JP2020008067A - Vehicle transmission - Google Patents

Abstract

To achieve downsizing and weight reduction of a vehicle transmission having an idle shaft easily.SOLUTION: In a vehicle transmission 1, an input side idle gear train 91 is installed at the opposite side of a planetary gear mechanism 21 with respect to a first speed change gear train 93 in an axial direction of a sub input shaft 12. An output side idle gear train 92 is installed at the same position of an advancing final drive gear 74 in an axial direction of an advancing idle shaft 6. A second speed change gear train 94 is installed at a position which is located between the input side idle gear train 91 and the output side idle gear train 92 in an axial direction of an intermediate shaft 8 and adjacent to the advancing final drive gear 74 in an axial direction of an output shaft 9.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle transmission.

  It has a first input shaft and a second input shaft installed coaxially, an intermediate shaft, an idle shaft, and an output shaft installed in parallel with the first input shaft and the second input shaft. 2. Description of the Related Art A parallel shaft type transmission in which a power transmission path is switched to increase the number of gears is known (see Patent Document 1).

  The transmission includes a path for transmitting power from a first input shaft to an output shaft via an idle shaft and an intermediate shaft, and a power transmission from the first input shaft to an output shaft via a second input shaft, an idle shaft and an intermediate shaft. And the path to communicate.

  The power transmitted to the output shaft via the second input shaft, the idle shaft, and the intermediate shaft is provided on the idle shaft so as to mesh with the first drive gear provided on the second input shaft. It passes through a first gear set including an idle gear and a first driven gear provided on an intermediate shaft so as to mesh with the idle gear.

JP 2011-133040 A

  In such a conventional transmission, since the first gear set is installed so as to intersect the output shaft, the transmission driven gear and the final drive gear installed on the output shaft are connected to the output shaft. It is necessary to be installed at a position different from the first gear set in the axial direction.

  For this reason, it is necessary to secure a portion for installing the transmission driven gear and the final drive gear on the output shaft, and the output shaft becomes longer by that amount, and as a result, the transmission may become larger and heavier. is there.

  Further, the conventional transmission has a structure in which an idle gear provided on an idle shaft is simultaneously meshed with a first drive gear provided on a second input shaft and a first driven gear provided on an intermediate shaft. I have. As a result, the distance between the idle shaft and the intermediate shaft increases due to the relationship between the reduction ratio and the layout of the gears and the clutch, and as a result, the transmission may be larger and heavier.

  The present invention has been made in view of the above circumstances, and has as its object to easily reduce the size and weight of a vehicle transmission having an idle shaft.

  The present invention provides a main input shaft to which power is transmitted from a drive source, a sub input shaft provided coaxially with the main input shaft and capable of transmitting power from the main input shaft, the main input shaft and the sub input shaft. An idle shaft, an intermediate shaft, and an output shaft installed in parallel with the input shaft, and an input member and an output member provided coaxially with the main input shaft and installed on the drive source side with respect to the sub input shaft. A sub-transmission mechanism capable of transmitting the power of the main input shaft to the sub-input shaft, an input-side idle gear train connecting the sub-input shaft and the idle shaft, the sub-input shaft and the output And a first transmission gear train comprising a plurality of gear trains capable of selectively transmitting power from the auxiliary input shaft to the output shaft, and an output connecting the idle shaft and the intermediate shaft. Side idle gear train, the intermediate shaft and the output shaft A second transmission gear train composed of a plurality of gear trains capable of selectively transmitting power to the output shaft, and provided at an end of the output shaft on the drive source side in the axial direction of the output shaft; A final drive gear that meshes with a final driven gear of a differential device, wherein the input-side idle gear train is configured such that the input-side idle gear train is disposed in the axial direction of the sub-input shaft with respect to the first speed-change gear train. The output side idle gear train is installed at the same position as the final drive gear in the axial direction of the idle shaft, and the second gear train is The final drive gear between the input side idle gear train and the output side idle gear train in the axial direction of the intermediate shaft, and in the axial direction of the output shaft. Characterized in that it is installed in a position adjacent to the.

  As described above, according to the present invention, it is possible to easily reduce the size and weight of the vehicle transmission having the idle shaft.

FIG. 1 is a side view showing an arrangement of shafts of a vehicle transmission according to one embodiment of the present invention. FIG. 2 is a skeleton diagram of a vehicle transmission according to one embodiment of the present invention. FIG. 3 is a sectional view taken in the direction of arrows III-III in FIG.

