JPH08320054A - Gear transmission - Google Patents

Gear transmission

Info

Publication number
JPH08320054A
JPH08320054A JP7124123A JP12412395A JPH08320054A JP H08320054 A JPH08320054 A JP H08320054A JP 7124123 A JP7124123 A JP 7124123A JP 12412395 A JP12412395 A JP 12412395A JP H08320054 A JPH08320054 A JP H08320054A
Authority
JP
Japan
Prior art keywords
gear
gear train
speed
clutch
output shaft
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.)
Pending
Application number
JP7124123A
Other languages
Japanese (ja)
Inventor
Kojiro Kuramochi
Kiyohito Murata
耕治郎 倉持
清仁 村田
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
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, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP7124123A priority Critical patent/JPH08320054A/en
Publication of JPH08320054A publication Critical patent/JPH08320054A/en
Pending legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths

Abstract

(57) [Abstract] [Purpose] In a gear type transmission, 5 forward gears and 1 reverse gear
While achieving multiple steps, the axial dimension is further shortened to reduce size and weight. [Structure] Connection and disconnection of power transmission from transmission input shaft 2
Clutch output shafts 4, 6 from one clutch C1, C2
One of them is provided with an odd-numbered gear train, and the other is provided with an even-numbered gear train, and between the third-speed gear train GT3 and the fifth-speed gear train GT5, the first gear selection device S1 and the The gear train GT1 for the first speed stage is arranged, and the second gear selection device S is provided between the gear train GT2 for the second speed stage and the gear train GT4 for the fourth speed stage.
2 and the reverse gear train GTR are arranged, a one-way clutch 10 is provided in the first gear train GT1, and the transmission input shaft 2 to the transmission output shaft 8 are transmitted through the first gear train GT1. Only the rotation transmission to is allowed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear type transmission having two clutches that are operated independently of each other.

[0002]

2. Description of the Related Art Conventionally, as a gear type transmission, a transmission input shaft and a first transmission transmission shaft are arranged on the same axis as the transmission input shaft.
A second clutch having a second clutch output shaft and a transmission output shaft and connecting and disconnecting the transmission input shaft and the first clutch output shaft; and a second clutch connecting and disconnecting the transmission input shaft and the second clutch output shaft. It is known to have two clutches of clutches.

Generally, in this type of transmission, the power of one clutch output shaft can be transmitted to the transmission output shaft via an odd-numbered gear train, and the power of another clutch output shaft can be used for an even gear. Power can be transmitted to the transmission output shaft via the gear train.

With such a gear type transmission, five forward gears,
For example, Japanese Unexamined Patent Application Publication No. 61-2 is known as one that achieves the first reverse speed.
Those disclosed in JP-A-74144, JP-A-61-274145, JP-A-61-274146 and the like are known.

In Japanese Patent Laid-Open No. 61-274144, the power of the output shaft of the first clutch is output via the gear trains for the first and third speed stages, and the gear train for the reverse gear is arranged therebetween. , The power of the second clutch output shaft to the second and fourth
The output is made through the gear train for the speed stage. Further, a gear train for the fifth speed stage is separately provided.

Further, in Japanese Patent Laid-Open Nos. 61-274145 and 61-274146, the power of the first clutch output shaft is output via the gear trains for the second and fourth speed stages. . In addition, the power of the second clutch output shaft is output through the third and fifth speed gear trains, the reverse gear train is arranged between them, and the first gear train is provided separately from these. There is.

[0007]

However, in the transmission disclosed in the above-mentioned Japanese Patent Laid-Open No. 61-274144, two gear trains and a gear selection device arranged between them are set as one set in the axial direction. 3 sets are arranged side by side, and there is a problem that the axial dimension is long.

On the other hand, in the transmission disclosed in Japanese Patent Application Laid-Open No. 61-274145 and Japanese Patent Application Laid-Open No. 61-274146, a gear train for the third speed stage and a gear train for the fifth speed stage are provided. By providing a reverse gear train in the space between the gear shift selectors arranged between them, the axial dimension is made shorter than that of the above-mentioned JP-A-61-274144. . However, even in these cases, there is no choice but to arrange the first speed gear train between the case and the third speed gear train, and there is still a problem that the axial dimension is long.

The present invention has been made in order to solve the above-mentioned conventional problems, and the axial dimension is further shortened and the mountability is improved by achieving a reduction in the axial dimension while achieving 5 forward steps and 1 reverse step. An object is to provide a gear type transmission.

