, it is necessary to prepare for shifting by engaging the first output gear sync mechanism 15 and the second output gear sync mechanism 16 with the first output gear 13 and the second output gear 14, respectively. Become. Accordingly, here, as preparation for shifting, an operation of engaging the first output gear sync mechanism 15 and the second output gear sync mechanism 16 with the first output gear 13 and the second output gear 14, respectively, is performed.

  As shown in FIG. 16C, as the clutch switching operation, the first clutch 3 is engaged at the same time as the second clutch 5 is released. As a result, the input shaft 1 and the second sub input shaft 4 ′ are disconnected, and the rotational power is not transmitted to the second sub input shaft 4 ′, but is transmitted to the first sub input shaft 2.

  As shown in FIG. 16 (d), the shift release is not particularly required here, and the third gear stage is established after the clutch switching operation.

FIG. 17 is an explanatory diagram showing a shift process from the third speed to the fourth speed according to the transmission 400 of the present invention.
As shown in FIG. 17 (a), during the third speed traveling, the first clutch 3 and the fourth clutch 18 are in the engaged state (ON), respectively, while the second clutch 5 and the third clutch 11 are respectively in the engaged state (ON). The first output gear sync mechanism 15 and the second output gear sync mechanism 16 are engaged with the first output gear 13 and the second output gear 14, respectively, and the fourth output gear sync mechanism is in the open state (off). The mechanism 23 is engaged with the fourth output gear 21. Accordingly, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first input gear 6 ′ → the first output gear 13 → First output gear sync mechanism 15 → first sub output shaft 12 → second output gear sync mechanism 16 → second output gear 14 → third input gear 8 → second sub input shaft 4 ′ → second input gear 7 It is transmitted through a route of “→ fourth output gear 21 → fourth output gear synchronization mechanism 23 → second auxiliary output shaft 19 → fourth clutch 18 → second output shaft 17 → second final drive gear 25”.

  As shown in FIG. 17 (b), the alternate long and short dash line indicates the torque flow in the third speed of the next stage. Since this torque flow is realized after the clutch switching, which will be described later, no special preparation for shifting is required here.

  As shown in FIG. 17 (c), as the clutch switching operation, the first clutch 3 and the fourth clutch 18 are respectively released, and at the same time, the second clutch 5 and the third clutch 11 are respectively engaged. As a result, the input shaft 1 and the first sub input shaft 2 are disconnected from each other, and the second output shaft 17 and the second sub output shaft 19 are disconnected from each other. It is not transmitted to the output shaft 17 and is transmitted to the second sub input shaft 4 ′ and the first output shaft 10.

  As shown in FIG. 17D, as the shift is released, the engagement states of the first output gear sync mechanism 15 and the fourth output gear sync mechanism 23 with respect to the first output gear 13 and the fourth output gear 21 are changed. Cancel each one. As a result, a fourth gear stage is established.

FIG. 18 is an explanatory diagram showing a speed change process from the fourth speed to the fifth speed according to the transmission 400 of the present invention.
As shown in FIG. 18 (a), in the 4th speed traveling state, the second clutch 5 and the third clutch 11 are respectively engaged (ON), while the first clutch 3 and the fourth clutch 18 are respectively engaged. The second output gear sync mechanism 16 is engaged with the second output gear 14 while being in the open state (off). Accordingly, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → second clutch 5 → second auxiliary input shaft 4 ′ → third input gear 8 → second output gear 14 → The second output gear synchronization mechanism 16 → the first auxiliary output shaft 12 → the third clutch 11 → the first output shaft 10 → the first final drive gear 24 is transmitted.

  As shown in FIG. 18 (b), the alternate long and short dash line indicates the torque flow in the fifth speed of the next stage. In order to realize this torque flow, it is necessary to prepare for a shift in which the first output gear sync mechanism 15 is engaged with the first output gear 13. Accordingly, here, as a preparation for shifting, an operation of engaging the first output gear sync mechanism 15 with the first output gear 13 is performed.

  As shown in FIG. 18 (c), as the clutch switching operation, the second clutch 5 is released and the first clutch 3 is engaged at the same time. As a result, the input shaft 1 and the second sub input shaft 4 ′ are disconnected and the input shaft 1 and the first sub input shaft 2 are connected, so that the rotational power is not transmitted to the second sub input shaft 4 ′. Is transmitted to the first auxiliary input shaft 2.

  As shown in FIG. 18 (d), the engagement state of the second output gear synchro mechanism 16 with respect to the second output gear 14 is released as the shift release. As a result, a fifth gear stage is established.

FIG. 19 is an explanatory diagram showing a shift process from the fifth gear to the sixth gear according to the transmission 400 of the present invention.
As shown in FIG. 19 (a), in the fifth speed traveling state, the first clutch 3 and the third clutch 11 are in the engaged state (on), respectively, while the second clutch 5 and the fourth clutch 18 are in the engaged state, respectively. The first output gear sync mechanism 15 is engaged with the first output gear 13 while being in the open state (off). Accordingly, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first input gear 6 ′ → the first output gear 13 → The first output gear sync mechanism 15 → the first auxiliary output shaft 12 → the third clutch 11 → the first output shaft 10 → the first final drive gear 24 is transmitted.

  As shown in FIG. 19 (b), the alternate long and short dash line indicates the torque flow at the 6th speed of the next stage. In order to realize this torque flow, it is necessary to prepare for shifting by engaging the second output gear sync mechanism 16 and the third output gear sync mechanism 22 with the second output gear 14 and the third output gear 20, respectively. Become. Therefore, here, as preparation for shifting, an operation of engaging the second output gear sync mechanism 16 and the third output gear sync mechanism 22 with the second output gear 14 and the third output gear 20, respectively, is performed.

  As shown in FIG. 19 (c), as the clutch switching operation, the first clutch 3 and the third clutch 11 are released, and at the same time, the second clutch 5 and the fourth clutch 18 are respectively engaged. As a result, the input shaft 1 and the first sub input shaft 2 are disconnected, and the first output shaft 10 and the first sub output shaft 12 are disconnected, so that the rotational power is the first sub input shaft 2 and the first sub input shaft 2. It is not transmitted to the output shaft 10 and is transmitted to the second auxiliary input shaft 4 ′ and the second output shaft 17.

