JP2900204B2 - Transmission for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an input shaft, an output shaft, and a sub-shaft disposed in parallel with each other inside a transmission case, and a hydraulic clutch supported on the input shaft so as to be relatively rotatable. A gear shaft coupled to an input shaft, a sub-transmission gear train provided on the sub-shaft and capable of transmitting the rotation of the input shaft to the gear shaft, and a sub-transmission gear train provided between the gear shaft and the output shaft; And a main transmission gear train for establishing a shift stage.

[0002]

2. Description of the Related Art Conventionally, a transmission disclosed in Japanese Patent Application Laid-Open No. 60-30849 is known as a vehicular transmission having a subtransmission mechanism.

The above-mentioned vehicle transmission is a two-shaft manual transmission having an input shaft and an output shaft.
By shifting the second to fourth gears among the high gears to two high and low gears by the sub-transmission mechanism, a total of seven gears are realized.

The auxiliary transmission mechanism has a gear shaft rotatably supported on an input shaft, and has an auxiliary transmission gear train and a one-way clutch on an output shaft which can reduce the rotation of the input shaft and transmit the rotation to the gear shaft. The input shaft is connected to the gear shaft by engaging a hydraulic clutch provided on the input shaft to establish a high-speed transmission system, and by releasing the hydraulic clutch, the auxiliary transmission gear train and one-way clutch are used. The input shaft is connected to the gear shaft to establish a low-speed transmission system. The hydraulic clutch of the subtransmission mechanism is controlled by an electronic control unit. When the vehicle speed is low and the accelerator opening is large, a large driving force is obtained by the low-speed transmission system, but when no other large driving force is required, the high-speed transmission is performed. The transmission system achieves quiet running and economy.

[0005]

The auxiliary transmission mechanism of such a vehicle transmission requires a hydraulic control system for operating the hydraulic clutch. However, the auxiliary transmission mechanism has been reduced in size by housing the auxiliary transmission mechanism. The hydraulic control system housed inside the mission case has a problem that maintenance requires a lot of labor.

[0006] The gear train of the above-mentioned conventional auxiliary transmission mechanism is one of
Gear shaft whose end is connected to the input shaft via a hydraulic clutch
And input extending longer than hydraulic clutch
Installed on the output shaft to transmit between the shaft extension end
Therefore, there is a problem that the transmission becomes large in the axial direction as a whole.
In addition, the auxiliary transmission mechanism bypasses one side of the hydraulic clutch.
To extend in the axial direction so that
The input and output ends are also close to each other in the axial direction
Cannot be placed in contact with each other,
The load (particularly torsional load) on the transmission mechanism increases.
The present invention has been made in view of the above circumstances, the conventional
It is an object of the present invention to improve the maintenance performance of a hydraulic control system for controlling a hydraulic clutch of a subtransmission mechanism while solving the problems of the above.

[0007]

In order to achieve the above-mentioned object, the present invention provides an input shaft, an output shaft, and a sub-shaft which are arranged in parallel with each other inside a transmission case, A gear shaft which is concentrically and rotatably fitted on the shaft and has one end coupled to the input shaft by a hydraulic clutch ; the other end of the gear shaft and the input shaft adjacent to the other end;
Wherein a is that <br/> auxiliary transmission gear train provided on the counter shaft so as to transmission between the force shaft intermediate portion, provided between the intermediate portion and the output shaft of the gear shaft to establish a desired shift stage A transmission for a vehicle comprising a main transmission gear train, wherein a transmission case cover covering an opening of the transmission case supports a hydraulic control system of the hydraulic clutch, and the hydraulic control system is provided for the output shaft , It is characterized in that it is opposed to the shaft end near the hydraulic clutch .

[0008]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 11 show an embodiment of the present invention. FIG. 1 is a diagram of the vehicle transmission, FIG. 2 is an external view thereof, FIG. 3 is an enlarged view of a part of FIG. 4 is an enlarged view of a part 4 in FIG. 2, FIG. 5 is a view in the direction of arrow 5 in FIG. 2, FIG. 6 is a view in the direction of arrow 6-6 in FIG. 2, FIG. 7 is a hydraulic circuit diagram, and FIG. The flowcharts and FIGS. 9 to 11 are explanatory diagrams of the operation.

