JP6401092B2 - Transmission - Google Patents

Description

  The present invention relates to a transmission.

  Conventionally, a structure has been disclosed in which a main shaft of a transmission has a double structure of an inner shaft and an outer shaft, and the inner shaft and the outer shaft are respectively connected and disconnected by a clutch (see, for example, Patent Document 1). In Patent Document 1, power is transmitted from the main shaft to the counter shaft by meshing the main shaft gear and the counter shaft gear, and the power is output from the counter shaft.

JP 2009-85324 A

By the way, in the conventional transmission, if the number of shift stages is increased, the number of gears increases, so that the main shaft and the counter shaft become longer, and the transmission becomes larger.
The present invention has been made in view of the above-described circumstances, and an object of the present invention is to make it possible to increase the speed of a transmission and reduce the size.

In order to achieve the above object, the present invention includes an outer shaft (18) and an inner shaft (17), and each of the outer shaft (18) and the inner shaft (17) includes a main gear (14, 114). In addition, a main shaft (13) in which power to the outer shaft (18) and the inner shaft (17) is transmitted and cut off by the clutch (12), and a plurality of counter gears meshing with the main gear (14, 114) And a counter shaft (15) for supporting (16, 116), the counter shaft (15) is connected to the two counter gears (c1, c4, C1, C6) and the counter A gear coupling member (40, 140) that rotatably supports the shaft (15) is provided, and the clutch (12) of the outer shaft (18) and the inner shaft (17) is connected. 1 First main gears (m1, m4, M1, M6) supported by the in-shafts (17, 18) and first counter gears (c1, c4, C1, C6) connected by the gear connecting members (40, 140). ) And the second counter gear (c1, c4, C1, C6) and the third counter gear (c2, c3, C4, C5) supported so as to be integrally rotatable with the counter shaft (15). The power is output by the route (Rsl, Reo, Rsl2, Reo2).
According to the present invention, the transmission includes a gear coupling member that is provided on the counter shaft and that couples the two counter gears and rotatably supports the counter shaft, of the outer shaft and the inner shaft of the main shaft. The first main gear supported by the first main shaft to which the clutch is connected, the first counter gear and the second counter gear coupled by the gear coupling member, and the first main gear supported by the counter shaft so as to be integrally rotatable. Power is output through a power transmission path via the three counter gear. Thereby, the gear ratio between the first main gear and the first counter gear, and the gear between the second counter gear connected to the first counter gear by the gear connecting member and the main gear meshing with the second counter gear. A new gear stage that combines the ratio and the gear ratio can be established without increasing the number of gears. For this reason, a transmission can be multistaged and can be reduced in size.

Further, according to the present invention, in the main shaft (13), the first speed main gear (m1) and the third speed main are connected to one of the outer shaft (18) and the inner shaft (17). The gear (m3) is supported so as to be integrally rotatable, and the second speed main gear (m2) and the fourth speed main gear (m4) are supported so as to be integrally rotatable on the other shaft (18), and the counter shaft (15) The first speed counter gear (c1) to the fourth speed counter gear (c4) are supported so as to mesh with the first speed main gear (m1) to the fourth speed main gear (m4), respectively, A first speed counter gear (c1) and the fourth speed counter gear (c4) are connected by the gear connecting member (40), and power is supplied from the counter shaft (15) via the second speed counter gear (c2). Output, the clutch (12) Power to the transmission serial one axis (17) as said first main axis, characterized in that the power is shut down the other axis (18) as a second main shaft.
According to the present invention, in the main shaft, the first speed main gear and the third speed main gear are supported so as to be integrally rotatable on one of the outer shaft and the inner shaft, and the second speed main gear is supported on the other shaft. And the fourth speed main gear is supported so as to be integrally rotatable. On the counter shaft, the first speed counter gear to the fourth speed counter gear are supported so as to mesh with the first speed main gear to the fourth speed main gear, respectively. The first speed counter gear and the fourth speed counter gear are connected by a gear connecting member, and power is output from the counter shaft via the second speed counter gear, and the clutch is driven by using one shaft as the first main shaft. And the power is cut off with the other shaft as the second main shaft. Thereby, the gear ratio between the first speed main gear and the first speed counter gear, and the ratio between the fourth speed counter gear and the fourth speed main gear connected to the first speed counter gear by the gear connecting member. An ultra-low speed gear stage that combines the gear ratio can be established without increasing the number of gears, and power can be output from the counter shaft via the second speed counter gear.

Further, according to the present invention, in the main shaft (13), the first speed main gear (m1) and the third speed main are connected to one of the outer shaft (18) and the inner shaft (17). The gear (m3) is supported so as to be integrally rotatable, and the second speed main gear (m2) and the fourth speed main gear (m4) are supported so as to be integrally rotatable on the other shaft (18), and the counter shaft (15) The first speed counter gear (c1) to the fourth speed counter gear (c4) are supported so as to mesh with the first speed main gear (m1) to the fourth speed main gear (m4), respectively, The first speed counter gear (c1) and the fourth speed counter gear (c4) are connected by the gear connecting member (40), and power is supplied from the counter shaft (15) via the third speed counter gear (c3). Output, the clutch (12) Power to the transmission serial other axis (18) as said first main axis, characterized in that the power is shut down the one axis (17) as the second main shaft.
According to the present invention, in the main shaft, the first speed main gear and the third speed main gear are supported so as to be integrally rotatable on one of the outer shaft and the inner shaft, and the second speed main gear is supported on the other shaft. And the fourth speed main gear is supported so as to be integrally rotatable. On the counter shaft, the first speed counter gear to the fourth speed counter gear are supported so as to mesh with the first speed main gear to the fourth speed main gear, respectively. The first speed counter gear and the fourth speed counter gear are connected by a gear connecting member, and power is output from the counter shaft via the third speed counter gear, and the clutch uses the other shaft as the first main shaft to drive power. And the power is cut off with one shaft as the second main shaft. As a result, the gear ratio between the fourth speed main gear and the fourth speed counter gear, and the ratio between the first speed counter gear and the first speed main gear connected to the fourth speed counter gear by the gear connecting member. A super-high speed gear stage that combines the gear ratio and the gear ratio can be established without increasing the number of gears, and power can be output from the counter shaft via the third speed counter gear.
Further, according to the present invention, the clutch (12) transmits power using the one shaft (17) as the first main shaft and interrupts power using the other shaft (18) as the second main shaft. The third counter gear is switched from the third speed counter gear (c3) to the second speed counter gear (c2) in accordance with the switching of the clutch (12).
According to the present invention, the clutch can be switched to a state in which power is transmitted with one shaft as the first main shaft and power is shut off with the other shaft as the second main shaft. Is switched from the third speed counter gear to the second speed counter gear. As a result, the transmission path of power passing through the fourth speed counter gear and the first speed counter gear connected by the gear connecting member can be changed in the reverse direction by switching the clutch, so that one transmission can be changed to an ultra high speed stage and an ultra low speed. Both stages can be easily established.

Further, according to the present invention, in the main shaft (13), the first speed main gear (M1) and the fifth speed main are connected to one of the outer shaft (18) and the inner shaft (17). The gear (M5) is supported so as to be integrally rotatable, and the fourth speed main gear (M4) and the sixth speed main gear (M6) are supported so as to be integrally rotatable on the other shaft (18), and the counter shaft (15). The first speed counter gear (C1) through the sixth speed counter gear (C6) are supported so as to mesh with the first speed main gear (M1) through the sixth speed main gear (M6), respectively, The first speed counter gear (C1) and the sixth speed counter gear (C6) are connected by the gear connecting member (140), and power is transmitted from the counter shaft (15) via the fourth speed counter gear (C4). Output, the clutch (12) Power to the transmission the one axis (17) as said first main axis, characterized in that the power is shut down the other axis (18) as a second main shaft.
According to the present invention, in the main shaft, the first-speed main gear and the fifth-speed main gear are supported so as to be integrally rotatable on one of the outer shaft and the inner shaft, and the fourth-speed main gear is supported on the other shaft. And the sixth speed main gear are supported so as to be integrally rotatable, and on the counter shaft, the first speed counter gear to the sixth speed counter gear are supported so as to mesh with the first speed main gear to the sixth speed main gear, respectively. The first speed counter gear and the sixth speed counter gear are connected by a gear connecting member, and power is output from the counter shaft via the fourth speed counter gear, and the clutch is driven by using one shaft as the first main shaft. And the power is cut off with the other shaft as the second main shaft. As a result, the gear ratio between the first speed main gear and the first speed counter gear, and the ratio between the sixth speed counter gear and the sixth speed main gear connected to the first speed counter gear by the gear connecting member. An ultra-low speed gear stage that combines the gear ratio can be established without increasing the number of gears, and power can be output from the counter shaft via the fourth speed counter gear.

Further, according to the present invention, in the main shaft (13), the first speed main gear (M1) and the fifth speed main are connected to one of the outer shaft (18) and the inner shaft (17). The gear (M5) is supported so as to be integrally rotatable, and the fourth speed main gear (M4) and the sixth speed main gear (M6) are supported so as to be integrally rotatable on the other shaft (18), and the counter shaft (15). The first speed counter gear (C1) through the sixth speed counter gear (C6) are supported so as to mesh with the first speed main gear (M1) through the sixth speed main gear (M6), respectively, The first speed counter gear (C1) and the sixth speed counter gear (C6) are connected by the gear connecting member (140), and power is transmitted from the counter shaft (15) via the fifth speed counter gear (C5). Output, the clutch (12) Power to the transmission the other shaft (18) as said first main axis, characterized in that the power is shut down the one axis (17) as the second main shaft.
According to the present invention, in the main shaft, the first-speed main gear and the fifth-speed main gear are supported so as to be integrally rotatable on one of the outer shaft and the inner shaft, and the fourth-speed main gear is supported on the other shaft. And the sixth speed main gear are supported so as to be integrally rotatable, and on the counter shaft, the first speed counter gear to the sixth speed counter gear are supported so as to mesh with the first speed main gear to the sixth speed main gear, respectively. The first speed counter gear and the sixth speed counter gear are connected by a gear connecting member, and power is output from the counter shaft via the fifth speed counter gear, and the clutch uses the other shaft as the first main shaft to drive power. And the power is cut off with one shaft as the second main shaft. As a result, the gear ratio between the sixth speed main gear and the sixth speed counter gear, and the ratio between the first speed counter gear and the first speed main gear connected to the sixth speed counter gear by the gear connecting member. A super-high speed gear stage combined with the gear ratio can be established without increasing the number of gears, and power can be output from the counter shaft via the fifth speed counter gear.