  As shown in FIG. 19 (d), the shift release is not particularly required here, and the sixth gear stage is established after the clutch switching operation.

FIG. 20 is an explanatory diagram showing a shift process from the sixth gear to the seventh gear according to the transmission 400 of the present invention.
As shown in FIG. 20 (a), in the sixth speed traveling state, the second clutch 5 and the fourth clutch 18 are respectively engaged (ON), while the first clutch 3 and the third clutch 11 are respectively engaged. The first output gear sync mechanism 15 and the second output gear sync mechanism 16 are engaged with the first output gear 13 and the second output gear 14, respectively, and the third output gear sync mechanism is in the open state (off). A mechanism 22 is engaged with the third output gear 20. Accordingly, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → second clutch 5 → second auxiliary input shaft 4 ′ → third input gear 8 → second output gear 14 → Second output gear sync mechanism 16 → first sub output shaft 12 → first output gear sync mechanism 15 → first output gear 13 → first input gear 6 ′ → third output gear 20 → third output gear sync Transmission is performed by a path of mechanism 22 → second auxiliary output shaft 19 → fourth clutch 18 → second output shaft 17 → second final drive gear 25.

  As shown in FIG. 20 (b), the alternate long and short dash line indicates the torque flow at the seventh speed of the next stage. In order to realize this torque flow, it is only necessary to engage the first clutch 3 at the same time as the second clutch 5 is disengaged.

  As shown in FIG. 20 (c), as the clutch switching operation, the first clutch 3 is engaged at the same time as the second clutch 5 is released. As a result, the input shaft 1 and the second sub input shaft 4 ′ are disconnected, and the rotational power is not transmitted to the second sub input shaft 4 ′ and the first output shaft 10, and the first sub input shaft 2 and the second sub input shaft 2 are not transmitted. It is transmitted to the output shaft 17.

  As shown in FIG. 20D, here, as the shift release, each engagement of the first output gear sync mechanism 15 and the second output gear sync mechanism 16 with respect to the first output gear 13 and the second output gear 14 is performed. Cancel each state. As a result, a seventh gear stage is established.

FIG. 21 is an explanatory diagram showing a shift process from the seventh speed to the eighth speed according to the transmission 400 of the present invention.
As shown in FIG. 21 (a), in the seventh speed traveling state, the first clutch 3 and the fourth clutch 18 are in the engaged state (ON), respectively, while the second clutch 5 and the third clutch 11 are respectively in the engaged state (ON). The third output gear sync mechanism 22 is engaged with the third output gear 20 while being in the open state (off). Accordingly, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first input gear 6 ′ → the third output gear 20 → Transmission is performed through a path of the third output gear synchronization mechanism 22 → second auxiliary output shaft 19 → fourth clutch 18 → second output shaft 17 → second final drive gear 25.

  As shown in FIG. 21 (b), the alternate long and short dash line indicates the torque flow at the next eighth speed. In order to realize this torque flow, it is necessary to prepare for shifting by engaging the second output gear sync mechanism 16 and the fourth output gear sync mechanism 23 with the second output gear 14 and the fourth output gear 21, respectively. Become. Accordingly, here, as a preparation for shifting, an operation of engaging the second output gear sync mechanism 16 and the fourth output gear sync mechanism 23 with the second output gear 14 and the fourth output gear 21, respectively, is performed.

  As shown in FIG. 21 (c), as the clutch switching operation, the fourth clutch 18 is released and the third clutch 11 is engaged at the same time. As a result, the second sub output shaft 19 and the second output shaft 17 are disconnected, and the rotational power is not transmitted to the second output shaft 17 but is transmitted to the first sub output shaft 12 and the first output shaft 10. .

  As shown in FIG. 21 (d), it is not particularly necessary to release the shift here, and an 8-speed gear train is established after the clutch switching operation.

  As described above, the respective engagement states of the respective synchronization mechanisms and the respective clutches in the shift process are summarized in FIG. In the drawing, each circle indicates that each synchro mechanism is in an engaged state or each clutch mechanism is in an engaged state.

  By the way, the speed change process of FIGS. 15 to 21 shows a sequential clutch-to-clutch speed change in which the speed is shifted up from the first speed to the eighth speed. In the transmission 400 of the present invention, it is possible to perform a one-step jumping shift that shifts up by two steps, similarly to the transmission 100 described above. However, the jump shift from the first gear to the third gear may cause an interlock in preparation for the shift of the third gear as shown in FIG. Similarly, there is a possibility of causing an interlock for the jump shift from the sixth gear to the eighth gear. Therefore, the clutch-to-clutch via the second gear in the middle for the jump shift from the first gear to the third gear and the fifth gear in the middle for the gear shift from the sixth gear to the eighth gear. Each shift is possible.

  Further, in the transmission 400 of the present invention, it is possible to perform a two-step jumping shift that shifts up by three steps, like the transmission 100 described above. However, the jump shift from the first gear to the fourth gear may cause an interlock in preparation for the shift of the fourth gear as shown in FIG. Similarly, a jump shift from the third speed to the sixth speed may cause an interlock in the gear preparation for the shift from the fifth speed to the eighth speed. Therefore, for the jump shift from the first gear to the fourth gear, the second through the middle, and for the jump from the third gear to the sixth gear through the fourth or fifth gear, As for the jump shift from the fifth gear to the eighth gear, clutch-to-clutch gear shift is possible via the seventh gear in the middle.

  Furthermore, in the transmission 400 of the present invention, it is possible to perform a three-step jumping shift that is shifted up by four steps, like the transmission 100 described above. However, with regard to the jump shift from the second gear to the sixth gear, as shown in FIG. 14, there is a possibility of causing an interlock in preparation for shifting the sixth gear. Similarly, the jump shift from the third speed to the seventh speed may cause an interlock in the shift preparation. Therefore, the jump shift from the 2nd speed to the 6th speed is intermediate through the 4th or 5th speed, and the jump shift from the 3rd speed to the 7th speed is the intermediate 4th or 5th speed. Clutch-to-clutch shifting can be performed via each.