As shown in FIGS. 1 to 5, a vehicle transmission M
Has an input shaft Ms connected in series to the engine E via a speed change clutch C, an output shaft Cs and a sub shaft Ss arranged in parallel to the input shaft Ms. The shift clutch C is housed inside the clutch case 1 joined to the right side of the crankcase of the engine E, and the input shaft Ms, the output shaft Cs, and the auxiliary shaft Ss are joined to the right side of the clutch case 1. A transmission case right cover 3 is joined to the right side of the transmission case 2.

The speed change clutch C includes a crankshaft 4
And the input shaft Ms
A clutch disc 7 connected to a left end of the clutch disc via a damper 6, and is normally engaged by pressing a facing 10 of the clutch disc 7 between the pressure plate 9 and the clutch wheel 5 with a diaphragm spring 8. The engagement is released by pressing the release bearing 12 leftward with the release fork 11 during gear shifting.

A gear shaft 13 is rotatably fitted around the outer periphery of the right half of the input shaft Ms. A clutch inner 15 of a hydraulic clutch 14 described later is integrated with the gear shaft 13 at the right end of the gear shaft 13. Splined so that they can rotate.
The input shaft Ms has a clutch case 1 at the center left portion.
And a roller bearing 17 provided on the outer wall of the clutch inner 15 on the end wall of the transmission case 2 at a portion near the right end thereof. The left end of the output shaft Cs is supported on the end wall of the clutch case 1 via a roller bearing 18, and the right end is supported on the end wall of the transmission case 2 via a ball bearing 19. The left end of the sub shaft Ss is supported on the end wall of the clutch case 1 via a ball bearing 20, and the right end is supported on the side wall of the transmission case 2 via a roller bearing 21.

A main first speed gear 22 formed integrally with the input shaft Ms meshes with a counter first speed gear 23 rotatably supported on the output shaft Cs, and the counter first speed gear 23 is driven by a shift fork (not shown). The first speed is established by coupling the output shaft Cs with the sleeve 24 that is operated.
A reverse drive gear 25 formed integrally with the input shaft Ms has a reverse driven gear 28 formed on the sleeve 24 via a reverse idle gear 27 (see FIGS. 1 and 5) slidably provided on a reverse idle shaft 26.
The reverse gear is thus established.

A main second speed gear 29 formed integrally with the gear shaft 13 meshes with a counter second speed gear 30 rotatably supported on the output shaft Cs, and the counter second speed gear 30 is connected to the output shaft Cs by the sleeve 24. , A second speed is established. The gear shaft 13 has a main third gear 3
1 and a main fourth gear 32 are rotatably supported relative to each other, and the main third gear 31 and the main fourth gear 32 mesh with a counter third gear 33 and a counter fourth gear 34 spline-coupled to the output shaft Cs. . The main third-speed gear 31 and the main fourth-speed gear 32 are selectively connected to the gear shaft 13 by a sleeve 35 provided on the gear shaft 13 and driven by a shift fork (not shown), so that the third or fourth speed is established. The gear is established.

The first to fourth speed gears 22,
29, 31, 32, and counter 1st to 4th gear 2
According to 3, 30, 33, and 34, the input shaft Ms and the output shaft Cs
A main transmission gear train Gm for selectively establishing the first to fourth shift speeds is configured therebetween.

Next, the structure of the subtransmission mechanism m for establishing a two-stage transmission system corresponding to the second to fourth speeds will be described.

A primary drive gear 36 formed integrally with the input shaft Ms meshes with a primary driven gear 37 rotatably supported on the sub shaft Ss, and a secondary drive gear 38 formed integrally with the sub shaft Ss is formed integrally with the gear shaft. Main 2 as a secondary driven gear formed in
The gear meshes with the speed gear 29. The number of teeth of the primary drive gear 36 is set smaller than the number of teeth of the primary driven gear 37 meshing with it, and the number of teeth of the secondary drive gear 38 is set smaller than the number of teeth of the main second speed gear 29 (secondary driven gear) meshing with it. Thus, when the driving force is transmitted from the input shaft Ms to the gear shaft 13, the rotation speed is reduced to a reduction ratio of about 1.3 to 1.5. The primary drive gear 36, primary driven gear 37, secondary drive gear 38, main 2
The speed gear 29 (secondary driven gear) forms a subtransmission gear train Gs. Primary driven gear 37 and counter shaft S
A one-way clutch 39 is interposed between s and s to allow only transmission of the driving force from the input shaft Ms to the sub shaft Ss and cut off transmission of the driving force from the sub shaft Ss to the input shaft Ms. Is done.