Further, according to the present invention, the clutch (12) transmits power using the one shaft (17) as the first main shaft and interrupts power using the other shaft (18) as the second main shaft. The third counter gear is switched from the fifth speed counter gear (C5) to the fourth speed counter gear (C4) in accordance with the switching of the clutch (12).
According to the present invention, the clutch can be switched to a state in which power is transmitted with one shaft as the first main shaft and power is shut off with the other shaft as the second main shaft. Is switched from the fifth speed counter gear to the fourth speed counter gear. As a result, the transmission path of the power passing through the sixth speed counter gear and the first speed counter gear connected by the gear connecting member can be changed in the reverse direction by switching the clutch, so that one transmission can be changed to an ultra high speed stage and an ultra low speed. Both stages can be easily established.
Further, according to the present invention, the change of the gear position between the ultra-low speed stage and the first speed stage established by the power transmission path (Rsl, Rsl2) is performed by the power to the outer shaft (18) and the inner shaft (17). It is performed in the state which interrupted | blocked.
According to the present invention, switching between the ultra-low speed stage and the first speed stage established by the power transmission path is performed in a state where the power to the outer shaft and the inner shaft is shut off. As a result, a driving state in which the power is cut off occurs before the shift stage is switched to the ultra-low speed stage, and by letting the driver feel that this state, the shift stage is switched to the ultra-low speed stage in advance. Can be expected.

Further, according to the present invention, switching between the super-high speed stage established by the power transmission path (Reo, Reo2) and the stage immediately below the super-high speed stage is performed by the outer shaft (18) and the It is performed in a state where the power to the inner shaft (17) is cut off.
According to the present invention, the switching of the gear position between the super-high speed stage established by the power transmission path and the stage immediately below the super-high speed stage is performed in a state where the power to the outer shaft and the inner shaft is shut off. . As a result, a driving state in which the power is cut off occurs before the shift stage is switched to the super-high speed stage, and the driver is notified in advance that the shift stage is switched to the super-high speed stage by letting the driver feel this state. Can be expected.
The present invention also provides the lowest speed main gear (m1, M1) of one of the outer shaft (18) and the inner shaft (17) and the highest speed main gear of the other shaft (18). (M4, M6) are arranged adjacent to each other, and an ultra-low speed stage or an ultra-high speed stage established by the power transmission path (Rsl, Reo, Rsl2, Reo2) is selected by the control of the clutch (12). It is characterized by that.
According to the present invention, the lowest speed main gear of one of the outer shaft and the inner shaft and the highest speed main gear of the other shaft are arranged adjacent to each other, and are established by the power transmission path by the control of the clutch. An ultra-low speed stage or an ultra-high speed stage is selected. As a result, a gear ratio obtained by combining the gear ratio of the lowest gear and the gear ratio of the highest gear can be obtained, and an ultra-low speed stage or an ultra-high speed stage can be realized.

Further, according to the present invention, the first main gear is a main gear (m4, M6) disposed on the most end side in the outer shaft (18), and the inner shaft (17) is the first main gear. A second main gear (m1, M1) adjacent to the gear; the first counter gear (c4, C6) meshes with the first main gear (m4, M6); and the second counter gear (c1, C1) Meshes with the second main gear (m1, M1).
According to the present invention, the first main gear is a main gear disposed on the outermost end side of the outer shaft, and the inner shaft includes the second main gear adjacent to the first main gear, and the first counter gear. Meshes with the first main gear, and the second counter gear meshes with the second main gear. As a result, the first counter gear that meshes with the first main gear of the outer shaft and the second counter gear that meshes with the second main gear of the inner shaft are adjacent to each other, so the first counter gear and the second counter gear are gear-connected. Can be easily connected with members.

In the transmission according to the present invention, the transmission can be multi-staged and downsized.
Further, in the apparatus having the first speed main gear to the fourth speed main gear, an ultra-low speed gear can be established without increasing the number of gears, and power can be output from the counter shaft via the second speed counter gear.
In addition, in the apparatus including the first-speed main gear to the fourth-speed main gear, an ultra-high speed gear can be established without increasing the number of gears, and power can be output from the counter shaft via the third-speed counter gear.
Furthermore, it is possible to easily establish both the ultra-high speed stage and the ultra-low speed stage in one transmission including the first speed main gear to the fourth speed main gear.

Further, in the apparatus having the first speed main gear to the sixth speed main gear, an ultra-low speed gear stage can be established without increasing the number of gears, and power can be output from the counter shaft via the fourth speed counter gear.
In addition, in the apparatus including the first speed main gear to the sixth speed main gear, it is possible to establish an ultra-high speed gear stage without increasing the number of gears, and to output power from the counter shaft via the fifth speed counter gear.
Furthermore, it is possible to easily establish both the ultra-high speed stage and the ultra-low speed stage in one transmission including the first speed main gear to the sixth speed main gear.
In addition, it is possible to make the driver anticipate in advance that the gear position is switched to the ultra-low speed stage.
In addition, it is possible to make the driver anticipate in advance that the gear position is switched to the super-high speed stage.
In addition, a gear ratio obtained by combining the gear ratio of the lowest speed gear with the gear ratio of the highest speed gear can be obtained, and an ultra-low speed stage or an ultra-high speed stage can be realized.
Further, the first counter gear and the second counter gear can be easily connected by the gear connecting member.

It is a skeleton figure which shows the structure of the transmission which concerns on the 1st Embodiment of this invention. It is a graph which shows the gear ratio of each gear stage, and the connection state of a clutch. It is a skeleton figure which shows the state in which 1st speed level was established. It is a skeleton figure which shows the state in which the 4th gear stage was established. It is a skeleton figure which shows the state by which the ultra-low speed stage was established. It is a skeleton figure which shows the state by which the ultra high speed stage was established. It is a skeleton figure which shows the structure of the transmission which concerns on the 2nd Embodiment of this invention. It is a graph which shows the gear ratio of each gear stage, and the connection state of a clutch. It is a skeleton figure which shows the state in which 1st speed level was established. It is a skeleton figure which shows the state by which 6th speed level was established. It is a skeleton figure which shows the state by which the ultra-low speed stage was established. It is a skeleton figure which shows the state by which the ultra high speed stage was established.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[First Embodiment]
FIG. 1 is a skeleton diagram showing a structure of a transmission 10 according to a first embodiment of the present invention.
The transmission 10 includes a transmission 11, a clutch 12 that switches transmission and reception of power transmission from an engine (not shown) to the transmission 11, a shift mechanism (not shown) that shifts the transmission 11, A clutch operating mechanism (not shown) for operating connection and disconnection, and a control unit (not shown) for controlling the shift mechanism and the clutch operating mechanism are provided.
The transmission 10 is mounted on a saddle-ride type vehicle such as a motorcycle, for example, and shifts and outputs the output of the engine to drive the drive wheels.

The transmission 11 is housed in the crankcase of the engine. The transmission 11 includes a main shaft 13 to which engine power is input via a clutch 12, a main gear group 14 including a plurality of gears provided on the main shaft 13, and a counter disposed in parallel with the main shaft 13. The shaft 15 includes a counter gear group 16 that is provided on the main shaft 13 and includes a plurality of gears that mesh with the main gear group 14. The main shaft 13 and the counter shaft 15 are supported by the crankcase.
The main shaft 13 includes an inner shaft 17 (one shaft) and an outer shaft 18 (the other shaft) that is provided on the outer periphery of the inner shaft 17 and is rotatable relative to the inner shaft 17. The inner shaft 17 and the outer shaft 18 are coaxial, and the outer shaft 18 is supported by the inner shaft 17 via a bearing (not shown) on the outer periphery of the inner shaft 17. The outer shaft 18 is provided close to one end side of the inner shaft 17 formed longer than the outer shaft 18, and the gear support portion 17 a on the other end side of the inner shaft 17 is larger outward than the outer shaft 18. Protruding.

The clutch 12 is a twin clutch type including a first clutch 19 that connects and disconnects the inner shaft 17 and the engine side, and a second clutch 20 that connects and disconnects the outer shaft 18 and the engine side. The first clutch 19 is provided at one end of the inner shaft 17, and the second clutch 20 is provided at one end of the outer shaft 18.
The first clutch 19 and the second clutch 20 are operated independently of each other by the hydraulic pressure supplied from the clutch operating mechanism under the control of the control unit.

The transmission 11 is a constantly meshed transmission in which the main gear group 14 and the counter gear group 16 are always meshed. The transmission 11 includes gears corresponding to the first to fourth gears, and is a combination of these gears, an ultra-low speed lower than the first speed, and a higher speed than the fourth speed. Establish an ultra-high speed stage.
Specifically, the main gear group 14 includes a first speed main gear m1 and a third speed main gear m3 supported by the gear support portion 17a of the inner shaft 17, and a second speed main gear m2 supported by the outer shaft 18. And a fourth speed main gear m4. That is, the inner shaft 17 is provided with odd-numbered first-speed main gear m1 and third-speed main gear m3, and the outer shaft 18 is provided with even-numbered second-speed main gear m2 and fourth-speed main gear m4. Is provided.

The first speed main gear m <b> 1 and the third speed main gear m <b> 3 are fixed gears that are fixed so as not to rotate relative to the inner shaft 17. The second speed main gear m <b> 2 and the fourth speed main gear m <b> 4 are fixed gears fixed so as not to rotate relative to the outer shaft 18.
The fourth speed main gear m4 is a main gear arranged on the outermost end side of the outer shaft 18 and the fastest main gear on the outer shaft 18. The second speed main gear m2 is a main gear that is disposed between the fourth speed main gear m4 and the second clutch 20 and is slower than the fourth speed main gear m4.
The first speed main gear m <b> 1 is a main gear arranged adjacent to the fourth speed main gear m <b> 4 of the outer shaft 18 in the inner shaft 17, and is the lowest speed main gear in the inner shaft 17. The third speed main gear m3 is a main gear that is disposed on the shaft end side of the first speed main gear m1 and that is faster than the first speed main gear m1.

The counter gear group 16 includes a first speed counter gear c1 that meshes with the first speed main gear m1, a second speed counter gear c2 that meshes with the second speed main gear m2, and a third speed counter that meshes with the third speed main gear m3. A gear c3 and a fourth speed counter gear c4 that meshes with the fourth speed main gear m4 are provided.
That is, the transmission 10 is configured to transmit power at an odd-numbered first or third speed through the first clutch 19 and the inner shaft 17, and to an even number through the second clutch 20 and the outer shaft 18. And the other system for transmitting power at the second or fourth speed stage, and these systems are alternately switched to perform speed change.
The counter shaft 15 includes an output gear 15 a that outputs power to the outside of the transmission 11. The output gear 15a is connected to the drive wheel via a drive chain or a drive shaft, for example.

The second speed counter gear c2 and the third speed counter gear c3 are free gears that are rotatable relative to the counter shaft 15 and are not slidable in the axial direction.
The first speed counter gear c1 and the fourth speed counter gear c4 are free gears that can be rotated relative to the counter shaft 15 and can slide in the axial direction.
The counter shaft 15 includes a first speed shifter 21 capable of fixing the first speed counter gear c1 to the counter shaft 15, a second speed shifter 22 capable of fixing the second speed counter gear c2 to the counter shaft 15, and a third speed. A third speed shifter 23 capable of fixing the counter gear c3 to the counter shaft 15 and a fourth speed shifter 24 capable of fixing the fourth speed counter gear c4 to the counter shaft 15 are provided.

