JP2020008068A - Vehicular transmission - Google Patents

Abstract

To provide a vehicular transmission capable of easily achieving downsizing of a transmission.SOLUTION: An input shaft 5 includes a main input shaft 10, and a sub input shaft 11 located coaxially on the main input shaft 10, and provided on an outer peripheral part of the main input shaft 10. A torque converter 4 is connected to one end part 10a of the main input shaft 10. A planetary gear mechanism 21 connects the main input shaft 10 and one end part of the sub input shaft 11, and can transmit power to the sub input shaft 11 while decelerating the rotation of the main input shaft 10. A clutch device 51 is provided at the other end part 10b of the main input shaft 10 and the other end part 10b of the sub input shaft 11, and can transmit the power of the main input shaft 10 to the sub input shaft 11 or can block the transmission of the power. A transmission gear 71 for fourth speed stage, a transmission gear 72 for fifth speed stage and a synchronizer 74 are located between the torque converter 4 and the clutch device 51 in the axial direction of the sub input shaft 11, and installed at the sub input shaft 11.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).

  In this transmission, the first clutch provided on the first input shaft is released, and the second clutch provided on the idle shaft is engaged, whereby the output shaft is transmitted from the first input shaft via the idle shaft and the intermediate shaft. A path for transmitting power to the vehicle. In this path, the rotation of the first input shaft can be reduced by the idle shaft and transmitted to the intermediate shaft.

  Further, in this transmission, the first clutch provided on the first input shaft is engaged, and the second clutch provided on the idle shaft is disengaged. And a path for transmitting power to the output shaft via the shaft and the intermediate shaft. In this path, the rotation of the first input shaft is transmitted to the second input shaft without being decelerated.

  Further, in this transmission, the first clutch provided on the first input shaft is released, and the second clutch provided on the idle shaft is engaged, so that the idle shaft and the second input shaft are shifted from the first input shaft. And a path for transmitting power to the output shaft via In this path, the rotation of the first input shaft is reduced and transmitted to the second input shaft.

JP 2011-133040 A

  In such a conventional vehicle transmission, a first clutch is provided on an input shaft, and a second clutch is provided on an idle shaft separate from the input shaft, so that the input shaft and the idle shaft are decelerated. The first and second gear sets are connected to each other to reduce the speed.

  For this reason, it is necessary to provide a separate shaft radially outward of the input shaft and install a reduction mechanism including a clutch, a first gear set, and a second gear set, and the transmission is increased in size by installing the reduction mechanism. I do.

  The present invention has been made in view of the above circumstances, and has as its object to provide a vehicular transmission that can easily reduce the size of the transmission.

  The present invention provides an input shaft to which power is transmitted from a drive source via a torque converter, a planetary gear mechanism provided on the input shaft, and a plurality of input gears provided on the input shaft so as to be relatively rotatable. An output shaft having a plurality of output gears meshing with the input gear, a synchronizer provided on the input shaft, for selectively connecting the plurality of input gears to the input shaft, and a clutch mechanism provided on the input shaft Wherein the input shaft includes a main input shaft, and a sub input shaft provided coaxially with the main input shaft and provided on an outer peripheral portion of the main input shaft. The torque converter is connected to one end of the main input shaft, and the planetary gear mechanism connects the main input shaft and one end of the sub input shaft, and the rotation of the main input shaft is performed. Power can be transmitted to the auxiliary input shaft while decelerating The clutch mechanism is provided at the other end of the main input shaft and the other end of the sub input shaft, and can transmit or transmit the power of the main input shaft to the sub input shaft. The plurality of input gears and the synchronizing device are configured to be able to be disconnected, and are installed on the sub input shaft so as to be located between the torque converter and the clutch mechanism in the axial direction of the sub input shaft. It is characterized by.

  As described above, according to the present invention, the size of the transmission can be easily reduced.

FIG. 1 is a left side view showing an arrangement of a shaft 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 cross-sectional view taken along the line III-III of FIG. 1 excluding a transmission case. FIG. 4 is a configuration diagram of one end of the main input shaft on the torque converter side. FIG. 5 is a configuration diagram of the other end of the main input shaft on the clutch device side. FIG. 6 is a cross-sectional view taken along the line VI-VI in FIG. FIG. 7 is a sectional view taken along arrow VII-VII in FIG.

A vehicle transmission according to an embodiment of the present invention includes an input shaft to which power is transmitted from a drive source via a torque converter, a planetary gear mechanism provided on the input shaft, and a rotatable relative to the input shaft. A plurality of input gears provided, an output shaft having a plurality of output gears meshing with the input gears, a synchronizer provided on the input shaft, for selectively connecting the plurality of input gears to the input shaft, and a synchronizer provided on the input shaft A transmission for a vehicle comprising a clutch mechanism provided with a main input shaft and a sub input shaft provided coaxially with the main input shaft and provided on an outer peripheral portion of the main input shaft. The torque converter is connected to one end of the main input shaft, and the planetary gear mechanism connects the main input shaft and one end of the sub input shaft to reduce the rotation of the main input shaft. Power is transmitted to the input shaft, and the clutch mechanism is A plurality of input gears and synchronizing devices are provided at the other end of the power shaft and the other end of the sub input shaft so that power of the main input shaft can be transmitted to the sub input shaft or transmission of power can be cut off. Is disposed on the sub input shaft so as to be located between the torque converter and the clutch mechanism in the axial direction of the sub input shaft.
Thus, the size of the transmission can be easily reduced.

Hereinafter, a vehicle transmission according to one embodiment of the present invention will be described with reference to the drawings.
1 to 7 are views showing a vehicle transmission according to one embodiment of the present invention.
1 to 7, 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 on which the vehicle is mounted. The direction is the left-right direction, and 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, and an output shaft 9. 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 engine 2 forms a drive source of the present invention.

  Further, the transmission 1 of the present embodiment is configured such that the rotating shaft, the input shaft 5, the forward idle shaft 6, the reverse idle shaft 7, the intermediate shaft 8 and the output shaft 9 of the torque converter 4 extend in the vehicle width direction. Mounted on the vehicle.

   3, the torque converter 4 includes a front cover 4B connected to the crankshaft 3 via a drive plate 4A, and a shell 4C connected to the front cover 4B. A fluid coupling that transmits power between the two via oil is configured.

  A pump impeller (not shown) is fixed to an inner surface of a shell 4C connected to the crankshaft 3. Inside the shell 4 </ b> C, a turbine runner 4 </ b> D (a part of which is shown in FIG. 4) is installed facing the pump impeller, and the turbine runner 4 </ b> D is connected to the input shaft 5. A stator (not shown) is provided between the pump impeller and the turbine runner 4D.

  In the torque converter 4, when the crankshaft 3 rotates, the front cover 4B, the shell 4C, and the pump impeller rotate integrally via the drive plate 4A. At this time, a flow from the pump impeller to the turbine runner 4D is generated in the fluid inside the torque converter 4 by the centrifugal force due to the rotation of the pump impeller.

  The turbine runner 4D is rotated by the flow of the fluid, and the input shaft 5 connected to the turbine runner 4D is rotated. The stator amplifies the power of the engine 2 by converting the flow of the fluid from the turbine runner 4 </ b> D along the rotation direction of the pump impeller.

  As shown in FIGS. 2 and 3, the input shaft 5 is provided with a main input shaft 10 having an oil passage formed therein, and is provided coaxially with the main input shaft 10 on an outer peripheral portion of the main input shaft 10. It has a shaft 10 and a sub-input shaft 11 that rotates relatively. That is, the sub input shaft 11 is a hollow cylindrical member whose both ends in the axial direction are open, and the main input shaft 10 is disposed inside thereof so as to be relatively rotatable. The main input shaft 10 is a member that is longer in the axial direction than the sub input shaft 11, and is disposed so as to pass through the inside of the sub input shaft 11 in the axial direction.

  Although not shown, the transmission case 12 forms an outer shell of the entire transmission, and includes a torque converter chamber for storing the torque converter 4, a transmission chamber for storing the transmission gears, and the clutch device 51. It has a clutch chamber for housing, and has a partition wall 12A for partitioning the torque converter chamber and the transmission chamber, and a partition wall 12B for partitioning the transmission chamber and the clutch chamber.

  In other words, the partition 12A is disposed between the torque converter 4 and the transmission gear, and the partition 12B is disposed between the transmission gear and the clutch device 51. That is, the partition wall 12A is a partition wall of the transmission case 12 on the side of the torque converter 4, and the partition wall 12B is a partition wall of the transmission case 12 on the side of the clutch device 51. is there. As shown in FIG. 4, the main input shaft 10 passes through a through hole 12a of one partition 12A of the transmission case 12, and as shown in FIG. 5, the main input shaft 10 and the sub input shaft 11 The transmission case 12 passes through the through hole 12b of the other partition wall 12B.

  As shown in FIG. 5, needle bearings 13A and 13B are provided between the main input shaft 10 and the sub input shaft 11 at positions separated in the axial direction of the input shaft. The auxiliary input shaft 11 and the main input shaft 10 are arranged so as to be rotatable relative to the main input shaft 10 via 13A and 13B.

  As shown in FIG. 4, one end 10 a of the main input shaft 10 (the end on the side of the torque converter 4) is inserted inside the torque converter 4, and a spline formed on one end 10 a of the main input shaft 10. Are spline-fitted to the turbine runner 4D of the torque converter 4. For this reason, the power (rotation, torque) of the engine 2 is transmitted to the main input shaft 10 via the torque converter 4.

  A planetary gear mechanism 21 is provided on an outer peripheral portion of the main input shaft 10. The planetary gear mechanism 21 is connected to the main input shaft 10 and one end 11 a of the sub input shaft 11 (an end on the torque converter 4 side). The rotation of the main input shaft 10 is transmitted to the sub-input shaft 11 while being decelerated.