A vehicular transmission according to one embodiment of the present invention includes a main input shaft to which power is transmitted from a drive source, and a sub input shaft provided coaxially with the main input shaft and capable of transmitting power from the main input shaft. And an idle shaft, an intermediate shaft, and an output shaft installed in parallel with the main input shaft and the sub input shaft, and an input member provided coaxially with the main input shaft and installed on the drive source side with respect to the sub input shaft. And an output member, an auxiliary transmission mechanism capable of transmitting the power of the main input shaft to the auxiliary input shaft, an input idle gear train connecting the auxiliary input shaft and the idle shaft, an auxiliary input shaft and an output shaft, A first transmission gear train composed of a plurality of gear trains capable of selectively transmitting power from the sub-input shaft to the output shaft, and an output-side idle gear train connecting the idle shaft and the intermediate shaft. A plurality of gears that connect the intermediate shaft and the output shaft and that can selectively transmit power from the intermediate shaft to the output shaft. A transmission for a vehicle comprising: a second transmission gear train composed of a train; and a final drive gear provided at an end of the output shaft on the drive source side in the axial direction of the output shaft and meshing with a final driven gear of the differential device. The input-side idle gear train is provided on the side opposite to the sub-transmission mechanism with respect to the first speed-change gear train in the axial direction of the sub-input shaft. At the same position as the final drive gear, the second transmission gear train is located between the input side idle gear train and the output side idle gear train in the axial direction of the intermediate shaft, and in the axial direction of the output shaft. At a position adjacent to the final drive gear.
This makes it easy to reduce the size and weight of the vehicle transmission having the idle shaft.

Hereinafter, a vehicle transmission according to one embodiment of the present invention will be described with reference to the drawings.
1 to 3 are views showing a vehicle transmission according to an embodiment of the present invention.
1 to 3, the up, down, front, rear, left and right directions are the up, down, front, rear, left, and right directions of the vehicle transmission installed in the vehicle with reference to the up, down, front, rear, right, and left directions of the vehicle. Direction, the height direction of the vehicle transmission is the up-down direction.

First, the configuration will be described.
In FIG. 1, a vehicle transmission (hereinafter simply referred to as a transmission) 1 mounted on a vehicle such as an automobile has seven forward speeds and one reverse speed.

  The transmission 1 includes an input shaft 5 to which power is transmitted from a crankshaft 3 of an engine 2 (see FIG. 2) via a torque converter 4, a forward idle shaft 6 installed in parallel with the input shaft 5, and a reverse drive. 1, an idle shaft 7, an intermediate shaft 8, an output shaft 9, and a reverse shaft 10.

  The engine 2 of the present embodiment is configured by a horizontal engine that is installed so that the crankshaft 3 extends in the vehicle width direction. The torque converter 4 is a fluid coupling that transmits power between the engine 2 and the transmission 1 via oil.

  2 and 3, the input shaft 5 is formed in a hollow shape with the main input shaft 11, is provided coaxially with the main input shaft 11 on an outer peripheral portion of the main input shaft 11, and rotates relative to the main input shaft 11. And a sub-input shaft 12. The engine 2 of the present embodiment constitutes a drive source of the present invention.

  The torque converter 4 is connected to one end 11 a of the main input shaft 11, and the power of the engine 2 is transmitted to the main input shaft 11 via the torque converter 4.

  A planetary gear mechanism 21 is provided on the outer periphery of the main input shaft 11 and the sub input shaft 12, and the planetary gear mechanism 21 is provided on the engine 2 side with respect to the sub input shaft 12.

  The planetary gear mechanism 21 connects the main input shaft 11 and one end 12 a of the sub input shaft 12, and is configured to be able to transmit the rotation of the main input shaft 11 to the sub input shaft 12 while reducing the rotation of the main input shaft 11. Specifically, the planetary gear mechanism 21 includes a carrier 22, a sun gear 23, and a ring gear 24.

  The carrier 22 supports the planetary pinion 22A so that it can rotate and revolve freely. The sun gear 23 meshes with the planetary pinion 22A, and is switched between a state where rotation is disabled by a brake device 31 described later and a state where rotation is allowed.

  The ring gear 24 is spline-fitted to the main input shaft 11 and rotates integrally with the main input shaft 11. The ring gear 24 meshes with the planetary pinion 22A, and the power of the ring gear 24 is transmitted to the carrier 22.

  A one-way clutch 25 is provided between the carrier 22 and one end 12 a of the sub input shaft 12, and the one-way clutch 25 transmits power from the carrier 22 to the sub input shaft 12, and transmits the power from the sub input shaft 12 to the carrier 22. It is configured not to transmit power to the vehicle. Thus, the one-way clutch 25 can transmit power from the main input shaft 11 to the sub input shaft 12 and cannot transmit power from the sub input shaft 12 to the main input shaft 11.