FIG. 22 is an explanatory view showing a transmission 500 of the present invention provided with a reverse gear RG.
In this transmission 500, similarly to the transmission 200, a reverse gear RG is provided in the space between the first output gear 13 and the second output gear 14. Also, as the reverse gear RG synchronization mechanism, similarly to the transmission 200, either the first output gear 13 or the reverse gear RG is selectively integrated with the first sub output shaft 12 for the first output / reverse gear. A synchro mechanism 15 ′ is provided in place of the first output gear synchro mechanism 15. In the reverse mode described later, the reverse gear RG is a driven gear (driven gear), the drive gear (drive gear) is the second input gear 7 ', and the idle gear (idle intermediate gear) is the fourth output gear. 21. The above-mentioned matters are similarly applied to the transmission 200.

FIG. 23 is an explanatory diagram showing torque flow in the reverse drive mode according to the transmission 500 of the present invention.
In the reverse mode, the second clutch 5 and the third clutch 11 are in the engaged state (on), respectively, while the first clutch 3 and the fourth clutch 18 are in the released state (off), respectively, and the first output / reverse The gear sync mechanism 15 'is engaged with the reverse gear RG. Accordingly, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the second clutch 5 → the second auxiliary input shaft 4 ′ → the second input gear 7 ′ → the fourth output gear 21. → Reverse gear RG → First output / reverse gear sync mechanism 15 ′ → first sub output shaft 12 → third clutch 11 → first output shaft 10 → first final drive gear 24

As described above, according to the transmissions 400 and 500, the same two-stage input two-output three-shaft structure as the transmissions 100 and 200 is used as a basic structure, and the same number of gears and the same gears as the transmissions 100 and 200 are used. Since each of the meshing forms, as in the case of the transmissions 100 and 200, it is possible to construct a large number of shift stages with a small number of gears, and it is preferable to prevent the occurrence of an interlock in the shift process and to prevent all the shift stages. It is possible to realize a continuous and smooth shift by clutch-to-clutch shift.
On the other hand, unlike the transmissions 100 and 200, the first input gear 6 'and the second input gear 7' are fixed on the first auxiliary input shaft 2 and the second auxiliary input shaft 4 ', respectively. A new torque flow that transmits power from the first output shaft 10 side to the second output shaft 17 side or vice versa across the first auxiliary input shaft 2 or from the second output shaft 17 to the first output shaft 10 side. Is created. As a result, with respect to the torque flow related to the new shift stage from the input shaft 1 to the output shafts 10 and 17 including the torque flow, all torque flows related to the shift stage are prevented so that no interlock is generated in the shift process. By appropriately setting the permutation and appropriately setting the number of teeth and the arrangement of each gear so as to obtain an appropriate shift ratio sequence according to the permutation, the number of gears does not change with respect to the transmission 100, Furthermore, while reducing the number of parts of the synchro mechanism and the shift fork, it is possible to construct an eight-speed shift by adding two shift stages.

FIG. 25 is a skeleton explanatory view showing a transmission 600 according to the third modification of the present invention.
Unlike the transmission 100, the transmission 600 has the same two-stage input 2-output three-axis structure as the transmission 100, but a fourth input gear 32 fixed to the second auxiliary input shaft 4; A fifth output gear 33 is provided on the second sub output shaft 19 so as to be relatively rotatable, and a fifth output gear sync mechanism 34 is integrated with the second sub output shaft 19. . By providing the gear pair, torque for transmitting power via the fourth input gear 32 and the fifth output gear 33 with respect to the torque flow related to the shift speed from the input shaft 1 to the output shafts 10 and 17. A new flow is created. That is, power is transmitted to the first output shaft 10 or the second output shaft 17 across the first auxiliary input shaft 2 while passing through the fourth input gear 32 and the fifth output gear 33 in the same manner as the transmission 400. Torque flow to be transmitted (torque flow according to first speed, sixth speed and eleventh speed described later) and power to the first output shaft 10 or the second output shaft 17 without straddling the first auxiliary input shaft 2 A torque flow to be transmitted (torque flow according to the seventh speed and the ninth speed described later) is newly created. Therefore, with respect to the torque flow related to the shift stage from the input shaft 1 to the output shafts 10 and 17 including these new torque flows, all torque flows related to the shift stage are prevented so that no interlock is generated in each shift process. By appropriately setting the permutation and appropriately setting the number of teeth and the arrangement of each gear so that an appropriate shift ratio train corresponding to the permutation can be obtained, the number of shift stages is increased by five to the transmission 100. Thus, it is possible to construct the 11-speed shift. Other configurations other than the above change are the same as those of the transmission 100.

26 and 27 are explanatory views showing an outline of the torque flow from the first gear to the eleventh gear according to the transmission 600 of the present invention.
The torque flow (dotted line frame) passing through the fourth input gear 32 and the fifth output gear 33 does not generate an interlock with the torque flow related to the front and rear shift stages arranged, and the shift ratio is further increased. On the condition that it corresponds to the permutation of torque flow, it is arranged (permutation) in one of the torque flow sequences related to the six-speed shift shown in FIG. In the present transmission 600, as a result of the examination, the torque flows related to the new shift speed are arranged at the 1st speed, 6th speed, 7th speed, 9th speed and 11th speed, respectively. Note that the 2nd to 5th speeds and the 8th and 10th speeds of the transmission 600 are the 2nd speed, 1st speed, 4th speed, 3rd speed, 6th speed, Corresponds to 5th gear respectively. Hereinafter, the shifting process of the transmission 600 will be described in detail.