  Specifically, the planetary gear mechanism 21 is disposed coaxially with the main input shaft 10 in a range not covered by the sub input shaft 11 of the main input shaft 10. That is, the planetary gear mechanism 21 and the sub input shaft 11 are arranged side by side in the axial direction of the main input shaft 10 with the planetary gear mechanism 21 on the torque converter 4 side. By arranging in this manner, the size of the transmission can be reduced. The end of the planetary gear mechanism 21 on the clutch device 51 side and the end of the sub input shaft 11 on the torque converter 4 side are arranged so as to overlap in the axial direction of the main input shaft 10 to transmit power. .

  Specifically, the planetary gear mechanism 21 includes a carrier 22, a sun gear 23, and a ring gear 24.

  As shown in FIG. 4, the carrier 22 rotatably supports the planetary pinion 22A. The carrier 22 has the main input shaft 10 penetratingly arranged at the center of its rotation, and a radial inner end 22a is rotatably attached to the main input shaft 10 via the needle bearing 13C.

  The carrier 22 is positioned between the thrust bearing 13N and the thrust bearing 13M in the axial direction of the main input shaft 10. The carrier 22 expands radially outward on the torque converter 4 side, bends by passing the side of the ring gear 24 on the torque converter 4 side, and extends outside the ring gear 24 toward the clutch device 51 to form an outer end 22b. Is formed.

  A one-way clutch 25 is attached to the outer end 22b of the ring gear 24 on the clutch device 51 side. The portion of the carrier 22 to which the one-way clutch 25 is attached is located at a position where the end of the auxiliary input shaft 11 on the torque converter 4 side overlaps with the main input shaft 10 in the axial direction. With this structure, the size of the planetary gear mechanism 21 in the axial direction of the main input shaft 10 can be reduced.

  As shown in FIG. 4, the sun gear 23 is switched between a state in which the sun gear 23 cannot be rotated (a state in which the sun gear 23 is fixed to the transmission case 12) and a state in which rotation is permitted. The sun gear 23 has an inner diameter portion rotatably supported by a radially inner end portion 22a of the carrier 22 via a needle bearing 13N.

  The sun gear 23 has a surface perpendicular to the axial direction of the main input shaft 10 at a position between the carrier 22 and the brake case 32, and is sandwiched between the thrust bearing 13M and the thrust bearing 13G. Axial positioning is provided. The sun gear 23 is inserted into the carrier 22 from the torque converter 4 side and meshes with the planetary pinion 22A.

  The sun gear 23 is inserted into the brake case 32 to a position where the torque converter 4 side overlaps the bearing 15 in the axial direction of the main input shaft 10, and the internal portion of the brake case 32 is engaged with the friction plate 34. . With this structure, the planetary gear mechanism 21 and the brake device 31 can be downsized in the axial direction of the main input shaft 10.

  As shown in FIG. 4, the ring gear 24 has a main input shaft 10 disposed at the center thereof. A spline is formed in the inner diameter portion of the radial inner end portion 24 a of the ring gear 24, is spline-fitted to the spline of the main input shaft 10, and rotates integrally with the main input shaft 10.

  The ring gear 24 includes a stepped portion of the main input shaft 10 (a surface perpendicular to the axial direction of the main input shaft 10 formed between portions having different diameters) and a thrust bearing disposed on the torque converter 4 side with respect to the ring gear 24. 13F, the main input shaft 10 is positioned in the axial direction.

  The ring gear 24 extends from the inner end 24a in the outer diameter direction so as to pass between the carrier 22 and the auxiliary input shaft 11 and to pass through the side of the planetary pinion 22A on the clutch device 51 side. It bends to the fourth side and extends into the carrier 22, the inner diameter of which meshes with the planetary pinion 22A. With this structure, the size of the planetary gear mechanism 21 in the axial direction of the main input shaft 10 can be reduced.

  That is, the radial outer end 22b of the carrier 22 is located outside the radial outer end 24b of the ring gear 24, and the radial outer end of the ring gear 24 in the axial direction of the main input shaft 10. The main input shaft 10 is disposed so as to extend from one end 10a to the other end 10b so as to completely cover the portion 24b.

  A one-way clutch 25 is provided between a radial outer end 22b of the carrier 22 located on the other end 10b side of the main input shaft 10 and one end 11a of the sub input shaft 11. The circlip 26 is attached to the radially outer end 22b of the carrier 22.

  The one-way clutch 25 is connected in one-way relative rotation and cannot transmit differential torque in the relative rotation between the inner and outer wheels, and transmits torque in the other direction relative rotation and does not transmit torque in relative rotation in the other direction. . The one-way clutch 25 of the present invention transmits power from the carrier 22 to the sub input shaft 11 when the carrier 22 attempts to rotate at a speed that increases the rotation speed of the sub input shaft 11, and the sub input shaft 11 The power is not transmitted from the sub input shaft 11 to the carrier 22 when rotating at a higher speed.

  Thereby, the one-way clutch 25 enables power transmission from the main input shaft 10 to the sub input shaft 11 via the planetary gear mechanism 21, and transmits power from the sub input shaft 11 to the main input shaft 10 via the planetary gear mechanism 21. To do so.

  A thrust bearing 13E is provided between the carrier 22 and the ring gear 24 in the axial direction of the main input shaft 10. The carrier 22 and the ring gear 24 are rotatably supported around the main input shaft 10 while the relative position in the axial direction of the main input shaft 10 is defined via the thrust bearing 13E.

  A thrust bearing 13F is provided between the ring gear 24 and one end 11a of the sub input shaft 11 in the axial direction of the main input shaft 10, and the ring gear 24 and the sub input shaft 11 are mainly connected via the thrust bearing 13F. The input shaft 10 is supported so as to be relatively rotatable around the axis of the main input shaft 10 while defining the relative position in the axial direction.

  As shown in FIG. 4, the carrier 22 has a lubricating oil introduction plate 13D on the clutch device 51 side. The lubricating oil introduction plate 13D has an outer peripheral edge attached to the carrier 22 so as to face the support shaft of the planetary pinion 22A, and forms an oil reservoir with the carrier 22.

  The lubricating oil introduction plate 13D receives the lubricating oil flowing in the radial direction from the radiation hole 10h of the main input shaft 10, and supplies the lubricating oil to the oil passage formed in the support shaft of the planetary pinion 22A. That is, the lubricating oil introduction plate 13D is provided so as to receive the lubricating oil flowing through the thrust bearing 13E and radially outward of the main input shaft 10.

  As a result, even in the planetary gear mechanism 21 covered with the radial outer end portion 22b of the carrier 22, lubrication of the planetary pinion 22A is satisfactorily performed, and the problem of insufficient lubrication is prevented. Hereinafter, the radial direction is a radial direction of the main input shaft 10 and the sub input shaft 11.

A needle bearing 13N is provided between the outer diameter of the radial inner end 22a of the carrier 22 and the inner diameter of the sun gear 23, and the carrier 22 and the sun gear 23 are relatively rotatable via the needle bearing 13N. Supported.
That is, in the radial direction from the axis of the main input shaft 10, the main input shaft 10, the needle bearing 13C, the inner end 22a of the carrier 22, the needle bearing 13N, the sun gear 23, the planetary pinion 22A, the outer end 24b of the ring gear 24, The outer ends 22b of the carrier 22 are arranged concentrically in this order.

  As shown in FIG. 3, with respect to the inner diameter of the sub-input shaft 11, the inner diameter of the opening on the one end 11a side is formed larger than that of the other parts. The gap between the outer diameter of the main input shaft 10 and the inner diameter of the sub input shaft 11 is larger at the opening on the one end 11a side than at other locations.

  A part of the radial inner end 24 a of the ring gear 24 (the end on the clutch device 51 side with respect to the cylindrical inner end 24 a) enters between the main input shaft 10 and the sub input shaft 11. The spline 10s of the main input shaft 10 is formed in the axial direction from the position of the needle bearing 13E to the radial inside of one end 11a of the sub input shaft 11, and the radial inner end of the ring gear 24. The portion 24a enters the inside of the one end 11a of the sub input shaft 11 and is spline-fitted to the spline 10s.

  As a result, the axial length of the radial inner end portion 24a of the ring gear 24 can be increased, sufficient strength for transmitting power from the main input shaft 10 to the ring gear 24 can be ensured, and the ring gear 24 falls down. Can be suppressed more effectively.

  For this reason, the meshing accuracy of the gears can be improved, and generation of abnormal noise can be suppressed. Further, at the inner end portion 22a of the carrier 22, the support position of the carrier 22 via the needle bearing 13C can be appropriately arranged.

  Further, by making a part of the radial inner end 24a of the ring gear 24 enter the radial inside of the auxiliary input shaft 11, even if the radial inner end 24a of the ring gear 24 is lengthened, the transmission is improved. The transmission 1 can be suppressed from becoming longer in the axial direction of the main input shaft 10, and the transmission 1 can be reduced in size.

  A brake device 31 is installed radially outward of the main input shaft 10. The brake device 31 includes a cylindrical brake case 32, and the brake case 32 is fixed to the partition wall 12A. Specifically, the brake case 32 is fixed to the surface of the partition wall 12A on the clutch device 51 side (the surface on the anti-torque converter 4 side).

  The brake case 32 houses a cylindrical clutch hub 33, annular friction plates 34 and 35, a piston 36, and a return spring 37. The clutch hub 33 is formed in a tubular shape and provided integrally with the sun gear 23, and has a diameter that is increased from the sun gear 23, extends coaxially with the main input shaft 10 along the main input shaft 10, and is provided inside the brake case 32. I'm stuck.