  A brake device 31 is installed radially outward of the main input shaft 11. The brake device 31 includes a cylindrical brake case 32. The brake case 32 is fixed to the right partition 13A of the transmission case 13, and projects from the right partition 13A toward the planetary gear mechanism 21.

  The brake case 32 accommodates a pair of friction plates 34 and 35 and a cylindrical clutch hub 36. The clutch hub 36 is formed in a tubular shape and provided integrally with the sun gear 23, and extends from the sun gear 23 to the inside of the brake case 32. The clutch hub 36 of the present embodiment forms a part of the sun gear 23, and a part of the sun gear 23 is housed in the brake case 32.

  The friction plate 34 is spline-fitted to the outer peripheral portion of the clutch hub 36, is rotatable integrally with the clutch hub 36, and is movable in the axial direction of the main input shaft 11.

  The friction plate 35 is spline-fitted to the inner peripheral portion of the brake case 32, cannot rotate in the rotation direction of the main input shaft 11 with respect to the brake case 32, and is freely movable in the axial direction of the main input shaft 11. It has become. The friction plates 34 and 35 are provided alternately in the axial direction of the main input shaft 11.

  In the brake device 31, when the friction plate 35 located on the torque converter 4 side of the friction plate 35 is pressed by the piston 37 (see FIG. 3), the friction plate 34 and the friction plate 35 come into frictional contact, and the sun gear 23 Is fixed to the brake case 32. As a result, the sun gear 23 cannot rotate. The piston 37 presses the friction plate 35 toward the planetary gear mechanism 21 by the action of oil.

  When the sun gear 23 cannot rotate, power is transmitted from the main input shaft 11 to the carrier 22 via the ring gear 24. At this time, as the planetary pinion 22A revolves, the carrier 22 rotates, and power is transmitted from the carrier 22 to the auxiliary input shaft 12 via the one-way clutch 25.

  The planetary gear mechanism 21 can reduce the rotation of the main input shaft 11 and transmit it to the sub input shaft 12 by arbitrarily setting the gear ratio of the pinion gear 22A, the sun gear 23, and the ring gear 24. That is, the planetary gear mechanism 21 functions as a speed reducer.

  In the brake device 31, when the hydraulic pressure is no longer applied to the piston 37, the friction plate 35 is urged by a return spring (not shown), and the friction plate 35 is separated from the friction plate 34.

  Therefore, rotation of the sun gear 23 is allowed. When the rotation of the sun gear 23 is permitted, the carrier 22 idles with respect to the main input shaft 11, and power is not transmitted from the main input shaft 11 to the sub input shaft 12.

  The carrier 22 of this embodiment constitutes an output member of the present invention, and the sun gear 23 constitutes an interlocking member of the present invention. The ring gear 24 forms an input member of the present invention.

  A clutch device 41 is provided at the other end 11b of the main input shaft 11 and the other end 12b of the sub input shaft 12. The clutch device 41 has a clutch drum 42 and a clutch hub 43.

  The clutch drum 42 is spline-fitted to the main input shaft 11 and rotates integrally with the main input shaft 11. The clutch hub 43 is spline-fitted to the auxiliary input shaft 12 and rotates integrally with the auxiliary input shaft 12.

  An annular friction plate 44 is spline-fitted to the inner peripheral portion of the clutch drum 42, and the friction plate 44 is rotatable integrally with the clutch drum 42 and is movable in the axial direction of the main input shaft 11. Has become.

  A friction plate 45 is spline-fitted to an outer peripheral portion of the clutch hub 43. The friction plate 45 is rotatable integrally with the clutch hub 43 and is movable in the axial direction of the main input shaft 11. , The friction plates 44 and 45 are alternately arranged in the axial direction of the main input shaft 11.

  The clutch device 41 includes a pressing portion 46 (see FIG. 3). When pressed by a hydraulic piston (not shown), the pressing portion 46 brings the friction plate 44 and the friction plate 45 into frictional contact. Thereby, the clutch drum 42 and the clutch hub 43 rotate integrally, and the power of the engine 2 is transmitted from the main input shaft 11 to the sub input shaft 12.

  When the hydraulic pressure no longer acts on the piston pressing the pressing portion 46, the friction plates 44 and 45 are separated by a not-shown retarder spring. As a result, the power of the engine 2 is not transmitted from the main input shaft 11 to the sub input shaft 12.