[0010]

The present invention is directed to a transmission input shaft, first and second clutch output shafts arranged on the same axis as the transmission input shaft, and the first and second clutch outputs. A transmission output shaft arranged parallel to the shaft, a first clutch for connecting and disconnecting the transmission input shaft and the first clutch output shaft, and a connection and disconnection for the transmission input shaft and the second clutch output shaft. A second clutch, which enables transmission of the power of the first clutch output shaft to the transmission output shaft via an odd-numbered gear train, and the power of the second clutch output shaft to an even-numbered gear train. In a gear type transmission capable of transmitting power to the transmission output shaft via a gear, a third gear train and a fifth gear train are provided.
First selection of these gear trains between speed gear trains
The shift speed selecting device is arranged, and the second shift speed selecting device for selecting these gear trains is arranged between the second speed gear train and the fourth speed gear train, and the third speed gear is arranged. Gear train and fifth
The first speed gear train is provided between the first speed gear train and the second speed gear train, and the reverse speed gear train is provided between the second speed gear train and the fourth speed gear train. For the gear train for steps, the first
The object is achieved by providing a one-way clutch that allows only rotation transmission from the clutch output shaft side to the transmission output shaft side.

[0011]

According to the present invention, the power of the transmission input shaft is alternately transmitted to the two clutch output shafts by the two clutches. The power transmitted to each clutch output shaft is transmitted to the transmission output shaft via the gear train selected by the gear selection device.

Here, the first speed gear train is arranged between the third speed gear train and the fifth speed gear train, and the second speed gear train and the fourth speed gear train are arranged.
Since the reverse gear train is arranged between the speed gear trains, the axial dimension of the device can be shortened and the device can be downsized.

In the above-mentioned Japanese Patent Laid-Open No. 61-274146, as described above, the reverse gear train is arranged between the third speed gear train and the fifth speed gear train in the axial direction. We are trying to shorten it. Therefore, if this transmission is applied and the gear train for the first speed stage is arranged between the gear train for the second speed stage and the gear train for the fourth speed stage, the axial direction similar to that of the present invention is apparent. A shortening effect is likely to be obtained.

However, in this method, since the first speed and the second speed are connected to the same clutch output shaft, a large shift shock is originally likely to occur.
There is a big new problem that the gear shift from the first gear to the second gear cannot be performed well.

In the present invention, all the gears adjacent to each other are connected on different shafts, and the one-way clutch is arranged in the gear train for the first gear, so that the gears from the first gear to the second gear are arranged. It is possible to satisfactorily realize the shift that is normally executed, including the shift to the gear.

For example, if only the first clutch is connected and neither the third speed gear train on the first clutch output shaft side nor the fifth speed gear train on the output side of the first clutch is selected, the first speed stage is achieved. It In this state, the gear train for the second speed stage on the side of the second clutch output shaft (which is a separate shaft) is (preliminarily) selected, and when the second clutch is connected, the one-way clutch operates and the second speed naturally occurs It becomes a step. The first clutch can then be disengaged without any hindrance.

When any one of the second speed to the fifth speed is selected, the power transmission by the first speed gear train is not performed due to the action of the one-way clutch. At this time, the vehicle travels at the selected shift speed.

Therefore, each gear shift can be favorably executed including the gear shift from the first gear to the second gear, and the mountability of the transmission can be improved.

Further, the miniaturization of the device expands the indoor space and improves the habitability. In addition, the reduction in size and weight of the device contributes to cost reduction and fuel efficiency improvement.

[0020]

Embodiments of the present invention will now be described in detail with reference to the drawings.

FIG. 1 is a side sectional view of a gear type transmission according to a first embodiment of the present invention, and FIG. 2 is an overall skeleton diagram.

As shown in FIGS. 1 and 2, a gear type transmission 1 according to the first embodiment is arranged on the same axis as a transmission input shaft 2 which is a motor output shaft and the transmission input shaft 2. First and second clutch output shafts 4 and 6, a transmission output shaft 8 arranged in parallel to the first and second clutch output shafts 4 and 6, the transmission input shaft 2 and A first clutch C1 for connecting / disconnecting the one-clutch output shaft 4 and a second clutch C2 for connecting / disconnecting the transmission input shaft 2 and the second clutch output shaft 6 are provided. The power of the first clutch output shaft 4 can be transmitted to the transmission output shaft 8 via an odd gear train, and the power of the second clutch output shaft 6 can be transmitted via an even gear train. Power can be transmitted to the transmission output shaft 8.

