JPH08338484A - Automatic transmission - Google Patents

Abstract

PURPOSE: To provide an autoamtic transmission that is high in the degrzee of freedom for selecting a transmission ratio, aside from being compact in size and lighter in weight. CONSTITUTION: This transmission is provided with a route being equipped with both input and output shafts 1 and 2, leading to a first planetary gear mechanism 4 by way of a first clutch from the input shaft 1, and transmitting driving force to the output shaft 2 via a first counter gear pair 7, and another route, transmitting the driving force to a second planetary gear mechanism 9 from a second clutch 8 via a counter gear pair 1 0 out of the input shaft 1, and further transmitting the driving force to the output shaft 2, respectively. Since both these planetary gear mechanisms 4 and 9 set shift speeds separately with each other, the degree of freedom for selecting a transmission ratio becomes heightened.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for vehicles.

[0002]

2. Description of the Related Art As an automatic transmission capable of reducing the overall length, an input shaft and an output shaft are arranged in parallel with each other, and a driving force input from the input shaft is applied between the input shaft and the output shaft. 2. Description of the Related Art There is known an automatic transmission configured to accelerate and decelerate by a gear mechanism provided and transmit it to an output shaft. An example thereof is described in JP-A-60-205048.

Explaining the structure, the first planetary gear mechanism is arranged on the same axis as the input shaft, and the second planetary gear mechanism is arranged on the same axis as the output shaft.
A clutch is provided between the input shaft and the two rotary elements of the first planetary gear mechanism, and a clutch is provided between the other rotary element and the counter gear pair. This counter gear pair is for transmitting torque between the rotating element and the output shaft, and a second counter gear pair different from this is a predetermined rotating element and the first rotating element of the first planetary gear mechanism. It is arranged between the two planetary gear mechanisms and a predetermined rotating element.

Further, a predetermined rotating element of the second planetary gear mechanism is always connected to the output shaft, and a clutch is arranged between this rotating element and the rotating element to which the second counter gear pair is connected. . And, it is provided in a brake that selectively fixes a predetermined rotating element of each planetary gear mechanism.

Therefore, in the above-described automatic transmission, the input element, the fixed element, and the output element in the first planetary gear mechanism can be appropriately switched, and at the same time,
Since it is possible to switch the connection state between the planetary gear mechanism and the rotating element of the second planetary gear mechanism, it is possible to set a plurality of shift speeds including the reverse gear.

[0006]

In the above automatic transmission, the input shaft is connected to a predetermined rotating element of the first planetary gear mechanism, and another predetermined rotating element is connected to the first counter gear pair. , If the other rotating elements are fixed, the gear stage can be set only by this first planetary gear mechanism,
If the two rotary elements of the first planetary gear mechanism are connected to each other, the driving force of the input shaft can be transmitted to the output shaft as it is. However, when setting other gears, the rotary element of the first planetary gear mechanism and the rotary element of the second planetary gear mechanism are connected via a clutch and a counter gear pair, and these two planetary gear mechanisms are connected. Is configured to be involved in the setting of the shift speed.

Therefore, in the automatic transmission configured as described above, the gear ratio (the number of teeth of the sun gear) of the planetary gear mechanism is changed in order to change the gear ratio of the gear set by any one of the planetary gear mechanisms. And the ratio of the number of teeth on the ring gear)
If is changed, the gear ratio of the gear stage in which both planetary gear mechanisms are involved also changes. That is, since the above-described conventional automatic transmission has a structure in which the Simpson type planetary gear mechanism is divided into two axes and arranged, it is difficult to change only the gear ratio of a specific gear stage, and it is difficult to set the gear ratio. There was an inconvenience that the degree of freedom was poor.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide an automatic transmission which is small and lightweight and has a high degree of freedom in setting a gear ratio.