  In the axial direction of the sub input shaft 12, between the torque converter 4 and the clutch device 41, a transmission gear 51 for the fourth speed, a transmission gear 52 for the fifth speed, an input idle gear 53, and a synchronization device 54 are provided. .

  A fourth speed gear 51 and a fifth speed gear 52 are rotatably supported by the auxiliary input shaft 12, and the input idle gear 53 is spline-fitted to the auxiliary input shaft 12, and It rotates integrally with the input shaft 12.

  The synchronizer 54 has a hub 56 and a sleeve 57. The hub 56 is spline-fitted to the auxiliary input shaft 12 and rotates integrally with the auxiliary input shaft 12. The sleeve 57 is spline-fitted to the hub 56 and is movable in the axial direction of the sub input shaft 12.

  When the sleeve 57 is shifted to the fourth speed or the fifth speed by the shift operation, the sleeve 57 moves from the neutral position to the speed gear 51 for the fourth speed or the speed gear 52 for the fifth speed via a shift fork (not shown). Is done.

  For example, when an automatic shift operation is performed, the sleeve 57 is driven by an actuator (not shown). In a state where the shift lever operated by the driver is shifted to the drive range or the reverse range, the actuator operates based on a shift map in which the throttle opening and the vehicle speed are set in advance as parameters. The gears are controlled by operating the synchronizing devices 68, 69, 88 described later.

  When the sleeve 57 moves from the neutral position to the fourth speed gear 51, the fourth speed gear 51 is fitted to the sleeve 57, and the auxiliary input shaft 12 and the fourth speed gear are connected via the sleeve 57. And the transmission gear 51 for the fourth speed is rotated integrally with the auxiliary input shaft 12.

  When the sleeve 57 moves from the neutral position to the fifth-speed gear 52, the fifth-speed gear 52 is fitted to the sleeve 57 so that the auxiliary input shaft 12 and the fifth-speed gear are connected via the sleeve 57. And the fifth-speed gear 52 rotates integrally with the sub-input shaft 12.

  The forward idle shaft 6 is provided with idle gears 61 and 62. The idle gear 61 is provided on the clutch device 41 side in the axial direction of the forward idle shaft 6, and meshes with the input idle gear 53. The idle gear 61 is spline-fitted to the forward idle shaft 6 and rotates integrally with the forward idle shaft 6. As a result, the idle gear 61 can transmit the power from the input idle gear 53 to the forward idle shaft 6.

  The diameter of the idle gear 62 is formed to be smaller than the diameter of the idle gear 61, and the idle gear 62 is installed outside the brake case 32 in the radial direction.

  As described above, the sub input shaft 12 and the forward idle shaft 6 are connected by the input idle gear 53 and the idle gear 61, and the input idle gear 53 and the idle gear 61 constitute an input side idle gear train 91. . The idle gear 61 constitutes a first intermediate gear of the present invention, and the idle gear 62 constitutes a second intermediate gear of the present invention.

  The idle gear 62 is provided on the torque converter 4 side in the axial direction of the forward idle shaft 6, is formed integrally with the forward idle shaft 6, and rotates integrally with the forward idle shaft 6.

  On the intermediate shaft 8, from the clutch device 41 to the torque converter 4, a transmission gear 63 for the first-second speed, a transmission gear 64 for the third speed, a transmission gear 65 for the sixth speed, and a transmission for the seventh speed. A gear 66 and an idle gear 67 are provided. From the transmission gear 63 to the transmission gear 66, the diameter increases from the clutch device 41 side to the torque converter 4 side.

  The transmission gear 63 to the transmission gear 66 are rotatably provided on the intermediate shaft 8, and the idle gear 67 is spline-fitted to the intermediate shaft 8 so as to rotate integrally with the intermediate shaft 8. The idle gear 67 meshes with the idle gear 62 of the forward idle shaft 6, and power is transmitted to the idle gear 67 from the idle gear 62.

  Thus, the forward idle shaft 6 and the intermediate shaft 8 are connected by the idle gear 62 and the idle gear 67, and the idle gears 62 and 67 constitute an output-side idle gear train 92. The forward idle shaft 6 of the present embodiment constitutes the idle shaft of the present invention.

  A synchronizer 68 is provided between the first-gear shift gear 63 and the third-gear shift gear 64, and includes a sixth-gear shift gear 65 and a seventh-gear shift gear 66. A synchronizing device 69 is provided between them.

  The synchronizer 68 couples the transmission gear 63 for the first-second speed to the intermediate shaft 8 when the gear is shifted to the first speed or the second speed by the shift operation. Thus, the transmission gear 63 for the first-second speed is rotated integrally with the intermediate shaft 8.