The first speed shifter 21, the second speed shifter 22, the third speed shifter 23, and the fourth speed shifter 24 are spline fitted to the counter shaft 15 so that they cannot rotate relative to the counter shaft 15 and slide in the axial direction. It is provided so that it can be slid independently by the shift mechanism.
The first speed shifter 21, the second speed shifter 22, the third speed shifter 23, and the fourth speed shifter 24 are a first speed counter gear c1, a second speed counter gear c2, a third speed counter gear c3, and a fourth speed counter. Dowels 21a, 22a, 23a, and 24a that engage with the gear c4 are provided.
When the first speed shifter 21 slides and the dowel 21a engages with the first speed counter gear c1, the first speed counter gear c1 is fixed to the counter shaft 15 and the first speed stage is established.
When the second speed shifter 22 slides and the dowel 22a engages with the second speed counter gear c2, the second speed counter gear c2 is fixed to the counter shaft 15 and the second speed stage is established.
When the third speed shifter 23 slides and the dowel 23a engages with the third speed counter gear c3, the third speed counter gear c3 is fixed to the counter shaft 15 and the third speed stage is established.
When the fourth speed shifter 24 slides and the dowel 24a engages with the fourth speed counter gear c4, the fourth speed counter gear c4 is fixed to the counter shaft 15 and the fourth speed stage is established.

The counter shaft 15 includes a gear connecting member 40 that connects the first speed counter gear c1 and the fourth speed counter gear c4 on the counter shaft 15 axis. The gear coupling member 40 is located on the counter shaft 15 between the first speed counter gear c1 and the fourth speed counter gear c4. The gear connecting member 40 is fitted to the outer periphery of the counter shaft 15 and is rotatable relative to the counter shaft 15.
The gear connecting member 40 includes a dowel 40a that engages with the first speed counter gear c1 at one shaft end, and a dowel 40b that engages with the fourth speed counter gear c4 at the other shaft end.
The first speed counter gear c1 and the fourth speed counter gear c4 are respectively slid to the gear connecting member 40 side by the shift mechanism, engage with the dowels 40a and 40b, and are integrally connected to the gear connecting member 40. A gear coupling body 41 (FIG. 5) in which the first speed counter gear c 1, the gear coupling member 40, and the fourth speed counter gear c 4 are coupled is rotatable relative to the counter shaft 15 on the counter shaft 15.

The shift mechanism includes a shift drum (not shown) that is rotated by a motor whose rotation is controlled by the control unit, a first speed shift fork 27 that connects the shift drum and the first speed shifter 21, and the shift drum. And a second speed shift fork 28 that connects the second speed shifter 22, a third speed shift fork 29 that connects the shift drum and the third speed shifter 23, and the shift drum and the fourth speed shifter 24. The fourth speed shift fork 30 to be connected, the gear connecting first shift fork 31 for connecting the shift drum and the first speed counter gear c1, and the gear connection for connecting the shift drum and the fourth speed counter gear c4. The second shift fork 32 is provided.
The shift drum includes a first speed shift fork 27, a second speed shift fork 28, a third speed shift fork 29, a fourth speed shift fork 30, a gear connecting first shift fork 31, and a gear connecting second shift. A lead groove (not shown) in which the ends of the forks 32 are fitted independently is provided on the outer peripheral portion. When the shift drum rotates, the shift forks 27 to 32 slide along the lead groove pattern, respectively, and the first speed shifter 21, the second speed shifter 22, the third speed shifter 23, the fourth speed shifter 24, The first speed counter gear c1 and the fourth speed counter gear c4 are slid to perform a shift.

FIG. 2 is a chart showing the gear ratio of each gear and the state of engagement of the clutch 12.
As shown in FIG. 2, the gear ratio is the largest in the first to fourth gears, the first gear is the largest, the smaller the gear is, the smaller the gear ratio is less than 1.0 in the fourth gear, The rotation is greatly reduced at the first gear.
Further, the gear ratio of the ultra-low speed stage is larger than that of the first speed stage, and the gear ratio of the ultra-high speed stage is smaller than that of the fourth speed stage.
Corresponding to this gear ratio, the relationship of the diameters of the gears of the main gear group 14 is, as shown in FIG. 1, the diameter of the first speed main gear m1 <the diameter of the second speed main gear m2 <the third speed main gear m3. Is smaller than the diameter of the fourth speed main gear m4.
The relationship of the diameters of the gears of the counter gear group 16 is as follows: the diameter of the first speed counter gear c1> the diameter of the second speed counter gear c2> the diameter of the third speed counter gear c3> the diameter of the fourth speed counter gear c4. It has become.
The clutch 12 is connected to the first clutch 19 at the first speed, is connected to the second clutch 20 at the second speed, is connected to the first clutch 19 at the third speed, and is connected to the second clutch 20 at the fourth speed. The first clutch 19 is connected at the ultra-low speed stage, and the second clutch 20 is connected at the ultra-high speed stage.

  In the state shown in FIG. 1, the gear stage of the transmission 11 is in a neutral state, and the first speed counter gear c1, the second speed counter gear c2, the third speed counter gear c3, and the fourth speed counter gear c4 are counter shafts. The first speed counter gear c <b> 1 and the fourth speed counter gear c <b> 4 are not connected by the gear connecting member 40 while being not fixed to 15 and rotatable on the counter shaft 15. In the neutral state, even if the clutch 12 is connected, the counter gear group 16 only idles with respect to the counter shaft 15, and the power of the main shaft 13 is not transmitted to the counter shaft 15.

FIG. 3 is a skeleton diagram showing a state in which the first gear is established.
As shown in FIG. 3, when the first speed shifter 21 is slid by the first speed shift fork 27 to fix the first speed counter gear c1 to the counter shaft 15 and the first clutch 19 is connected, A speed is established. At the first speed, the first clutch 19 is connected and the second clutch 20 is disconnected, and the engine power is transmitted from the first clutch 19 to the inner shaft 17, the first speed main gear m1, and the first speed counter gear. The power is output from the output gear 15a through the power transmission path R1 passing through c1 and the counter shaft 15 in order.
At the first speed, the second speed shifter 22 is slid and the second speed counter gear c <b> 2 is fixed to the counter shaft 15. When shifting up from the first gear to the second gear, the first clutch 19 can be disconnected from the second gear and the second clutch 20 can be connected to shift up, and the clutch 12 is switched. Just upshifting can be done quickly.
Since the second clutch 20 is disengaged in the 2nd speed preliminary shift state, the outer shaft 18 is merely idling by the power transmitted from the 2nd speed counter gear c2 to the 2nd speed main gear m2. is there.

Although not shown, in a state where the second speed is established, the second clutch 20 is connected and the first clutch 19 is disconnected, and power is transmitted from the second speed counter gear c2 to the counter shaft 15. The third speed counter gear c3 is fixed to the counter shaft 15, and the third speed stage preliminary shift state is taken. When shifting up to the third speed, it is only necessary to disconnect the second clutch 20 and connect the first clutch 19 from the third speed preliminary shift state.
As described above, in the transmission 10, the preliminary shift to the next stage is performed, and the first clutch 19 and the second clutch 20 are alternately switched, so that the shift can be quickly performed.

FIG. 4 is a skeleton diagram showing a state in which the fourth gear is established.
As shown in FIG. 4, when the fourth speed shifter 24 is slid by the fourth speed shift fork 30 to fix the fourth speed counter gear c4 to the counter shaft 15 and the second clutch 20 is connected, A speed is established. In the fourth speed, the second clutch 20 is connected and the first clutch 19 is disconnected, and the engine power is transmitted from the second clutch 20 to the outer shaft 18, the fourth speed main gear m4, and the fourth speed counter gear. The power is output from the output gear 15a through the power transmission path R4 passing through c4 and the counter shaft 15 in order.
Further, at the fourth speed stage, the third speed shifter 23 is slid and the third speed counter gear c3 is fixed to the counter shaft 15 and is in a third speed stage preliminary shift state. When shifting down from the 4th speed to the 3rd speed, the second clutch 20 can be disconnected from the 3rd speed preliminary shift state and the first clutch 19 can be connected to shift down, and the clutch 12 is switched. Just downshifting can be done quickly.

FIG. 5 is a skeleton diagram showing a state in which the ultra-low speed stage is established.
The super-low speed stage is a lower speed stage than the first speed stage, and is shifted from the state of the first speed stage in FIG.
In the ultra-low speed stage, the first speed shifter 21 is returned with respect to the state of the first speed stage, and the first speed counter gear c1 and the fourth speed counter gear c4 are slid to form the gear coupling body 41. The speed counter gear c <b> 2 is fixed to the counter shaft 15 in the same manner as in the second speed stage preliminary speed change state.
At the ultra-low speed stage, the first clutch 19 is connected and the second clutch 20 is disconnected. That is, in the ultra-low speed stage, the inner shaft 17 to which the power from the engine is transmitted through the first clutch 19 is the first main shaft, and the second clutch 20 is disconnected to cut off the power from the engine. The shaft 18 is a second main shaft.
The first speed main gear m1 and the fourth speed main gear m4 are the same as the first speed counter gear c1 and the first speed counter gear c1 even when the first speed counter gear c1 and the fourth speed counter gear c4 slide to the gear coupling member 40 side. It is formed long in the axial direction so that the meshing with the 4-speed counter gear c4 is maintained.

  In the shift from the first speed to the ultra-low speed, the first clutch 19 that has been connected so far is temporarily disconnected in order to remove the driving force from the engine and slide the first speed shifter 21 and the first speed counter gear c1. Disconnected and the first clutch 19 is reconnected after shifting. That is, both the first clutch 19 and the second clutch 20 are disengaged in the shift from the first speed to the very low speed. For this reason, before the shift stage is switched from the first speed stage to the ultra-low speed stage, an inertial running state in which power from the engine to the drive wheels is cut off is generated, and by making the driver feel this state, The driver can be expected in advance to switch to the ultra-low speed stage.