  The friction plate 34 is spline-fitted to the outer peripheral portion of the clutch hub 33, is rotatable integrally with the clutch hub 33, and is movable in the axial direction of the main input shaft 10.

  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 10 with respect to the brake case 32, and is movable in the axial direction of the main input shaft 10. It has become.

  In this embodiment, three friction plates 34 and 35 are provided side by side in the axial direction of the main input shaft 10, and the friction plates 34 and 35 are alternately provided in the axial direction of the main input shaft 10. .

  Regarding the friction plate 35 disposed closest to the clutch device 51, a retainer plate 38 is provided on the carrier 22 side. The retainer plate 38 is spline-fitted to the inner peripheral portion of the brake case 32, cannot rotate in the rotation direction of the main input shaft 10 with respect to the brake case 32, and has a snap ring fitted to the brake case 32. The movement of the main input shaft 10 toward the carrier 22 in the axial direction is regulated by 39.

  The retainer plate 38 is formed to have a greater thickness in the axial direction of the main input shaft 10 than the friction plates 34 and 35, and receives the pressing force of the piston 36 to prevent the friction plates 34 and 35 from falling down.

  The piston 36 is arranged in the brake case 32 on the torque converter 4 side of the friction plates 34, 35 so as to face the friction plate 35 on the torque converter 4 side of the friction plates 35, and is mainly operated when hydraulic pressure is applied. It moves toward the clutch device 51 in the axial direction of the input shaft 10 and presses the friction plate 35.

  Since the movement of the friction plates 34 and 35 in the axial direction of the main input shaft 10 is regulated by the retainer plate 38, the friction plates 34 and 35 are sandwiched between the piston 36 and the retainer plate 38.

  When the friction plate 35 on the torque converter 4 side is pressed by the piston 36, the friction plate 34 and the friction plate 35 come into frictional contact, and fix the sun gear 23 to the brake case 32. As a result, the sun gear 23 cannot rotate with respect to the transmission case 12.

  An oil passage 44A is formed in the partition wall 12A and the brake case 32, and oil is supplied from an oil pipe (not shown) to the oil passage 44A to operate the piston 36. The piston 36 is disposed closer to the partition 12A than the friction plates 34 and 35, so that an oil path to the piston 36 is easily formed.

  When the sun gear 23 cannot rotate, power (rotational force) is transmitted from the main input shaft 10 to the carrier 22 via the ring gear 24. That is, when the sun gear 23 is fixed and the ring gear 24 rotates, the planetary pinion 22A revolves around the sun gear 23 and the carrier 22 rotates. The rotational force (power) of the carrier 22 is transmitted from the carrier 22 to the auxiliary input shaft 11 via the one-way clutch 25.

  The planetary gear mechanism 21 can reduce the rotation of the main input shaft 10 and transmit it to the sub input shaft 11 by arbitrarily setting the gear ratio of the planetary pinion 22A, the sun gear 23 and the ring gear 24. That is, the planetary gear mechanism 21 functions as a speed reducer.

  An annular return spring 37 is provided radially outward of the main input shaft 10 with respect to the friction plate 34. The return spring 37 is a conical disc spring and is provided between the friction plates 35.

  The return spring 37 urges the friction plates 35 so that the distance between the adjacent friction plates 35 in the axial direction of the main input shaft 10 increases. As a result, when the oil pressure does not act on the piston 36 and the action of the pressing force of the piston 36 stops, the friction plate 35 is moved by the return spring 37 and the friction plate 35 is separated from the friction plate 34.

  Therefore, when the hydraulic pressure no longer acts on the piston 36, the frictional force between the friction plates 34 and 35 decreases, and the rotation of the sun gear 23 is allowed. When the rotation of the sun gear 23 is permitted, the ring gear 24 idles without rotating the carrier 22, and power is not transmitted from the main input shaft 10 to the sub input shaft 11.

  The carrier 22, the sun gear 23 and the ring gear 24 of the present embodiment constitute a rotating element of the present invention, and the sun gear 23 constitutes one of the three rotating elements of the present invention. The ring gear 24 forms a first rotating element of the present invention, and the carrier 22 forms a second rotating element of the present invention. The sun gear 23 forms a third rotating element of the present invention.

  The clutch hub 33, the friction plates 34 and 35, the piston 36, and the return spring 37 constitute a brake unit of the present invention. That is, the brake unit switches between a state where the sun gear 23 is fixed and a state where rotation is permitted.

  A through hole 32a is formed in the brake case 32, and the main input shaft 10 passes through the through hole 32a. A bearing 15 is provided between the brake case 32 and the main input shaft 10, and the main input shaft 10 is rotatably supported by the brake case 32 via the bearing 15.

  The brake case 32 has a portion that enters the inside of the clutch hub 33, and the bearing 15 is disposed in the entry. That is, the brake case 32 holds the bearing 15 inside the clutch hub 33 and supports the main input shaft 10. With this structure, it is possible to suppress the transmission 1 from being lengthened in the axial direction of the main input shaft 10, and to reduce the size of the transmission 1. The cylindrical member 18 is press-fitted and fixed in the through hole 32a of the brake case 32. The stator of the torque converter 4 is attached to the cylindrical member 18.

  A thrust bearing 13G is provided between the brake case 32 and the clutch hub 33 in the axial direction of the main input shaft 10, and the clutch hub 33 is connected to the shaft of the main input shaft 10 by the brake case 32 via the thrust bearing 13G. Direction positioning is performed.

  A thrust bearing 13M is provided between the carrier 22 and the clutch hub 33 in the axial direction of the main input shaft 10, and the carrier 22 is moved in the axial direction of the main input shaft 10 by the clutch hub 33 via the thrust bearing 13M. Positioning has been done.

  As shown in FIG. 5, a clutch device 51 is provided at the other end 10b of the main input shaft 10 and the other end 11b of the sub input shaft 11. The clutch device 51 has a clutch drum 52 and a clutch hub 53.

  The clutch drum 52 is supported by the transmission case 12 by bearings arranged at the center of rotation. In addition, this bearing is inserted into the inside of the clutch hub 53, so that the transmission 1 can be prevented from being elongated in the axial direction of the main input shaft 10, and the transmission 1 can be downsized.

  The clutch drum 52 is spline-fitted to the shaft end of the main input shaft 10 and rotates integrally with the main input shaft 10. The clutch hub 53 is spline-fitted to the shaft end of the sub input shaft 11, and rotates integrally with the sub input shaft 11.

  In detail, the clutch hub 53 is fitted with a spline formed at the outer diameter of the shaft end of the sub input shaft 11. Further, the clutch drum 52 is inserted between the shaft end of the main input shaft 10 and the shaft end of the sub input shaft 11, and is fitted to a spline formed at the outer diameter of the shaft end of the main input shaft 10.

  That is, the spline fitting position between the clutch drum 52 and the main input shaft 10 and the spline fitting position between the clutch hub 53 and the sub input shaft 11 overlap in the axial direction of the main input shaft 10, and the transmission 1 The transmission 1 is reduced in size by suppressing an increase in the length of the main input shaft 10 in the axial direction. The shaft end of the main input shaft 10 protrudes from the shaft end of the sub input shaft 11, and the clutch drum 52 is splined with the main input shaft 10 longer than the spline fit between the clutch hub 53 and the sub input shaft 11. ing.

  An annular friction plate 54 is spline-fitted to the inner peripheral portion of the clutch drum 52, and the friction plate 54 rotates integrally with the clutch drum 52 and is movable in the axial direction of the main input shaft 10. ing.

  A friction plate 55 is spline-fitted to the outer peripheral portion of the clutch hub 53, and the friction plate 55 rotates integrally with the clutch hub 53 and is movable in the axial direction of the main input shaft 10.

  The three friction plates 54 and 55 of this embodiment are provided side by side in the axial direction of the main input shaft 10, and the friction plates 54 and 55 are alternately provided in the axial direction of the main input shaft 10. .

  A retainer plate 56 is provided between the friction plate 55 and the clutch drum 52 in the axial direction of the main input shaft 10. The movement of the main input shaft 10 in the axial direction is restricted by one side of the retainer plate 56 being in contact with the clutch drum 52, and receives the pressing force of the CSC 57 to the friction plates 54 and 55 described later. The retainer plate 56 is formed to have a greater thickness in the axial direction of the main input shaft 10 than the friction plates 54 and 55, and prevents the friction plates 54 and 55 from falling down.

  The clutch device 51 is provided with a concentric slave cylinder (hereinafter, referred to as “CSC”) 57. An oil passage 57a is formed in the CSC 57, and oil is supplied to the oil passage 57a from an oil pipe (not shown) through an oil passage 12c formed in the partition wall 12B.

  The CSC 57 is provided with a piston 57A, and the piston 57A presses the support ring 58 toward the clutch hub 53 with oil introduced into the oil passage 57a.

  The support ring 58 is a component that does not rotate with respect to the transmission case 12, and has a radial inner end attached to the piston 57A and an inner race 59A of a bearing 59 attached to a radial outer end. .

  The radial inner end of the press flange 60 is attached to the outer race 59B of the bearing 59. That is, the support ring 58 and the press flange 60 are attached via the bearing 59, and transmit the pressing force by the CSC 57 and allow a relative rotation difference. The radially outer end of the press flange 60 faces the friction plate 54 located closest to the torque converter 4 in the axial direction of the main input shaft 10 from the torque converter 4 side.

  The press flange 60 is restricted from moving toward the CSC 57 in the axial direction of the main input shaft 10 by the snap ring 61 fitted to the clutch drum 52.