  The synchronizer 68 connects the third speed gear 64 to the intermediate shaft 8 when the third speed is shifted by the shift operation. Thus, the transmission gear 64 for the third speed is rotated integrally with the intermediate shaft 8.

  When the synchronizer 69 is shifted to the sixth gear by the shift operation, the synchronizer 69 couples the transmission gear 65 for the sixth gear to the intermediate shaft 8. Thus, the transmission gear 65 for the sixth speed is rotated integrally with the intermediate shaft 8.

  When the synchronizer 69 is shifted to the seventh speed by the shift operation, the synchronizer 69 connects the transmission gear 66 for the seventh speed to the intermediate shaft 8. Thus, the transmission gear 66 for the seventh speed is rotated integrally with the intermediate shaft 8. The synchronizers 68 and 69 operate in the same manner as the synchronizer 54, and a detailed description of the configuration will be omitted.

  The transmission gear 65 for the sixth gear and the transmission gear 66 for the seventh gear have radial outer peripheral ends 65a, 66a whose axial center 6L of the forward idle shaft 6 is larger than the radial outer peripheral end 62a of the idle gear 62. It is installed at a location close to. The transmission gears 63 to 66 of this embodiment constitute an intermediate transmission gear of the present invention.

  The output shaft 9 has an output gear 70 for the 1-2-4 speed stage, an output gear 71 for the 3-5 speed stage, an output gear 72 for the 6th speed stage, and a 7th speed from the clutch device 41 toward the torque converter 4. An output gear 73 for a step and a final drive gear 74 for advancing are provided. The diameter from the output gear 70 to the output gear 73 decreases as going from the clutch device 41 side to the torque converter 4 side. The output gear 70 to the output gear 73 are spline-fitted to the output shaft 9 and rotate integrally with the output shaft 9.

  The forward drive gear 74 is provided at an end of the output shaft 9 on the engine 2 side in the axial direction of the output shaft 9, that is, at one end 9 a of the output shaft 9, and is formed integrally with the output shaft 9. To rotate integrally with the output shaft 9. The forward drive gear 74 of this embodiment constitutes the final drive gear of the present invention.

  The output gear 70 for the 1-2nd speed is engaged with the transmission gear 51 for the 4th speed and the transmission gear 63 for the 1-2nd speed. The output gear 70 for the 1-2nd speed is formed to have a larger diameter than the transmission gear 63 for the 1-2nd speed, and the transmission gear 51 for the 4th speed is prepared for the 1-2-4th speed. The gear is formed smaller in diameter than the output gear 70 for the step and larger in diameter than the transmission gear 63 for the first-second speed.

  The output gear 71 for the 3rd to 5th gear is engaged with the transmission gear 64 for the 3rd gear and the transmission gear 52 for the 5th gear. The output gear 71 for the third-gear speed is formed to have a larger diameter than the transmission gear 64 for the third-gear, and the transmission gear 52 for the fifth-gear is formed with the output gear 71 for the third-gear. It is formed with a larger diameter than that.

  The output gear 72 for the sixth speed is meshed with the transmission gear 65 for the sixth speed, and has a smaller diameter than the transmission gear 65 for the sixth speed. The output gear 73 for the seventh gear is engaged with the transmission gear 66 for the seventh gear, and has a smaller diameter than the transmission gear 66 for the seventh gear.

  Thus, by setting the diameter of each gear 51, 52, 63, 64, 65, 66, 70, 71, 72, 73, a gear ratio corresponding to each gear is set.

  The speed change gear 51 for the fourth speed and the output gear 70 for the 1-2-4 speed, the speed change gear 52 for the fifth speed and the output gear 71 for the 3-5 speed are connected to the sub input shaft 12. The output shaft 9 is connected to the output shaft 9 so that power can be selectively transmitted from the auxiliary input shaft 12 to the output shaft 9, thereby forming a first transmission gear train 93.

  Further, the transmission gear 63 for the first-second speed and the output gear 70 for the second-fourth speed, the transmission gear 64 for the third speed and the output gear 71 for the third-fifth speed, and the sixth speed The speed change gear 65 and the output gear 72 for the sixth speed, and the speed change gear 66 for the seventh speed and the output gear 73 for the seventh speed connect the intermediate shaft 8 and the output shaft 9 to each other. Power can be selectively transmitted from the shaft 8 to the output shaft 9 and constitutes a second transmission gear train 94 of the present invention.

  The first-gear output gear 70 and the third-gear output gear 71 share the first transmission gear train 93 and the second transmission gear train 94.