At the very low speed, the engine power is transmitted from the first clutch 19 to the inner shaft 17, the first speed main gear m1, the first speed counter gear c1, the gear coupling member 40, the fourth speed counter gear c4, and the fourth speed main. The power is output from the output gear 15a through a power transmission path Rsl that sequentially passes through the gear m4, the outer shaft 18, the second speed main gear m2, the second speed counter gear c2, and the counter shaft 15.
That is, in the power transmission path Rsl of the ultra-low speed stage, the gear coupling body 41 formed on the counter shaft 15 is rotated on the counter shaft 15 by the first speed main gear m1, and the engine power is supplied to the first speed main gear. The gear is decelerated when it is input from the gear m1 to the first speed counter gear c1, and is also decelerated when it is input from the fourth speed counter gear c4 to the fourth speed main gear m4. Here, the power transmission path from the fourth speed counter gear c4 to the fourth speed main gear m4 is the reverse direction of the normal fourth speed transmission path, and the diameter of the fourth speed counter gear c4 is the fourth speed. Since it is smaller than the diameter of the main gear m4, the power is decelerated when it is transmitted from the fourth speed counter gear c4 to the fourth speed main gear m4. For this reason, an ultra-low speed stage having a gear ratio larger than that of the first speed can be established.

In this way, the gear connecting member 40 connects the first speed counter gear c1 and the fourth speed counter gear c4 to form the gear connecting body 41, and the power from the engine is transmitted to the inner shaft 17, the gear connecting body 41, By transmitting in the order of the outer shaft 18 and the counter shaft 15, an ultra-low speed stage can be added without increasing the number of gears of the transmission 11, and the transmission 11 can be multistaged with a compact configuration in the axial direction.
Further, a first speed counter gear c1 that meshes with the first speed main gear m1 that is the lowest speed main gear of the inner shaft 17, and a fourth speed counter that meshes with the fourth speed main gear m4 that is the highest speed main gear of the outer shaft 18. Since the gear c4 is connected by the gear connecting member 40, a large gear ratio combining the lowest speed gear and the highest speed gear can be obtained, and an ultra-low speed stage can be effectively provided.

Further, in the low speed gear stage such as the first speed stage, the counter gear has a large diameter in order to obtain a large gear ratio. In the present embodiment, the first speed counter gear c1 and the fourth speed gear are changed by the gear connecting member 40. In combination with the high-speed counter gear c4, a large gear ratio is realized to obtain an ultra-low speed stage, so that an ultra-low speed stage can be obtained with a small-diameter counter gear. For this reason, the distance between the counter shaft 15 and the main shaft 13 can be reduced, and the transmission 11 can be reduced in size.
Further, a fourth speed counter gear c4 that meshes with a fourth speed main gear m4 disposed on the outermost shaft end side on the outer shaft 18, and a first speed main gear m1 that is adjacent to the fourth speed main gear m4 on the inner shaft 17 side. Since the first speed counter gear c1 meshing with the first speed counter gear c1 is coupled, the fourth speed counter gear c4 and the first speed counter gear c1 can be easily coupled by the gear coupling member 40 to provide an ultra-low speed stage.
Further, at the first speed stage and the ultra-low speed stage, the second speed counter gear c <b> 2 is fixed to the counter shaft 15 by the second speed shifter 22. For this reason, when shifting from the first speed to the very low speed, it is not necessary to move the second speed counter gear c2 in the preliminary speed change state of the second speed, so that it is possible to easily shift from the first speed to the very low speed.

FIG. 6 is a skeleton diagram showing a state in which the ultra-high speed stage is established.
The super-high speed stage is a speed stage higher than the fourth speed stage, and is shifted from the state of the fourth speed stage shown in FIG.
In the ultra-high speed stage, the fourth speed shifter 24 is returned to the state of the fourth speed stage, the first speed counter gear c1 and the fourth speed counter gear c4 are slid to form the gear coupling body 41, and the third The speed counter gear c3 is fixed to the counter shaft 15 in the same manner as the preliminary speed change state at the third speed stage.
At the super high speed stage, the second clutch 20 is connected and the first clutch 19 is disconnected. That is, in the super-high speed stage, the outer shaft 18 to which the power from the engine is transmitted via the second clutch 20 is the first main shaft, and the first clutch 19 is disconnected and the power from the engine is cut off. The shaft 17 is the second main shaft.

  In the shift from the fourth speed to the super-high speed, the second clutch 20 that has been connected so far is temporarily disconnected in order to remove the driving force from the engine and slide the fourth speed shifter 24 and the fourth speed counter gear c4. Disconnected and the second clutch 20 is reconnected after shifting. That is, both the first clutch 19 and the second clutch 20 are disengaged in the shift from the fourth speed to the super-high speed. For this reason, before the shift speed is switched from the fourth speed to the super-high speed, a driving state in which the power from the engine to the drive wheels is cut off occurs. The driver can be expected in advance to switch to the stage.

In the super high speed stage, the engine power is transmitted from the second clutch 20 to the outer shaft 18, the fourth speed main gear m4, the fourth speed counter gear c4, the gear connecting member 40, the first speed counter gear c1, the first speed main. The power is output from the output gear 15a through a power transmission path Reo that sequentially passes through the gear m1, the inner shaft 17, the third speed main gear m3, the third speed counter gear c3, and the counter shaft 15.
That is, in the power transmission path Reo of the ultra-high speed stage, the gear coupling body 41 formed on the counter shaft 15 is rotated on the counter shaft 15 by the fourth speed main gear m4, and the engine power is supplied to the fourth speed main gear. The speed is increased when being input from the gear m4 to the fourth speed counter gear c4, and is also increased when being input from the first speed counter gear c1 to the first speed main gear m1. Here, the power transmission path from the first speed counter gear c1 to the first speed main gear m1 is opposite to the normal first speed transmission path, and the diameter of the first speed counter gear c1 is the first speed. Since it is larger than the diameter of the main gear m1, the power is increased when it is transmitted from the first speed counter gear c1 to the first speed main gear m1. For this reason, it is possible to establish an ultra-high speed stage having a gear ratio smaller than that of the fourth speed.

Thus, the gear connecting member 40 connects the first speed counter gear c1 and the fourth speed counter gear c4 to form the gear connecting body 41, and the power from the engine is transmitted to the outer shaft 18, the gear connecting body 41, By transmitting in the order of the inner shaft 17 and the counter shaft 15, it is possible to add an ultra-high speed stage without increasing the number of gears of the transmission 11, and to increase the number of stages of the transmission 11 with a compact configuration in the axial direction.
Further, a fourth speed counter gear c4 that meshes with the fourth speed main gear m4 that is the fastest main gear of the outer shaft 18 and a first speed counter that meshes with the first speed main gear m1 that is the lowest speed main gear of the inner shaft 17. Since the gear c1 is connected by the gear connecting member 40, a small gear ratio combining the highest speed gear and the lowest speed gear can be obtained, and an ultra-high speed stage can be effectively provided.

Further, in a high-speed gear such as the fourth gear, the main gear has a large diameter in order to obtain a small gear ratio. In the present embodiment, the fourth speed counter gear c4 and the first gear are connected by the connecting member 40. In combination with the counter gear c1, a small gear ratio is realized to obtain an ultra-high speed stage, so that an ultra-high speed stage can be obtained with a small-diameter main gear. Therefore, the distance between the main shaft 13 and the counter shaft 15 can be reduced, and the transmission 11 can be reduced in size.
Further, a fourth speed counter gear c4 that meshes with a fourth speed main gear m4 disposed on the outermost shaft end side on the outer shaft 18, and a first speed main gear m1 that is adjacent to the fourth speed main gear m4 on the inner shaft 17 side. Since the first speed counter gear c1 meshing with the first speed counter gear c1 is coupled, the fourth speed counter gear c4 and the first speed counter gear c1 can be easily coupled by the gear coupling member 40 to provide an ultra high speed stage.

Further, at the fourth speed stage and the ultra-high speed stage, the third speed counter gear c3 is fixed to the counter shaft 15 by the third speed shifter 23. For this reason, when shifting from the 4th speed stage to the super-high speed stage, it is not necessary to move the third speed counter gear c3 in the preliminary speed change state of the 3rd speed stage, so that it is possible to easily shift from the 4th speed stage to the ultra-high speed stage.
Further, as shown in FIGS. 5 and 6, when the transmission 11 is to be arranged from the super-high speed stage to the super-low speed stage, the second speed shifter 22 is returned and the third speed shifter 23 is replaced with the third speed counter gear. It is only necessary to engage with c3 and switch the clutch 12 from the state in which the second clutch 20 is connected to the state in which the first clutch 19 is connected, and the switching of the gear coupling body 41 is unnecessary. For this reason, the super-high speed stage and the ultra-low speed stage can be provided in one transmission 11 with a simple configuration.

As described above, according to the first embodiment to which the present invention is applied, the transmission 10 includes the outer shaft 18 and the inner shaft 17, and the main gear group 14 is provided on each of the outer shaft 18 and the inner shaft 17. A main shaft 13 to which power to the outer shaft 18 and the inner shaft 17 is transmitted and cut off by the clutch 12, and a counter shaft 15 that supports a plurality of counter gear groups 16 that mesh with the main gear group 14, Provided on the counter shaft 15 is provided with a gear connecting member 40 that connects the first speed counter gear c1 and the fourth speed counter gear c4 and rotatably supports the counter shaft 15, and includes an outer shaft 18 and an inner shaft 17 1st main gear m1 as a 1st main gear supported by the inner shaft 17 which is the 1st main shaft to which the 1st clutch 19 of clutch 12 was connected, and gear connecting member 40 A first speed counter gear c1 as a first counter gear and a fourth speed counter gear c4 as a second counter gear, and a third counter gear as a third counter gear supported by the counter shaft 15 so as to be integrally rotatable. Power is output through the power transmission path Rsl (FIG. 5) via the second speed counter gear c2. Thus, the gear ratio between the first speed main gear m1 and the first speed counter gear c1, and the fourth speed counter gear c4 and the fourth speed counter connected to the first speed counter gear c1 by the gear connecting member 40. It is possible to establish an ultra-low speed stage, which is a new gear position that combines the gear ratio with the fourth speed main gear m4 meshing with the gear c4, without increasing the number of gears. For this reason, the transmission 10 can be multistaged and can be reduced in size.
Further, of the outer shaft 18 and the inner shaft 17, the fourth speed main gear m4 as the first main gear supported by the outer shaft 18 which is the first main shaft to which the second clutch 20 of the clutch 12 is connected, The fourth counter gear c4 as the first counter gear and the first counter gear c1 as the second counter gear connected by the gear connecting member 40, and the third counter supported by the counter shaft 15 so as to be integrally rotatable. Power is output through the power transmission path Reo (FIG. 6) via the third speed counter gear c3 as a gear. As a result, the gear ratio between the fourth speed main gear m4 and the fourth speed counter gear c4 and the gear ratio between the first speed counter gear c1 and the first speed main gear m1 are combined. A super-high speed gear can be established without increasing the number of gears. For this reason, the transmission 10 can be multistaged and can be reduced in size.

