JPH0611408Y2 - Vehicle transmission - Google Patents

Vehicle transmission

Info

Publication number
JPH0611408Y2
JPH0611408Y2 JP1985034344U JP3434485U JPH0611408Y2 JP H0611408 Y2 JPH0611408 Y2 JP H0611408Y2 JP 1985034344 U JP1985034344 U JP 1985034344U JP 3434485 U JP3434485 U JP 3434485U JP H0611408 Y2 JPH0611408 Y2 JP H0611408Y2
Authority
JP
Japan
Prior art keywords
speed
gear
drive
output shaft
clutch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP1985034344U
Other languages
Japanese (ja)
Other versions
JPS61150228U (en
Inventor
能敬 山腰
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP1985034344U priority Critical patent/JPH0611408Y2/en
Publication of JPS61150228U publication Critical patent/JPS61150228U/ja
Application granted granted Critical
Publication of JPH0611408Y2 publication Critical patent/JPH0611408Y2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)

Description

【考案の詳細な説明】 産業上の利用分野 本考案は、自動車等の車輌に用いられる変速装置に係
り、特にダブルクラッチツーウェイ型の車輌用変速装置
に係る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission used in a vehicle such as an automobile, and more particularly to a double clutch two-way type transmission for a vehicle.

従来の技術 自動車等の車輌に用いられる変速装置の一つとして、第
一の中間軸と、第二の中間軸と、一つの出力軸と、前記
第一の中間軸と前記第二の中間軸のいずれか一方を選択
的に機関出力軸に接続するダブルクラッチと、前記第一
の中間軸と前記出力軸との間に設けられ複数個の変速段
の間に切換わる、例えば第一速段と第三速段と第五速段
とを選択的に達成する等速噛合式（同期噛合式）の第一
の歯車変速装置と、前記第二の中間軸と前記出力軸との
間に設けられ前記第一の歯車変速装置とは異った変速比
の複数個の変速段の間に切換わる、例えば第二速段と第
四速段とを選択的に達成する等速噛合式（同期噛合式）
の第二の歯車変速装置とを有するダブルクラッチツーウ
ェイ型の車輌用変速装置が既に提案されており、この変
速装置は英国特許第２，０６４，０２８号、特開昭５６
−１２７８４２号、実開昭５８−１６２３２７号、特開
昭５８−２２１０４８号、特開昭５８−２２１０４９号
の各公報に示されている。BACKGROUND ART As one of transmissions used in vehicles such as automobiles, a first intermediate shaft, a second intermediate shaft, one output shaft, the first intermediate shaft and the second intermediate shaft. A double clutch for selectively connecting one of the two to an engine output shaft, and a plurality of shift stages provided between the first intermediate shaft and the output shaft, for example, a first speed stage And a constant speed meshing type (synchronous meshing type) first gear transmission that selectively achieves the third speed and the fifth speed, and is provided between the second intermediate shaft and the output shaft. And a constant speed meshing type (synchronous gear type that selectively achieves the second speed and the fourth speed), for example, switching between a plurality of speeds having a speed ratio different from that of the first gear transmission. (Mating type)
A double-clutch two-way transmission for a vehicle having a second gear transmission of the above has been proposed, and this transmission is disclosed in British Patent No. 2,064,028 and Japanese Patent Laid-Open No. Sho 56-56.
No. 127842, Japanese Utility Model Laid-Open No. 58-162327, JP-A-58-221048, and JP-A-58-221049.

考案が解決しようとする問題点 上述の如きダブルクラッチツーウェイ型の車輌用変速装
置は、第一の歯車変速装置と第二の歯車変速装置とが交
互に用いられるように変速制御を行われることによって
動力伝達の中断を生じることなく、また内燃機関のパワ
ーオン状態に於ても支障なく変速を行え、車輌用全自動
変速機として用いられ得る。DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention The above-described double clutch two-way type vehicle transmission is controlled by performing shift control such that the first gear transmission and the second gear transmission are alternately used. It can be used as a fully automatic transmission for a vehicle because it can perform gear shifting without interruption of power transmission and even when the internal combustion engine is powered on.