[0009]

In order to achieve the above object, the present invention provides an input shaft, an output shaft arranged in parallel with the input shaft, and an output shaft arranged on the same axis as the input shaft. A first planetary gear mechanism, a first clutch that selectively connects a predetermined rotary element of the first planetary gear mechanism and an input shaft, a rotary element that serves as an output member of the first planetary gear mechanism, and the output shaft. A first counter gear pair that always engages with each other, and a first coupling mechanism that selectively couples any rotating element of the first planetary gear mechanism to a predetermined fixed portion and another rotating element. A second clutch arranged on the same axis as the output shaft, a second meshed second counter gear pair for transmitting torque between the front input shaft and the second clutch, and arranged on the same axis as the output shaft And one of the rotating elements is connected to the output shaft. A second planetary gear mechanism in which another rotary element is selectively coupled to a driven gear of the second counter gear pair via a second clutch; and a rotary element of the second planetary gear mechanism as a predetermined fixed portion. It is characterized in that it is provided with a second connecting mechanism which is selectively connected to another rotating element.

Further, according to the present invention, the first clutch, one of the first counter gear pairs, the first planetary gear mechanism, and the first coupling are arranged on the input shaft from the input end thereof. The mechanism and one gear of the second counter gear pair are arranged in this order, and the first counter gear is provided between the other gear of the first counter gear pair and the other gear of the second counter gear pair on the output shaft. From the opposite side, the second planetary gear mechanism, the second coupling mechanism, and the second clutch can be arranged in this order.

[0011]

In the automatic transmission according to the present invention, the first planetary gear mechanism, which is arranged on the same axis as the input shaft, is connected to the input shaft via the first clutch and is connected by the second connecting mechanism. By setting a predetermined rotary element or connecting it to another rotary element, a predetermined speed change state is set,
Further, it is connected to the output shaft via the first counter gear pair. The second planetary gear mechanism is connected to the input shaft via the second counter gear pair and the second clutch, and also fixes a predetermined rotating element or connects to another rotating element by the second connecting mechanism. By doing so, a predetermined speed change state is set and the output shaft is connected. Therefore, each planetary gear mechanism is individually connected to the input shaft, set independently in a predetermined speed change state, and the driving force is individually transmitted from each planetary gear mechanism to the output shaft. . As described above, in the automatic transmission according to the present invention, since there is no gear stage set by both planetary gear mechanisms involved, even if the gear ratio of one planetary gear mechanism is changed, the second planetary gear mechanism can be used. The gear ratio of the set gear is not affected. Therefore, according to the present invention, the degree of freedom in setting the gear ratio is improved.

If the gears, the planetary gear mechanism or the coupling mechanism, and the clutches on the input shaft and the output shaft are arranged in the above-described order, the planetary gear mechanisms or the clutches are displaced from each other in the axial direction. Since they are located and do not overlap in the radial direction, it is possible to reduce the outer diameter of the automatic transmission as a whole by narrowing the distance between the input shaft and the output shaft.

[0013]

EXAMPLES The present invention will now be described based on examples. FIG. 1 is a conceptual diagram for explaining the basic configuration of the present invention. Two power transmission paths A and B are provided as paths for transmitting power from the input shaft 1 to the output shaft 2. First, the power transmission path A will be described. The first clutch 3 and the first planetary gear mechanism 4 are provided on the same axis as the input shaft 1.
And are arranged. As the first clutch 3, it is possible to adopt a multi-plate clutch adopted in a normal automatic transmission. The planetary gear mechanism 4 has a sun gear, a ring gear, and a carrier that rotatably holds a pinion meshed with the sun gear, a carrier, and a pinion. A connection mechanism 6 is provided for selectively connecting to 5 and 5. Further, a counter gear pair 7 is provided between a predetermined output element of the planetary gear mechanism 4 and the output shaft 2.

The power transmission path B is mainly composed of a clutch 8, a planetary gear mechanism 9 and a counter gear pair 10 which are arranged on the same axis as the output shaft 2. That is, the clutch 8 selectively transmits the driving force from the input shaft 1 to the planetary gear mechanism 9, and like the first clutch 3 described above, a multi-plate clutch can be adopted. A counter gear pair 10 is arranged between the input side element of the clutch 8 and the input shaft 1.