  The forward drive gear 74 is engaged with a final driven gear 81 </ b> A of the differential device 81. Thus, the power of the output shaft 9 is transmitted to the differential device 81 via the forward drive gear 74 and the final driven gear 81A.

  Driving wheels 83L and 83R are connected to the differential device 81 via drive shafts 82L and 82R. The differential device 81 distributes the power of the engine 2 to the left and right drive shafts 82L and 82R by a differential mechanism 81B. The power is transmitted to the drive wheels 83L and 83R.

  Idle gears 84 and 85 are provided on the reverse idle shaft 7. The idle gear 84 is provided on the clutch device 41 side and meshes with the input idle gear 53. The idle gear 84 is spline-fitted to the reverse idle shaft 7 and rotates integrally with the reverse idle shaft 7.

  The idle gear 85 is provided on the torque converter 4 side, is formed integrally with the reverse idle shaft 7, and rotates integrally with the reverse idle shaft 7.

  The reverse shaft 10 is provided with a reverse gear 86 and a final drive gear 87 for reverse which is formed to have a smaller diameter than the reverse gear 86. The reverse gear 86 is provided on the reverse shaft 10 so as to be relatively rotatable. The reverse final drive gear 87 is formed integrally with the reverse shaft 10 and rotates integrally with the reverse shaft 10.

  The reverse gear 86 meshes with the idle gear 85, and the final drive gear 87 for reverse meshes with the final driven gear 81A.

  The reverse shaft 10 is provided with a synchronizer 88. When the synchronizer 88 is shifted to the reverse gear by the shift operation, the synchronizer 88 connects the reverse gear 86 to the reverse shaft 10. As a result, the reverse gear 86 rotates integrally with the reverse shaft 10.

  At this time, power is transmitted from the final drive gear 87 for reverse movement to the final driven gear 81A, the final driven gear 81A rotates in the opposite direction to the forward movement, and the vehicle moves backward. Since the synchronizer 88 operates in the same manner as the synchronizer 54, a detailed description of the configuration will be omitted.

  In FIG. 2, the input-side idle gear train 91 is installed on the side opposite to the planetary gear mechanism 21 with respect to the first transmission gear train 93 in the axial direction of the sub-input shaft 12.

  The output side idle gear train 92 is installed at the same position as the forward drive final drive gear 74 in the axial direction of the forward drive idle shaft 6. In other words, the output side idle gear trains 92 are arranged side by side in the front-rear direction.

  In FIG. 3, the tooth width of the final drive gear 74 for advance is formed longer in the axial direction of the idle shaft 6 for advance than the idle gears 62 and 67 constituting the output side idle gear train 92. Therefore, the idle gear 62 and the idle gear 67 need only be located within the range of the tooth width of the forward drive gear 74 in the axial direction of the forward drive idle shaft 6.

  In FIG. 2, a second transmission gear train 94 is provided between the input side idle gear train 91 and the output side idle gear train 92 in the axial direction of the intermediate shaft 8, and for forward movement in the axial direction of the output shaft 9. It is installed at a position adjacent to the final drive gear 74.

Next, the power transmission paths in the first gear and the second gear will be described.
(Power transmission path when the first gear is set)
In the first speed, the clutch device 41 is released, that is, the friction plates 44 and 45 are separated, and the sun gear 23 is fixed to the brake case 32 by the brake device 31 and cannot rotate.

  Further, the synchronizer 68 moves from the neutral position to the side of the first-to-second speed gear 63 and connects the first-to-second speed gear 63 to the intermediate shaft 8.

  Thus, the power of the engine 2 is transmitted from the crankshaft 3 to the sub input shaft 12 via the torque converter 4, the main input shaft 11, the ring gear 24, the carrier 22, and the one-way clutch 25.

  When power is transmitted from the main input shaft 11 to the sub input shaft 12, the rotation of the main input shaft 11 is reduced by the planetary gear mechanism 21 and transmitted to the sub input shaft 12.

  Next, the power of the engine 2 is transmitted from the sub input shaft 12 to the intermediate shaft 8 via the input idle gear 53, the idle gear 61, the forward idle shaft 6, the idle gear 62, and the idle gear 67.

  Next, the power of the engine 2 is transmitted from the transmission gear 63 for the 1-2 gear to the output gear 70 for the 1-2-4 gear, the output shaft 9, and the final drive gear 74 for forward movement connected to the intermediate shaft 8. And transmitted to the final driven gear 81A via the differential mechanism 81B, and then to the drive wheels 83L and 83R via the drive shafts 82L and 82R.