しかし、上述の如き車輌用変速装置に於ては、パワーオ
ン状態に於ける変速制御は前記第一の歯車変速装置と前
記第二の歯車変速装置とを交互に使用して行うことに制
約され、このため通常は一速段ごとの変速が行われるよ
う、例えば五速型変速装置に於ては、前記第一の歯車変
速装置は第一速段と第三速段と第五速段とを選択的に達
成し、前記第二の歯車変速装置は第二速段と第四速段と
を選択的に達成するようになっている。このため上述の
如き従来のダブルクラッチツーウェイ型の車輌用自動変
速装置に於ては、第二速段を飛ばして第一速段と第三速
段との変速或いは第三速段を飛ばして第二速段と第四速
段との変速、第四速段を飛ばして第三速度と第五速段と
の変速、第二速段乃至第四速段を飛ばして第一速段と第
五速段との変速をパワーオン状態で行うことは不可能で
ある。However, in the above-described vehicle transmission, the transmission control in the power-on state is restricted to be performed by alternately using the first gear transmission and the second gear transmission. Therefore, for example, in a five-speed transmission, the first gear transmission has a first speed, a third speed, and a fifth speed so that the gears are normally shifted for each first speed. Is selectively achieved, and the second gear transmission selectively achieves the second speed and the fourth speed. Therefore, in the conventional double clutch two-way type automatic transmission for a vehicle as described above, the second speed is skipped and the first speed and the third speed are changed or the third speed is skipped. Shifting between the second speed and the fourth speed, skipping the fourth speed and shifting between the third speed and the fifth speed, skipping the second to fourth speeds and skipping the first and fifth speeds. It is impossible to shift gears to the speed stage in the power-on state.

本考案は如何なる種類の変速も内燃機関のパワーオン状
態にて行うことができる改良された車輌用変速装置を提
供することを目的としている。It is an object of the present invention to provide an improved vehicular transmission system capable of performing any type of shifting while the internal combustion engine is powered on.

問題点を解決するための手段 上述の如き目的は、本考案によれば、第一の中間軸と、
第二の中間軸と、一つの出力軸と前記第一の中間軸と前
記第二の中間軸のいずれか一方を選択的に機関出力軸に
接続するダブルクラッチと、前記第一の中間軸と前記出
力軸との間に設けられ複数個の変速段の間に切換わる等
速噛合式の第一の歯車変速装置と、前記第二の中間軸と
前記出力軸との間に設けられ前記第一の歯車変速装置と
同じ変速比の複数個の変速段の間に切換わる等速噛合式
の第二の歯車変速装置とを有する車輌用変速装置によっ
て達成される。Means for Solving the Problems According to the present invention, the above-mentioned object is to provide a first intermediate shaft,
A second intermediate shaft, a double clutch that selectively connects one of the output shaft, the first intermediate shaft, and the second intermediate shaft to the engine output shaft; and the first intermediate shaft A constant-speed meshing type first gear transmission provided between the output shaft and the plurality of speed stages, and the first intermediate speed transmission provided between the second intermediate shaft and the output shaft. This is achieved by a vehicle transmission having one gear transmission and a constant-speed meshing second gear transmission that switches between a plurality of gear stages having the same gear ratio.

考案の作用及び効果 上述の如き構成によれば、前記第一の歯車変速装置と前
記第二の歯車変速装置の各々に同じ変速比の同じ変速段
があることにより一段ごとの変速はもとより第一速段と
第三速段の如く中間段を飛ばした各種の変速も何ら制約
を受けることなく内燃機関のパワーオン状態にて行われ
得る。また変速時以外は第一の歯車変速装置と第二の歯
車変速装置とによって同じ変速段が達成されて良く、こ
れにより各歯車変速装置に作用する負荷が減少し、それ
らの寿命の向上が図られる。Advantageous Effects and Advantages of the Invention According to the above-described configuration, since the first gear transmission and the second gear transmission each have the same gear stage with the same gear ratio, the first gear transmission as well as the first gear transmission can be performed. Various gear shifts such as the third gear and the third gear can be performed in the power-on state of the internal combustion engine without any restriction. The same gear stage may be achieved by the first gear transmission and the second gear transmission except during gear shifting, which reduces the load acting on each gear transmission and improves their life. To be