Further, the planetary gear mechanism 9 has, as with the first planetary gear mechanism 4, a sun gear, a ring gear, and a carrier for holding a pinion meshed with these gears, which has three elements, and has a predetermined structure. The rotating element is connected to the output shaft 2. Further, a connecting mechanism 11 is provided for selectively connecting other predetermined rotating elements of the planetary gear mechanism 9 to the other rotating elements and the predetermined fixed portion 5.

Therefore, when the first clutch 3 is engaged, the driving force of the input shaft 1 is transmitted to the output shaft 2 via the first planetary gear mechanism 4 and the counter gear pair 7. In that case, if the predetermined rotating element of the planetary gear mechanism 4 is connected to the fixed portion 5 by the first connecting mechanism 6 or is connected to another rotating element, the first planetary gear mechanism 4 will be in the acceleration / deceleration state or Set to direct connection.

That is, the driving force transmitted through the clutch 3 is accelerated and decelerated by the planetary gear mechanism 4, and then is changed in speed by the counter gear pair 7 and transmitted to the output shaft 2. Alternatively, the driving force from the input shaft 1 is transmitted to the counter gear pair 7 as it is, and after the gear is changed there, the output shaft 2
Is transmitted to Therefore, when the driving force is transmitted through the power transmission path A, two shift speeds can be set according to the coupling state of the coupling mechanism 6.

On the other hand, when the second clutch 8 is engaged, the driving force changed by the counter gear pair 10 is input to the planetary gear mechanism 9 via the second clutch 8 and is then transmitted to the output shaft 2. Is output. In that case, if a predetermined rotating element of the planetary gear mechanism 9 is connected to the fixed part 5 by the connecting mechanism 11 or is connected to another rotating element, the planetary gear mechanism 9 will be in an acceleration / deceleration state or will be in a direct connection state. . Therefore, the driving force changed by the counter gear pair 10 is accelerated and decelerated by the planetary gear mechanism 9 and output to the output shaft 2,
Alternatively, it is directly output to the output shaft 2.

Therefore, when the driving force is transmitted through the power transmission path B, the gear ratio of the counter gear pair 10 and the gear ratio of the planetary gear mechanism 9 (the ratio of the number of teeth of the sun gear to the number of teeth of the ring gear) are set. The gear ratio is set according to the gear ratio, or the gear ratio is set according to the gear ratio of the counter gear pair 10. That is, two shift speeds are set according to the connection state of the connection mechanism 11.

FIG. 2 is a skeleton diagram showing a more specific embodiment of the present invention. In this example, a double pinion type planetary gear mechanism is used as the planetary gear mechanisms 4 and 9. is there. That is, a double pinion type planetary gear mechanism 4 is concentrically arranged substantially in the middle of the input shaft 1 in the axial direction, and a sun gear shaft 12 forming a sun gear 4S thereof rotates on the outer peripheral side of the input shaft 1. Arranged freely. Further, the ring gear 4R is arranged concentrically with the sun gear 4S, the pinion 4P meshing with the sun gear 4S and the pinion 4P meshing with the ring gear 4R mesh with each other, and these pinion 4P are rotatably held by the carrier 4C. ing.

The above-mentioned first clutch 3 is provided between the input shaft 1 and the sun gear shaft 12. That is, the first clutch 3 is a multi-plate clutch, the clutch drum of which is connected to the input shaft 1, while the clutch hub is connected to one end of the sun gear shaft 12. The ring gear 4R in the planetary gear mechanism 4 is an output element, and this ring gear 4R is connected to the drive gear 7a in the first counter gear pair 7 so as to rotate integrally therewith. The drive gear 7a is connected to the first clutch 3
And a planetary gear mechanism 4, and is rotatably held by a bearing 13.