Here, the third speed gear train GT3 and the fifth speed gear train GT3
A first gear selection device S1 for selecting these gear trains is arranged between the gear train GT5 for the speed gears, and between the gear train GT2 for the second gear gears and the gear train GT4 for the fourth gears. Is arranged with a second gear selection device S2 for selecting these gear trains. Further, the first gear train GT1 is arranged between the third gear train GT3 and the fifth gear train GT5, and the second gear train GT2 and the fourth gear train are arranged. A reverse gear train GTR is arranged between the gear train GT4 and the gear train GT4.

Further, a one-way clutch 10 that allows only rotation transmission from the first clutch output shaft 4 side to the transmission output shaft 8 side is interposed in the first gear train GT1.

In the casing 20 of the gear type transmission 1, the transmission input shaft 2, the first clutch output shaft 4 and the second clutch output shaft 6 are rotatably held so as to be positioned on the same straight line. There is. The shafts 2, 4, 6 and the transmission and the transmission output shaft 8 are arranged in parallel with each other.

The first clutch output shaft 4 is arranged coaxially with the outer periphery of the second clutch output shaft 6, while the rear end portion (left end portion in the figure) of the second clutch output shaft 6 is the first clutch output shaft. 4 extends to the outside.

A first clutch output shaft 4 is connected to and disengaged from the transmission input shaft 2 via a first clutch C1.
The second clutch output shaft 6 is connected and disconnected via the clutch C2.

The clutches C1 and C2 are friction type and are operated independently of each other. Both clutches C1 and C2 share a clutch outer shell member 22 integrated at the rear end of the transmission input shaft 2. The first clutch C1 includes a drive plate 24 and a central member 27 provided on the clutch outer shell member 22 and a driven plate 26 provided on the first clutch output shaft 4, and the drive plate 24 approaches the central member 27. When the driven plate 26 is pressed between them, the first clutch C1 is connected and the transmission input shaft 2 and the first clutch output shaft 4 are connected. or,
On the contrary, when the drive plate 24 is separated from the central member 27 and the driven plate 26 is no longer pressed between them, the drive plate 24 is cut.

Similarly, the second clutch C2 also comprises a drive plate 28 and a central member 27 provided on the clutch outer shell member 22 and a driven plate 30 provided on the second clutch output shaft 6, and the drive plate 28 is When the driven plate 30 approaches the central member 27 and is pressed against them, the drive plate 28 is separated from the central member 27 and the driven plate 26 is pressed between them. It will be disconnected when it is gone.

For the first clutch output shaft 4, the drive gears 38, 40 for the third speed, the first speed, and the fifth speed are sequentially arranged from the front side (the right side in the drawing) to the rear side. , 42 are integrally attached.

The second clutch output shaft 6 has drive gears 32 for the second speed, reverse speed, and fourth speed, sequentially from the front side (the right side in the drawing) to the rear side. 34 and 36 are integrally attached.

On the other hand, on the transmission output shaft 8, the driven gears 44 for the third speed, the fifth speed, the second speed, and the fourth speed are sequentially arranged from the front side to the rear side. , 46, 48,
50 is rotatably attached.

The drive gear 32 for the second speed and the driven gear 48 always mesh with each other so that the gear train G for the second speed is formed.
It constitutes T2. Similarly, the drive gear 38 for the third speed and the driven gear 44 always mesh with each other to form the gear train GT3 for the third speed, and the drive gear 3 for the fourth speed.
6 and the driven gear 50 always mesh with each other to form the gear train GT4 for the fourth speed stage, and the drive gear 42 for the fifth speed stage.
And the driven gear 46 always mesh with each other to form the fifth speed gear train GT5.

Since the driven gears 48, 44, 50 and 46 of the gear trains GT2 to GT5 are rotatably attached to the transmission output shaft 8, the first clutch output to the transmission output shaft 8 is obtained. The interlocking relationship of the shaft 4 or the second clutch output shaft 6 depends on the selection states of the first and second speed change stage selecting devices S1 and S2 to be described below.

That is, the transmission output shaft 8 is provided with first and second gear selection devices S for selecting a gear train of each gear.
1 and S2 are provided.

The first gear selection device S1 is for selecting the third speed gear train GT3 and the fifth speed gear train GT5, and is arranged between the two, and the clutch hub 52 and the clutch hub 52 are provided. A clutch sleeve 56, which is slidably attached to the outer periphery of the clutch sleeve 56, is provided. In addition, corresponding to the clutch sleeve 56, the driven gear 44 for the third speed stage
A gear spline 58 is integrally formed on the rear side surface, while a gear spline 60 is integrally formed on the front side surface of the fifth speed driven gear 46.