  The support ring 58 and the press flange 60 are positioned in the axial direction of the main input shaft 10 by a bearing 59, and are integrally movable in the axial direction of the main input shaft 10.

  In the clutch device 51, when hydraulic pressure acts on the piston 57A of the CSC 57, the piston 57A protrudes toward the support ring 58 and presses the support ring 58. When the support ring 58 is pressed by the piston 57A and moves toward the clutch drum 52, the press flange 60 moves toward the clutch drum 52 via the bearing 59. When the press flange 60 moves to the clutch drum 52 side, the press flange 60 presses the friction plate 54, so that the friction plate 54 and the friction plate 55 come into frictional contact.

  Thereby, when hydraulic pressure acts on the piston 57A of the CSC 57, the clutch drum 52 and the clutch hub 53 rotate integrally, and the power (rotational force) of the engine 2 is transmitted from the main input shaft 10 to the sub input shaft 11. The movement of the friction plates 54 and 55 in the axial direction of the main input shaft 10 is restricted by the retainer plate 56, and the pressing force of the piston 57A is received by the transmission case 12 via the clutch drum 52 and the bearing.

  An annular return spring 62 is provided radially outward of the friction plate 55. The return spring 62 is a conical disc spring and is provided between the friction plates 54. The return spring 62 biases the friction plates 54 so that the distance between the adjacent friction plates 54 in the axial direction of the main input shaft 10 increases.

  As a result, when the hydraulic pressure stops acting on the piston 57A, the friction plate 54 moves in the direction in which the friction plate 54 is separated by the return spring 62, and the friction plate 54 is separated from the friction plate 55. Therefore, when the hydraulic pressure does not act on the piston 57A, the power transmission of the engine 2 from the main input shaft 10 to the sub input shaft 11 via the clutch device 51 is stopped.

  Thus, the clutch device 51 of the present embodiment is provided at the other end 10b of the main input shaft 10 and the other end 11b of the sub input shaft 11, and transmits the power of the main input shaft 10 to the sub input shaft 11. It is possible or shut off. The clutch device 51 of the present embodiment constitutes the clutch mechanism of the present invention.

  The other end 11b of the sub input shaft 11 is rotatably supported by the partition 12B by a bearing 63. On the other end 11b side of the sub input shaft 11, a step portion 11f (a surface perpendicular to the axial direction of the main input shaft 10 formed between portions having different diameters) is formed, and the clutch device of the step portion 11f is formed. The inner race 63A of the bearing 63 is fitted on the 51 side. In addition, the torque converter 4 side of the step portion 11f is a shaft portion 11d on which splines are formed.

  A snap ring 64 is provided between the CSC 57 and the inner race 63A of the bearing 63 in the axial direction of the main input shaft 10. The snap ring 64 is fitted in a groove formed in the sub input shaft 11, and is in contact with the inner race 63 </ b> A of the bearing 63 on the clutch device 51 side.

  The torque converter 4 side of the inner race 63 </ b> A of the bearing 63 is in contact with the input idle gear 73. That is, the inner race 63A of the bearing 63, together with the input idle gear 73, the spacer 17, and the hub 76, is disposed between the snap ring 64 and the step portion 11e, and is positioned on the sub input shaft 11.

  The inner race 63A is rotatably connected to the outer race 63B via a ball member 63C. A snap ring 65 is fitted to the outer peripheral portion of the outer race 63B, and the snap ring 65 is fitted to the through hole 12b of the partition wall 12B. Thereby, the bearing 63 is positioned in the axial direction of the main input shaft 10 and is fixed to the partition 12B.

  Since the bearing 63 is positioned on the inner race 63A of the bearing 63 in the axial direction of the main input shaft 10 by the step portion 11e of the sub input shaft 11 and the snap ring 64 and is attached to the sub input shaft 11, the The shaft 11 is attached to the partition wall 12B while being positioned.

  In the axial direction of the sub input shaft 11, between the torque converter 4 and the clutch device 51, a transmission gear 71 for the fourth speed, a transmission gear 72 for the fifth speed, an input idle gear 73, and a synchronization device 74 are provided. . More specifically, the sub input shaft 11 is formed with a spline that is fitted to the clutch hub 53 of the clutch device 51 at the shaft end of the other end 11b of the sub input shaft 11, and a bearing 63 is provided on the planetary gear mechanism 21 side of the spline. Is arranged. In the auxiliary input shaft 11, an input idle gear 73, a fourth speed gear 71, a synchronizer 74, and a fifth speed gear 72 are arranged in this order from the bearing 63 toward the planetary gear mechanism 21. , One end 11a is a portion for the one-way clutch 25.

  The sub-input shaft 11 has one end portion 11a having the largest diameter, and has shaft portions 11c and 11d whose diameters gradually decrease from the one end portion 11a toward the other end portion 11b. The diameter of the other end 11b adjacent to is formed to be the smallest. A spline is formed on the shaft portion 11d, and the input idle gear 73 and the hub 76 are spline-fitted. That is, the input idle gear 73 and the hub 76 are fitted on the same spline.

  The transmission gear 71 for the fourth speed is rotatably supported by a spacer 17 externally fitted to the shaft portion 11d of the sub-input shaft 11 via a needle bearing 13H disposed at the inner diameter thereof. Both ends of the spacer 17 are in contact with the input idle gear 73 and the hub 76.

  That is, the spacer 17 constitutes the transfer surface of the needle bearing 13H, and also positions the transmission gear 71 in the axial direction between the input idle gear 73 and the hub 76, and the bearing 63 and the step 11e (the shaft 11d and the shaft 11d). The hub 76 and the input idle gear 73 are attached to the sub input shaft 11 while positioning the hub 76 and the input idle gear 73 in the axial direction between the steps 11c).

  The transmission gear 72 for the fifth speed is rotatably supported by the shaft portion 11c of the sub-input shaft 11 via a needle bearing 13I disposed on the inner diameter thereof. The transmission gear 72 is axially positioned and attached to the sub input shaft 11 while being sandwiched between the hub 76 and a step (a step between the shaft 11c and the one end 11a).

  That is, the shaft portion 11c constitutes the transfer surface of the needle bearing 13I and also positions the transmission gear 72 in the axial direction. The transmission gear 71 for the fourth speed and the transmission gear 72 for the fifth speed of this embodiment constitute the input gear of the present invention.

  The input idle gear 73 is spline-fitted to the shaft portion 11d of the sub input shaft 11, and rotates integrally with the sub input shaft 11. The synchronizer 74 includes a hub 76, a sleeve 77, and synchronizer rings 78A and 78B.

  The hub 76 is spline-fitted to the shaft portion 11d of the sub input shaft 11, and rotates integrally with the sub input shaft 11. The hub 76 is axially positioned between the spacer 17 and the step portion 11e and attached to the sub input shaft 11. The sleeve 77 is spline-fitted to the hub 76 and is movable in the axial direction of the sub input shaft 11.

  When the shift speed is shifted to the fourth speed or the fifth speed by the shift operation, the sleeve 77 is moved from the neutral position to the shift gear 71 for the fourth speed or the shift gear 72 for the fifth speed by a shift fork (not shown). Moved to

  For example, when an automatic shift operation is performed, the sleeve 77 is driven by an actuator (not shown). When the shift lever operated by the driver is shifted to the drive range or shifted to the reverse range, the actuator operates based on the shift map which is set in advance with the throttle opening and the vehicle speed as parameters. The gears are controlled by operating the synchronizing devices 89, 90 and 114 described later.

  Splines 77a and 77b are formed on the inner peripheral surface of the sleeve 77. A spline 71a fitted to the spline 77a is formed on the fourth speed gear 71, and a spline 72a fitted to the spline 77b is formed on the fifth speed gear 72.

  When the sleeve 77 moves from the neutral position to the fourth speed gear 71, the spline 77 a of the sleeve 77 is fitted to the spline 71 a, so that the auxiliary input shaft 11 and the fourth speed are shifted through the sleeve 77. The gear 71 is connected, and the transmission gear 71 for the fourth speed is rotated integrally with the sub input shaft 11.

  When the sleeve 77 moves from the neutral position to the fifth speed gear 72, the spline 77 b of the sleeve 77 is fitted to the spline 72 a, so that the auxiliary input shaft 11 and the fifth speed are shifted via the sleeve 77. The gear 72 is coupled to the transmission gear 72 for the fifth speed so as to rotate integrally with the auxiliary input shaft 11.

  The synchronizer ring 78A is provided between the hub 76 and the transmission gear 71 for the fourth speed, and a spline 78a that fits into the spline 77a of the sleeve 77 is formed on the outer peripheral surface.

  The synchronizer ring 78B is provided between the hub 76 and the speed change gear 72 for the fifth speed, and has a spline 78b formed on the outer peripheral surface thereof so as to fit with the spline 77b of the sleeve 77.

  When the sleeve 77 moves from the neutral position to the fourth speed gear 71 side, the synchronizer ring 78A engages the spline 78a with the spline 77a of the sleeve 77, and further, the tapered surface of the fourth speed gear 71. The rotation of the transmission gear 71 for the fourth speed is synchronized with the rotation of the sleeve 77 (the rotation of the sub input shaft 11) by being brought into frictional contact by being pressed by the 71b.

  When the sleeve 77 moves from the neutral position to the fifth speed gear 72 side, the synchronizer ring 78B engages the spline 78b with the spline 77b of the sleeve 77, and further, the taper of the fifth speed gear 72. The rotation of the fifth speed gear 72 is synchronized with the rotation of the sleeve 77 (the rotation of the sub input shaft 11) by being brought into frictional contact with the surface 72b by being pressed against the surface 72b.