FIG. 28 is an explanatory diagram showing a shift process from the first gear to the second gear according to the transmission 600 of the present invention.
As shown in FIG. 28 (a), in the traveling state of the first gear, the first clutch 3 and the third clutch 11 are in the engaged state (on), respectively, while the second clutch 5 and the fourth clutch 18 are in the engaged state. The first and second input gear sync mechanisms 9 are engaged with the second input gear 7, and the second output gear sync mechanism 16 is engaged with the second output gear 14. The fourth output gear sync mechanism 23 and the fifth output gear sync mechanism 34 are engaged with the fourth output gear 21 and the fifth output gear 33, respectively. Therefore, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first / second input gear synchro mechanism 9 → the second. 2 input gear 7 → fourth output gear 21 → fourth output gear synchronization mechanism 23 → second auxiliary output shaft 19 → fifth output gear synchronization mechanism 34 → fifth output gear 33 → fourth input gear 32 → second Sub input shaft 4 → third input gear 8 → second output gear 14 → second output gear synchro mechanism 16 → first sub output shaft 12 → third clutch 11 → first output shaft 10 → first final drive gear 24 Is transmitted by the torque transmission path.

  As shown in FIG. 28 (b), the alternate long and short dash line indicates the torque flow in the second speed of the next stage. The engagement of the synchro mechanism with the input gear or the output gear for realizing this torque flow is not particularly necessary, and the second output gear 14 and the second output gear 14 of the second output gear synchro mechanism 16 and the fifth output gear synchro mechanism 34 are not required. Only the shift release for releasing the respective engagement states with respect to the 5-output gear 33 is required. However, this shift cancellation is performed after the clutch is switched, and is not particularly necessary here. Therefore, no special shift preparation is required in the shifting process from the first gear to the second gear.

  As shown in FIG. 28 (c), as the clutch switching operation, the fourth clutch 18 is engaged at the same time as the third clutch 11 is released. As a result, the first output shaft 10 and the first sub output shaft 12 are disconnected from each other, and the rotational power is transmitted to the first sub output shaft 12 and is not transmitted to the first output shaft 10. Is transmitted to.

  As shown in FIG. 28 (d), as the shift release, the respective engagement states of the second output gear sync mechanism 16 and the fifth output gear sync mechanism 34 with respect to the second output gear 14 and the fifth output gear 33 are determined. Cancel each one. As a result, the torque is all transmitted to the second output shaft 17, and a second gear stage is established.

FIG. 29 is an explanatory diagram showing a shift process from the second gear to the third gear according to the transmission 600 of the present invention.
As shown in FIG. 29 (a), in the second speed traveling state, the first clutch 3 and the fourth clutch 18 are respectively engaged (on), while the second clutch 5 and the third clutch 11 are engaged. The first and second input gear sync mechanisms 9 are engaged with the second input gear 7, and the fourth output gear sync mechanism 23 is engaged with the fourth output gear 21. ing. Therefore, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first / second input gear synchro mechanism 9 → the second. Transmission is performed by a torque transmission path of 2 input gear 7 → fourth output gear 21 → fourth output gear sync mechanism 23 → second auxiliary output shaft 19 → fourth clutch 18 → second output shaft 17 → second final drive gear 25. Is done.

  As shown in FIG. 29 (b), the alternate long and short dash line indicates the torque flow in the third speed of the next stage. In order to realize this torque flow, it is necessary to prepare for shifting by engaging the first output gear sync mechanism 15 and the third output gear sync mechanism 22 with the first output gear 13 and the third output gear 20, respectively. Become. Therefore, here, as preparation for shifting, an operation of engaging the first output gear sync mechanism 15 and the third output gear sync mechanism 22 with the first output gear 13 and the third output gear 20, respectively, is performed.

  As shown in FIG. 29 (c), as the clutch switching operation, the fourth clutch 18 is released and the third clutch 11 is engaged at the same time. As a result, the second output shaft 17 and the second sub output shaft 19 are disconnected, and the rotational power is not transmitted to the second output shaft 17 but is transmitted to the first output shaft 10.

  As shown in FIG. 29 (d), the shift release is not particularly required here, and the third gear stage is established after the clutch switching operation.

FIG. 30 is an explanatory diagram showing a shift process from the third gear to the fourth gear according to the transmission 600 of the present invention.
As shown in FIG. 30 (a), in the third speed traveling state, the first clutch 3 and the third clutch 11 are in the engaged state (ON), respectively, while the second clutch 5 and the fourth clutch 18 are in the engaged state. Each is in an open state (off), the first / second input gear sync mechanism 9 is engaged with the second input gear 7, and the first output gear sync mechanism 15 is engaged with the first output gear 13. The third output gear synchronization mechanism 22 and the fourth output gear synchronization mechanism 23 are engaged with the third output gear 20 and the fourth output gear 21, respectively. Therefore, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first / second input gear synchro mechanism 9 → the second. 2 input gear 7 → fourth output gear 21 → fourth output gear sync mechanism 23 → second auxiliary output shaft 19 → third output gear sync mechanism 22 → third output gear 20 → first input gear 6 → first The torque is transmitted through a torque transmission path of output gear 13 → first output gear synchronization mechanism 15 → first auxiliary output shaft 12 → third clutch 11 → first output shaft 10 → first final drive gear 24.

  As shown in FIG. 30 (b), the alternate long and short dash line indicates the torque flow in the next fourth speed. In order to realize this torque flow, it is necessary to prepare for shifting in which the second output gear sync mechanism 16 is engaged with the second output gear 14. Accordingly, here, as a preparation for shifting, an operation of engaging the second output gear sync mechanism 16 with the second output gear 14 is performed.

  As shown in FIG. 30 (c), as the clutch switching operation, the first clutch 3 and the third clutch 11 are released, and at the same time, the second clutch 5 and the fourth clutch 18 are engaged. As a result, the input shaft 1 and the second sub input shaft 4 are connected, and the second output shaft 17 and the second sub output shaft 19 are connected, so that the rotational power is transmitted to the second output shaft 17.

  As shown in FIG. 30 (d), as a shift release, each of the first / second input gear sync mechanism 9 and the fourth output gear sync mechanism 23 with respect to the second input gear 7 and the fourth output gear 21. Release the combined status. As a result, all torque is transmitted to the second output shaft 17, and a fourth gear stage is established.