Further, the synchronous coupling mechanism 6 is arranged at a position opposite to the counter drive gear 7a with the planetary gear mechanism 4 interposed therebetween. That is, the clutch hub 15 is attached to the end of the carrier shaft 14 integrated with the carrier 4C, and the hub sleeve 16 is engaged with the outer periphery of the clutch hub 15 via a key (not shown) so as to be movable in the axial direction. . Spline pieces 17 and 18 having synchronizer rings are arranged on both left and right sides sandwiching the clutch hub 15, and one spline piece 17 is integrated with a fixed portion 5 such as a casing, and a connecting mechanism K3 is provided there. Has been formed. The other spline piece 18 is integrated with the sun gear shaft 12, and a connecting mechanism K4 is formed therein. Therefore, the carrier 4C is connected and fixed to the fixed portion 5 by the synchronous connection mechanism 6, or is connected to the sun gear 4S so as to rotate integrally therewith.

On the other hand, the intermediate shaft 19 is rotatably arranged on the same axis as the output shaft 2, and the double pinion type planetary gear mechanism 9 is arranged on the same axis on the outer periphery of the end portion on the output shaft 2 side. It is arranged. This planetary gear mechanism 9 has almost the same structure as the first planetary gear mechanism 4 described above, and a sun gear 9S, which is one of the rotating elements, is integrated with the intermediate shaft 19, and the ring gear 9R is the first. The counter gear pair 7 is integrated with the driven gear 7b.

The clutch 8 is arranged at the end of the intermediate shaft 19 opposite to the output shaft 2. Like the first clutch 3, the clutch 8 is a multi-disc clutch,
The clutch drum is integrated with the intermediate shaft 19.
A second counter gear pair 10 is arranged between the clutch hub of the clutch 8 and the input shaft 1.
That is, the drive gear 10a is attached to the input shaft 1, and the driven gear 10b is integrated with the clutch hub.

A synchronous coupling mechanism 11 is provided between the clutch 8 and the planetary gear mechanism 9. The synchronous coupling mechanism 11 is for coupling and fixing the carrier 9C to a predetermined fixing portion 5 or selectively coupling it to the sun gear 9S. The clutch hub 20 is attached to the carrier 9C and the outer peripheral portion thereof is provided. A hub sleeve 20a is movably engaged in the axial direction via a key (not shown). Spline pieces 21 and 22 having synchronizer rings are arranged on both left and right sides of the clutch hub 20.

One of the spline pieces 21 is integrated with a predetermined fixing portion 5, and a connecting mechanism K1 is formed therein. The other spline piece 22 is integrated with the intermediate shaft 19, and a connecting mechanism K3 is formed therein. That is, the synchronous connecting mechanism 11 is configured to connect and fix the carrier 9C to the fixed portion 5 or to the sun gear 9S so as to be integrally rotatable.

Further, a reverse shaft 23 is arranged in parallel with the input shaft 1 and the intermediate shaft 19. A third counter gear pair 24 is arranged between the reverse shaft 23 and the sun gear shaft 12. That is, the drive gear 24a is integrally attached to the sun gear shaft 12, and the driven gear 24b meshing with the drive gear 24a is rotatably held on the reverse shaft 23. In addition, a fourth shaft is provided between the reverse shaft 23 and the intermediate shaft 19.
The counter gear pair 25 of is arranged. That is,
A reverse drive gear 25a is arranged on the reverse shaft 23 so as to be rotatable relative to the driven gear 24b and on the same axis. This reverse drive gear 2
A reverse driven gear 25b that is constantly meshed with 5a is integrally attached to the intermediate shaft 19.

The driven gear 2 on the reverse shaft 23
A connecting mechanism K5 for selectively connecting the drive gear 4a and the drive gear 25a is provided. As the connecting mechanism K5,
A sleeve 26 that engages with or disengages the spline of the driven gear 24b and the spline of the drive gear 25a by moving in the axial direction can be employed.

In FIG. 2, reference numeral 27 denotes an output gear attached to the output shaft 2, and the output gear 27 is the ring gear 2 of the actuating device 28 such as a front differential.
It meshes with 9.