  As described above, the synchronizer 74 of the present embodiment selectively shifts the speed change gear 71 for the fourth speed and the speed change gear 72 for the fifth speed to the sub-input shaft 11 and performs a synchronization operation at the time of connection. Suppresses the occurrence of shock and abnormal noise.

  A spacer 17 is provided between the needle bearing 13H of the transmission gear 71 for the fourth speed and the shaft portion 11d of the auxiliary input shaft 11. The spacer 17 is externally fitted to a spline of the shaft portion 11d in which the input idle gear 73 and the hub 76 are fitted, and forms a rolling surface of the needle bearing 13H. The spacer 17 makes it possible to use the same spline for mounting the input idle gear 73 and the hub 76, thereby facilitating the manufacture of the sub input shaft 11.

  A step 11e is formed at the boundary between the shaft 11c and the shaft 11d so that the input idle gear 73, the spacer 17, and the hub 76 are sandwiched between the step 11e and the inner race 63A of the bearing 63. is set up.

  Thus, the transmission gear 71 for the fourth speed, the input idle gear 73 and the hub 76 are positioned in the axial direction of the sub input shaft 11. As described above, the shaft portion 11d forms an installation portion that positions and installs the transmission gear 71 for the fourth speed, the input idle gear 73, and the hub 76 in the axial direction of the sub input shaft 11.

  In FIG. 4, an annular oil pump 41 is provided on the partition wall 12 </ b> A, and the main input shaft 10 passes through the oil pump 41. The oil pump 41 includes an inner rotor 41A that is rotatably driven by being engaged with the pump shaft 4c of the shell 4C, and an outer rotor 41B provided radially outward of the inner rotor 41A.

  The oil pump 41 is formed of, for example, a trochoid type oil pump, and the inner teeth formed on the outer rotor 41B and the outer teeth formed on the inner rotor 41A come into contact with each other, so that the gap between the outer teeth and the inner teeth is increased. A working chamber for sucking and discharging oil is formed in the working chamber.

  In the oil pump 41, when the power (rotation) of the engine 2 is transmitted to the inner rotor 41A by the pump shaft 4c of the shell 4C, and the inner rotor 41A and the outer rotor 41B rotate in one direction, the volume of the working chamber increases and decreases. Occur continuously. Thus, the oil pump 41 sucks oil from the suction port 42 and discharges oil to the discharge port 43.

  6 and 7, a suction port 42 and a discharge port 43 are formed in the brake case 32 and the partition wall 12A, and the suction port 42 and the discharge port 43 are formed between a mating surface 32f of the brake case 32 and a mating surface of the partition wall 12A. The space of each port is formed in a state where 12f is combined with 12f.

  The suction port 42 and the discharge port 43 of the present embodiment form a pump chamber of the present invention, and the mating surface 32f of the brake case 32 forms a wall surface of the brake case of the present invention. When the mating surface 32f and the mating surface 12f of the partition wall 12A are mated, the mating surfaces 32f and 12f around the suction port 42 and the discharge port 43 are completely adhered to each other, thereby preventing oil from leaking.

  An oil passage through which oil purified by an unillustrated oil strainer flows is formed in the partition wall 12A, and the oil flowing through the oil passage is sucked from the suction port 42 into the working chamber. Oil is stored in the transmission case 12, and the oil pump 41 sucks the oil stored in the transmission case 12 through an oil strainer and an oil passage.

  Working oil is supplied to the piston 36 from an oil supply hole 44A arranged above the oil pump 41. The working oil supplied from the oil supply hole 44A to the piston 36 is oil that is not related to the oil pump 41, and is controlled by an oil control valve (not shown).

  Part of the oil discharged from the discharge port 43 is controlled by an oil control valve (not shown) and is supplied to the oil supply holes 44B, 44C, and 44D. The oil supplied from the oil supply hole 44C flows through the oil passage 10A (see FIG. 4) of the main input shaft 10 and is supplied to the torque converter 4.

  The oil supplied from the oil supply hole 44B flows through the oil passage 10B (see FIG. 4) of the main input shaft 10 and is supplied to the sub input shaft 11 and the clutch device 51. The oil supplied from the oil supply hole 44D flows around the cylindrical member 18 and is supplied to the torque converter 4. The oil supply holes 44A, 44B, 44C, 44D of the present embodiment constitute an oil passage of the present invention.

  In FIG. 4, the oil passages 10A and 10B extend along the axis of the main input shaft 10 in the axial direction, and are partitioned by a partition 10C. The oil passage 10A extends from the partition 10C to one end 10a of the main input shaft 10, and the one end 10a is open in the torque converter 4.

  The oil passage 10B extends from the partition 10C to the other end 10b of the main input shaft 10, and the other end 10b is closed by a plug 16 (see FIG. 5).

  A cylindrical member 18 is provided between the main input shaft 10 and the brake case 32, and the main input shaft 10 is rotatably supported by the cylindrical member 18 via a metal bearing 13J. Oil holes 18a and 18b are formed in the cylindrical member 18.

  Part of the oil discharged from the discharge port 43 is introduced into the oil passage 10A from the oil supply hole 44C through the oil hole 18b formed in the cylindrical member 18 and the radiation hole 10d formed in the main input shaft 10.

  Part of the oil discharged from the discharge port 43 is introduced from the oil supply hole 44B into the oil passage 10B through the oil hole 18a formed in the cylindrical member 18 and the radiation hole 10e formed in the main input shaft 10.

  A part of the oil discharged from the discharge port 43 passes through the oil supply hole 44D, passes through the inner diameter side of the inner rotor 41A of the oil pump 41, and passes between the pump shaft 4c of the torque converter 4 and the cylindrical member 18 so that the torque converter 4 Will be introduced.

  Oil introduced into oil passage 10A is introduced into torque converter 4. Oil discharged from the torque converter 4 by switching an oil control valve (not shown) can be introduced into the oil passage 10A.

  The oil introduced into the oil passage 10B is discharged to the outside of the main input shaft 10 through the radiation holes 10f, 10g, 10h, 10i, 10j, 10k, and 10m by centrifugal force generated by rotation of the main input shaft 10. The oil discharged from the radiation hole of the main input shaft 10 to the inside of the sub-input shaft 11 flows radially outward from the radiation hole of the sub-input shaft 11 and from both axial openings due to centrifugal force of the sub-input shaft 11. Discharged in the axial direction.

  The radiation hole 10f is formed in the main input shaft 10 at a position between the planetary gear mechanism 21 and the brake device 31. The oil discharged from the radiation hole 10f is supplied to the bearing 15, the thrust bearings 13G and 13M and the friction plates 34 and 35, so that the bearing 15, the thrust bearings 13G and 13M and the friction plates 34 and 35 are lubricated and cooled. You.

  The radiation hole 10g is formed in the main input shaft 10 corresponding to the position of the needle bearing 13C. The oil discharged from the radiation hole 10g is supplied to the needle bearings 13C and 13N, so that the needle bearings 13C and 13N are lubricated and cooled. The oil that has lubricated and cooled the needle bearings 13C and 13N lubricates and cools the planetary gear mechanism 21.

  The radiation hole 10h is formed in the main input shaft 10 at a position between the carrier 22 and the ring gear 24. The oil discharged from the radiation hole 10h is supplied to the thrust bearing 13E, so that the thrust bearing 13E is lubricated and cooled. The oil that has lubricated and cooled the thrust bearing 13E flows into the ring gear 24 to lubricate and cool the planetary gear mechanism 21.

  The radiation hole 10i is formed in the main input shaft 10 corresponding to the position of the needle bearing 13A. The oil discharged from the radiation hole 10i is supplied to the needle bearing 13A to lubricate and cool the needle bearing 13A.

  The oil that lubricates and cools the needle bearing 13A lubricates and cools the thrust bearing 13F, and lubricates the needle bearing 13I, the synchronizer ring 78B, and the one-way clutch 25 through a radiation hole (not shown) formed in the sub input shaft 11. And cool.

  The radiation hole 10j is formed in the main input shaft 10 corresponding to the position of the needle bearing 13H. The oil discharged from the radiation hole 10j is supplied into the sub input shaft 11, and is supplied to the needle bearing 13H and the synchronizer ring 78A through a radiation hole (not shown) formed in the sub input shaft 11, the spacer 17, and the like. Thereby, the needle bearing 13H and the synchronizer ring 78A are lubricated and cooled.

  The radiation hole 10k is formed in the main input shaft 10 corresponding to the position of the needle bearing 13B. The oil discharged from the radiation hole 10k is supplied to the needle bearing 13B to lubricate and cool the needle bearing 13B. The bearing 63 is lubricated and cooled by supplying oil from a path different from the oil passages 10A and 10B of the main input shaft 10.

  The radiation hole 10m is formed in the main input shaft 10 at a position between the spline formed at the end 10b and the needle bearing 13B. The oil discharged from the radiation hole 10m is supplied to the bearing 59 and the friction plates 54, 55 of the clutch device 51 from between the main input shaft 10 and the sub input shaft 11, so that the bearing 59 and the friction plates 54, 55 Are lubricated and cooled.

  In FIG. 3, the forward idle shaft 6 is rotatably supported by left and right partition walls 12B, 12A via bearings 80A, 80B. In FIGS. 2 and 3, idle gears 81 and 82 are provided on the forward idle shaft 6.

  The idle gear 81 is provided on the clutch device 51 side in the axial direction of the forward idle shaft 6, and meshes with the input idle gear 73. The idle gear 81 is spline-fitted to the forward idle shaft 6 and rotates integrally with the forward idle shaft 6. Thereby, the idle gear 81 can transmit the power from the input idle gear 73 to the forward idle shaft 6.

  The idle gear 82 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.