As a result, when the clutch sleeve 56 is moved forward (to the right in the drawing) and meshes with the gear spline 58, the driven gear 44 for the third speed is set to the first gear.
Connected to the transmission output shaft 8 through the gear selection device S1,
By being integrated, the power of the first clutch output shaft 4 can be transmitted to the transmission output shaft 8 from the third speed gear train GT3. Further, when the clutch sleeve 56 is moved rearward and meshes with the gear spline 60, the fifth speed driven gear 46 is connected to and integrated with the transmission output shaft 8 via the first speed selection device S1. Then, the power of the first clutch output shaft 4 is transmitted to the transmission output shaft 8 via the fifth gear train GT5. When the clutch sleeve 56 is at the intermediate position in the front-rear direction, the above-mentioned connection relationships are released.

The second gear selection device S2 is for selecting the second speed gear train GT2 and the fourth speed gear train GT4. The second speed gear selection device S2 is arranged between the second speed gear train GT2 and the fourth speed gear train GT4. Similar to the selection device S1, the clutch hub 54 and the clutch sleeve 62 that is non-rotatably and slidably attached to the outer periphery of the clutch hub 54 are provided. Corresponding to this clutch sleeve 62, a gear spline 64 is integrally formed on the rear side surface of the driven gear 48 for the second speed stage,
Gear spline 6 on the front side of the driven gear 50 for speed
6 is integrally configured.

Therefore, when the clutch sleeve 62 is moved forward and meshes with the gear spline 64, the second gear driven gear 48 is connected to the transmission output shaft 8 via the second gear selection device S2. The second clutch output shaft 6 and the transmission output shaft 8 are integrated so that the second gear train G
Connected via T2.

When the clutch sleeve 62 is moved rearward and meshes with the gear spline 66, the fourth speed driven gear 50 is connected to the transmission output shaft 8 through the second speed selection device S2. , The second clutch output shaft 6 and the transmission output shaft 8 are integrated so that the fourth speed gear train G
Connected via T4. Incidentally, when the clutch sleeve 62 is at the intermediate position in the front-rear direction as in the previous case, the above-mentioned connection relationship is released.

The first speed gear train GT1 includes, in addition to the drive gear 40, a driven gear 68 integrally attached to the outer periphery of the clutch sleeve 56 of the first gear selection device S1. The drive gear 40 and the driven gear 68 are constantly meshed with each other via the one-way clutch 10, and only rotation transmission from the first clutch output shaft 4 to the transmission output shaft 8 is allowed.

In addition to the drive gear 34, the reverse gear train GTR is composed of a driven gear 70 integrally attached to the outer periphery of the clutch sleeve 62 of the second gear selection device S2, and an idle gear 72. Has been done. The idle gear 72 is integrally attached to an idle shaft 74, which is rotatably and slidably held in the casing 20, as shown in FIG. The drive gear 34 and the driven gear 70 are engaged with each other and are disengaged from each other.

When this meshing is performed, the first clutch output 4 and the transmission output shaft 8 are connected via the reverse gear train GTR. That is, the idle gear 72 itself that is moved back and forth plays the role of a gear selection device for selecting the reverse gear train GTR.

The gear type transmission described above is installed in an automobile and operates as follows.

First, at the time of starting, the first and second clutches C1 and C2 are both in the neutral state in which the clutches are disengaged, the first and second shift speed selecting devices S1 and S2 are both in the neutral position, and the idle speed is further reduced. The gear 72 is brought into a state where it does not mesh with the gears 34 and 70. Here, when the first clutch C1 is engaged, the one-way clutch 10 operates,
The first speed gear train GT1 starts the first speed gear.

The upshift from the first gear to the second gear is performed as follows. That is, in the traveling state at the first speed, the second speed gear train GT2 is selected in advance by the second speed selection device S2. Next, when the second clutch C2 is connected, the transmission output shaft 8 is connected to the wheel side (not shown) and its speed is substantially constant. An attempt is made to reduce the speed from the rotation corresponding to the gear ratio of the first gear to the rotation corresponding to the gear ratio of the second gear.

At this time, since the first clutch C1 is still connected, the first clutch output shaft 4 also tries to decrease the speed, and the transmission output shaft 8 (the speed is almost constant) is
Relatively slower than before. However, since the one-way clutch 10 starts idling here, the deceleration of the one-clutch output shaft 4 is smoothly performed without any trouble.

That is, shifting from the first gear to the second gear can be satisfactorily realized by simply connecting the second clutch C2 from the state of the first gear.

After that, the next shift speed is predicted by taking into consideration the accelerator opening and the vehicle speed at that time, or the presence or absence of the brake operation.

While it is predicted that the second gear will return to the first gear again, the first clutch C1 remains connected. If the second clutch C2 is disengaged in response to a command to the first gear, the second gear train GT
Since the power transmission system via 2 is disconnected, the engine rotation easily rises, and when reaching the synchronous rotation speed at the first speed, the one-way clutch 10 engages and downshift to the first speed. Is completed.