FIG. 31 is an explanatory diagram showing a shift process from the fourth speed to the fifth speed according to the transmission 600 of the present invention.
As shown in FIG. 31 (a), in the fourth speed traveling state, the second clutch 5 and the fourth clutch 18 are in the engaged state (ON), respectively, while the first clutch 3 and the third clutch 11 are in the engaged state (ON). The first output gear sync mechanism 15 and the second output gear sync mechanism 16 are engaged with the first output gear 13 and the second output gear 14, respectively, and are in the open state (off). The synchronization mechanism 22 is engaged with the third output gear 20. Accordingly, the torque input from the engine E / G is, as indicated by a thick line, the input shaft 1 → second clutch 5 → second auxiliary input shaft 4 → third input gear 8 → second output gear 14 → second output gear. 2 output gear sync mechanism 16 → first sub output shaft 12 → first output gear sync mechanism 15 → first output gear 13 → first input gear 6 → third output gear 20 → third output gear sync mechanism 22 Transmission is performed through a torque transmission path of the second auxiliary output shaft 19, the fourth clutch 18, the second output shaft 17, and the second final drive gear 25.

  As shown in FIG. 31 (b), the alternate long and short dash line indicates the torque flow at the fifth speed of the next stage. The engagement of the synchro mechanism with the input gear or the output gear for realizing this torque flow is not particularly required, and the first output gear 13 and the first output gear 13 of the first output gear synchro mechanism 15 and the third output gear synchro mechanism 22 are not required. Only the shift release for releasing the respective engagement states with respect to the three-output gear 20 is required. However, this shift cancellation is performed after the clutch is switched, and is not particularly necessary here. Therefore, no special shift preparation is required in the shifting process from the fourth speed to the fifth speed.

  As shown in FIG. 31 (c), as the clutch switching operation, the fourth clutch 18 is released and the third clutch 11 is engaged at the same time. As a result, the second output shaft 17 and the second sub output shaft 19 are disconnected, and the rotational power is not transmitted to the second output shaft 17 but is transmitted to the first output shaft 10.

  As shown in FIG. 31 (d), as the shift release, the engagement states of the first output gear sync mechanism 22 and the third output gear sync mechanism 15 with respect to the first output gear 13 and the third output gear 20 are changed. Cancel each one. Thereby, all the torque is transmitted to the first output shaft 10, and the fifth gear stage is established.

FIG. 32 is an explanatory diagram showing a shift process from the fifth gear to the sixth gear according to the transmission 600 of the present invention.
As shown in FIG. 32 (a), in the traveling state of the fifth gear, the second clutch 5 and the third clutch 11 are in the engaged state (on), respectively, while the first clutch 3 and the fourth clutch 18 are in the engaged state. Each is in an open state (off), and the second output gear synchronization mechanism 16 is engaged with the second output gear 14. Accordingly, the torque input from the engine E / G is, as indicated by a thick line, the input shaft 1 → second clutch 5 → second auxiliary input shaft 4 → third input gear 8 → second output gear 14 → second output gear. It is transmitted through a torque transmission path of the two-output gear synchronization mechanism 16 → the first auxiliary output shaft 12 → the third clutch 11 → the first output shaft 10 → the first final drive gear 24.

  As shown in FIG. 32 (b), the alternate long and short dash line indicates the torque flow in the fifth speed of the next stage. In order to realize this torque flow, the first / second input gear sync mechanism 9 for the first input gear 6 and the third output gear sync mechanism for the third output gear 20 and the fifth output gear 33 are used. It is necessary to prepare for the shift to engage the 22 and the fifth output gear synchro mechanism 34 respectively. Therefore, here, as a preparation for shifting, the first / second input gear sync mechanism 9 for the first input gear 6, the third output gear sync mechanism 22 for the third output gear 20 and the fifth output gear 33, and An operation of engaging the fifth output gear synchro mechanism 34 is performed.

  As shown in FIG. 32 (c), as a clutch switching operation, the first clutch 3 is engaged at the same time as the second clutch 5 is released. As a result, the input shaft 1 and the first sub input shaft 2 are connected, and the rotational power is transmitted to the first output shaft 10 via the first sub input shaft 2.

  As shown in FIG. 32 (d), the shift release is not particularly required here, and the sixth gear stage is established after the clutch switching operation.

FIG. 33 is an explanatory diagram showing a shift process from the sixth gear to the seventh gear according to the transmission 600 of the present invention.
As shown in FIG. 33 (a), in the sixth speed traveling state, the first clutch 3 and the third clutch 11 are in the engaged state (on), respectively, while the second clutch 5 and the fourth clutch 18 are in the engaged state. The first and second input gear sync mechanisms 9 are engaged with the first input gear 6, and the second output gear sync mechanism 16 is engaged with the second output gear 14. The third output gear synchronization mechanism 22 and the fifth output gear synchronization mechanism 34 are engaged with the third output gear 20 and the fifth output gear 33, respectively. Therefore, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first / second input gear synchro mechanism 9 → the second. 1 input gear 6 → third output gear 20 → third output gear sync mechanism 22 → second auxiliary output shaft 19 → fifth output gear sync mechanism 34 → fifth output gear 33 → fourth input gear 32 → second Sub input shaft 4 → third input gear 8 → second output gear 14 → second output gear synchro mechanism 16 → first sub output shaft 12 → third clutch 11 → first output shaft 10 → first final drive gear 24 Is transmitted by the torque transmission path.

  As shown in FIG. 33 (b), the alternate long and short dash line indicates the torque flow at the seventh speed of the next stage. The engagement of the sync mechanism with the input gear or the output gear for realizing this torque flow is not particularly required, and the engagement state of the first / second input gear sync mechanism 9 with the first input gear 6 and the second It is necessary to release the shift to release the engagement states of the output gear sync mechanism 16 and the third output gear sync mechanism 22 with respect to the second output gear 14 and the third output gear 20, respectively. However, this shift cancellation is performed after the clutch is switched, and is not particularly necessary here. Therefore, no special shift preparation is required in the shift process from the sixth gear to the seventh gear.