According to the above-described automatic transmission, by engaging the clutch and the connecting mechanism as shown in FIG. 3, it is possible to set four forward gears and one reverse gear. In addition, in FIG. 3, ◯ indicates an engaged state or a connected state,
A blank column indicates a released state or a non-connected state. Each shift speed will be described below.

In the first forward speed, the clutch 8 on the same axis as the output shaft 2 is engaged, and the hub sleeve 20a of the synchronous connecting mechanism 11 adjacent to the clutch 8 is slid rightward in the drawing to move the connecting mechanism K1. It is set by connecting the carrier 9C to a predetermined fixing portion 5 in the connected state. That is, the driving force of the input shaft 1 is transmitted to the clutch 8 via the counter gear pair 10, and is transmitted from there to the sun gear 9S of the planetary gear mechanism 9 via the intermediate shaft 19.

In this planetary gear mechanism 9, the carrier 9
Since C is fixed via the synchronous coupling mechanism 11, when the sun gear 9S is driven, the ring gear 9R and the driven gear 7b integrated with the ring gear 9R are decelerated with respect to the sun gear 9S to move in the same direction as the sun gear 9S. Rotate. That is, the driving force of the input shaft 1 is the counter gear pair 10
Is transmitted to the sun gear 9S at a constant speed or with an increased speed. The driving force of the sun gear 9S is decelerated by the planetary gear mechanism 9 and transmitted to the output shaft 2. That is, in the first forward speed, the power is accelerated and decelerated by the counter gear pair 10 and the planetary gear mechanism 9 to achieve a predetermined gear ratio.

In the second forward speed, the clutch 3 arranged on the same axis as the input shaft 1 is engaged, and the carrier 4C is connected to the predetermined fixed portion 5 by the connecting mechanism K3 on the same axis. Is set. That is, the driving force of the input shaft 1 is transmitted to the sun gear shaft 12 and the sun gear 4S via the clutch 3. On the other hand, in the synchronous connecting mechanism 6, the sleeve 16 is slid to the right in FIG. 2 to connect the clutch hub 15 and the spline piece 17, so that the carrier 4C and the carrier shaft 14 are connected to the predetermined fixed portion 5. The carrier 4C is fixed.

Therefore, in the planetary gear mechanism 4, since the sun gear 4S is driven with the carrier 4C fixed, the ring gear 4R is decelerated with respect to the sun gear 4S and rotates in the same direction as the sun gear 4S. This ring gear 4
Since the drive gear 7a of the counter gear pair 7 is integrated with R, the driving force of the ring gear 4R is transmitted to the output shaft 2 via the counter gear pair 7. Therefore, in the second forward speed, the driving force of the input shaft 1 is applied to the planetary gear mechanism 4
The speed is reduced by, and further increased by the counter gear pair 7 and transmitted to the output shaft 2, and a predetermined gear ratio is achieved according to the gear ratios of the planetary gear mechanism 4 and the counter gear pair 7.

In the third forward speed, the clutch 8 on the same axis as the output shaft 2 is engaged, and the hub sleeve 20a of the connecting mechanism K2 adjacent thereto is slid leftward in FIG. It is set by connecting the spline piece 22 on the intermediate shaft 19 side. That is, since the connecting mechanism K2 connects the carrier 9C and the sun gear 9S in the planetary gear mechanism 9, the entire planetary gear mechanism 9 is set to rotate integrally.

Therefore, the driving force transmitted from the input shaft 1 to the intermediate shaft 19 via the counter gear pair 10 and the clutch 8 is directly transmitted to the driven gear 7b and the output shaft 2. Therefore, the gear ratio of the third forward speed is a value determined by the gear ratio of the counter gear pair 10.

In the fourth forward speed, the clutch 3 on the same axis as at the time of input 1 is engaged, and the hub sleeve 16 of the connecting mechanism K4 arranged on the same axis as this is slid to the left in FIG. Then, the clutch hub 15 of the carrier shaft 14 is engaged with the spline piece 18 of the sun gear shaft 12 to integrate the carrier 4C and the sun gear 4S. Therefore, the driving force of the input shaft 1 is transmitted to the sun gear 4S and the carrier 4C of the planetary gear mechanism 4 via the clutch 3, so that the entire planetary gear mechanism 4 rotates integrally.