実施例 以下に添付の図を参照して本考案を実施例について詳細
に説明する。Embodiments Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

添付の図は本考案による車輌用変速装置の一つの実施例
を示している。図に於て、１は第一の中間軸、２は第二
の中間軸、３は唯一の出力軸を各々示しており、これら
は互いに平行に設けられている。The accompanying drawings show one embodiment of a transmission for a vehicle according to the present invention. In the drawing, 1 is a first intermediate shaft, 2 is a second intermediate shaft, and 3 is a unique output shaft, which are provided in parallel with each other.

第一の中間軸１には、入力歯車４が固定され、また第一
速用駆動歯車５と第二速用駆動歯車６と第三速用駆動歯
車７と第４速用駆動歯車８と第五速用駆動９と後進用駆
動歯車１０とが各々回転可能に設けられている。An input gear 4 is fixed to the first intermediate shaft 1, a first speed drive gear 5, a second speed drive gear 6, a third speed drive gear 7, a fourth speed drive gear 8 and A fifth speed drive 9 and a reverse drive gear 10 are rotatably provided.

第二の中間軸２には、入力歯車１１が固定され、また第
一速用駆動歯車１２と第二速用駆動歯車１３と第三速用
駆動歯車１４と第四速用駆動歯車１５と第五速用駆動歯
車１６と後進用駆動歯車１７とが各々回転可能に設けら
れている。An input gear 11 is fixed to the second intermediate shaft 2, and a first speed drive gear 12, a second speed drive gear 13, a third speed drive gear 14, a fourth speed drive gear 15 and a first speed drive gear 13 are provided. A fifth speed drive gear 16 and a reverse drive gear 17 are rotatably provided.

上述した二つの中間軸に設けられている歯車のうち、入
力歯車４と１１、第一速用駆動歯車５と１２、第二速用
駆動歯車６と１３、第三速用駆動歯車７と１４、第四速
用駆動歯車８と１５、第五速用駆動歯車９と１６、後進
用駆動歯車１０と１７は各々同一歯数の歯車により構成
されている。Of the gears provided on the two intermediate shafts described above, the input gears 4 and 11, the first speed drive gears 5 and 12, the second speed drive gears 6 and 13, and the third speed drive gears 7 and 14 , Fourth speed drive gears 8 and 15, fifth speed drive gears 9 and 16, and reverse drive gears 10 and 17 are gears having the same number of teeth.

出力軸３には第一速用従動歯車１８と第二速用従動歯車
１９と第三速用従動歯車２０と第四速用従動歯車２１と
第五速用従動歯車２２と後進用従動歯車２３とが各々固
定されている。第一速用従動歯車１８には第一速用駆動
歯車５と１２とが各々噛合し、第二速用従動歯車１９に
は第二速用駆動歯車６と１３とが各々噛合し、第三速用
従動歯車２０には第三速用駆動歯車７と１４とが各々噛
合し、第四速用従動歯車２１には第四速用駆動歯車８と
１５とが各々噛合し、第五速用従動歯車２２には第五速
用駆動歯車９と１６とが各々噛合し、後進用従動歯車２
３には後進用中間歯車２４と２５とが各々噛合してい
る。後進用中間歯車２４は第一の中間軸１の後進用駆動
歯車１０に、もう一つの後進用中間歯車２５は第二の中
間軸２の後進用駆動歯車１７に各々噛合しており、この
二つの後進用中間歯車２４と２５は互いに同一歯数の歯
車により構成されている。The output shaft 3 includes a first speed driven gear 18, a second speed driven gear 19, a third speed driven gear 20, a fourth speed driven gear 21, a fifth speed driven gear 22, and a reverse driven gear 23. And are fixed respectively. The first speed driven gear 18 meshes with the first speed drive gears 5 and 12, respectively, and the second speed driven gear 19 meshes with the second speed drive gears 6 and 13, respectively. The driven gear for speed 20 meshes with the drive gears 7 and 14 for the third speed, and the driven gear 21 for fourth speed meshes with the drive gears 8 and 15 for the fourth speed, respectively. The driven gear 22 is meshed with the fifth-speed drive gears 9 and 16, respectively, and the driven gear 2 for reverse drive is
The intermediate gears 24 and 25 for reverse travel are engaged with each other at 3. The reverse intermediate gear 24 is in mesh with the reverse drive gear 10 of the first intermediate shaft 1, and the other reverse intermediate gear 25 is in mesh with the reverse drive gear 17 of the second intermediate shaft 2. The two reverse intermediate gears 24 and 25 are gears having the same number of teeth.