  As shown in FIG. 33 (c), as the clutch switching operation, the first clutch 3 and the third clutch 11 are released, and at the same time, the second clutch 5 and the fourth clutch 18 are engaged. As a result, the input shaft 1 and the second sub input shaft 4 are connected, and the second output shaft 17 and the second sub output shaft 19 are connected, so that the rotational power is transmitted to the second output shaft 17.

  As shown in FIG. 33 (d), the first / second input gear sync mechanism 9 for the first input gear 6, the second output gear 14, and the third output gear 20 and the second output gear are used as the shift release. Each engagement state of the synchro mechanism 16 and the third output gear synchro mechanism 22 is released. As a result, all torque is transmitted to the second output shaft 17, and a seventh gear train is established.

FIG. 34 is an explanatory diagram showing a shift process from the seventh gear to the eighth gear according to the transmission 600 of the present invention.
As shown in FIG. 34 (a), in the seventh speed traveling state, the second clutch 5 and the fourth clutch 18 are in the engaged state (on), respectively, while the first clutch 3 and the third clutch 11 are in the engaged state. Each is in an open state (off), and the fifth output gear synchronization mechanism 34 is engaged with the fifth output gear 33. Accordingly, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the second clutch 5 → the second auxiliary input shaft 4 → the fourth input gear 32 → the fifth output gear 33 → the second output gear 33. It is transmitted through a torque transmission path of 5 output gear synchronization mechanism 34 → second auxiliary output shaft 19 → fourth clutch 18 → second output shaft 17 → second final drive gear 25.

  As shown in FIG. 34 (b), the alternate long and short dash line indicates the torque flow at the next eighth speed. In order to realize this torque flow, the first / second input gear sync mechanism 9 is engaged with the first input gear 6, and the third output gear sync mechanism 22 is engaged with the third output gear 20. Shift preparation is required. Therefore, here, as preparation for the shift, an operation of engaging the first / second input gear sync mechanism 9 with the first input gear 6 and the third output gear sync mechanism 22 with the third output gear 20 is performed. Done.

  As shown in FIG. 34 (c), as the clutch switching operation, the first clutch 3 is engaged at the same time as the second clutch 5 is released. As a result, the input shaft 1 and the first sub input shaft 2 are connected, and the rotational power is transmitted to the second output shaft 17 via the first sub input shaft 2.

  As shown in FIG. 34 (d), the engagement state of the fifth output gear synchro mechanism 34 with respect to the fifth output gear 33 is released as the shift release. As a result, all torque is transmitted to the second output shaft 17, and an 8-speed gear train is established.

FIG. 35 is an explanatory diagram showing a shift process from the eighth gear to the ninth gear according to the transmission 600 of the present invention.
As shown in FIG. 35 (a), in the eighth speed traveling state, the first clutch 3 and the fourth clutch 18 are engaged (on), respectively, while the second clutch 5 and the third clutch 11 are engaged. The first and second input gear sync mechanisms 9 are engaged with the first input gear 6, and the third output gear sync mechanism 22 is engaged with the third output gear 20. ing. Therefore, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first / second input gear synchro mechanism 9 → the second. Transmission is performed by a torque transmission path of 1 input gear 6 → third output gear 20 → third output gear sync mechanism 22 → second auxiliary output shaft 19 → fourth clutch 18 → second output shaft 17 → second final drive gear 25. Is done.

  As shown in FIG. 35 (b), the alternate long and short dash line indicates the torque flow at the 9th speed of the next stage. In order to realize this torque flow, it is necessary to prepare for shifting in which the first output gear sync mechanism 15 and the fifth output gear sync mechanism 34 are engaged with the first output gear 13 and the fifth output gear 33, respectively. Become. Therefore, here, as preparation for shifting, an operation of engaging the first output gear sync mechanism 15 with the first output gear 13 and the fifth output gear sync mechanism 34 with the fifth output gear 33 is performed.

  As shown in FIG. 35 (c), as the clutch switching operation, the first clutch 3 and the fourth clutch 18 are released, and at the same time, the second clutch 5 and the third clutch 11 are engaged. As a result, the input shaft 1 and the second auxiliary input shaft 4 are connected, and the rotational power is transmitted to the first output shaft 10 via the second auxiliary output shaft 19.

  As shown in FIG. 35 (d), the engagement state of the first / second input gear synchronization mechanism 9 with respect to the first input gear 6 is released as the shift release. Thereby, all the torque is transmitted to the first output shaft 10, and a 9th gear train is established.

FIG. 36 is an explanatory diagram showing a shift process from the ninth speed to the tenth speed according to the transmission 600 of the present invention.
As shown in FIG. 36 (a), in the ninth speed traveling state, the second clutch 5 and the third clutch 11 are in the engaged state (on), respectively, while the first clutch 3 and the fourth clutch 18 are in the engaged state (on). The first output gear sync mechanism 15 is engaged with the first output gear 13 while the third output gear sync mechanism 22 and the fifth output gear sync mechanism 34 are in the fifth output state. The gears 33 are engaged with each other. Accordingly, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the second clutch 5 → the second auxiliary input shaft 4 → the fourth input gear 32 → the fifth output gear 33 → the second output gear 33. 5 output gear sync mechanism 34 → second sub output shaft 19 → third output gear sync mechanism 22 → third output gear 20 → first input gear 6 → first output gear 13 → first output gear sync mechanism 15 Transmission is performed by a torque transmission path of the first auxiliary output shaft 12, the third clutch 11, the first output shaft 10, and the first final drive gear 24.

  As shown in FIG. 36 (b), the alternate long and short dash line indicates the torque flow at the 10th speed of the next stage. In order to realize this torque flow, it is necessary to prepare for a shift in which the first / second input gear sync mechanism 9 is engaged with the first input gear 6. Accordingly, here, as a preparation for shifting, an operation of engaging the first / second input gear synchro mechanism 9 with the first input gear 6 is performed.

  As shown in FIG. 36 (c), as the clutch switching operation, the first clutch 3 is engaged at the same time as the second clutch 5 is released. As a result, the input shaft 1 and the first sub input shaft 2 are connected, and the rotational power is transmitted to the first output shaft 10 via the first sub input shaft 2.