That is, when downshifting from the second gear to the first gear, basically, the second clutch C2 is changed from the state of the second gear.
It can be realized simply by cutting.

On the other hand, when it is predicted that the second speed is shifted up to the third speed, the first clutch C1 is in the disengaged state and the first speed C1 is selected via the first speed selecting device S1. The gear train GT3 side for the third speed is selected in advance. The fact that there is a gear shift command to the third speed means that the second clutch C
2 is disconnected, and the first clutch C1 is connected during this disconnection. Then, after the second clutch C2 is disengaged, the first clutch C1 is completely connected, so that the vehicle travels at the third speed.

The subsequent shift up is performed in the same manner as the above shift up from the second speed stage to the third speed stage. That is, when shifting up, the gear train corresponding to the next higher gear is always selected in advance.

When traveling from the second speed to the fifth speed,
Even if the first clutch C1 is engaged,
Since the transmission input shaft 8 always rotates slower than the synchronous rotation speed in the first speed, the one-way clutch 10 simply slips, and the first speed gear train GT1 has nothing to do with power transmission. Becomes

Further, in the shift down, the first and second clutches C1 and C2 are alternately used (connected) similarly to the shift up.
It is done while doing. In this downshift, the gear selected in advance is the gear train which is the next lower gear than the currently used gear train.

The downshift from the second speed stage to the first speed stage can be performed particularly easily by the function of the one-way clutch 10. This has already been described in detail.

Further, in the case of the reverse gear, the idle gear 72 is engaged with the drive gear 34 and the driven gear 70 in a neutral state in which both the first and second clutches C1 and C2 are once disengaged, and then the second clutch is engaged. This is done by connecting C2.

As described above, according to the present embodiment, the gear trains are provided in the spaces defined by the respective gear selection devices, and the first gear train GT5 is provided between the third gear train GT3 and the fifth gear train GT5.
Since the gear train GT1 for the speed stage is arranged and the gear train GTR for the reverse stage is arranged between the gear train GT2 for the second speed stage and the gear train GT4 for the fourth speed stage, five forward stages and one reverse stage are achieved. However, it is possible to further reduce the axial dimension of the device and achieve miniaturization of the device. In addition, it is possible to extremely smoothly execute the shift between the first speed and the second speed, which are likely to cause a large shift shock.

Here, the load (particularly the thrust load) that acts during power transmission in the first gear train GT1 will be described with reference to FIG.

FIG. 4 is an enlarged view of the portion of the first speed gear train GT1 of FIG.

As already described in FIG. 2, in FIG.
10 is a one-way clutch, and 56 is a first gear selection device S1.
The clutch sleeve 68 is a driven gear integrally attached to the outer circumference of the clutch sleeve.

Reference numeral 76 is a thrust bearing used in a portion that bears the thrust load, and 78 is a shift fork.

In the first speed gear train GT1, helical gears are used in order to increase the meshing ratio of the gears. However, a thrust force is generated in the helical gear. Therefore, in the present embodiment, the twist angle of the gear is set so that the thrust force acts from the right side to the left side of the drawing, and the shift fork 78 receives this thrust force. By receiving the thrust force from the shift fork 78, the driven gear 68 is held so as not to move in the axial direction, so that reliable rotation transmission can be guaranteed.

Next, a second embodiment of the present invention will be described.

FIG. 5 shows a gear type transmission 1 according to the second embodiment.
An overall skeleton diagram of 00 is shown.

In the second embodiment, the positions of the gear train GT2 for the second speed stage and the gear train GT4 for the fourth speed stage are reversed with respect to the first embodiment described above. Therefore, since the basic configuration and operation are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals as the last two digits in FIG. 2, and duplicate description will be omitted.

According to this embodiment, the gear train GT for the fourth speed stage
Since the second gear train GT2 having a gear ratio larger than 4 is brought closer to the casing 120 side, the flexure of the shaft can be reduced. Therefore, the meshing of the gears becomes good, and the transmission efficiency and the life of the device can be improved.

Next, a third embodiment of the present invention will be described.

FIG. 6 shows an overall skeleton diagram of the gear type transmission 200 according to the third embodiment.