第一の中間軸１には第一速−第二速用同期装置２６と第
三速−第四速用同期装置２７と第五速−後進用同期装置
２８とが設けられており、これら同期装置は駆動装置２
９によって各々個別に切換え駆動されるようになってい
る。The first intermediate shaft 1 is provided with a first speed-second speed synchronizer 26, a third speed-fourth speed synchronizer 27, and a fifth speed-reverse drive synchronizer 28. Device is drive unit 2
9 are individually driven to be switched.

第二の中間軸２には第一連−第二速用同期装置３０と第
三速−第四速用同期装置３１と第五速−後進用同期装置
３２とが設けられており、これら同期装置は駆動装置３
３によって個別に切換え駆動されるようになっている。The second intermediate shaft 2 is provided with a first series-second speed synchronizer 30, a third speed-fourth speed synchronizer 31, and a fifth speed-reverse synchronizer 32. Device is drive unit 3
It is adapted to be individually switched and driven by 3.

入力歯車４は第一のクラッチ出力軸３４に固定された歯
車３５と噛合し、もう一つの入力歯車１１は第二のクラ
ッチ出力軸３６に固定された歯車３７と噛合している。
第一のクラッチ出力軸３４と第二のクラッチ出力軸３６
とは互いに同心に設けられており、該両クラッチ出力軸
に設けられた歯車３５と３７とは互いに同一歯数の歯車
により構成されている。The input gear 4 meshes with a gear 35 fixed to the first clutch output shaft 34, and the other input gear 11 meshes with a gear 37 fixed to the second clutch output shaft 36.
First clutch output shaft 34 and second clutch output shaft 36
Are provided concentrically with each other, and gears 35 and 37 provided on both clutch output shafts are gears having the same number of teeth.

第一のクラッチ出力軸３４はダブルクラッチ３８の第一
のクラッチディスク３９に接続され、第二のクラッチ出
力軸３６はダブルクラッチ３８の第二のクラッチディス
ク４０に接続されている。The first clutch output shaft 34 is connected to the first clutch disc 39 of the double clutch 38, and the second clutch output shaft 36 is connected to the second clutch disc 40 of the double clutch 38.

ダブルクラッチ３８は機関出力軸に接続されてフライホ
イールを成すクラッチハウジング４３を有しており、ク
ラッチハウジング４３内には、第一のクラッチディスク
３９をクラッチハウジング４３に選択的に駆動連結する
第一のプレッシャプレート４４と、第二のクラッチディ
スク４０をクラッチハウジング４３に選択的に駆動連結
する第二のプレッシャプレート４５とが設けられてい
る。The double clutch 38 has a clutch housing 43 that is connected to the engine output shaft and forms a flywheel. Inside the clutch housing 43, a first clutch disc 39 is selectively drive-connected to the clutch housing 43. A pressure plate 44 and a second pressure plate 45 for selectively drivingly connecting the second clutch disc 40 to the clutch housing 43.