  As shown in FIG. 36 (d), as the shift release, the engagement states of the third output gear sync mechanism 22 and the fifth output gear sync mechanism 34 with respect to the third output gear 20 and the fifth output gear 33 are changed. Cancel each one. Thereby, all the torque is transmitted to the first output shaft 10, and a 10th gear stage is established.

FIG. 37 is an explanatory diagram showing a shift process from the 10th speed to the 11th speed according to the transmission 600 of the present invention.
As shown in FIG. 37 (a), in the 10th speed traveling state, the first clutch 3 and the third clutch 11 are in the engaged state (ON), respectively, while the second clutch 5 and the fourth clutch 18 are in the engaged state. Each is in an open state (off), the first / second input gear sync mechanism 9 is engaged with the second input gear 6, and the first output gear sync mechanism 15 is engaged with the first output gear 13. ing. Therefore, the torque input from the engine E / G is, as indicated by the bold line, the input shaft 1 → the first clutch 3 → the first auxiliary input shaft 2 → the first / second input gear synchro mechanism 9 → the second. Transmission is performed by a torque transmission path of 1 input gear 6 → first output gear 13 → first output gear sync mechanism 15 → first auxiliary output shaft 12 → third clutch 11 → first output shaft 10 → first final drive gear 24. Is done.

  As shown in FIG. 37 (b), the alternate long and short dash line indicates the torque flow in the next 11th speed. In order to realize this torque flow, it is necessary to prepare for a shift in which the second output gear sync mechanism 16 and the fifth output gear sync mechanism 34 are engaged with the second output gear 14 and the fifth output gear 33, respectively. Become. Accordingly, here, as a preparation for shifting, an operation of engaging the second output gear sync mechanism 16 and the fifth output gear sync mechanism 34 with the second output gear 14 and the fifth output gear 33, respectively, is performed.

  As shown in FIG. 37 (c), as the clutch switching operation, the fourth clutch 18 is engaged at the same time as the third clutch 11 is released. As a result, the first output shaft 10 and the first sub output shaft 12 are disconnected, the second output shaft 17 and the second sub output shaft 19 are connected, and the rotational power passes through the first sub output shaft 12. Then, it is transmitted to the second output shaft 17.

  As shown in FIG. 37 (d), the shift release is not particularly required here, and the 11th gear stage is established after the clutch switching operation.

  Although details are omitted, in the transmission 600 of the present invention as well, as in the case of the transmissions 100 and 400, one step jump is performed to shift up to the target gear step by two steps directly or via the intermediate gear step. It is possible to perform a gear shift, a two-step jump shift that shifts up by three steps, and a three-step jump shift that shifts up by four steps. Furthermore, in the transmission 600 of the present invention, in addition to that, it is also possible to perform a four-step jump shift that shifts up to the target shift step by five steps directly or via an intermediate shift step.

FIG. 38 is an explanatory view showing a transmission 700 of the present invention provided with a reverse gear RG.
In the transmission 700, a reverse gear RG is provided in the space between the first output gear 13 and the second output gear 14 as in the transmissions 200 and 500. Further, as the reverse gear RG synchronization mechanism, the first output / reverse, in which either the first output gear 13 or the reverse gear RG is selectively integrated with the first auxiliary output shaft 12 as in the transmissions 200 and 500 described above. A gear sync mechanism 15 ′ is provided instead of the first output gear sync mechanism 15. Similarly to the transmission 200, in the reverse mode, the reverse gear RG is a driven gear (driven gear), the drive gear (drive gear) is the second input gear 7, and the idle gear (idle intermediate gear) is This is the fourth output gear 21. The torque flow in the reverse mode is the same as the torque flow (FIG. 10) according to the transmission 200.

  Further, the respective engagement states of the respective synchronization mechanisms and the respective clutches in the shift process including the reverse mode are summarized in FIGS. 39 and 40. In the drawing, each circle indicates that each synchro mechanism is in an engaged state or each clutch mechanism is in an engaged state.

As described above, according to the transmission 600, the same two-stage input 2-output three-shaft structure as that of the transmissions 100 and 400 is used as a basic structure. It is possible to construct the gears, and it is possible to suitably prevent the occurrence of an interlock in each gear shifting process and to realize continuous and smooth gear shifting by clutch-to-clutch gear shifting for all gear speeds.
On the other hand, in the transmission 600, unlike the transmissions 100 and 400, the fourth input gear 32 is fixed on the second auxiliary input shaft 4 and the fifth output gear 33 that meshes with the fourth input gear 32. Is provided on the second auxiliary output shaft 19 so as to be relatively rotatable. For this reason, a new torque flow for transmitting power via the fourth input gear 32 and the fifth output gear 33 is created for the torque flow related to the shift speed from the input shaft 1 to the output shafts 10 and 17. The That is, power is transmitted to the first output shaft 10 or the second output shaft 17 across the first auxiliary input shaft 2 while passing through the fourth input gear 32 and the fifth output gear 33 in the same manner as the transmission 400. Torque flow to be transmitted (1st speed, 6th speed and 11th speed) and torque to transmit power to the first output shaft 10 or the second output shaft 17 without straddling the first auxiliary input shaft 2. A flow (7th speed and 9th speed described above) is newly created. Therefore, with respect to the torque flow related to the shift stage from the input shaft 1 to the output shafts 10 and 17 including these new torque flows, all torque flows related to the shift stage are prevented so that no interlock is generated in each shift process. By appropriately setting the permutation and appropriately setting the number of teeth and the arrangement of each gear so that an appropriate shift ratio train corresponding to the permutation can be obtained, the number of shift stages is increased by five to the transmission 100. Thus, it is possible to construct the 11-speed shift.