  Further, according to the present invention, in the main shaft 13, the first speed main gear m1 and the third speed main gear m3 are supported on the inner shaft 17 which is one of the outer shaft 18 and the inner shaft 17 so as to be integrally rotatable. The second speed main gear m2 and the fourth speed main gear m4 are supported on the outer shaft 18 which is the other shaft so as to be integrally rotatable. On the counter shaft 15, the first speed counter gear c1 to the fourth speed counter gear c4 are supported. The first-speed main gear m1 to the fourth-speed main gear m4 are supported so as to mesh with each other, the first-speed counter gear c1 and the fourth-speed counter gear c4 are connected by the gear connecting member 40, and the second-speed counter gear is connected. Power is output from the counter shaft 15 via c2, and the clutch 12 transmits power using the inner shaft 17 as the first main shaft and shuts off power using the outer shaft 18 as the second main shaft. Accordingly, the gear ratio between the first speed main gear m1 and the first speed counter gear c1, the fourth speed counter gear c4 connected to the first speed counter gear c1 by the gear connecting member 40, and the fourth speed main gear. A super-low speed stage combining the gear ratio with the gear m4 can be established without increasing the number of gears, and power can be output from the counter shaft 15 via the second speed counter gear c2.

Further, according to the present invention, in the main shaft 13, the first speed main gear m1 and the third speed main gear m3 are supported on the inner shaft 17 which is one of the outer shaft 18 and the inner shaft 17 so as to be integrally rotatable. The second speed main gear m2 and the fourth speed main gear m4 are supported on the outer shaft 18 which is the other shaft so as to be integrally rotatable. On the counter shaft 15, the first speed counter gear c1 to the fourth speed counter gear c4 are supported. The first-speed main gear m1 to the fourth-speed main gear m4 are supported so as to mesh with each other, and the first-speed counter gear c1 and the fourth-speed counter gear c4 are connected by the gear connecting member 40, and the third-speed counter gear is connected. Power is output from the counter shaft 15 via c3, and the clutch 12 transmits power using the outer shaft 18 as the first main shaft and shuts off power using the inner shaft 17 as the second main shaft. Accordingly, the gear ratio between the fourth speed main gear m4 and the fourth speed counter gear c4, the first speed counter gear c1 connected to the fourth speed counter gear c4 by the gear connecting member 40, and the first speed main gear. A super-high speed stage combining the gear ratio with the gear m1 can be established without increasing the number of gears, and power can be output from the counter shaft 15 via the third speed counter gear c3.
Furthermore, the clutch 12 can be switched to a state in which the power is transmitted using the inner shaft 17 that is one shaft as the first main shaft and the power is shut off using the outer shaft 18 that is the other shaft as the second main shaft, The third counter gear that is supported by the counter shaft 15 so as to be integrally rotatable is switched from the third speed counter gear c3 to the second speed counter gear c2 in accordance with the switching of the clutch 12. As a result, by switching the clutch 12, the power transmission path passing through the fourth speed counter gear c4 and the first speed counter gear c1 connected by the gear connecting member 40 can be changed in the reverse direction. Both high-speed and ultra-low speed stages can be easily established.
In addition, switching between the ultra-low speed stage and the first speed stage established by the power transmission path Rsl is performed in a state where the power to the outer shaft 18 and the inner shaft 17 is shut off. As a result, a driving state in which the power from the engine is cut off occurs before the shift speed is switched from the first speed to the super-low speed, and the shift speed is switched to the ultra-low speed by making the driver feel this state. It is possible to make the driver anticipate in advance.

Further, according to the present invention, the switching of the shift speed between the super-high speed stage established by the power transmission path Reo and the fourth speed stage, which is one stage below the super-high speed stage, is performed on the outer shaft 18 and the inner shaft 17. It is performed with the power cut off. As a result, a driving state in which the power from the engine is cut off occurs before the gear stage is switched to the super-high speed stage, and the driver feels that this state is switched to the super-high speed stage. Can be anticipated in advance.
The first high-speed main gear m1 that is the lowest-speed main gear of the inner shaft 17 that is one of the outer shaft 18 and the inner shaft 17 and the highest-speed main gear that is the outer shaft 18 that is the other shaft. The 4-speed main gear m4 is arranged adjacent to the super-low speed stage or the super-high speed stage under the control of the clutch 12. As a result, a gear ratio obtained by combining the gear ratio of the lowest gear and the gear ratio of the highest gear can be obtained, and an ultra-low speed stage or an ultra-high speed stage can be realized.

  Further, the first main gear is a fourth speed main gear m4 that is disposed on the outermost side of the outer shaft 18, and the inner shaft 17 is a first main gear that is adjacent to the fourth speed main gear m4. A fourth main gear m4 that is a first counter gear meshes with the fourth main gear m4, and a first speed counter gear c1 that is a second counter gear meshes with the first main gear m1. . Accordingly, the fourth speed counter gear c4 that meshes with the fourth speed main gear m4 of the outer shaft 18 and the first speed counter gear c1 that meshes with the first speed main gear m1 of the inner shaft 17 are adjacent to each other. The counter gear c4 and the first speed counter gear c1 can be easily connected by the gear connecting member 40.

[Second Embodiment]
Hereinafter, a second embodiment to which the present invention is applied will be described with reference to FIGS. In the second embodiment, parts that are configured in the same manner as in the first embodiment are given the same reference numerals, and descriptions thereof are omitted.
In the first embodiment, the configuration in which the transmission 11 including the first to fourth speed stages is provided with the ultra-low speed stage and the ultra-high speed stage has been described. However, in the second embodiment, A description will be given of a configuration in which an ultra-low speed stage and an ultra-high speed stage are provided in the transmission 111 including the first to sixth speed stages.

FIG. 7 is a skeleton diagram showing the structure of the transmission 110 according to the second embodiment of the present invention.
The transmission 110 includes a transmission 111, a shift mechanism (not shown) and a clutch operation mechanism (not shown) similar to those of the first embodiment, and a control unit (not shown) that controls the shift mechanism and the clutch operation mechanism. ).
The transmission 111 includes a main shaft 13, a main gear group 114 including a plurality of gears provided on the main shaft 13, a counter shaft 15, and a plurality of gears provided on the main shaft 13 and meshing with the main gear group 114. The counter gear group 116 which consists of these.

The transmission 111 is a constantly meshing transmission in which the main gear group 114 and the counter gear group 116 are always meshed. The transmission 111 includes gears corresponding to the first to sixth gears, and by combining these gears, an ultra-low speed lower than the first speed and a higher speed than the sixth speed. Establish an ultra-high speed stage.
Specifically, the main gear group 114 is connected to the first-speed main gear M1, the third-speed main gear M3, the fifth-speed main gear M5, and the outer shaft 18 that are supported by the gear support portion 17a of the inner shaft 17. A second speed main gear M2, a fourth speed main gear M4, and a sixth speed main gear M6 that are supported are provided. That is, the inner shaft 17 is provided with an odd number of stages, and the outer shaft 18 is provided with an even number of stages.

The first-speed main gear M1, the third-speed main gear M3, and the fifth-speed main gear M5 are fixed gears that are fixed so as not to rotate relative to the inner shaft 17. The second-speed main gear M2, the fourth-speed main gear M4, and the sixth-speed main gear M6 are fixed gears that are fixed so as not to rotate relative to the outer shaft 18.
The sixth speed main gear M6 is a main gear arranged on the outermost end side of the outer shaft 18 and is the fastest main gear on the outer shaft 18. The fourth speed main gear M4 is disposed adjacent to the sixth speed main gear M6 and is a lower speed main gear than the sixth speed main gear M6. The second speed main gear M2 is disposed between the fourth speed main gear M4 and the second clutch 20, and is the slowest main gear on the outer shaft 18.

The first speed main gear M <b> 1 is a main gear arranged adjacent to the sixth speed main gear M <b> 6 of the outer shaft 18 in the inner shaft 17, and is the lowest speed main gear in the inner shaft 17.
The fifth speed main gear M5 is disposed adjacent to the first speed main gear M1 and is the fastest main gear in the inner shaft 17.
The third speed main gear M3 is a main gear that is disposed on the shaft end side of the inner shaft 17 and that is faster than the first speed main gear M1 and lower than the fifth speed main gear M5.

The counter gear group 116 includes a first speed counter gear C1 that meshes with the first speed main gear M1, a second speed counter gear C2 that meshes with the second speed main gear M2, and a third speed counter that meshes with the third speed main gear M3. Gear C3, fourth speed counter gear C4 meshing with fourth speed main gear M4, fifth speed counter gear C5 meshing with fifth speed main gear M5, and sixth speed counter gear C6 meshing with sixth speed main gear M6 With.
That is, the transmission 110 is configured to transmit power at any one of the odd stages via the first clutch 19 and the inner shaft 17 and at any one of the even stages via the second clutch 20 and the outer shaft 18. The other system for transmitting power is provided, and these systems are alternately switched to perform shifting.
The counter shaft 15 includes an output gear 15a.

The second speed counter gear C2, the third speed counter gear C3, the fourth speed counter gear C4, and the fifth speed counter gear C5 are provided so as to be rotatable relative to the counter shaft 15 and not to be slidable in the axial direction. Free gear.
The first speed counter gear C1 and the sixth speed counter gear C6 are free gears provided so as to be rotatable relative to the counter shaft 15 and slidable in the axial direction.
The counter shaft 15 includes a first speed shifter 121 capable of fixing the first speed counter gear C1 to the counter shaft 15, a second speed shifter 122 capable of fixing the second speed counter gear C2 to the counter shaft 15, and a third speed. A third speed shifter 123 capable of fixing the counter gear C3 to the counter shaft 15, a fourth speed shifter 124 capable of fixing the fourth speed counter gear C4 to the counter shaft 15, and a fifth speed counter gear C5 to the counter shaft 15. A fifth speed shifter 125 that can be fixed and a sixth speed shifter 126 that can fix the sixth speed counter gear C6 to the counter shaft 15 are provided.

The first speed shifter 121, the second speed shifter 122, the third speed shifter 123, the fourth speed shifter 124, the fifth speed shifter 125, and the sixth speed shifter 126 are spline-fitted to the countershaft 15 and countered. The shaft 15 is provided so as not to rotate relative to the shaft 15 and to be slidable in the axial direction, and can be independently slid by the shift mechanism.
The first speed shifter 121, the second speed shifter 122, the third speed shifter 123, the fourth speed shifter 124, the fifth speed shifter 125, and the sixth speed shifter 126 are the first speed counter gear C1 and the second speed counter. The dowels 121a, 122a, 123a, 124a, 125a, and 126a engaged with the gear C2, the third speed counter gear C3, the fourth speed counter gear C4, the fifth speed counter gear C5, and the sixth speed counter gear C6 are respectively provided. Prepare.