At the right end of the input shaft Ms, the hydraulic clutch 1 is positioned so as to be located inside the transmission case right cover 3.
The input shaft Ms and the gear shaft 13 are mutually connected by the hydraulic clutch 14. The hydraulic clutch 14 is a clutch outer 40 fixed to the right end of the input shaft Ms.
And the clutch inner 1 fixed to the right end of the gear shaft 13.
5, a plurality of clutch discs 41 disposed between the clutch outer 40 and the clutch inner 15, a clutch piston 42 for pressing the clutch discs 41 to make close contact with each other, and urging the clutch pistons 42 in the engaging direction. And a return spring 44 for urging the clutch piston 42 in the non-engagement direction.

Therefore, by supplying pressure oil to the oil chamber 43, the input shaft Ms is connected to the gear shaft 13 via the clutch outer 40, the clutch disk 41, and the clutch inner 15.
And the input shaft Ms and the gear shaft 13 rotate integrally. At this time, the input shaft Ms and the gear shaft 13 are also connected via the auxiliary transmission gear train Gs.
9 is disengaged, power transmission via the auxiliary transmission gear train Gs is not performed. When the hydraulic clutch 14 is released, the rotation of the input shaft Ms is reduced by the auxiliary transmission gear train Gs and transmitted to the gear shaft 13 as described above.

A final drive gear 45 integrally formed at the left end of the output shaft Cs is input to a differential device D from a final driven gear 47 provided on the outer periphery of a differential case 46, and the output of the differential device D is transmitted to the clutch case 1. It is taken out from a left axle 49 supported by a ball bearing 48 and a right axle 51 supported by a ball bearing 50 on the transmission case 2.

As is apparent from FIG. 5, an output shaft Cs is arranged behind the input shaft Ms, and
A sub shaft Ss is disposed obliquely forward and downward about the input shaft Ms. The left and right axles 49 and 51 are disposed behind and below the output shaft Cs, and the reverse idle shaft 26 is connected to the input shaft Ms.
It is arranged above.

As described above, by providing the auxiliary transmission mechanism m provided on the output shaft Cs on the auxiliary shaft Ss, not only the axial dimension of the output shaft Cs is shortened, but also
A space is provided between the right end of the output shaft Cs and the transmission case right cover 3 for accommodating a hydraulic control system H described later.

Next, a hydraulic control system H for controlling the hydraulic clutch 14 will be described. As is apparent from FIG. 3, an oil pump shaft 52 driven by the crankshaft 4 is coaxially disposed inside the input shaft Ms, and extends outside from the right cover 3 of the transmission case.
A trochoid-type oil pump 53 is mounted on the right end of the unit and is covered by a pump case 54. The hydraulic control system H is housed inside the right cover 3 of the transmission case. By disposing the hydraulic control system H near the oil pump 53 in this way, not only can the oil passage be shortened, but also the maintenance performance can be improved by centrally disposing the hydraulic system.

As is clear from FIGS. 6 and 7, the hydraulic control system H uses the oil discharged from the oil pump 53 to pump the oil from the oil tank 55, and the hydraulic clutch 1
4, a regulator valve 56, a relief valve 57, a modulator valve 58, a CPC valve (clutch pressure control valve) 59, a shift valve 60, an accumulator 61, a shift solenoid 62, a duty solenoid 63, and filters 64, 65, 66 and the like.

Next, the operation of the embodiment of the present invention having the above configuration will be described.

In FIG. 1, when the sleeve 24 moves to the left in conjunction with the shift lever operated by the occupant, the first-speed counter gear 23 is connected to the output shaft Cs, and the first-speed gear stage is established. The driving force of the crankshaft 4 is the transmission clutch C → the input shaft Ms → the main first speed gear 22
→ The first-speed gear 23 → the output shaft Cs → the final drive gear 45 → the final driven gear 47 → the power is transmitted to the left and right axles 49 and 51 via the differential device D.