第一のプレッシャプレート４４はダイヤフラムスプリン
グ５０、クラッチレリーズ軸５１、レリーズベアリング
５２を介してクラッチ駆動レバー５３と駆動連結され、
駆動レバー５３はクラッチ切換用駆動装置５４に駆動連
結されている。The first pressure plate 44 is drivingly connected to a clutch drive lever 53 via a diaphragm spring 50, a clutch release shaft 51, and a release bearing 52,
The drive lever 53 is drivingly connected to the clutch switching drive device 54.

第二のプレッシャプレート４５はブイヤフラムスプリン
グ４６及びレリーズベアリング４７を介してクラッチ切
換レバー４８と駆動連結され、クラッチ駆動レバー４８
はクラッチ切換用の駆動装置４９に駆動連結されてい
る。The second pressure plate 45 is drivingly connected to a clutch switching lever 48 via a buoy flam spring 46 and a release bearing 47, and the clutch driving lever 48
Is drivingly connected to a drive device 49 for switching the clutch.

変速制御用の駆動装置２９及び３３とクラッチ制御用の
駆動装置４９及び５４の作動は電気式制御装置５５によ
り制御されるようになっている。The operations of the drive devices 29 and 33 for shift control and the drive devices 49 and 54 for clutch control are controlled by an electric control device 55.

電気式制御装置５５は、一般的なマイクロコンピュータ
を含んでおり、シフトレバーポジションセンサ５６より
シフトレバー５７の設定位置に関する情報を、回転数セ
ンサ５８より機関回転数に関する情報を、車速センサ５
９より車速に関する情報を各々与えられ、これら情報に
従って予め定められた変速パターンに基づいて最適変速
制御が行われるよう変速制御用駆動装置２９及び３３と
クラッチ制御用駆動装置４９及び５４の作動を制御する
ようになっている。The electric control device 55 includes a general microcomputer, and the shift lever position sensor 56 provides information about the set position of the shift lever 57, the rotation speed sensor 58 provides information about the engine rotation speed, and the vehicle speed sensor 5
Information regarding the vehicle speed is given from 9 and the operation of the shift control drive devices 29 and 33 and the clutch control drive devices 49 and 54 is controlled so that the optimum shift control is performed based on the predetermined shift pattern according to these information. It is supposed to do.

上述の如き構成によれば、同一変速比の変速段が第一の
中間軸１と出力軸３との間及び第二の中間軸２と出力軸
３との間に於て各々成立し、第一の中間軸１と出力軸３
との間と、第二の中間軸２と出力軸３との間にて交互に
動力伝達が行われるパワーオン状態の変速制御が第一速
段乃至第五速段の全ての変速段の間で何等制約を受ける
ことなく自由に行われ得るようになる。また変速時以外
は第一の中間軸１と出力軸３との間及び第二の中間軸２
と出力軸３との間に於て互い同一の変速段が達成されて
よく、これにより各歯車に作用する負荷が軽減され、こ
れら歯車変速装置の耐久性が向上するようになる。According to the above-described structure, the gear stages having the same gear ratio are established between the first intermediate shaft 1 and the output shaft 3 and between the second intermediate shaft 2 and the output shaft 3, respectively. One intermediate shaft 1 and output shaft 3
And between the second intermediate shaft 2 and the output shaft 3 in the power-on state in which power is alternately transmitted between the first speed stage and the fifth speed stage. Now you can do it freely without any restrictions. Also, except during shifting, between the first intermediate shaft 1 and the output shaft 3 and between the second intermediate shaft 2
The same gear stage may be achieved between the output shaft 3 and the output shaft 3, whereby the load acting on each gear is reduced and the durability of these gear transmissions is improved.

以上に於ては、本考案を特定の実施例について詳細に説
明したが、本考案は、これに限定されるものではなく、
本考案の範囲内にて種々の実施例が可能であることは当
業者にとって明らかであろう。In the above, the present invention has been described in detail with reference to specific embodiments, but the present invention is not limited to this.
It will be apparent to those skilled in the art that various embodiments are possible within the scope of the invention.