(Power transmission path when the speed is 2nd speed)
In the second speed, the clutch device 41 is engaged, that is, the friction plates 44 and 45 are in frictional contact, and the sun gear 23 is rotatable without being fixed to the brake case 32 by the brake device 31. . At this time, the synchronizer 68 maintains the state in which the transmission gear 63 for the first-second speed is connected to the intermediate shaft 8.

  Thereby, the power of the engine 2 is transmitted from the crankshaft 3 to the sub-input shaft 12 via the torque converter 4, the main input shaft 11, and the clutch device 41. Will be the same.

  When power is transmitted from the main input shaft 11 to the sub input shaft 12 via the clutch device 41, the power is transmitted from the sub input shaft 12 to the main input shaft 11 by idling of the one-way clutch 25. There is no.

  When power is transmitted from the main input shaft 11 to the sub input shaft 12 via the clutch device 41, the rotation speed of the sub input shaft 12 becomes equal to or higher than the rotation speed of the carrier 22, so that the one-way clutch 25 Power can be reliably prevented from being transmitted from the shaft 12 to the main input shaft 11.

  When the gear is shifted from the first gear to the second gear in this manner, the power transmission path is switched from the planetary gear mechanism 21 to the clutch device 41, and the synchronization device 68 switches the 1-2 speed gear 63. Since the state of being connected to the intermediate shaft 8 is maintained, torque loss caused by operating the synchronizer 68 can be prevented, and smooth gear shifting can be performed.

  As described above, according to the transmission 1 of the present embodiment, the input side idle gear train 91 is provided on the opposite side of the planetary gear mechanism 21 with respect to the first speed change gear train 93 in the axial direction of the sub-input shaft 12. Is done.

  Thereby, the first transmission gear train 93 can be brought closer to the engine 2 as compared with the case where the input side idle gear train 91 is installed between the planetary gear mechanism 21 and the first transmission gear train 93, The length of the output shaft 9 can be reduced.

  Further, according to the transmission 1 of the present embodiment, the output side idle gear train 92 is provided at the same position as the forward final drive gear 74 in the axial direction of the forward idle shaft 6.

  In addition, the second speed change gear train 94 is provided between the input side idle gear train 91 and the output side idle gear train 92 in the axial direction of the intermediate shaft 8 and the forward gear in the axial direction of the output shaft 9. Is disposed adjacent to the final drive gear 74.

  Thus, the second transmission gear train 94 can be installed closer to the forward final drive gear 74 in the axial direction of the intermediate shaft 8 and the output shaft 9, and the length of the intermediate shaft 8 and the output shaft 9 can be reduced.

  Further, according to the transmission 1 of the present embodiment, the transmission gear 63 for the first-second speed, the transmission gear 64 for the third speed, and the transmission gears 65 and 7 for the sixth speed are provided on the intermediate shaft 8. The speed change gear 66 can be provided between the idle gear 61 and the idle gear 62 in the axial direction of the intermediate shaft 8. As a result, the distance between the forward idle shaft 6 and the intermediate shaft 8 can be reduced.

  As a result, the transmission 1 having the forward idle shaft 6 can be easily reduced in size and weight.

  Further, according to the transmission 1 of the present embodiment, the auxiliary transmission mechanism includes the planetary gear mechanism 21 having the carrier 22, the sun gear 23, and the ring gear 24. Is connected to the right partition 13A of the transmission case 13 by a brake device 31 that switches to a state in which the transmission is permitted.

  The brake device 31 includes a cylindrical brake case 32 that protrudes from the right partition 13A of the transmission case 13 toward the planetary gear mechanism 21 and houses a clutch hub 36 of the sun gear 23.

  The input side idle gear train 91 has an idle gear 61 installed on the forward idle shaft 6, and the output idle gear train 92 has an idle gear 62 installed on the forward idle shaft 6. In addition, the diameter of the idle gear 62 is formed to be smaller than the diameter of the idle gear 61, and the idle gear 62 is installed outside the brake case 32 in the radial direction.

  In this way, by setting the idle gear 62 to a smaller diameter than the idle gear 61 and installing the idle gear 62 outside the brake case 32, the distance between the main input shaft 11 and the forward idle shaft 6 can be reduced, and the forward idle shaft 6 can be reduced. 6, the size and weight of the transmission 1 can be more effectively promoted.

  Further, according to the transmission 1 of the present embodiment, the radially outer ends 65a, 66a of the transmission gear 65 for the sixth speed and the transmission gear 66 for the seventh speed provided on the intermediate shaft 8 are idle. The gear 62 is installed at a position closer to the shaft core 6L of the idle shaft 6 for advance than the outer peripheral end 62a in the radial direction of the gear 62.