That is, since the planetary gear mechanism 4 does not perform the acceleration / deceleration action, the driving force of the input shaft 1 is directly transmitted to the drive gear 7a of the counter gear pair 7. Then, the driving force is further transmitted to the output shaft 2 via the counter gear pair 7. Therefore, the gear ratio of the fourth forward speed is a value determined by the gear ratio of the counter gear pair 7.

Further, in the reverse gear, the clutch 3 on the same axis as the input shaft 1 is engaged, and the third counter gear pair 24 is engaged.
The driving force is transmitted to the driven gear 24b on the reverse shaft 23 via. Further, the driven gear 24b and the drive gear 25a are connected and integrated by a connecting mechanism K5. Therefore, the driving force is transmitted from the driven gear 24b to the intermediate shaft 19 via the drive gear 25a and the driven gear 25b.

On the other hand, the synchronous coupling mechanism 1 on the intermediate shaft 19
1, the hub sleeve 20a is slid rightward in FIG. 2 to connect the carrier 9C to a predetermined fixing portion 5.
Therefore, the driving force transmitted to the intermediate shaft 19 is reduced by the planetary gear mechanism 9 and transmitted to the output shaft 2 via the driven gear 7b. In this case, the input shaft 1 to the intermediate shaft 19
Since the driving force is transmitted to the intermediate shaft 19 via the third counter gear pair 24 and the fourth counter gear pair 25, the intermediate shaft 19 is in the opposite direction to the forward stage. The driving force is increased / decreased by these two counter gear pairs 24 and 25.

Further, the driving force of the intermediate shaft 19 is reduced by the planetary gear mechanism 9 and transmitted to the output shaft 2. Therefore, the output shaft 2 rotates in the direction opposite to that in the forward stage, and the number of rotations thereof is determined by the gear ratio of the third counter gear pair 24 and the fourth counter gear pair 25 and the gear ratio of the planetary gear mechanism 9. It becomes the number of rotations changed by the gear ratio.

Therefore, in the automatic transmission described above, the first
The third speed and the third speed are set by the planetary gear mechanism 9 on the output shaft 2 side and the counter gear pair 10 that transmits a driving force to the planetary gear mechanism 9, and the second speed and the fourth speed are set on the input shaft 1 side. It is set by the planetary gear mechanism 4 and the counter gear pair 7 connected thereto. That is, since the planetary gear mechanisms 4 and 9 set different gears independently of each other, even if the gear ratio in one of the planetary gear mechanisms 4 and 9 is changed, the other planetary gear mechanism is used. It does not affect the gear ratio of the set gear. As a result, according to the above-described automatic transmission, the constraint requirements for selecting the gear ratios of the planetary gear mechanisms 4 and 9 are reduced, so that the degree of freedom in selecting the gear ratio of each gear is increased.

In the automatic transmission described above, the radial load (radial force) when the planetary gear mechanisms 4 and 9 are performing deceleration is canceled between the sun gear and the ring gear. Shaft or intermediate shaft or output shaft 2
The radial force acting on is reduced. As a result, in the above automatic transmission, it is not necessary to make the input shaft 1, the output shaft 2, or the intermediate shaft 19 particularly large in diameter, and it is not necessary to make the bearings supporting these shafts large in size. It is possible to reduce the size and weight of the automatic transmission.

FIG. 4 shows a more specific example of the present invention. A hydraulic pump 31 is mounted inside the converter housing 30, and a fixed shaft 32 is inserted on the inner peripheral side thereof. The input shaft 1 is rotatably inserted inside the fixed shaft 32.

The pump housing is provided with a boss portion 33, and a clutch drum 34 is rotatably fitted on the outer peripheral side of the boss portion 33. This clutch drum 34
Is spline-fitted to the outer peripheral portion of the input shaft 1 and is incorporated in the hydraulic servo piston 35.