【図面の簡単な説明】[Brief description of drawings]

添付の図は本考案による車輌用変速装置の一つの実施例
を示す概略構成図である。 １……第一の中間軸，２……第二の中間軸、３……出力
軸、４……入力歯車，５……第一速用駆動歯車，６……
第二速用駆動歯車，７……第三速用駆動歯車，８……第
四速用駆動歯車，９……第五速用駆動歯車，１０……後
進用駆動歯車，１１……入力歯車，１２……第一速用駆
動歯車，１３……第二速用駆動歯車．１４……第三速用
駆動歯車，１５……第四速用駆動歯車，１６……第五速
用駆動歯車，１７……後進用駆動歯車，１８……第一速
用従動歯車，１９……第二速用従動歯車，２０……第三
速用従動歯車，２１……第四速用従動歯車，２２……第
五速用従動歯車，２３……後進用従動歯車，２４、２５
……後進用中間歯車，２６……第一速−第二速用同期装
置，２７……第三速−第四速用同期装置，２８……第五
速−後進用同期装置，２９……駆動装置，３０……第一
速−第二速用同期装置，３１……第三速−第四速用同期
装置，３２……第五速−後進用同期装置，３３……駆動
装置，３４……第一のクラッチ出力軸，３５……歯車，
３６……第二のクラッチ出力軸，３７……歯車，３８…
…ダブルクラッチ，３９……第一のクラッチディスク，
４０……第二のクラッチディスク，４２……機関出力
軸，４３……クラッチハウジング，４４……第一のプレ
ッシャプレート，４５……第二のプレッシャプレート，
４６……ダイヤフラムスプリング，４７……レリーズベ
アリング，４８……クラッチ駆動レバー，４９……駆動
装置，５０……ダイヤフラムスプリング，５１……レリ
ーズ軸，５２……レリーズベアリング，５３……クラッ
チ駆動レバー，５４……駆動装置，５５……電気式制御
装置，５６……シフトレバーポジションセンサ，５７…
…シフトレバー，５８……機関回転数センサ，５９……
車速センサ。The accompanying drawings are schematic diagrams showing one embodiment of a vehicle transmission according to the present invention. 1 ... First intermediate shaft, 2 ... Second intermediate shaft, 3 ... Output shaft, 4 ... Input gear, 5 ... First speed drive gear, 6 ...
Second speed drive gear, 7 ... Third speed drive gear, 8 ... Fourth speed drive gear, 9 ... Fifth speed drive gear, 10 ... Reverse drive gear, 11 ... Input gear , 12 ... drive gear for first speed, 13 ... drive gear for second speed. 14 ... Third speed drive gear, 15 ... Fourth speed drive gear, 16 ... Fifth speed drive gear, 17 ... Reverse drive gear, 18 ... First speed driven gear, 19 ... ... Second-speed driven gear, 20 ... Third-speed driven gear, 21 ... Fourth-speed driven gear, 22 ... Fifth-speed driven gear, 23 ... Reverse-driven driven gear, 24,25
...... Reverse intermediate gear, 26 ...... First-second speed synchronizer, 27 ...... Third-fourth speed synchronizer, 28 ...... Fifth-reverse synchronizer, 29 ...... Drive device, 30 ... First speed-second speed synchronizer, 31 ... Third speed-fourth speed synchronizer, 32 ... Fifth speed-reverse drive synchronizer, 33 ... Drive device, 34 ...... First clutch output shaft, 35 …… Gear,
36 ... second clutch output shaft, 37 ... gear, 38 ...
… Double clutch, 39 …… First clutch disc,
40 ... Second clutch disc, 42 ... Engine output shaft, 43 ... Clutch housing, 44 ... First pressure plate, 45 ... Second pressure plate,
46 ... Diaphragm spring, 47 ... Release bearing, 48 ... Clutch drive lever, 49 ... Drive device, 50 ... Diaphragm spring, 51 ... Release shaft, 52 ... Release bearing, 53 ... Clutch drive lever, 54 ... Drive device, 55 ... Electric control device, 56 ... Shift lever position sensor, 57 ...
… Shift lever, 58 …… Engine speed sensor, 59 ……
Vehicle speed sensor.