When the sleeve 24 is moved rightward,
The counter second speed gear 30 is coupled to the output shaft Cs, and the second speed is established. A high-speed transmission system and a low-speed transmission system of the subtransmission mechanism m can be established at the second speed, and the hydraulic clutch 1
At the time of engagement of 4, the high-speed transmission system of the subtransmission mechanism m is established.
That is, when the hydraulic clutch 14 is engaged, the gear shaft 13 rotatably supported on the input shaft Ms is integrally connected to the input shaft Ms, and the main second speed gear 29 provided on the gear shaft 13 is connected to the input shaft Ms. Be combined. As a result, the engine E
The driving force of the crankshaft 4 is as follows: transmission clutch C → input shaft Ms → hydraulic clutch 14 → gear shaft 13 → main second speed gear 29 → counter second speed gear 30 → output shaft Cs → final drive gear 45 → final driven gear 47 →
The power is transmitted to the left and right axles 49 and 51 via the differential device D. At this time, the input shaft Ms and the gear shaft 13 are also connected via the auxiliary transmission gear train Gs. However, since the gear shaft 13 is over-rotated when the gear shaft 13 is coupled to the input shaft Ms, The one-way clutch 39 interposed in the transmission gear train Gs is disengaged, and the sub-transmission gear train Gs does not substantially function.

On the other hand, when the hydraulic clutch 14 is released, the low-speed transmission system of the subtransmission mechanism m is established. That is, when the hydraulic clutch 14 is released, the input shaft Ms and the gear shaft 13 are cut off, and the input shaft Ms and the gear shaft 13 are connected via the auxiliary transmission gear train Gs, and the crankshaft 4 of the engine E The driving force is the transmission clutch C → the input shaft Ms → the primary drive gear 36 → the one-way clutch 39 → the primary driven gear 37 → the sub shaft Ss → the secondary drive gear 38 → the main second speed gear 29 (secondary driven gear) → the counter second speed gear 30 → The power is transmitted to the left and right axles 49 and 51 via the output shaft Cs → the final drive gear 45 → the final driven gear 47 → the differential device D. Thus, by engaging or disengaging the hydraulic clutch 14 when establishing the second speed, a high-speed transmission system and a low-speed transmission system can be selectively established in the subtransmission mechanism m.

When the sleeve 35 is driven to the left, the main third speed gear 31 is connected to the gear shaft 13 to establish the third speed, and when the sleeve 35 is driven to the right, the main fourth speed gear 32 is shifted to the gear. Coupled to the shaft 13, a fourth gear is established. When the third speed and the fourth speed are established, the hydraulic clutch 14 is engaged to couple the gear shaft 13 to the input shaft Ms, as in the case where the second speed is established. A low-speed transmission system can be established by establishing a high-speed transmission system and releasing the hydraulic clutch 14 and connecting the input shaft Ms and the gear shaft 13 via the auxiliary transmission gear train Gs.

A reverse gear is established by sliding the reverse idle gear 27 provided on the reverse idle shaft 26 to mesh with the reverse drive gear 25 of the input shaft Ms and the reverse driven gear 28 of the output shaft Cs. You.

Next, the operation of the hydraulic circuit for controlling the hydraulic clutch 14 will be described with reference to FIG.

The pressure of the oil pumped up from the oil tank 55 by the oil pump 53 is regulated by a regulator valve 56 to a predetermined line pressure. A part of the surplus oil is supplied as lubricating oil, and the rest is a relief valve 57. To the oil tank 55. The line pressure is further reduced at the modulator valve 58 to become a control pressure,
It is supplied to a shift valve 60 and an accumulator 61.
By separating the line pressure and the control pressure in this manner, the degree of freedom of control can be increased. The control pressure supplied to the accumulator 61 and the CPC valve 59 is regulated by a duty solenoid 63 whose duty is controlled in accordance with the torque of the engine E.

When the shift solenoid 62 is driven leftward to engage the hydraulic clutch 14 and establish a high-speed transmission system in the subtransmission mechanism m, the control pressure generated by the modulator valve 58 acts on the shift valve 60. Then, the shift valve 60 opens. As a result, the line pressure generated by the regulator valve 56 is transmitted through the CPC valve 59 and the shift valve 60 to the oil chamber 4 of the hydraulic clutch 14.
3 to engage the hydraulic clutch 14. At this time, the control pressure regulated according to the operating state of the engine E by the duty solenoid 63 acts as a back pressure on the CPC valve 59.
In the above, the line pressure supplied to the hydraulic clutch 14 can be finely controlled, and the shift shock during the operation of the hydraulic clutch 14 is reduced. Also, the hydraulic clutch 14
The line pressure accumulates in the accumulator 61 at the time of engagement to reduce the shift shock. At that time, the control pressure regulated according to the operating state of the engine E by the duty solenoid 63 is used as the back pressure of the accumulator 61. Because of the action, the shift shock can be more effectively reduced.