In the third embodiment, the arrangement of the first and second clutches 201 and 202 (and the first and second clutch output shafts 204 and 206 connected to the first and second clutches 201 and 202) is reversed from that of the first embodiment. It is the one. That is, as shown in FIG. 6, an odd-numbered gear train G connected to the first clutch output shaft 204
T1, GT3, GT5, etc. are arranged on the rear end side (left side in the drawing) of the casing 220, and the second clutch output shaft 2
The even-numbered gear trains GT2, GT4, etc. connected to 06 are arranged on the front end side (right side in the figure). In order to realize this, the first clutch output shaft 204 is solid and is configured to penetrate the central portion of the hollow second clutch output shaft 206.

A first-speed gear train GT1 is arranged between the third-speed gear train GT3 and the fifth-speed gear train GT5 on the side of the first clutch output shaft 204 to provide an even-numbered second-speed gear train. Gear train G
The other points are the same as those of the first embodiment, such as the disposition of the reverse gear train GTR between T2 and the fourth gear train GT4. Therefore, the reference numerals of corresponding components are the same as those in FIG. 2 in the last two digits, and detailed description will be omitted.

According to this embodiment, the gear train GT for the first speed stage
A large gear ratio of 1 can be achieved. That is, in the case of the first embodiment, as described above, the first speed gear train GT
1 is provided on the hollow first clutch output shaft 4 arranged on the “outer periphery” of the second clutch output shaft 6, the diameter of the drive gear 40 is restricted, and a large gear ratio can be obtained. Can not. On the other hand, in the case of this embodiment,
The first gear train G on the solid first clutch output shaft 204
Since the T1 first speed drive gear 240 is provided, the gear ratio of the first speed gear train GT1 can be increased as compared to the first embodiment.

Therefore, according to this embodiment, it is possible to prevent the size of the entire apparatus from increasing in order to secure the gear ratio of the first speed, and to further reduce the size of the apparatus.

[0074]

As described above, according to the present invention,
In the gear type transmission, it is possible to reduce the size in the axial direction and achieve the reduction in size and weight of the device while achieving five forward gears and one reverse gear. Therefore, the miniaturization improves the mountability and habitability. Further, it is possible to favorably realize the shift between the first speed stage and the second speed stage in which the shift shock tends to increase.

[Brief description of drawings]

FIG. 1 is a side sectional view showing a gear type transmission according to a first embodiment.

FIG. 2 is a skeleton diagram showing the gear type transmission according to the first embodiment as well.

FIG. 3 is a cross-sectional view showing a state in which a reverse gear train is cut in a direction orthogonal to its axis.

FIG. 4 is an enlarged view of the vicinity of the gear train for the first speed stage in FIG.

FIG. 5 is a skeleton diagram showing a gear type transmission according to a second embodiment.

FIG. 6 is a skeleton diagram showing a gear type transmission according to a third embodiment.

[Explanation of symbols]

 1, 100, 200 ... Gear type transmission 2, 102, 202 ... Transmission input shaft 4, 104, 204 ... First clutch output shaft 6, 106, 206 ... Second clutch output shaft 8, 108, 208 ... Transmission Output shaft 10, 110, 210 ... One-way clutch C1, C101, C201 ... First clutch C2, C102, C202 ... Second clutch S1, S101, S201 ... First gear selection device S2, S102, S202 ... Second shift Gear selection device GT1 ... Gear train for first gear GT2 ... Gear train for second gear GT3 ... Gear train for third gear GT4 ... Gear train for fourth gear GT5 ... Gear train for fifth gear GTR ... Reverse gear train

Claims (1)

[Claims]
1. A transmission input shaft, first and second clutch output shafts arranged on the same axis as the transmission input shaft, and arranged in parallel to the first and second clutch output shafts. A transmission output shaft, a first clutch that connects and disconnects the transmission input shaft and a first clutch output shaft, and a second clutch that connects and disconnects the transmission input shaft and a second clutch output shaft. The power of the first clutch output shaft can be transmitted to the transmission output shaft via the odd-numbered gear train, and
In a gear type transmission capable of transmitting the power of a clutch output shaft to the transmission output shaft via an even gear train, a gear train for a third speed stage and a gear train for a fifth speed stage is provided. , A first gear selection device that selects these gear trains, and a second gear that selects these gear trains between the second gear train and the fourth gear train A selection device is disposed, a first speed gear train is provided between the third speed gear train and the fifth speed gear train, and a second speed gear train and a fourth speed gear train are provided. A reverse gear train is provided between the gear train and a first-direction gear train, and a one-way clutch that allows only rotation transmission from the first clutch output shaft side to the transmission output shaft side is provided for the first gear train. A gear type transmission characterized in that
JP7124123A 1995-05-24 1995-05-24 Gear transmission Pending JPH08320054A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP7124123A JPH08320054A (en) 1995-05-24 1995-05-24 Gear transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP7124123A JPH08320054A (en) 1995-05-24 1995-05-24 Gear transmission