When the first speed shifter 121 slides and the dowel 121a engages with the first speed counter gear C1, the first speed counter gear C1 is fixed to the counter shaft 15 and the first speed stage is established.
When the second speed shifter 122 slides and the dowel 122a engages with the second speed counter gear C2, the second speed counter gear C2 is fixed to the counter shaft 15 and the second speed stage is established.
When the third speed shifter 123 slides and the dowel 123a engages with the third speed counter gear C3, the third speed counter gear C3 is fixed to the counter shaft 15 and the third speed stage is established.
When the fourth speed shifter 124 slides and the dowel 124a engages with the fourth speed counter gear C4, the fourth speed counter gear C4 is fixed to the counter shaft 15 and the fourth speed stage is established.
When the fifth speed shifter 125 slides and the dowel 125a engages with the fifth speed counter gear C5, the fifth speed counter gear C5 is fixed to the counter shaft 15 and the fifth speed stage is established.
When the sixth speed shifter 126 slides and the dowel 126a engages with the sixth speed counter gear C6, the sixth speed counter gear C6 is fixed to the counter shaft 15 and the sixth speed stage is established.

The counter shaft 15 includes a gear coupling member 140 that couples the first speed counter gear C1 and the sixth speed counter gear C6 on the counter shaft 15 axis. The gear coupling member 140 is located on the counter shaft 15 between the first speed counter gear C1 and the sixth speed counter gear c6. The gear connecting member 140 is fitted to the outer periphery of the counter shaft 15 and is rotatable relative to the counter shaft 15.
The gear connecting member 140 includes a dowel 140a that engages with the first speed counter gear C1 at one shaft end, and a dowel 140b that engages with the sixth speed counter gear C6 at the other shaft end.
The first speed counter gear C1 and the sixth speed counter gear C6 are respectively slid to the gear connecting member 140 side by the shift mechanism, engage with the dowels 140a and 140b, and are integrally connected to the gear connecting member 140. A gear coupling body 141 (FIG. 9) in which the first speed counter gear C1, the gear coupling member 140, and the sixth speed counter gear C6 are coupled is rotatable relative to the counter shaft 15 on the counter shaft 15.

  The shift mechanism includes a shift drum (not shown) rotated by a motor whose rotation is controlled by the control unit, a first speed shift fork 127 connecting the shift drum and the first speed shifter 121, and the shift drum. A second speed shift fork 128 that connects the second speed shifter 122, a third speed shift fork 129 that connects the shift drum and the third speed shifter 123, and the shift drum and the fourth speed shifter 124. A fourth speed shift fork 130 to be connected, a fifth speed shift fork 133 to connect the shift drum and the fifth speed shifter 125, and a sixth speed shift fork 134 to connect the shift drum and the sixth speed shifter 126. A first shift fork for connecting the shift drum and the first speed counter gear C1 It includes a 31, and a second shift fork 132 gear coupling for connecting the said shift drum and the sixth speed counter gear C6.

  The shift drum includes a first speed shift fork 127, a second speed shift fork 128, a third speed shift fork 129, a fourth speed shift fork 130, a fifth speed shift fork 133, a sixth speed shift fork 134, and a gear connection. Lead grooves (not shown) in which the ends of the first shift fork 131 and the second shift fork 132 for gear connection are fitted independently are provided on the outer peripheral portion. When the shift drum rotates, the shift forks 127 to 134 slide along the lead groove pattern, respectively, and the first speed shifter 121, the second speed shifter 122, the third speed shifter 123, the fourth speed shifter 124, The fifth speed shifter 125, the sixth speed shifter 126, the first speed counter gear C1, and the sixth speed counter gear C6 are slid to perform a shift.

FIG. 8 is a chart showing the gear ratios of the respective speed stages and the connection state of the clutch 12.
As shown in FIG. 8, the gear ratio is the largest in the first to sixth gears, the first gear is the largest, the smaller the gear is, the smaller the gear ratio is less than 1.0 in the sixth gear, The rotation is greatly reduced at the first gear.
The gear ratio of the ultra-low speed stage is larger than that of the first speed stage, and the gear ratio of the ultra-high speed stage is smaller than that of the sixth speed stage.
Corresponding to this gear ratio, the relationship of the diameters of the gears of the main gear group 114 is, as shown in FIG. 7, the diameter of the first speed main gear M1 <the diameter of the second speed main gear M2 <the third speed main gear M3. The diameter of the fourth speed main gear M4 <the diameter of the fifth speed main gear M5 <the diameter of the sixth speed main gear M6.

Further, the relationship between the diameters of the counter gear group 116 is as follows: the diameter of the first speed counter gear C1> the diameter of the second speed counter gear C2> the diameter of the third speed counter gear C3> the diameter of the fourth speed counter gear C4> The diameter of the fifth speed counter gear C5 is larger than the diameter of the sixth speed counter gear C6.
The clutch 12 is connected to the first clutch 19 at the first speed, is connected to the second clutch 20 at the second speed, is connected to the first clutch 19 at the third speed, and is connected to the second clutch 20 at the fourth speed. The first clutch 19 is connected at the fifth speed, the second clutch 20 is connected at the sixth speed, the first clutch 19 is connected at the very low speed, and the second clutch 20 is connected at the very high speed. .

  In the state shown in FIG. 7, the gear stage of the transmission 111 is in the neutral state, and the first speed counter gear C1, the second speed counter gear C2, the third speed counter gear C3, the fourth speed counter gear C4, and the fifth speed. The counter gear C5 and the sixth speed counter gear C6 are not fixed to the counter shaft 15 and can be rotated on the counter shaft 15, and the first speed counter gear C1 and the sixth speed counter gear C6 are gear connecting members. Not connected at 140. In the neutral state, even if the clutch 12 is connected, the counter gear group 116 only idles with respect to the counter shaft 15, and the power of the main shaft 13 is not transmitted to the counter shaft 15.

FIG. 9 is a skeleton diagram showing a state in which the first gear is established.
As shown in FIG. 9, when the first speed shifter 121 is slid by the first speed shift fork 127 to fix the first speed counter gear C1 to the counter shaft 15 and the first clutch 19 is connected, A speed is established. At the first speed, the first clutch 19 is connected and the second clutch 20 is disconnected, and the engine power is transmitted from the first clutch 19 to the inner shaft 17, the first speed main gear M1, and the first speed counter gear. It is output from the output gear 15a via a power transmission path R1a that passes through C1 and the counter shaft 15 in order.
Further, at the first speed, the second speed shifter 122 is slid and the second speed counter gear C2 is fixed to the counter shaft 15 and is in a second speed preliminary standby state. When shifting up from the first gear to the second gear, the first clutch 19 can be disconnected from the second gear and the second clutch 20 can be connected to shift up, and the clutch 12 is switched. Just upshifting can be done quickly.
Since the second clutch 20 is disengaged in the 2nd speed preliminary shift state, the outer shaft 18 is merely idled by the power transmitted from the 2nd speed counter gear C2 to the 2nd speed main gear M2. is there.

Although not shown, in the state where the second speed is established, the second clutch 20 is connected and the first clutch 19 is disconnected, and power is transmitted from the second speed counter gear C2 to the counter shaft 15. The third speed counter gear C3 is fixed to the counter shaft 15, and the third speed stage preliminary shift state is taken. When shifting up to the third speed, it is only necessary to disconnect the second clutch 20 and connect the first clutch 19 from the third speed preliminary shift state.
As described above, in the transmission 110, the preliminary shift to the next stage is performed, and the first clutch 19 and the second clutch 20 are alternately switched, so that the shift can be quickly performed.

FIG. 10 is a skeleton diagram showing a state in which the sixth gear is established.
As shown in FIG. 10, when the sixth speed shifter 126 is slid by the sixth speed shift fork 134 to fix the sixth speed counter gear C6 to the counter shaft 15 and the second clutch 20 is connected, A speed is established. At the sixth speed, the second clutch 20 is connected and the first clutch 19 is disconnected, and the engine power is transmitted from the second clutch 20 to the outer shaft 18, the sixth speed main gear M6, and the sixth speed counter gear. The power is output from the output gear 15a via a power transmission path R6a passing through C6 and the counter shaft 15 in order.
Further, at the sixth speed stage, the fifth speed shifter 125 is slid and the fifth speed counter gear C5 is fixed to the counter shaft 15 and is in a fifth speed stage preliminary shift state. When shifting down from the sixth gear to the fifth gear, the second clutch 20 can be disconnected from the fifth gear, and the first clutch 19 can be connected to shift down, and the clutch 12 is switched. Just downshifting can be done quickly.

FIG. 11 is a skeleton diagram showing a state in which the ultra-low speed stage is established.
The super-low speed stage is a lower speed stage than the first speed stage, and is shifted from the state of the first speed stage in FIG.
In the ultra low speed stage, the first speed shifter 121 and the second speed shifter 122 are returned to the state of the first speed stage, and the first speed counter gear C1 and the sixth speed counter gear C6 are slid to shift the gear coupling body 141. The fourth speed counter gear C4 is fixed to the counter shaft 15 by the fourth speed shifter 124.
At the ultra-low speed stage, the first clutch 19 is connected and the second clutch 20 is disconnected. That is, in the ultra-low speed stage, the inner shaft 17 to which the power from the engine is transmitted through the first clutch 19 is the first main shaft, and the second clutch 20 is disconnected to cut off the power from the engine. The shaft 18 is a second main shaft.
The first-speed main gear M1 and the sixth-speed main gear M6 are not limited to the first-speed counter gear C1 and the sixth-speed main gear M6 even when the first-speed counter gear C1 and the sixth-speed counter gear C6 slide to the gear connecting member 140 side. It is long in the axial direction so that the meshing with the 6-speed counter gear C6 is maintained.

  In the shift from the first speed to the very low speed, the first clutch 19 that has been connected so far is temporarily disconnected in order to remove the driving force from the engine and slide the first speed shifter 121 and the first speed counter gear C1. Disconnected and the first clutch 19 is reconnected after shifting. That is, both the first clutch 19 and the second clutch 20 are disengaged in the shift from the first speed to the very low speed. For this reason, before the shift stage is switched from the first speed stage to the ultra-low speed stage, an inertial running state in which power from the engine to the drive wheels is cut off is generated, and by making the driver feel this state, The driver can be expected in advance to switch to the ultra-low speed stage.

At the very low speed, the engine power is transmitted from the first clutch 19 to the inner shaft 17, the first speed main gear M1, the first speed counter gear C1, the gear connecting member 140, the sixth speed counter gear C6, and the sixth speed main. The power is output from the output gear 15a via a power transmission path Rsl2 that sequentially passes through the gear M6, the outer shaft 18, the fourth speed main gear M4, the fourth speed counter gear C4, and the counter shaft 15.
That is, in the power transmission path Rsl2 of the ultra-low speed stage, the gear coupling body 141 formed on the counter shaft 15 is rotated on the counter shaft 15 by the first speed main gear M1, and the power of the engine is The speed is decelerated when input from the gear M1 to the first speed counter gear C1 and is also decelerated when input from the sixth speed counter gear C6 to the sixth speed main gear M6. Here, the power transmission path from the sixth speed counter gear C6 to the sixth speed main gear M6 is the reverse direction of the normal sixth speed transmission path, and the diameter of the sixth speed counter gear C6 is the sixth speed. Since it is smaller than the diameter of the main gear M6, the power is decelerated when it is transmitted from the sixth speed counter gear C6 to the sixth speed main gear M6. For this reason, an ultra-low speed stage having a gear ratio larger than that of the first speed can be established.