When the shift solenoid 62 is driven rightward to release the hydraulic clutch 14 and establish a low-speed transmission system in the subtransmission mechanism m, the modulator valve 5
8 is released to the oil tank 55, the shift valve 60 is closed, and the accumulator 6
The oil in 1 is discharged to the oil tank 55 via the shift valve 60, the oil pressure does not act on the oil chamber 43, and the hydraulic clutch 14 is released.

Next, control of the shift solenoid 62 and the duty solenoid 63 will be described with reference to the flowchart of FIG.

First, the shift position at that time is determined based on the vehicle speed, the operating state of the shift clutch C, and the rotation speed of the engine E. Subsequently, based on the vehicle speed, the throttle opening, the coolant temperature, and the atmospheric pressure in addition to the shift position, that is, the high speed transmission system or the low speed It is determined which of the transmission systems should be established.
At this time, if the 4MT switch, that is, the switch for fixing the subtransmission mechanism m to the high-speed transmission system is ON, the above judgment is unconditionally determined as the high-speed transmission system.

When the selection of the high-speed transmission system or the low-speed transmission system is made, an appropriate back pressure of the accumulator 61 and an operating pressure of the hydraulic clutch 14 are retrieved from a map stored in advance, and a duty solenoid 63 is obtained to obtain the pressure. Is duty controlled. The shift solenoid 62 is ON / OFF controlled based on the selection of the high-speed transmission system or the low-speed transmission system, and the hydraulic clutch 14 is engaged to establish the high-speed transmission system, or the hydraulic pressure is established to establish the low-speed transmission system. The clutch 14 is released.

Next, the load acting on the input shaft Ms will be considered with reference to FIG.

FIG. 9 shows that the third speed is among the forward speeds.
Standing and the low-speed transmission system of the subtransmission mechanism m is established.
At this time, three loads are applied to the input shaft Ms.
Heavy F ₁, F_Two, F_ThreeLoad F, which is the resultant force of
Is shown. Load F₁Is a plastic fixed to the input shaft Ms.
The imaginary drive gear 36 is on the counter shaft Ss
The reaction force received from the primary driven gear 37 is shown
The direction of the vector is
Of the contact point between the gear tooth 36 and the primary driven gear 37
It matches the line direction. Load F_TwoIs the SECA on the minor axis Ss
Gear supported from input drive gear 38 to input shaft Ms
2nd counter gear on shaft 13 (secondary driven gear
B) the load transmitted to 29, and its vector
Is the direction of the secondary drive gear 38 and the counter 2
It coincides with the normal direction of the contact point of the tooth surface of the speed gear 29.
Load F_ThreeIs the gear on the gear shaft 13 supported by the input shaft Ms.
The gear on the output shaft Cs with which the third gear 31 meshes.
And the reaction force received from the third gear 33.
The direction of the torque is the main third speed gear 31 and the counter third speed gear.
It coincides with the normal direction of the contact point of the tooth surface of the gear 33.

FIG. 10 shows a conventional vehicle transmission M provided with a subtransmission mechanism m, that is, a subtransmission mechanism m without a subshaft Ss.
Indicates a state in which the same low-speed transmission system of the third speed is established in the vehicle transmission M provided between the input shaft Ms and the output shaft Cs. In this vehicle transmission M, the primary driven gear 37 and the secondary drive gear 38 of the auxiliary transmission mechanism m are not on the auxiliary shaft Ss but on the output shaft C.
s, the load F ₃ ′ of the load F ₃ ′ in FIG.
_While acting in the same direction as ₃ , the directions of the loads F ₁ ′ and F ₂ ′ are different from the directions of the loads F ₁ and F ₂ in FIG. As a result, compared to the resultant force F of FIG.
Is larger. This indicates that the load F acting on the input shaft Ms can be reduced by the vehicle transmission M of the present invention.