Publications (1)

Publication Number Publication Date
JPH08320054A true JPH08320054A (en) 1996-12-03

Family

ID=14877500

Family Applications (1)

Application Number Title Priority Date Filing Date
JP7124123A Pending JPH08320054A (en) 1995-05-24 1995-05-24 Gear transmission

Country Status (1)

Country Link
JP (1) JPH08320054A (en)

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6638197B2 (en) 2001-06-01 2003-10-28 Nissan Motor Co., Ltd. Twin clutch transmission with gear hit noise suppression system
US6679134B2 (en) 2002-03-19 2004-01-20 Nissan Motor Co., Ltd. Twin-clutch transmission system
EP1580456A2 (en) 2004-03-22 2005-09-28 Nissan Motor Co., Ltd. Twin-clutch manual transmission
EP1580455A2 (en) 2004-03-22 2005-09-28 Nissan Motor Co., Ltd. Twin-clutch manual transmission
WO2005093288A1 (en) 2004-03-22 2005-10-06 Nissan Motor Co., Ltd Twin-clutch manual gearbox
EP1617109A1 (en) 2004-07-15 2006-01-18 Nissan Motor Co., Ltd. Shift fork position detecting device for manual transmission
EP1686291A2 (en) 2005-01-31 2006-08-02 Hitachi, Ltd. Control method and device for a gear transmission
JP2006283797A (en) * 2005-03-31 2006-10-19 Honda Motor Co Ltd Automatic transmission
EP1750037A2 (en) 2005-08-03 2007-02-07 Nissan Motor Co., Ltd. Shift position sensor of automated manual transmission
JP2007198514A (en) * 2006-01-27 2007-08-09 Hitachi Ltd Control device and control method for automobile
JP2007292250A (en) * 2006-04-27 2007-11-08 Nissan Motor Co Ltd Speed-change controller for twin clutch type automatic manual transmission
US7314427B2 (en) 2004-07-16 2008-01-01 Nissan Motor Co., Ltd. Driving force transmission apparatus
JP2008544161A (en) * 2005-02-10 2008-12-04 ボーグワーナー・インコーポレーテッド Power transmission configuration for dual clutch transmission mechanism
DE112007002312T5 (en) 2006-09-29 2009-08-13 Honda Motor Co., Ltd. Transmission
WO2009113513A1 (en) 2008-03-12 2009-09-17 いすゞ自動車株式会社 Dual-clutch transmission for vehicle
WO2009116418A1 (en) 2008-03-18 2009-09-24 いすゞ自動車株式会社 Acceleration control apparatus for automobile dual-clutch transmission
US8201469B2 (en) 2006-08-08 2012-06-19 Isuzu Motors Limited Output shaft reduction-type dual clutch transmission
CN102562844A (en) * 2010-11-02 2012-07-11 爱信精机株式会社 Dual clutch transmission