Claims (1)

【実用新案登録請求の範囲】[Scope of utility model registration request] 【請求項１】第一の中間軸と、第二の中間軸と、一つの
出力軸と、前記第一の中間軸と前記第二の中間軸のいず
れか一方を選択的に機関出力軸に接続するダブルクラッ
チと、前記第一の中間軸と前記出力軸との間に設けられ
複数個の変速段の間に切換わる等速噛合式の第一の歯車
変速装置と、前記第二の中間軸と前記出力軸との間に設
けられ前記第一の歯車変速装置と同じ変速比の複数個の
変速段の間に切換わる等速噛合式の第二の歯車変速装置
とを有する車輌用変速装置。1. A first intermediate shaft, a second intermediate shaft, one output shaft, and any one of the first intermediate shaft and the second intermediate shaft is selectively used as an engine output shaft. A double clutch to be connected, a constant-speed meshing type first gear transmission provided between the first intermediate shaft and the output shaft and switching between a plurality of speed stages, and the second intermediate A gear shift for a vehicle having a constant-speed meshing second gear transmission which is provided between a shaft and the output shaft and is switched between a plurality of gear stages having the same gear ratio as the first gear transmission. apparatus.
JP1985034344U 1985-03-11 1985-03-11 Vehicle transmission Expired - Lifetime JPH0611408Y2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1985034344U JPH0611408Y2 (en) 1985-03-11 1985-03-11 Vehicle transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1985034344U JPH0611408Y2 (en) 1985-03-11 1985-03-11 Vehicle transmission

Publications (2)

Publication Number Publication Date
JPS61150228U JPS61150228U (en) 1986-09-17
JPH0611408Y2 true JPH0611408Y2 (en) 1994-03-23

Family

ID=30537626

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1985034344U Expired - Lifetime JPH0611408Y2 (en) 1985-03-11 1985-03-11 Vehicle transmission

Country Status (1)

Country Link
JP (1) JPH0611408Y2 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19911027C2 (en) * 1999-03-12 2000-12-28 Bosch Gmbh Robert Multi-speed manual transmission for a motor vehicle with a double clutch
FR2862363B1 (en) * 2003-11-18 2007-01-26 Antonov Automotive Europ MULTI-REPORTING TRANSMISSION DEVICE, IN PARTICULAR FOR THE AUTOMOBILE
JP5352557B2 (en) * 2010-09-21 2013-11-27 本田技研工業株式会社 Power unit for vehicle

Also Published As

Publication number Publication date
JPS61150228U (en) 1986-09-17

Similar Documents

Publication Publication Date Title
JP3556247B2 (en) Automatic transmission
EP0029711B1 (en) Rotary power transmission
US7418883B2 (en) Parking mechanism for transmission
EP0061845A2 (en) Rotary transmission
CA2773312A1 (en) Multiple clutch transmission and vehicles and apparatus including a multiple clutch transmission
JPS5894657A (en) Gear type speed changing device
JPH0249424B2 (en)
JPH09511314A (en) Automotive transmission
GB2100812A (en) Motor vehicle transmission mechanism
JP4405392B2 (en) Stepped gear box for automobiles
JP3823960B2 (en) Vehicle transmission
US7137919B2 (en) Planetary dual power path transmission with electric motors
US4627301A (en) Change speed transmission
CN108317225A (en) Double disengaging type automatic transmission transmission mechanisms
EP0034411A2 (en) Rotary transmission
EA014197B1 (en) Main section and auxiliary section type dual-countershaft twelve-speed transmission for vehicle
US6213909B1 (en) Multi-speed power transmission with a mechanical clutch
JPH0611408Y2 (en) Vehicle transmission
US6880418B2 (en) Method for controlling speed ratio changes in a layshaft automatic transmission having power-on shifting
JPS61266852A (en) Gear transmission
EP0034412A2 (en) Rotary power transmission
EP0042677A1 (en) Rotary transmission
GB2078318A (en) Rotary change-speed transmission
JPH0127293B2 (en)
JPS6121407A (en) Insert key detachment preventing apparatus of gearbox for vehicle