DESCRIPTION OF SYMBOLS 1 Input shaft 2 1st sub input shaft 3 1st clutch 4, 4 '2nd sub input shaft 5 2nd clutch 6, 6' 1st input gear 7, 7 '2nd input gear 8 3rd input gear 9 1st / Second input gear synchronization mechanism 10 first output shaft 11 third clutch 12 first auxiliary output shaft 13 first output gear 14 second output gear 15 first output gear synchronization mechanism 15 'for first output / reverse gear Sync mechanism 16 Second output gear sync mechanism 17 Second output shaft 18 Fourth clutch 19 Second auxiliary output shaft 20 Third output gear 21 Fourth output gear 22 Third output gear sync mechanism 23 Fourth output gear sync Mechanism 24 First final drive gear 25 Second final drive gear 32 Fourth input gear 33 Fifth output gear 34 Fifth output gear synchro mechanism RG Reverse gear 100, 200, 300 Transmission 400, 00,600 transmission 700 transmission

Claims (6)

An input shaft to which a driving force from a driving source is input;
A first auxiliary input shaft that is coaxially disposed with respect to the input shaft and is connectable to the input shaft via a first friction engagement device;
A first input gear and a second input gear which are arranged to be relatively rotatable with respect to the first auxiliary input shaft;
An input gear selector for integrating any one of the first and second input gears with the first auxiliary input shaft;
A second auxiliary input shaft that is coaxially disposed outside the first auxiliary input shaft and is connectable to the input shaft via a second friction engagement device;
A third input gear fixed to the second auxiliary input shaft;
A first output shaft and a second output shaft arranged in parallel with the input shaft;
A first auxiliary output shaft disposed coaxially and outside with respect to the first output shaft;
A first output gear and a second output gear, which are arranged to be rotatable relative to the first auxiliary output shaft;
A first output gear selection device or a second output gear selection device for integrating the first output gear or the second output gear with the first auxiliary output shaft, respectively;
A second sub-output shaft disposed coaxially and outside the second output shaft;
A third output gear and a fourth output gear, which are arranged to be rotatable relative to the second auxiliary output shaft;
A third output gear selection device or a fourth output gear selection device for integrating the third output gear or the fourth output gear with the second auxiliary output shaft, respectively;
A transmission comprising a first final output gear and a second final output gear provided on the first output shaft and the second output shaft, respectively.
The first sub-input shaft and the second sub-input shaft have a coaxial two-stage structure, and the first output shaft and the second output shaft are respectively arranged in parallel with the input shaft as a central axis, and The first output shaft and the first sub output shaft can be coupled via a third friction engagement device, and the second output shaft and the second sub output shaft can be coupled via a fourth friction engagement device. And the first input gear meshes with both the first output gear and the third output gear, and the second input gear and the third input gear are connected to the fourth output gear and the second output gear, respectively. A transmission characterized by meshing with each other. An input shaft to which a driving force from a driving source is input;
A first auxiliary input shaft that is coaxially disposed on the input shaft and is connectable to the input shaft via a first friction engagement device;
A first input gear fixed to the first auxiliary input shaft;
A second auxiliary input shaft disposed coaxially with the input shaft and connectable to the input shaft via a second friction engagement device;
A second input gear and a third input gear fixed to the second auxiliary input shaft;
A first output shaft and a second output shaft arranged in parallel with the input shaft;
A first auxiliary output shaft disposed coaxially and outside the first output shaft;
A second auxiliary output shaft disposed coaxially and outside the second output shaft;
A first output gear and a second output gear, which are arranged to be rotatable relative to the first auxiliary output shaft;
A third output gear and a fourth output gear arranged to be relatively rotatable with respect to the second auxiliary output shaft;
A first output gear selection device or a second output gear selection device for integrating the first output gear or the second output gear with the first auxiliary output shaft, respectively;
A third output gear selection device or a fourth output gear selection device for integrating the third output gear or the fourth output gear with the second auxiliary output shaft, respectively;
A final output gear connected to the first output shaft and the second output shaft, the transmission capable of selectively transmitting the driving force from the drive source to the final output gear,
The first sub-input shaft and the second sub-input shaft have a coaxial two-stage structure, and the first output shaft and the second output shaft are respectively arranged in parallel with the input shaft as a central axis, and The first output shaft and the first sub output shaft can be coupled via a third friction engagement device, and the second output shaft and the second sub output shaft can be coupled via a fourth friction engagement device. And the first input gear meshes with both the first output gear and the third output gear, and the second input gear and the third input gear are connected to the fourth output gear and the second output gear, respectively. A transmission characterized by meshing with each other. The drive source is disposed on one side of the transmission in the axial direction;
A first output gear group composed of one or more output gears provided in parallel with the first output gear so as to be relatively rotatable on the first auxiliary output shaft;
A first output gear selector group for integrating the gears constituting the first output gear group with the first auxiliary output shaft;
A second output gear group comprising one or more output gears provided in parallel with the third output gear so as to be relatively rotatable on the second auxiliary output shaft;
A second output gear selector group for integrating the gears constituting the second output gear group with the second auxiliary output shaft;
An input gear group composed of one or more input gears provided in parallel with the first input gear so as to be relatively rotatable on the first sub input shaft or the second sub input shaft;
An input gear selection device group that integrates each gear constituting the input gear group with the first sub input shaft or the second sub input shaft, respectively.
The input gear group, the first output gear group, and the second output gear group are the same in the number of gears, and any of the constituent gears of the input gear group includes the gears constituting the first output gear group, and the The transmission according to claim 1, wherein the transmission meshes with gears constituting the second output gear group.   A reverse gear disposed between the first output gear and the second output gear in the axial direction and arranged in a relatively rotatable manner with respect to the first sub output shaft, and the reverse gear being connected to the first sub output shaft. 4. The transmission according to claim 1, further comprising: a reverse gear selection mechanism integrated with the second input gear, wherein the reverse gear meshes with the second input gear.   The first friction engagement device and the second friction engagement device are respectively disposed at shaft end portions on the drive source side of the first sub input shaft or the second sub input shaft. The third friction engagement device and the fourth friction engagement device are respectively disposed at shaft ends of the first output shaft or the second output shaft opposite to the drive source. Item 5. The transmission according to any one of Items 1 to 4.   A fourth input gear fixed to the second sub-input shaft, a fifth output gear meshing with the fourth input gear and being relatively rotatable on the second sub-output shaft, and the fifth output The transmission according to any one of claims 1 to 5, further comprising a fifth output gear selection device that integrates a gear with the second auxiliary output shaft.

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