  In FIG. 3, the intermediate shaft 8 is rotatably supported by left and right partition walls 12B, 12A via bearings 83A, 83B. In FIGS. 2 and 3, the intermediate shaft 8 has a transmission gear 84 for the first-second speed, a transmission gear 85 for the third speed, and a transmission for the sixth speed from the clutch device 51 side to the torque converter 4 side. A gear 86, a transmission gear 87 for the seventh speed, and an idle gear 88 are provided.

  From the transmission gear 84 to the transmission gear 87, the diameter increases from the clutch device 51 side to the torque converter 4 side. That is, in the axial direction of the intermediate shaft 8, of the transmission gears 84 to 87, the transmission gear 84 on the clutch device 51 side has the smallest diameter, and the transmission gear 87 on the torque converter 4 side has the smallest diameter. It is formed large.

  The transmission gear 84 to the transmission gear 87 are rotatably provided on the intermediate shaft 8, and the idle gear 88 is spline-fitted to the intermediate shaft 8 so as to rotate integrally with the intermediate shaft 8. The idle gear 88 meshes with the idle gear 82 of the forward idle shaft 6, and power is transmitted to the idle gear 88 from the idle gear 82.

  A synchronizer 89 is provided between the transmission gear 84 for the first-second speed and the transmission gear 85 for the third speed, and a transmission gear 86 for the sixth speed and a transmission gear 87 for the seventh speed. A synchronizer 90 is provided between the two.

  The synchronizer 89 couples the transmission gear 84 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 84 for the first-second speed is rotated integrally with the intermediate shaft 8.

  When the synchronizer 89 is shifted to the third gear by the shift operation, the synchronizer 89 couples the transmission gear 85 for the third gear to the intermediate shaft 8. Thus, the transmission gear 85 for the third speed is rotated integrally with the intermediate shaft 8.

  When the synchronizer 90 is shifted to the sixth gear by the shift operation, the synchronizer 90 couples the transmission gear 86 for the sixth gear to the intermediate shaft 8. Thus, the transmission gear 86 for the sixth speed is rotated integrally with the intermediate shaft 8.

  When the synchronizer 90 is shifted to the seventh gear by the shift operation, the synchronizer 90 couples the transmission gear 87 for the seventh gear to the intermediate shaft 8. Thus, the transmission gear 87 for the seventh speed is rotated integrally with the intermediate shaft 8.

  The synchronizers 74, 90 and 114 are of a so-called single cone type, and the synchronizer 89 is of a so-called triple cone type. However, since the synchronizers 89, 90 and 114 operate in the same manner as the synchronizer 74, The detailed description is omitted.

In FIG. 3, the output shaft 9 is rotatably supported by left and right partition walls 12B, 12A via bearings 91A, 91B. 2 and 3, the output shaft 9 has an output gear 92 for a 1-2-4 speed stage, an output gear 93 for a 3-5 speed stage, and a sixth speed from the clutch device 51 side to the torque converter 4 side. An output gear 94 for the gear, an output gear 95 for the seventh gear, and a final drive gear 96 for forward movement are provided.
The output gear 92 to the output gear 95 are formed to have smaller diameters from the clutch device 51 side to the torque converter 4 side. That is, among the output gears 92 to 95, the output gear 92 on the clutch device 51 side has the largest diameter, and the output gear 95 on the torque converter 4 side has the smallest diameter.

  The output gears 92 to 95 are spline-fitted to the output shaft 9 and rotate integrally with the output shaft 9. The forward final drive gear 96 is formed integrally with the output shaft 9 and rotates integrally with the output shaft 9.

  The output gear 92 for the 1-2nd gear is engaged with the transmission gear 71 for the 4th gear and the transmission gear 84 for the 1-2nd gear. The output gear 92 for the 1-2nd speed is formed to be larger in diameter than the transmission gear 84 for the 1-2nd speed, and the transmission gear 71 for the 4th speed is prepared for the 1-2-4th speed. The gear is formed smaller in diameter than the gear output gear 92 and larger in diameter than the transmission gear 84 for the first-second speed.

  The output gear 93 for the 3rd to 5th gear is engaged with the transmission gear 85 for the 3rd gear and the transmission gear 72 for the 5th gear. The output gear 93 for the third-gear speed is formed to be larger in diameter than the transmission gear 85 for the third-gear, and the transmission gear 72 for the fifth gear is provided with the output gear 93 for the third-fifth gear. It is formed with a larger diameter than that.

  The output gear 94 for the sixth gear is engaged with the transmission gear 86 for the sixth gear, and is formed to have a smaller diameter than the transmission gear 86 for the sixth gear. The output gear 95 for the seventh speed is meshed with the transmission gear 87 for the seventh speed, and has a smaller diameter than the transmission gear 87 for the seventh speed.

  As described above, by setting the diameter of each of the gears 71, 72, 84, 85, 86, 87, 92, 93, 94, and 95, a gear ratio corresponding to each gear is set. The output gear 92 for the 1-2-4 speed stage and the output gear 93 for the 3-5 speed stage of the present embodiment constitute the output gear of the present invention. The gear ratio is related to the gear ratio of the idle gear.

  The forward final drive gear 96 meshes with a final driven gear 97A of the differential device 97. Thereby, the power of the output shaft 9 is transmitted to the differential device 97 via the forward final drive gear 96 and the final driven gear 97A.

  2, drive wheels 99L and 99R are connected to a differential device 97 via drive shafts 98L and 98R. The differential device 97 uses the differential mechanism 97B to drive the power of the engine 2 to the left and right drive shafts 98L and 98R. And transmitted to the drive wheels 99L and 99R.

  As shown in FIG. 3, the reverse idle shaft 7 is rotatably supported by left and right partition walls 12B, 12A via bearings 100A, 100B. The reverse idle shaft 7 is provided with reverse idle gears 101 and 102.

  The idle gear 101 is provided on the clutch device 51 side, is spline-fitted to the reverse idle shaft 7, and rotates integrally with the reverse idle shaft 7.

  The idle gear 102 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 transmission 1 includes a reverse shaft 110, and the reverse shaft 110 is installed in parallel with the input shaft 5 (the main input shaft 10, the sub input shaft 11).

  As shown in FIG. 3, the reverse shaft 110 is rotatably supported by the partition wall 12A and the side wall 12B of the transmission case 12 via bearings 111A and 111B.

  In FIGS. 2 and 3, the reverse shaft 110 is provided with a reverse gear 112 and a final drive gear 113 for reverse which has a smaller diameter than the reverse gear 112. The reverse gear 112 is rotatably provided on the reverse shaft 110. The final drive gear 113 for reverse is formed integrally with the reverse shaft 110 and rotates integrally with the reverse shaft 110.

  As shown in FIG. 1, the reverse idle shaft 7 is installed at a higher position than the input shaft 5, the forward idle shaft 6, the intermediate shaft 8, the output shaft 9 and the reverse shaft 110, and It is installed at the highest position in the vehicle transmission. The input shaft 5 is installed at the highest position except for the reverse idle shaft 7 and the reverse shaft 110.

  As a result, the shaft constituting the reverse gear can be concentrated on the upper side of the input shaft 5, and the shaft constituting the forward gear can be concentrated on the lower side of the input shaft 5. Can be efficiently installed in the transmission case 12.

  The reverse gear 112 meshes with the idle gear 102, and the final drive gear 113 for reverse meshes with the final driven gear 97A.

  A synchronizer 114 is provided on the reverse shaft 110. When the synchronizer 114 is shifted to the reverse gear by the shift operation, the synchronizer 114 connects the reverse gear 112 to the reverse shaft 110. Thereby, the reverse gear 112 rotates integrally with the reverse shaft 110.

  At this time, power is transmitted from the final drive gear 113 for reverse movement to the final driven gear 97A, the final driven gear 97A rotates in the opposite direction to the forward movement, and the vehicle moves backward. Note that the synchronizer 114 operates in the same manner as the synchronizer 74, and a detailed description thereof is omitted.

Next, a description will be given of a power transmission path in each shift speed.
The reverse idle shaft 7 and the reverse shaft 10 are arranged above the first virtual plane L1, and the axis of the reverse idle shaft 7 is arranged behind the second virtual plane L2. I have.
(Power transmission path when the first gear is set)
In the first gear, the clutch device 51 is released, that is, the oil is not supplied to the piston 57A of the CSC 57, and the friction plates 54, 55 are separated from each other. 32 and cannot be rotated.

  Further, the synchronizer 89 moves from the neutral position to the side of the first-to-second speed transmission gear 84, and connects the first-to-second speed transmission gear 84 to the intermediate shaft 8.

  Thus, the power of the engine 2 is transmitted from the crankshaft 3 to the sub input shaft 11 via the torque converter 4, the main input shaft 10, the ring gear 24, the carrier 22, and the one-way clutch 25.

  When power is transmitted from the main input shaft 10 to the sub input shaft 11 via the planetary gear mechanism 21 in this manner, the rotation of the main input shaft 10 is reduced by the planetary gear mechanism 21 and transmitted to the sub input shaft 11. Is done.

  Next, the power of the engine 2 transmitted to the sub input shaft 11 is transmitted from the sub input shaft 11 to the intermediate shaft 8 via the input idle gear 73, the idle gear 81, the forward idle shaft 6, the idle gear 82, and the idle gear 88. Is done.

  Next, the power of the engine 2 transmitted to the intermediate shaft 8 is transmitted from the transmission gear 84 for the 1-2 speed to the output gear 92 for the 1-2-4 speed, which is connected to the intermediate shaft 8 by the synchronization device 89. After being transmitted to the final driven gear 97A via the output shaft 9 and the final drive gear 96 for advance, it is transmitted from the differential mechanism 97B to the drive wheels 99L and 99R via the drive shafts 98L and 98R.