The input shaft 1 is divided into two in the axial direction, and the tip end side portion is inserted into the tip end portion of the rear end side portion to be integrated, and the other end portion is attached to the end portion of the casing 5. It is supported by the attached end cover 37 via a bearing 38. The sun gear shaft 12 is provided on the outer peripheral side of the input shaft 1.
Is rotatably fitted to the sun gear shaft 12
The clutch hub of the clutch 3 is spline-fitted to the end of the. A drive gear 7a of the counter gear pair 7 is rotatably fitted on the outer peripheral side of the clutch hub. In addition, this drive gear 7
A is rotatably supported by a support portion 39 formed on the inner peripheral portion of the casing 5 via a bearing 13.

Drive gear 7a sandwiching the planetary gear mechanism 4
A fixing plate 40 fitted to the inner peripheral surface of the casing 5 by a spline is attached to a portion opposite to
The spline piece 17 is integrated with the fixed plate 40. The spline piece 17 has the same structure as the spline piece of the conventional synchronous coupling device in a manual transmission, and has a synchronizer ring on the tapered surface and a spline on the outer peripheral surface.

A spline piece 18 integrated with the drive gear 24a of the third counter gear pair 24 is arranged on the opposite side of the spline piece 17 with the clutch hub 15 interposed therebetween. The spline piece 18 has a structure similar to that of the spline piece 17 described above, and has a synchronizer ring on the taper portion and a spline on the outer peripheral surface.

One end of the output shaft 2 is rotatably supported by the converter housing 30 via a bearing 41.
One end of an intermediate shaft 19 is rotatably inserted into the end of the output shaft 2, and the other end of the intermediate shaft 19 is rotatably supported by an end cover 37 via a bearing 42. There is. The driven gear 10b is rotatably fitted to the end of the intermediate shaft on the side of the end cover 37, and the clutch 8 is provided adjacent to the driven gear 10b.

That is, the clutch 8 is located substantially on the outer peripheral side of the synchronous coupling mechanism 6 on the input shaft 1, and the clutch 8 is arranged in the space on the outer peripheral side of the synchronous coupling mechanism 6. The clutch drum of the clutch 8 is integrated with a driven gear 25b that is integral with the intermediate shaft 19, and a hydraulic servo piston 43 is held inside the clutch drum so as to be movable back and forth. The clutch hub of the clutch 8 is integrated with the driven gear 10b.

Further, a synchronous coupling mechanism 11 is arranged on the opposite side of the clutch 8 with the driven gear 25b of the fourth counter gear pair 25 interposed therebetween. Therefore, the synchronous coupling mechanism 11 is located on the outer peripheral side of the planetary gear mechanism 4 on the input shaft 1 side. Therefore, the planetary gear mechanism 4 having a relatively large diameter is arranged using the space on the outer peripheral side of the synchronous coupling mechanism 11 having a relatively small outer diameter. The clutch hub in the synchronous coupling mechanism 11 is integrated with the carrier 9C, and the spline piece 22 arranged on one side of the clutch hub 20 is integrated with the driven gear 25b. Further, the fixing plate 4 in which the spline piece 21 on the opposite side is fixed to the casing 36
It is integrated in 4. These spline pieces 2
Reference numerals 1 and 22 have the same structure as in the single-cone type synchronous coupling device, in which a synchronizer ring is loosely fitted to the taper portion and a spline is provided on the outer peripheral surface.

The planetary gear mechanism 9 arranged on the same axis as the output shaft 2 is arranged axially displaced from the planetary gear mechanism 4 on the input shaft 1 side. Therefore, the increase of the outer diameter due to the overlapping of both in the radial direction is avoided. Further, the driven gear 7b of the counter gear pair 7 is arranged adjacent to the planetary gear mechanism 9, and the bearing 45 is provided on the inner peripheral side of the casing 5.
It is rotatably held via.