FIG. 11 shows the change of the resultant force F when the position of the sub shaft Ss with respect to the input shaft Ms and the output shaft Cs is changed in seven stages from (a) to (g). The layout of the sub-axis Ss in the example corresponds to (e). As is clear from the figure, the magnitude of the resultant force F is (e),
At positions (f) and (g), that is, when the sub shaft Ss is the output shaft C
It is understood that the straight line L extending from s to the input shaft Ms is significantly reduced when the straight line L is disposed on the leading side in the rotation direction of the input shaft Ms.

Although FIGS. 9 and 10 illustrate a three-speed low-speed transmission system, the same effects as described above can be obtained in a two-speed low-speed transmission system and a four-speed low-speed transmission system.

Although the embodiments of the present invention have been described in detail, the present invention is not limited to the above-described embodiments, and various small design changes can be made without departing from the present invention described in the appended claims. It is possible to do.

[0044]

As described above, according to the features of the present invention, the provision of the auxiliary shaft allows the auxiliary transmission gear train conventionally supported on the output shaft to be supported on the auxiliary shaft. , Enter
The transmission same by shortening each axial dimension of the force shaft and the output shaft
The size can be reduced in the direction, and a wide space can be secured at a position facing the shaft end of the output shaft . And since the hydraulic control system of the hydraulic clutch to be housed in 此space can be supported in the transmission case cover covering the opening of the transmission case, the hydraulic control
Not only the layout of the system becomes easy, but also the maintenance of the hydraulic control system can be easily performed by removing the mission case cover from the mission case.
In particular, the sub-transmission gear train has one end connected via a hydraulic clutch.
And the other end of the gear shaft coupled to the input shaft
In order to transmit between the intermediate part of the input shaft,
Since it is provided on only one parallel sub shaft, the sub transmission gear
The overall structure of the subtransmission mechanism including the row and countershaft has been simplified.
In addition, the hydraulic clutch for switching the sub-transmission mechanism
Wide freedom in the layout of the auxiliary transmission mechanism without being affected by the existence
The input and output of the auxiliary transmission mechanism
The end is as close as possible in the axial direction without being disturbed by the hydraulic clutch
Load on the auxiliary transmission mechanism during power transmission.
It can contribute to reducing the burden.

[Brief description of the drawings]

FIG. 1 is a diagram of a vehicle transmission.

FIG. 2 is an external view of a vehicle transmission.

FIG. 3 is an enlarged view of a part of FIG. 2;

FIG. 4 is an enlarged view of a part of FIG. 2;

5 is a view in the direction of arrows in FIG. 2;

FIG. 6 is a view taken along line 6-6 in FIG. 2;

FIG. 7 is a hydraulic circuit diagram of a hydraulic control system.

FIG. 8 is a flowchart of a control system.

FIG. 9 is an explanatory diagram of an operation.

FIG. 10 is an explanatory diagram of an operation.

FIG. 11 is an explanatory diagram of an operation.

[Explanation of symbols]

Ms: input shaft Cs: output shaft Ss: sub shaft Gm: main transmission gear train Gs: sub transmission gear train H: hydraulic control system 2: transmission case 3 ···· Mission case cover (mission case right cover) 13 ··· Gear shaft 14 ··· Hydraulic clutch

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁶ , DB name) F16H 57/00-57/04 F16H 3/00-3/42 F16H 61/00 F16H 63/00

Claims (1)

(57) [Claims] 1. An input shaft (Ms) and an output shaft (C) each arranged in parallel with each other inside a transmission case (2).
s), and the minor axis (Ss), and on the input axis (Ms).
A gear shaft (13) concentrically and relatively rotatably fitted and supported and one end of which is coupled to the input shaft (Ms) by a hydraulic clutch (14), and the other end of the gear shaft (13).
Transmission between the input shaft (Ms) middle part adjacent to the other end
Subeku wherein the countershaft auxiliary transmission gear train that is provided on (Ss) (Gs), an intermediate section and an output shaft of the gear shaft (13) (C
and s) a main transmission gear train (Gm) provided between the transmission gears to establish a desired gear position, wherein the transmission case cover (3) covers an opening of the transmission case (2). ), A hydraulic control system (H) of the hydraulic clutch (14) is supported, and the hydraulic control system (H) is opposed to a shaft end of the output shaft (Cs ) near the hydraulic clutch (14) . A vehicle transmission characterized by the above-mentioned.