Thus, the first speed counter gear C1 and the sixth speed counter gear C6 are connected by the gear connecting member 140 to form the gear connected body 141, and the power from the engine is transmitted to the inner shaft 17, the gear connected body 141, By transmitting in the order of the outer shaft 18 and the counter shaft 15, an ultra-low speed stage can be added without increasing the number of gears of the transmission 111, and the transmission 111 can be multistaged with a compact configuration in the axial direction.
Further, a first speed counter gear C1 that meshes with the first speed main gear M1 that is the lowest speed main gear of the inner shaft 17, and a sixth speed counter that meshes with the sixth speed main gear M6 that is the highest speed main gear of the outer shaft 18. Since the gear C6 is connected by the gear connecting member 140, a large gear ratio combining the lowest speed gear and the highest speed gear can be obtained, and an ultra-low speed stage can be effectively provided.

Further, in a low speed gear such as the first gear, the counter gear has a large diameter in order to obtain a large gear ratio. However, in the present embodiment, the first speed counter gear C1 and the sixth gear are connected by the gear connecting member 140. In combination with the high speed counter gear C6, a large gear ratio is realized and an ultra low speed stage is obtained. Therefore, an ultra low speed stage can be obtained with a small-diameter counter gear. For this reason, the distance between the counter shaft 15 and the main shaft 13 can be reduced, and the transmission 111 can be reduced in size.
Further, a sixth speed counter gear C6 that meshes with a sixth speed main gear M6 arranged on the outermost shaft end side on the outer shaft 18, and a first speed main gear M1 that is adjacent to the sixth speed main gear M6 on the inner shaft 17 side. Therefore, the sixth speed counter gear C6 and the first speed counter gear C1 can be easily connected by the gear connecting member 140 to provide the ultra-low speed stage.

FIG. 12 is a skeleton diagram showing a state in which an ultra-high speed stage is established.
The super high speed stage is a speed stage that is faster than the sixth speed stage (one stage below the super high speed stage), and is shifted from the state of the sixth speed stage shown in FIG.
In the ultra-high speed stage, the sixth speed shifter 126 is returned to the state of the sixth speed stage, and the first speed counter gear C1 and the sixth speed counter gear C6 are slid to form the gear coupling body 141, and The speed counter gear C5 is fixed to the counter shaft 15 in the same manner as in the preliminary speed change state at the fifth speed stage.
At the super high speed stage, the second clutch 20 is connected and the first clutch 19 is disconnected. That is, in the super-high speed stage, the outer shaft 18 to which the power from the engine is transmitted via the second clutch 20 is the first main shaft, and the first clutch 19 is disconnected and the power from the engine is cut off. The shaft 17 is the second main shaft.

  In the shift from the sixth speed to the super-high speed, the second clutch 20 that has been connected so far is temporarily disconnected in order to remove the driving force from the engine and slide the sixth speed shifter 126 and the sixth speed counter gear C6. Disconnected and the second clutch 20 is reconnected after shifting. That is, both the first clutch 19 and the second clutch 20 are disengaged in the shift from the sixth speed to the super-high speed. For this reason, before the shift speed is switched from the sixth speed to the super-high speed, a driving state in which the power from the engine is cut off is generated, and by making the driver feel this state, the shift speed is switched to the super-high speed. It is possible to make the driver anticipate in advance.

In the super high speed stage, the engine power is transmitted from the second clutch 20 to the outer shaft 18, the sixth speed main gear M6, the sixth speed counter gear C6, the gear connecting member 140, the first speed counter gear C1, and the first speed main. The power is output from the output gear 15a through a power transmission path Reo2 that sequentially passes through the gear M1, the inner shaft 17, the fifth speed main gear M5, the fifth speed counter gear C5, and the counter shaft 15.
That is, in the power transmission path Reo2 of the ultra high speed stage, the gear coupling body 141 formed on the counter shaft 15 is rotated on the counter shaft 15 by the sixth speed main gear M6, and the engine power is supplied to the sixth speed main gear. The speed is increased when the gear M6 is input to the sixth speed counter gear C6, and is also increased when the speed is input from the first speed counter gear C1 to the first speed main gear M1. Here, the power transmission path from the first speed counter gear C1 to the first speed main gear M1 is opposite to the normal first speed transmission path, and the diameter of the first speed counter gear C1 is the first speed. Since it is larger than the diameter of the main gear M1, the power is increased when it is transmitted from the first speed counter gear C1 to the first speed main gear M1. For this reason, it is possible to establish an ultra-high speed stage having a gear ratio smaller than that of the sixth speed.

Thus, the gear connecting member 140 connects the first speed counter gear C1 and the sixth speed counter gear C6 to form the gear connecting body 141, and the power from the engine is transmitted to the outer shaft 18, the gear connecting body 141, By transmitting in the order of the inner shaft 17 and the counter shaft 15, it is possible to add an ultra-high speed stage without increasing the number of gears of the transmission 111, and to increase the number of stages of the transmission 111 with a compact configuration in the axial direction.
Further, a sixth speed counter gear C6 that meshes with a sixth speed main gear M6 that is the fastest main gear of the outer shaft 18, and a first speed counter that meshes with a first speed main gear M1 that is the lowest speed main gear of the inner shaft 17. Since the gear C1 is coupled by the gear coupling member 140, a small gear ratio combining the highest speed gear and the lowest speed gear can be obtained, and an ultra-high speed stage can be effectively provided.

Further, in a high-speed gear such as the sixth gear, the main gear has a large diameter in order to obtain a small gear ratio. In the present embodiment, the gear connector 141 and the first gear C6 are connected to the first gear. In combination with the speed counter gear C1, a small gear ratio is realized to obtain an ultra-high speed stage, so that an ultra-high speed stage can be obtained with a small-diameter main gear. Therefore, the distance between the main shaft 13 and the counter shaft 15 can be reduced, and the transmission 111 can be reduced in size.
Further, a sixth speed counter gear C6 that meshes with a sixth speed main gear M6 arranged on the outermost shaft end side on the outer shaft 18, and a first speed main gear M1 that is adjacent to the sixth speed main gear M6 on the inner shaft 17 side. Because the first speed counter gear C1 meshing with the first speed counter gear C1 is connected, the sixth speed counter gear C6 and the first speed counter gear C1 can be easily connected by the gear connecting member 140 to provide an ultra high speed stage.

Further, at the sixth speed stage and the super-high speed stage, the fifth speed counter gear C5 is fixed to the counter shaft 15 by the fifth speed shifter 125. For this reason, when shifting from the sixth speed to the super-high speed stage, it is not necessary to move the fifth speed counter gear C5 in the preliminary speed change state of the fifth speed stage, so that it is possible to easily shift from the sixth speed stage to the ultra-high speed stage.
Further, as shown in FIGS. 11 and 12, when the transmission 111 is to be arranged from the super-high speed stage to the super-low speed stage, the fifth speed shifter 125 is returned and the fourth speed shifter 124 is replaced with the fourth speed counter gear. It is only necessary to engage C4 and switch the clutch 12 from the state in which the second clutch 20 is connected to the state in which the first clutch 19 is connected, and the switching of the gear coupling body 141 is unnecessary. For this reason, one transmission 111 can be provided with an ultra-high speed stage and an ultra-low speed stage with a simple configuration.

As described above, according to the second embodiment to which the present invention is applied, of the outer shaft 18 and the inner shaft 17, the inner shaft that is the first main shaft to which the first clutch 19 of the clutch 12 is connected. A first speed main gear M1 as a first main gear supported by the shaft 17, a first speed counter gear C1 as a first counter gear connected by a gear connecting member 140, and a sixth speed counter as a second counter gear. Power is output through the power transmission path Rsl2 (FIG. 11) via the gear C6 and a fourth speed counter gear C4 as a third counter gear supported so as to be integrally rotatable with the counter shaft 15. As a result, the gear ratio between the first speed main gear M1 and the first speed counter gear C1 and the gear ratio between the sixth speed counter gear C6 and the sixth speed main gear M6 are newly combined. An ultra-low speed gear stage can be established without increasing the number of gears. For this reason, the transmission 110 can be multistaged and reduced in size.
Further, of the outer shaft 18 and the inner shaft 17, a sixth speed main gear M6 as a first main gear supported by the outer shaft 18 which is a first main shaft to which the second clutch 20 of the clutch 12 is connected, The sixth counter gear C6 as the first counter gear and the first counter gear C1 as the second counter gear connected by the gear connecting member 140, and the third counter supported by the counter shaft 15 so as to be integrally rotatable. Power is output through a power transmission path Reo2 (FIG. 12) via a fifth speed counter gear C5 as a gear. As a result, the gear ratio between the sixth speed main gear M6 and the sixth speed counter gear C6 and the gear ratio between the first speed counter gear C1 and the first speed main gear M1 are newly combined. A super-high speed gear can be established without increasing the number of gears. For this reason, the transmission 110 can be multistaged and reduced in size.

In the main shaft 13, the first speed main gear M <b> 1 and the fifth speed main gear M <b> 5 are supported by the inner shaft 17, which is one of the outer shaft 18 and the inner shaft 17, so as to be integrally rotatable. The fourth speed main gear M4 and the sixth speed main gear M6 are supported on the outer shaft 18 so as to be integrally rotatable. On the counter shaft 15, the first speed counter gear C1 to the sixth speed counter gear C6 are connected to the first speed. The main gear M1 to the sixth speed main gear M6 are supported so as to mesh with each other, the first speed counter gear C1 and the sixth speed counter gear C6 are connected by the gear connecting member 140, and the fourth speed counter gear C4 is connected via the fourth speed counter gear C4. Power is output from the counter shaft 15, and the clutch 12 transmits power using the inner shaft 17 as the first main shaft and interrupts power using the outer shaft 18 as the second main shaft. As a result, the gear ratio between the first speed main gear M1 and the first speed counter gear C1 and the sixth speed counter gear C6 and the sixth speed main gear connected to the first speed counter gear C1 by the gear connecting member 140 are obtained. An ultra-low speed gear stage that combines the gear ratio with the gear M6 is established without increasing the number of gears, and power can be output from the counter shaft 15 via the fourth speed counter gear C4.
In the main shaft 13, the first speed main gear M <b> 1 and the fifth speed main gear M <b> 5 are supported by the inner shaft 17, which is one of the outer shaft 18 and the inner shaft 17, so as to be integrally rotatable. The fourth speed main gear M4 and the sixth speed main gear M6 are supported on the outer shaft 18 so as to be integrally rotatable. On the counter shaft 15, the first speed counter gear C1 to the sixth speed counter gear C6 are connected to the first speed. The main gear M1 to the sixth speed main gear M6 are supported so as to mesh with each other, the first speed counter gear C1 and the sixth speed counter gear C6 are connected by the gear connecting member 140, and the fifth speed counter gear C5 is connected via the fifth speed counter gear C5. Power is output from the counter shaft 15, and the clutch 12 transmits power using the outer shaft 18 as the first main shaft and interrupts power using the inner shaft 17 as the second main shaft. As a result, the gear ratio between the sixth speed main gear M6 and the sixth speed counter gear C6, and the first speed counter gear C1 and the first speed main that are connected to the sixth speed counter gear C6 by the gear connecting member 140. A super-high speed gear stage that combines the gear ratio with the gear M1 can be established without increasing the number of gears, and power can be output from the counter shaft 15 via the fifth speed counter gear C5.