Cited By (33)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10223226B4 (en) * 2001-06-01 2007-09-27 Nissan Motor Co., Ltd., Yokohama Dual clutch transmission with transmission impact noise damping system and method for its control
DE10223226B8 (en) * 2001-06-01 2008-02-07 Nissan Motor Co., Ltd., Yokohama Dual clutch transmission with transmission impact noise damping system and method for its control
US6638197B2 (en) 2001-06-01 2003-10-28 Nissan Motor Co., Ltd. Twin clutch transmission with gear hit noise suppression system
US6679134B2 (en) 2002-03-19 2004-01-20 Nissan Motor Co., Ltd. Twin-clutch transmission system
JP2005265143A (en) * 2004-03-22 2005-09-29 Nissan Motor Co Ltd Twin clutch type manual transmission
WO2005093288A1 (en) 2004-03-22 2005-10-06 Nissan Motor Co., Ltd Twin-clutch manual gearbox
JP4517694B2 (en) * 2004-03-22 2010-08-04 日産自動車株式会社 Twin clutch manual transmission
EP1580455A2 (en) 2004-03-22 2005-09-28 Nissan Motor Co., Ltd. Twin-clutch manual transmission
US7243565B2 (en) 2004-03-22 2007-07-17 Nissan Motor Co., Ltd. Twin-clutch manual transmission
EP1580456A2 (en) 2004-03-22 2005-09-28 Nissan Motor Co., Ltd. Twin-clutch manual transmission
EP1617109A1 (en) 2004-07-15 2006-01-18 Nissan Motor Co., Ltd. Shift fork position detecting device for manual transmission
US7549354B2 (en) 2004-07-15 2009-06-23 Nissan Motor Co., Ltd. Shift fork position detecting device for manual transmission
US7314427B2 (en) 2004-07-16 2008-01-01 Nissan Motor Co., Ltd. Driving force transmission apparatus
EP1686291A2 (en) 2005-01-31 2006-08-02 Hitachi, Ltd. Control method and device for a gear transmission
JP2008544161A (en) * 2005-02-10 2008-12-04 ボーグワーナー・インコーポレーテッド Power transmission configuration for dual clutch transmission mechanism
JP4492958B2 (en) * 2005-03-31 2010-06-30 本田技研工業株式会社 Automatic transmission
JP2006283797A (en) * 2005-03-31 2006-10-19 Honda Motor Co Ltd Automatic transmission
US7765886B2 (en) 2005-03-31 2010-08-03 Honda Motor Co., Ltd. Automatic transmission
EP1750037A2 (en) 2005-08-03 2007-02-07 Nissan Motor Co., Ltd. Shift position sensor of automated manual transmission
JP2007040407A (en) * 2005-08-03 2007-02-15 Aichi Mach Ind Co Ltd Shift position detection device of automatic manual transmission
US7624659B2 (en) 2005-08-03 2009-12-01 Nissan Motor Co., Ltd. Shift position sensor of automated manual transmission
JP2007198514A (en) * 2006-01-27 2007-08-09 Hitachi Ltd Control device and control method for automobile
JP2007292250A (en) * 2006-04-27 2007-11-08 Nissan Motor Co Ltd Speed-change controller for twin clutch type automatic manual transmission
JP4640250B2 (en) * 2006-04-27 2011-03-02 日産自動車株式会社 Transmission control device for twin-clutch automatic manual transmission
US8201469B2 (en) 2006-08-08 2012-06-19 Isuzu Motors Limited Output shaft reduction-type dual clutch transmission
US8234945B2 (en) 2006-09-29 2012-08-07 Honda Motor Co., Ltd. Transmission
DE112007002312T5 (en) 2006-09-29 2009-08-13 Honda Motor Co., Ltd. Transmission
DE112007002312B4 (en) * 2006-09-29 2012-04-05 Honda Motor Co., Ltd. Dual clutch transmission for a motorcycle
JP2009216217A (en) * 2008-03-12 2009-09-24 Isuzu Motors Ltd Vehicular dual clutch type transmission
WO2009113513A1 (en) 2008-03-12 2009-09-17 いすゞ自動車株式会社 Dual-clutch transmission for vehicle
WO2009116418A1 (en) 2008-03-18 2009-09-24 いすゞ自動車株式会社 Acceleration control apparatus for automobile dual-clutch transmission
CN102562844A (en) * 2010-11-02 2012-07-11 爱信精机株式会社 Dual clutch transmission
CN102562844B (en) * 2010-11-02 2015-12-09 爱信精机株式会社 Dual-clutch transmission

Similar Documents

Publication Publication Date Title
JP3960478B2 (en) Transmission system and vehicle propulsion method
US4528869A (en) Automatic transmission for vehicles
JP4552568B2 (en) Double clutch transmission
US6764424B1 (en) Six-speed dual-clutch transmissions having planetary gear sets with three interconnecting members
US7360466B2 (en) Double clutch transmission
US6217474B1 (en) Multi speed power transmission
US7597020B2 (en) Gear selection strategy for a dual clutch transmission
DE102005012535B4 (en) Multi-speed power transmissions
DE602004011609T2 (en) Drive system, especially for a vehicle
JP4748412B2 (en) 6-speed powertrain for automatic transmission
JP4274268B2 (en) Power transmission device
TW530135B (en) Automotive automatic transmission
US6755765B2 (en) Multi-speed dual-clutch planetary transmissions having three gear members continuously interconnected with output shaft
US6743144B1 (en) Multi-speed dual-clutch planetary transmissions having three continuously interconnected gear members
EP1653106B1 (en) A double-clutch transmission for a motor-vehicle
JP2016070481A (en) Vehicular transmission
DE4405048C2 (en) Automatically switchable step change gear with three planetary gears
KR100603492B1 (en) Twin-clutch manual transmission
DE3825733C2 (en) Orbital gearbox for an automatic gearbox
US6887178B2 (en) Automatic transmission
US4233861A (en) Change-speed transmission
US7377872B2 (en) Seven-speed powertrain of an automatic transmission for vehicles
US6811512B2 (en) Multi-speed dual-clutch planetary transmission mechanisms having a stationary gear member and two brakes
US6764426B2 (en) Multi-speed dual-clutch transmissions having three interconnecting members and four brakes
EP1371877B1 (en) Speed change mechanism of automatic transmission