  Thereby, reduction in size and weight of the transmission 1 having the forward idle shaft 6 can be more effectively promoted.

  While embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

  DESCRIPTION OF SYMBOLS 1 ... Transmission for vehicles, 2 ... Engine (drive source), 6 ... Forward idle shaft (idle shaft), 6L ... Shaft center (shaft center of idle shaft), 8 ... Intermediate shaft, 9 ... output shaft, 9a ... one end (end of output shaft), 11 ... main input shaft, 12 ... sub input shaft, 13 ... transmission case, 21. .. planetary gear mechanism (sub transmission mechanism), 22 ... carrier (output member), 23 ... sun gear (interlocking member), 24 ... ring gear (input member), 31 ... brake device, 32. .. Brake case, 51... Gears for fourth speed (first gear train), 52... Gears for fifth gear (first gear train), 53. Idle gear (input side idle gear train), 61 ... input idle gear (input side idle gear train, first intermediate idle gear), 62 ... idle gear (output side idle gear train, second intermediate idle) Gear), 63 ... 1 Transmission gears for the second speed (second transmission gear train, intermediate transmission gear), 64... Transmission gears for the third speed (second transmission gear train, intermediate transmission gear), 65. Speed change gears (second gear change gear train, intermediate speed change gear), 66 ... 7th speed change gears (second speed change gear train, intermediate speed change gear), 70 ... 1-2- 4th speed output gears (first speed change gear train, second speed change gear train), 71 ... 3-5th speed output gears (first speed change gear train, second speed change gear train) ), 72 ... 6th speed output gear (second speed change gear train), 73 ... 7th speed output gear (second speed change gear train), 74 ... forward final Drive gear (final drive gear), 81 ... Differential device, 81A ... Final driven gear, 91 ... Input side idle gear train, 92 ... Output idle gear train, 93 ... First speed change Ya column, 94 ... second transmission gear trains

Claims (3)

A main input shaft to which power is transmitted from a drive source,
A sub-input shaft provided coaxially with the main input shaft and capable of transmitting power from the main input shaft;
An idle shaft, an intermediate shaft and an output shaft installed in parallel with the main input shaft and the sub input shaft,
An input member and an output member are provided coaxially with the main input shaft and provided on the drive source side with respect to the sub input shaft, and can transmit power of the main input shaft to the sub input shaft. Sub-transmission mechanism,
An input-side idle gear train that connects the auxiliary input shaft and the idle shaft,
A first transmission gear train comprising a plurality of gear trains connecting the sub input shaft and the output shaft, and capable of selectively transmitting power from the sub input shaft to the output shaft;
An output-side idle gear train that connects the idle shaft and the intermediate shaft,
A second transmission gear train that connects the intermediate shaft and the output shaft, and includes a plurality of gear trains that can selectively transmit power from the intermediate shaft to the output shaft;
A vehicle transmission provided with a final drive gear that is provided at an end of the output shaft on the drive source side in the axial direction of the output shaft and meshes with a final driven gear of a differential device.
The input-side idle gear train is provided on an opposite side of the first speed-change gear train from the sub-transmission mechanism in the axial direction of the sub-input shaft,
The output side idle gear train is installed at the same position as the final drive gear in the axial direction of the idle shaft,
The second transmission gear train is between the input-side idle gear train and the output-side idle gear train in the axial direction of the intermediate shaft, and is adjacent to the final drive gear in the axial direction of the output shaft. A vehicle transmission, which is installed at a position. A transmission case accommodating the main input shaft, the sub input shaft, the idle shaft, the intermediate shaft, and the output shaft,
The auxiliary transmission mechanism includes a planetary gear mechanism having an interlocking member that rotates in conjunction with the input member and the output member,
The interlocking member is connected to the transmission case by a brake device that switches between a state where the interlocking member cannot rotate and a state where rotation is allowed,
The brake device includes a cylindrical brake case that projects from the transmission case toward the planetary gear mechanism and houses a part of the interlocking member,
The input-side idle gear train has a first intermediate idle gear installed on the idle shaft,
The output side idle gear train has a second intermediate idle gear installed on the idle shaft,
The diameter of the second intermediate idle gear is formed to be smaller than the diameter of the first intermediate idle gear, and the second intermediate idle gear is installed radially outside the brake case. Transmission for vehicles. The second transmission gear train has a plurality of intermediate transmission gears installed on the intermediate shaft,
At least one of the intermediate transmission gears is arranged such that a radial outer peripheral end thereof is closer to the axis of the idle shaft than a radial outer peripheral end of the second intermediate idle gear. The vehicular transmission according to claim 2.

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