(Power transmission path when the speed is 2nd speed)
In the second speed, the clutch device 51 is engaged, that is, the oil is supplied to the piston 57A of the CSC 57 and the friction plates 54 and 55 are in frictional contact, and the brake device 31 is released. As a result, the sun gear 23 becomes rotatable without being fixed to the brake case 32. The synchronizer 89 sets the transmission gear 84 for the first-second speed to the intermediate shaft 8 as in the case of the first speed.

  Thereby, the power of the engine 2 is transmitted from the crankshaft 3 to the auxiliary input shaft 11 via the torque converter 4, the main input shaft 10, and the clutch device 51, and the subsequent power transmission path is the same as the power transmission path of the first speed stage. Will be the same.

  When power is transmitted from the main input shaft 10 to the sub input shaft 11 via the clutch device 51 (that is, when the main input shaft 10 and the sub input shaft 11 rotate integrally), the one-way clutch 25 The power is not transmitted from the sub input shaft 11 to the main input shaft 10 via the planetary gear mechanism 21 by the action of (1).

  When power is transmitted from the main input shaft 10 to the sub input shaft 11 via the clutch device 51, the rotation of the sub input shaft 11 is not reduced by the planetary gear mechanism 21. Is the same as the rotation speed of the main input shaft 10, and it is possible to reliably prevent the one-way clutch 25 from transmitting power from the sub input shaft 11 to the planetary gear mechanism 21.

  That is, when the clutch device 51 is engaged and power is transmitted from the main input shaft 10 to the sub-input shaft 11 via the clutch device 51, the main input shaft 10 is connected to the sub-input shaft 11 via the planetary gear mechanism 21. The rotation speed of the sub-input shaft 11 is higher than in the case where power is transmitted to the one-way clutch 25, and the one-way clutch 25 enters a differential rotation state in a direction in which power cannot be transmitted.

  When the speed is changed from the first gear to the second gear by the operation of the one-way clutch 25 as described above, the clutch 51 is engaged to switch the power transmission path from the planetary gear mechanism 21 to the clutch 51. Since the synchronizer 89 does not need to be released and maintains the state in which the transmission gear 84 for the first-second speed is connected to the intermediate shaft 8, torque loss (driving) generated by operating the synchronizer 89 is achieved. (Interruption of force) can be prevented, and smooth gear shifting can be performed.

(Power transmission path when the speed is 3rd speed)
In the third speed, the clutch device 51 is engaged and the brake device 31 is released, so that the sun gear 23 can rotate without being fixed to the brake case 32. At this time, the synchronizer 89 moves from the neutral position to the third speed gear 85 and connects the third speed gear 85 to the intermediate shaft 8.

  Thereby, the power of the engine 2 is transmitted from the crankshaft 3 to the auxiliary input shaft 11 via the torque converter 4 and the main input shaft 10.

  When power is transmitted from the main input shaft 10 to the sub input shaft 11 via the clutch device 51, the rotation of the main input shaft 10 is transmitted to the sub input shaft 11 without being reduced by the planetary gear mechanism 21.

  Next, the power of the engine 2 transmitted to the sub input shaft 11 is transmitted from the sub input shaft 11 to the intermediate shaft 8 via the input idle gear 73, the idle gear 81, the forward idle shaft 6, the idle gear 82, and the idle gear 88. Is done.

  Next, the power of the engine 2 transmitted to the intermediate shaft 8 is transmitted from the transmission gear 85 for the third gear to the output gear 93 for the third to fifth gear, the output shaft 9, After being transmitted to the final driven gear 97A via the forward final drive gear 96, it is transmitted from the differential mechanism 97B to the drive wheels 99L and 99R via the drive shafts 98L and 98R.

(Power transmission path when the speed is 4th)
At the fourth speed, the clutch device 51 is engaged and the brake device 31 is released, so that the sun gear 23 can rotate without being fixed to the brake case 32. At this time, the synchronizer 74 moves from the neutral position to the side of the fourth-speed gear 71, and connects the fourth-speed gear 71 to the auxiliary input shaft 11.

  Thereby, the power of the engine 2 is transmitted from the crankshaft 3 to the sub-input shaft 11 via the torque converter 4, the main input shaft 10, and the clutch device 51.

  Next, the power of the engine 2 transmitted to the sub-input shaft 11 is transmitted to the sub-input shaft 11 by the synchronizing device 74, the transmission gear 71 for the fourth speed, the output gear 92 for the 1-2-4 speed, The power is transmitted to the final driven gear 97A via the output shaft 9 and the forward final drive gear 96. Next, the power of the engine 2 transmitted to the final driven gear 97A is transmitted from the differential mechanism 97B to the drive wheels 99L, 99R via the drive shafts 98L, 98R.

(Power transmission path when the speed is 5th)
In the fifth speed, the clutch device 51 is engaged and the brake device 31 is released, so that the sun gear 23 can rotate without being fixed to the brake case 32. At this time, the synchronizer 74 moves from the neutral position to the fifth speed gear 72, and connects the fifth speed gear 72 to the auxiliary input shaft 11.

  Thereby, the power of the engine 2 is transmitted from the crankshaft 3 to the sub-input shaft 11 via the torque converter 4, the main input shaft 10, and the clutch device 51.

  Next, the motive power of the engine 2 transmitted to the sub input shaft 11 is transmitted to the sub input shaft 11 by the synchronizing device 74, the fifth speed gear 72, the 3-5 speed output gear 93, and the output shaft. 9. The power is transmitted to the final driven gear 97A via the final drive gear 96 for forward movement. Next, the power of the engine 2 transmitted to the final driven gear 97A is transmitted from the differential mechanism 97B to the drive wheels 99L, 99R via the drive shafts 98L, 98R.

(Power transmission path when the speed is 6th)
At the sixth speed, the clutch device 51 is engaged and the brake device 31 is released, so that the sun gear 23 can rotate without being fixed to the brake case 32. At this time, the synchronizer 90 moves from the neutral position to the side of the transmission gear 86 for the sixth gear, and connects the transmission gear 86 for the sixth gear to the intermediate shaft 8.

  Thereby, the power of the engine 2 is transmitted from the crankshaft 3 to the sub-input shaft 11 via the torque converter 4, the main input shaft 10, and the clutch device 51.

  Next, the power of the engine 2 transmitted to the sub input shaft 11 is transmitted from the sub input shaft 11 to the intermediate shaft 8 via the input idle gear 73, the idle gear 81, the forward idle shaft 6, the idle gear 82, and the idle gear 88. Is done.

  Next, the power of the engine 2 transmitted to the intermediate shaft 8 is transmitted from the transmission gear 86 for the sixth gear to the output gear 94 for the sixth gear, the output shaft 9 and the forward gear 9 connected to the intermediate shaft 8 by the synchronization device 90. And transmitted to the final driven gear 97A via the final drive gear 96, and then to the drive wheels 99L and 99R from the differential mechanism 97B via the drive shafts 98L and 98R.

(Power transmission path when the gear is 7th)
At the seventh speed, the clutch device 51 is engaged and the brake device 31 is released, so that the sun gear 23 can rotate without being fixed to the brake case 32. At this time, the synchronizer 90 moves from the neutral position to the transmission gear 87 for the seventh gear, and connects the transmission gear 87 for the seventh gear to the intermediate shaft 8.

  Thereby, the power of the engine 2 is transmitted from the crankshaft 3 to the sub-input shaft 11 via the torque converter 4, the main input shaft 10, and the clutch device 51.

  Next, the power of the engine 2 transmitted to the sub input shaft 11 is transmitted from the sub input shaft 11 to the intermediate shaft 8 via the input idle gear 73, the idle gear 81, the forward idle shaft 6, the idle gear 82, and the idle gear 88. Is done.

  Next, the power of the engine 2 transmitted to the intermediate shaft 8 is transmitted from the transmission gear 87 for the seventh gear to the output gear 95 for the seventh gear, the output shaft 9, and the forward gear 9 connected to the intermediate shaft 8 by the synchronization device 90. And transmitted to the final driven gear 97A via the final drive gear 96, and then to the drive wheels 99L and 99R from the differential mechanism 97B via the drive shafts 98L and 98R.

(Power transmission path when the gear is reverse)
In the reverse gear, the clutch device 51 is disengaged, and the sun gear 23 is fixed to the brake case 32 by the brake device 31 and cannot rotate.

  Further, the synchronizer 114 moves from the neutral position to the reverse gear 112 side, and connects the reverse gear 112 to the reverse shaft 110.

  Thus, the power of the engine 2 is transmitted from the crankshaft 3 to the sub input shaft 11 via the torque converter 4, the main input shaft 10, the ring gear 24, the carrier 22, and the one-way clutch 25.

  When power is transmitted from the main input shaft 10 to the sub input shaft 11 via the planetary gear mechanism 21, the rotation of the main input shaft 10 is reduced by the planetary gear mechanism 21 and transmitted to the sub input shaft 11. .

  Next, the power of the engine 2 transmitted to the auxiliary input shaft 11 is coupled to the reverse shaft 110 from the auxiliary input shaft 11 by the input idle gear 73, the idle gear 101, the reverse idle shaft 7, the idle gear 102, and the synchronization device 114. And transmitted to the reverse shaft 110 via the reverse gear 112.

  Next, the power of the engine 2 transmitted to the reverse shaft 110 is transmitted from the reverse shaft 110 through the final drive gear 113 for reverse to the final driven gear 97A, and then from the differential mechanism 97B through the drive shafts 98L and 98R. The power is transmitted to the drive wheels 99L and 99R.