  Further, the clutch 12 can be switched to a state in which power is transmitted with the inner shaft 17 as the first main shaft and the power is cut off with the outer shaft 18 as the second main shaft. Accordingly, the fifth speed counter gear C5 is switched to the fourth speed counter gear C4. As a result, by switching the clutch 12, the power transmission path passing through the sixth speed counter gear C6 and the first speed counter gear C1 connected by the gear connecting member 140 can be changed in the reverse direction. Both high-speed and ultra-low speed stages can be easily established.

In addition, the said 1st and 2nd embodiment shows the one aspect | mode which applied this invention, Comprising: This invention is not limited to the said embodiment.
In the first and second embodiments, an example has been described in which an odd number of stages is provided on the inner shaft 17 that is one axis and an even number of stages is provided on the outer shaft 18 that is the other axis. However, the present invention is not limited to this, and one shaft may be the outer shaft 18, the outer shaft 18 may be provided with an odd number of steps, the other shaft may be the inner shaft 17, and the inner shaft 17 may be provided with an even number of steps.
In the first and second embodiments described above, the ultra-low speed stage and the ultra-high speed stage have been described. However, the present invention is not limited to this, and two counter gears are provided by a gear connecting member. It is also possible to connect and provide an intermediate shift stage between the shift stage of the lowest speed main gear and the shift stage of the highest speed main gear.
In the first embodiment, the first speed counter gear c1 and the fourth speed counter gear c4 are described as sliding and engaging with the gear connecting member 40. However, the present invention is not limited to this. The connecting member 40 may extend in the axial direction and engage with the first speed counter gear c1 and the fourth speed counter gear c4.

Further, in FIG. 11 of the second embodiment, the fourth speed counter gear C4 is described as being fixed to the counter shaft 15 by the fourth speed shifter 124 in the ultra-low speed stage, but the present invention is not limited to this. Instead, power may be transmitted by a counter gear that meshes with the main gear of the outer shaft 18. For example, the second speed counter gear C2 may be fixed to the counter shaft 15 by the second speed shifter 122 and power may be transmitted by the second speed counter gear C2.
In FIG. 12 of the second embodiment, the fifth speed counter gear C5 is described as being fixed to the counter shaft 15 by the fifth speed shifter 125 in the super-high speed stage, but the present invention is not limited to this. Instead, power may be transmitted by a counter gear that meshes with the main gear of the inner shaft 17. For example, the third speed counter gear C3 may be fixed to the counter shaft 15 by the third speed shifter 123, and power may be transmitted by the third speed counter gear C3.

DESCRIPTION OF SYMBOLS 10 Transmission device 12 Clutch 13 Main shaft 14,114 Main gear group (main gear)
15 Counter shaft 16, 116 Counter gear group (Counter gear)
17 Inner shaft (first main shaft, second main shaft, one shaft)
18 Outer shaft (second main shaft, first main shaft, other shaft)
40,140 Gear connecting member c1 First speed counter gear (first counter gear, second counter gear)
c2 2nd speed counter gear (3rd counter gear)
c3 3rd speed counter gear (3rd counter gear)
c4 4th speed counter gear (second counter gear, first counter gear)
m1 1st speed main gear (1st main gear, 2nd main gear, lowest speed main gear)
m2 2nd speed main gear m3 3rd speed main gear m4 4th speed main gear (1st main gear, fastest main gear, main gear arranged on the most shaft end side)
C1 first speed counter gear (first counter gear, second counter gear)
C4 4th speed counter gear (3rd counter gear)
C5 5th speed counter gear (3rd counter gear)
C6 6th speed counter gear (second counter gear, first counter gear)
M1 first speed main gear (first main gear, second main gear, lowest speed main gear)
M4 4th speed main gear M5 5th speed main gear M6 6th speed main gear (1st main gear, fastest main gear, main gear arranged on the most shaft end side)
Reo power transmission path Reo2 power transmission path Rsl power transmission path Rsl2 power transmission path

Claims (11)

The outer shaft (18) and the inner shaft (17) are provided, the outer shaft (18) and the inner shaft (17) are each provided with a main gear (14, 114), and the outer shaft (18) and the inner shaft (17). A main shaft (13) in which power to the shaft (17) is transmitted and cut off by the clutch (12), and a counter shaft (16, 116) for supporting a plurality of counter gears (16, 116) meshing with the main gear (14, 114) 15) including:
A gear connecting member (40, 140) provided on the counter shaft (15) for connecting the two counter gears (c1, c4, C1, C6) and rotatably supporting the counter shaft (15). With
Of the outer shaft (18) and the inner shaft (17), a first main gear (m1, m4, M1, M1) supported by a first main shaft (17, 18) to which the clutch (12) is connected. M6), the first counter gear (c1, c4, C1, C6) and the second counter gear (c1, c4, C1, C6) connected by the gear connecting member (40, 140), and the counter shaft ( 15) Power is output by a power transmission path (Rsl, Reo, Rsl2, Reo2) via a third counter gear (c2, c3, C4, C5) supported so as to be integrally rotatable with 15). apparatus. In the main shaft (13), the first speed main gear (m1) and the third speed main gear (m3) are integrated with one of the outer shaft (18) and the inner shaft (17). The second speed main gear (m2) and the fourth speed main gear (m4) are supported so as to be integrally rotatable on the other shaft (18).
On the counter shaft (15), the first speed counter gear (c1) to the fourth speed counter gear (c4) are engaged with the first speed main gear (m1) to the fourth speed main gear (m4), respectively. Supported by
The first speed counter gear (c1) and the fourth speed counter gear (c4) are connected by the gear connecting member (40), and from the counter shaft (15) via the second speed counter gear (c2). Power is output,
The clutch (12) transmits power using the one shaft (17) as the first main shaft and interrupts power using the other shaft (18) as a second main shaft. 1. The transmission according to 1. In the main shaft (13), the first speed main gear (m1) and the third speed main gear (m3) are integrated with one of the outer shaft (18) and the inner shaft (17). The second speed main gear (m2) and the fourth speed main gear (m4) are supported so as to be integrally rotatable on the other shaft (18).
On the counter shaft (15), the first speed counter gear (c1) to the fourth speed counter gear (c4) are engaged with the first speed main gear (m1) to the fourth speed main gear (m4), respectively. Supported by
The first speed counter gear (c1) and the fourth speed counter gear (c4) are connected by the gear connecting member (40), and from the counter shaft (15) via the third speed counter gear (c3). Power is output,
The clutch (12) transmits power using the other shaft (18) as the first main shaft and cuts power using the one shaft (17) as a second main shaft. 1. The transmission according to 1. The clutch (12) can be switched to a state in which power is transmitted with the one shaft (17) as the first main shaft and power is shut off with the other shaft (18) as the second main shaft,
The transmission according to claim 3, wherein the third counter gear is switched from the third speed counter gear (c3) to the second speed counter gear (c2) in accordance with the switching of the clutch (12). . In the main shaft (13), the first speed main gear (M1) and the fifth speed main gear (M5) are integrated with one of the outer shaft (18) and the inner shaft (17). The fourth speed main gear (M4) and the sixth speed main gear (M6) are supported so as to be integrally rotatable on the other shaft (18).
In the counter shaft (15), the first speed counter gear (C1) to the sixth speed counter gear (C6) are engaged with the first speed main gear (M1) to the sixth speed main gear (M6), respectively. Supported by
The first speed counter gear (C1) and the sixth speed counter gear (C6) are connected by the gear connecting member (140), and from the counter shaft (15) via the fourth speed counter gear (C4). Power is output,
The clutch (12) transmits power using the one shaft (17) as the first main shaft and interrupts power using the other shaft (18) as a second main shaft. 1. The transmission according to 1. In the main shaft (13), the first speed main gear (M1) and the fifth speed main gear (M5) are integrated with one of the outer shaft (18) and the inner shaft (17). The fourth speed main gear (M4) and the sixth speed main gear (M6) are supported so as to be integrally rotatable on the other shaft (18).
In the counter shaft (15), the first speed counter gear (C1) to the sixth speed counter gear (C6) are engaged with the first speed main gear (M1) to the sixth speed main gear (M6), respectively. Supported by
The first speed counter gear (C1) and the sixth speed counter gear (C6) are connected by the gear connecting member (140), and from the counter shaft (15) via the fifth speed counter gear (C5). Power is output,
The clutch (12) transmits power using the other shaft (18) as the first main shaft and cuts power using the one shaft (17) as a second main shaft. 1. The transmission according to 1. The clutch (12) can be switched to a state in which power is transmitted with the one shaft (17) as the first main shaft and power is shut off with the other shaft (18) as the second main shaft,
The transmission according to claim 6, wherein the third counter gear is switched from the fifth speed counter gear (C5) to the fourth speed counter gear (C4) in accordance with switching of the clutch (12). .   Switching between the super-low speed stage and the first speed stage established by the power transmission path (Rsl, Rsl2) is performed in a state where the power to the outer shaft (18) and the inner shaft (17) is shut off. The transmission according to claim 2 or 5, wherein   Switching between the super-high speed stage established by the power transmission path (Reo, Reo2) and the stage immediately below the super-high speed stage is performed on the outer shaft (18) and the inner shaft (17). The transmission according to claim 3 or 6, wherein the transmission is performed in a state where the power of the motor is cut off.   Of the outer shaft (18) and the inner shaft (17), the lowest speed main gear (m1, M1) of one shaft (17) and the highest speed main gear (m4, M6) of the other shaft (18) Are arranged adjacent to each other, and an ultra-low speed stage or an ultra-high speed stage established by the power transmission path (Rsl, Reo, Rsl2, Reo2) is selected by the control of the clutch (12). Item 1. The transmission according to Item 1. The first main gear is a main gear (m4, M6) arranged on the most shaft end side in the outer shaft (18), and the inner shaft (17) is a second gear adjacent to the first main gear. Main gear (m1, M1)
The first counter gear (c4, C6) meshes with the first main gear (m4, M6), and the second counter gear (c1, C1) meshes with the second main gear (m1, M1). The transmission according to claim 1.

Images