In the configuration shown in FIG. 4, the reverse shaft 23
Is fixed to the casing 5, and a driven gear 24b and a drive gear 25a are rotatably attached to the outer peripheral side of the casing.

In FIG. 4, reference numeral 36 denotes a parking gear, and the same reference numerals as those shown in FIGS. 1 and 2 denote the same members.

Although the double pinion type planetary gear mechanism is used in the above embodiment, the present invention is not limited to the above embodiment, and a single pinion type planetary gear mechanism is used. You can also Also, because a synchronous coupling mechanism is used as the coupling mechanism,
Although the drag torque can be reduced, the present invention is not limited to this, and a multi-plate clutch may be adopted as the coupling mechanism. Therefore, the position where the connecting mechanism is provided is not limited to the position shown in the above-described embodiment.

[0056]

As described above, according to the present invention,
Since the planetary gear mechanism arranged on the same axis as the input shaft and the planetary gear mechanism arranged on the same axis as the output shaft act independently to set different gears, either planet Even if the gear ratio of the gear mechanism is changed, it does not affect the gear ratio of the gear set by another planetary gear mechanism. Therefore, according to the present invention,
The gear ratio of the planetary gear mechanism can be set appropriately, and therefore the degree of freedom in selecting the gear ratio of the gear stage is expanded as never before. Further, although a radial force is generated when torque is transmitted through the counter gear pair, the radial force is canceled inside the planetary gear mechanism in the state where torque is transmitted in the planetary gear mechanism, and therefore in the present invention, the input force is The radial force that acts on the shaft and the output shaft is reduced, and as a result, it is possible to reduce the shaft diameter or the bearing diameter to reduce the size and weight of the device.

When gears, a planetary gear mechanism, a coupling mechanism, or the like are arranged on the input shaft and the output shaft as described in claim 2, the distance between the input shaft and the output shaft arranged in parallel with each other is narrowed. Therefore, the outer diameter of the automatic transmission can be prevented from increasing and the size and weight can be reduced.

[Brief description of drawings]

FIG. 1 is a conceptual diagram for explaining an embodiment of the present invention.

FIG. 2 is a skeleton diagram thereof.

FIG. 3 is a diagram showing an engaged / released state of a clutch and a coupling mechanism for setting each shift speed.

FIG. 4 is a sectional view showing a more specific example of the present invention.

[Explanation of symbols]

 1 Input shaft 2 Output shaft 3,8 Clutch 4,9 Planetary gear mechanism 5 Fixed part 6,11 Coupling mechanism 7,10 Counter gear pair

Claims (2)

[Claims] 1. An input shaft, an output shaft arranged in parallel to the input shaft, a first planetary gear mechanism arranged on the same axis as the input shaft, and a predetermined planetary gear mechanism of the first planetary gear mechanism. A first clutch for selectively connecting the rotating element and the input shaft; a first meshed first counter gear pair for transmitting torque between the rotating element serving as an output member of the first planetary gear mechanism and the output shaft; A first coupling mechanism that selectively couples one of the rotating elements of the first planetary gear mechanism to a predetermined fixed part and another rotating element; a second clutch that is arranged on the same axis as the output shaft; A second counter gear pair that constantly meshes torque between the front input shaft and the second clutch, and is arranged on the same axis as the output shaft, and one of the rotating elements is connected to the output shaft and the other. The rotating element is the second counter via the second clutch A second planetary gear mechanism that is selectively coupled to the driven gear of the pair, and a second coupling that selectively couples a rotating element of the second planetary gear mechanism to a predetermined fixed portion and another rotating element. An automatic transmission characterized by having a mechanism. 2. On the input shaft, from the input end, the first clutch, one gear of the first counter gear pair, the first planetary gear mechanism, the first coupling mechanism, One gear of the second counter gear pair is arranged in this order, and the first gear is arranged between the other gear of the first counter gear pair and the other gear of the second counter gear pair on the output shaft. The automatic transmission according to claim 1, wherein the second planetary gear mechanism, the second coupling mechanism, and the second clutch are arranged in this order from the counter gear pair side.