  As described above, according to the transmission of the present embodiment, the input shaft 5 includes the main input shaft 10 and the sub-input shaft provided coaxially with the main input shaft 10 and provided on the outer peripheral portion of the main input shaft 10. The torque converter 4 is connected to one end 10 a of the main input shaft 10.

  Further, the planetary gear mechanism 21 connects the main input shaft 10 and one end of the sub input shaft 11, and is configured to transmit power to the sub input shaft 11 while reducing the rotation of the main input shaft 10. The clutch device 51 is provided at the other end 10b of the main input shaft 10 and the other end 10b of the sub input shaft 11 so that the power of the main input shaft 10 can be transmitted to the sub input shaft 11 or the transmission of the power can be shut off. It is configured.

  In addition, the transmission gear 71 for the fourth gear and the transmission gear 72 for the fifth gear and the synchronizing device 74 are located between the torque converter 4 and the clutch device 51 in the axial direction of the auxiliary input shaft 11. It is installed on the input shaft 11.

  This makes it unnecessary to install the planetary gear mechanism 21 functioning as a speed reducer on a separate shaft in the radial direction of the input shaft 5 while suppressing the input shaft 5 from becoming a long shaft.

  Therefore, the forward idle shaft 6, the reverse idle shaft 7, the output shaft 9, and the reverse shaft 110 can be installed close to the input shaft 5, and the transmission 1 can be easily reduced in size.

  In addition, power is transmitted from the main input shaft 10 to the auxiliary input shaft 11 from the planetary gear mechanism 21 and the clutch device 51, and the transmission gear 71 for the fourth speed installed on the auxiliary input shaft 11, the fifth speed From the transmission gear 72 and the input idle gear 73 to the forward idle shaft 6, the reverse idle shaft 7, the output shaft 9 and the reverse shaft 110. Thereby, the transmission 1 can be easily multi-staged.

  Further, according to the transmission 1 of the present embodiment, the one-way clutch 25 is provided between the planetary gear mechanism 21 and the sub input shaft 11, and the one-way clutch 25 is connected from the main input shaft 10 to the sub input shaft 11. Power in the direction of increasing the rotation speed of the sub input shaft 11 can be transmitted, and power in the direction of increasing the rotation speed of the main input shaft 10 from the sub input shaft 11 to the main input shaft 10 cannot be transmitted.

  Thus, the power is transmitted from the main input shaft 10 to the sub-input shaft 11 via the planetary gear mechanism 21 by a simple operation of fastening the clutch device 51 to the sub-input from the main input shaft 10 via the clutch device 51. The state can be easily switched to a state in which power is transmitted to the shaft 11.

  For this reason, it is possible to switch between the first gear and the second gear while maintaining the connection of the single second-speed gear 84 without operating the synchronization device 89, By operating the synchronizing device 89, it is possible to prevent a torque loss occurring and to perform a smooth shift.

  According to the transmission 1 of the present embodiment, the transmission 1 includes the torque converter 4, the input shaft 5, the planetary gear mechanism 21, and the clutch device 51. The planetary gear mechanism 21 includes the carrier 22, the sun gear, and the like. 23, a ring gear 24, and a brake device 31.

  Further, the brake device 31 includes a clutch hub 33, friction plates 34, 35, a piston 36, and a return spring 37 that switch between a state where the sun gear 23 cannot rotate and a state where the sun gear 23 is allowed to rotate. And a brake case 32 fixed to the

  In addition, the brake case 32 has a through hole 32 a through which the main input shaft 10 passes, and rotatably supports the main input shaft 10 via the bearing 15.

  Thereby, the main input shaft 10 can be supported by using the brake case 32 of the brake device 31, and it is not necessary to newly provide a support portion for supporting the main input shaft 10. Therefore, the input shaft 5 can be shortened by an amount that does not require a dedicated support portion, and the transmission 1 can be further reduced in size.

  According to the transmission 1 of the present embodiment, the planetary gear mechanism 21 includes the ring gear 24 connected to the main input shaft 10, the carrier 22 connected to the auxiliary input shaft 11 via the one-way clutch 25, A sun gear 23 having a hub 33 integrally and fixed to the brake case 32 by friction plates 34 and 35;

  When the sun gear 23 is fixed to the brake case 32, the planetary gear mechanism 21 reduces the rotation of the main input shaft 10 input to the ring gear 24 and transmits the rotation from the carrier 22 to the sub input shaft 11 via the one-way clutch 25. I do.

  Thereby, the planetary gear mechanism 21 functioning as a speed reducer is installed coaxially with the input shaft 5, and the rotation of the main input shaft 10 can be easily reduced and transmitted to the sub input shaft 11. For this reason, it becomes unnecessary to install the planetary gear mechanism 21 of a separate shaft in the radial direction of the input shaft 5 while suppressing the axial length of the input shaft 5 from becoming a long axis.

  Further, according to the transmission 1 of the present embodiment, the transmission 1 includes the oil pump 41 that sends out oil, and the main input shaft 10 passes through the oil pump 41. The brake case 32 has a mating surface 32f for forming the suction port 42 and the discharge port 43 of the oil pump 41 together with the partition 12A of the transmission case 12, and the brake case 32 has an oil supply hole 44A through which oil flows. A supply hole 44D is formed.

  Thus, it is not necessary to newly provide an oil passage or a pump cover provided with the oil passage, and the input shaft 5 can be shortened accordingly.

  Further, according to the transmission 1 of the present embodiment, the ring gear 24 has the inner end 24a that is spline-fitted to the main input shaft 10, and a part of the inner end 24a is It enters between the input shaft 11. Thereby, the input shaft 5 can be further shortened.

  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.

  1 ... Transmission for vehicle, 2 ... Engine (drive source), 4 ... Torque converter, 5 ... Input shaft, 10 ... Main input shaft, 10a ... One end (main input) One end of the shaft), 10b ... the other end (the other end of the main input shaft), 11 ... the sub input shaft, 11a ... One end (the one end of the sub input shaft), 11b ... The other end (the other end of the auxiliary input shaft), 12: transmission case, 21: planetary gear mechanism, 22: carrier (rotating element, second rotating element), 23: sun gear (Rotating element, third rotating element, one of the three rotating elements), 24 ... ring gear (rotating element, first rotating element), 24a ... inner end (first rotating element) 25 ... one-way clutch, 31 ... brake device, 32 ... brake case, 32a ... through hole (through hole of brake case), 32f ... Brake case wall), 33 ... Switch hub (brake part), 34, 35 ... friction plate (brake part), 36 ... piston (brake part), 37 ... return spring (brake part), 41 ... oil pump, 42 ... .Suction port (pump chamber), 43 ... discharge port (pump chamber), 44A, 44B, 44C, 44D ... oil supply hole (oil passage), 51 ... clutch device (clutch mechanism), 71. .. transmission gears (input gears) for 4th gear, input gears for 72 ... 5th gears, output gears (output gears) for 92 ... 1-2-4 gears, 93 ... Output gear for 3-5 speed (output gear)

Claims (6)

An input shaft to which power is transmitted from a drive source via a torque converter,
A planetary gear mechanism provided on the input shaft;
A plurality of input gears provided to be relatively rotatable on the input shaft;
An output shaft having a plurality of output gears meshing with the input gear;
A synchronizer that is provided on the input shaft and selectively connects the plurality of input gears to the input shaft;
A vehicle transmission comprising a clutch mechanism provided on the input shaft,
The input shaft includes a main input shaft, and a sub-input shaft provided coaxially with the main input shaft and provided on an outer peripheral portion of the main input shaft,
The torque converter is connected to one end of the main input shaft,
The planetary gear mechanism is configured to connect the main input shaft and one end of the sub input shaft, and to transmit power to the sub input shaft while reducing the rotation of the main input shaft,
The clutch mechanism is provided at the other end of the main input shaft and the other end of the sub input shaft, and is configured to be able to transmit the power of the main input shaft to the sub input shaft or to shut off the transmission of the power. And
The vehicle transmission, wherein the plurality of input gears and the synchronizer are located on the auxiliary input shaft so as to be located between the torque converter and the clutch mechanism in an axial direction of the auxiliary input shaft. . A one-way clutch is provided between the planetary gear mechanism and the sub input shaft,
2. The vehicle shift according to claim 1, wherein the one-way clutch transmits power from the main input shaft to the auxiliary input shaft, and disables transmission of power from the auxiliary input shaft to the main input shaft. 3. Machine. A transmission case accommodating the input shaft, the torque converter, the planetary gear mechanism and the clutch mechanism,
The planetary gear mechanism includes three rotating elements and a brake device,
The brake device is configured to switch between a state in which one of the three rotation elements cannot rotate and a state in which rotation is permitted, and a brake unit fixed to the transmission case and accommodating the brake unit. Equipped with a brake case,
The vehicular transmission according to claim 2, wherein the brake case has a through hole through which the main input shaft passes, and rotatably supports the main input shaft. The three rotating elements of the planetary gear mechanism include a first rotating element connected to the main input shaft, a second rotating element connected to the sub input shaft via the one-way clutch, and a brake. A third rotating element fixed to the brake case by a portion,
The planetary gear mechanism, when the third rotating element is fixed to the brake case, reduces the rotation of the main input shaft and transfers the power of the main input shaft to the sub input shaft via the one-way clutch. The vehicular transmission according to claim 3, wherein the transmission is transmitted to the transmission. Has an oil pump that sends out oil,
The main input shaft penetrates the oil pump,
The brake case has a wall surface that forms a pump chamber of the oil pump together with the transmission case,
The vehicle transmission according to claim 3, wherein an oil passage through which oil flows is formed in the brake case.   The first rotating element has an inner end that is spline-fitted to the main input shaft, and the inner end is inserted between the main input shaft and the sub input shaft. The vehicle transmission according to claim 4, wherein

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