JPS604651A - Multi-stage gear speed changer - Google Patents

Abstract

PURPOSE:To improve the speed change response and fuel consumption by combining a parallel shaft speed change gear mechanism and a planetary gear mechanism enabling two step speeds change in parallel and enabling direct selection of every other speed change step. CONSTITUTION:A planetary gear mechanism 4 enabling two steps speed change and a parallel shaft type speed change gear mechanism 5 having speed change gear sets 15, 20, 16, 21, 17, 22 are combined in series while two sub-shafts 11, 12 to be drivingly coupled properly with main shaft 10 are provided on said mechanism 5 to be provided with power thus to enable direct selection of every other speed change step. Consequently, every other speed change can be performed without passing through an intermediate speed change step, resulting in improvement of speed change response and improvement of fuel consumption through multi-step.

Description

DETAILED DESCRIPTION OF THE INVENTION (1) Technical Field The present invention relates to a multi-stage ML transmission suitable for use as an automatic transmission.

(2) Conventional automatic transmissions usually have a hard planetary gear set in the eastern part of the transmission gear, but the planetary gear set itself is expensive, and automatic transmission requires this as a gear set. machines tended to be disadvantageous in terms of price. On the other hand, automatic transmissions are now becoming multi-speed, including overdrive, in order to improve fuel efficiency, and in this case, one more set of planetary tooth gears is required. Therefore, it is inevitable that the multi-speed automatic transmission becomes even more expensive and even more disadvantageous in terms of price.

Therefore, attempts have been made to develop a parallel shaft type multi-speed automatic transmission by modifying a parallel shaft type variable speed transmission, which is often used as a manual transmission, so that it can function as an automatic transmission.

An example of this type of transmission is JP-A-57-184781.
There is a σda as described in the publication, which is a transmission system in which two subshafts are installed on the main shaft into which power is input so that they can be driven and coupled as appropriate, and each of these subshafts has a number of different gear ratios. It is constructed by correlating the efforts so that they can be driven and combined as appropriate.

However, the configuration of the lever is such that while power is being transmitted by a transmission gear set that is drive-coupled to one subshaft, one set of transmission gears that is related to the other subshaft is selected by being drive-coupled to it in advance. By separating one of the subshafts from the main shaft and at the same time drivingly connecting the other subshaft to the main shaft, it is possible to perform automatic gear shifting without interrupting the transmission of driving force. This means that the variable M thm group that selects one gear shift at a time on the shaft is correlated, and the following
Have courage.

In other words, for example, is there a transition from a deceleration state to a sudden acceleration state? When you
An automatic transmission selects one gear step at a time (for example, from 5 to 8,
In this case, in order to perform the above-mentioned shift without interrupting the transmission of driving force, the multi-stage automatic transmission needs to change the gear that had been selected to the current gear. The gear set is separated from the corresponding subshaft, and as described above, the power is transmitted by the transmission gear set on the other subshaft selected in advance to downshift to the gear immediately below, and then the gear set on the other subshaft selected in advance is downshifted. The only option is to stop power transmission by the upper transmission gear set and to obtain the desired gear position using another transmission gear set on the original countershaft.

In other words, the above-mentioned multi-speed automatic transmission is, for example, 5 → 3 speeds or 4 →
When you want to shift 2, you have no choice but to shift from 5 to 4 to 3 or from 8 to 2, and the same goes for other downshifts and upshifts. I can't stop the responsiveness from getting worse. In this case, the driver may not be able to achieve the sudden acceleration he or she desires, or the fuel consumption may be poor, resulting in multiple stages.

It becomes impossible to fully achieve the purpose of

(3) Purpose of the Invention The present invention was created based on the fact that it is impossible to hope to solve the above problems with a parallel shaft type variable speed tooth brushing mechanism alone, no matter how devised it may be. A combination of two PA systems in series (the planetary gear set can be L), and the transmission ratio of the planetary gear mechanism is unique in relation to the gear ratio of each transmission gear set in the parallel shaft type transmission tooth brushing mechanism. The purpose of the present invention is to provide a multi-speed gear (if K speed) in which each gear speed can be selected in tandem with each other, thereby solving the above-mentioned problem.

(4;) Li of invention! 7. For this purpose, the multi-stage gear shift system of the present invention has a planetary #nt tm flit capable of two-stage transformation, and at least two
It is equipped with a parallel shaft type transmission gear set with different gear ratios in series, and the power is inputted. Two sub-shafts are provided which are appropriately driven and connected to the main shaft of the Te-shaft type Henmei-shi tn structure, and these sub-shafts are provided.

By associating the transmission gear sets to a shaft so that they can be suitably drivingly coupled to each other alternately in the order of gear ratios, and shifting the speed of the planetary gear mechanism with one of the transmission gear sets drivingly coupled to the corresponding countershaft. Adjacent gear stages" are obtained, and one gear stage after another can be obtained by switching the transmission gear sets associated with the two countershafts and drivingly coupling them to the corresponding countershafts without changing the speed of the planetary gear mechanism. The gear ratio of the planetary gear mechanism is set accordingly.

(5) Examples Hereinafter, the present invention will be explained in detail with reference to illustrated embodiments.

Figure 1 is an example of a 6G automatic transmission using the multi-stage toothed transmission of the present invention [1F Koi transmission.
Reference numeral 5 indicates a parallel shaft type variable speed tooth brushing mechanism, which constitutes a power train of an automatic transmission.0 The planetary gear m groove 4 has one planetary gear assembly 6, which is connected to a sun gear 6a and a ring gear 6b as usual.

Ilf on these! It is composed of a matching planetary gear 6C and a gear carrier 6d that rotatably supports the planetary gear 6C. Connect the gear carrier 6d to the input shaft 7,
A starting clutch 8 is interposed between the input shaft 7 and the crankshaft 2. The starting clutch is a wet type multi-plate clutch so that the entry shaft 7 can be drivingly connected to the crankshaft 2 during hydraulic operation.

The sun gear 6a can be fixed appropriately by a speed increasing band brake 8, and the ring gear 6b can be fixed by a direct coupling clutch 9.
The ring gear 6b is connected to the main shaft 10 of the parallel shaft type transmission mechanism 5.

The parallel shaft type transmission mechanism 5 has a main shaft i.

Two sub-shafts 11 and 12 are rotatably fitted on the top,
These subshafts IL, 12 are connected to variable speed clutches 13 and 141, respectively.
The main shaft can be coupled to the main shaft 1° at appropriate intervals. Both speed change clutches 13 and 14° are also wet-type multi-disc clutches, and in this example, they are integrally formed with a length of 11'η. A low speed drive gear 1[5 and a high speed drive gear 16 are rotatably supported on the subshaft 11, and an intermediate drive gear 17 is rotatably supported on the subshaft [2]. Drive gear 15.
Is there something wrong with L61tlJ? 1. An f-hub 18 is interposed and spline-fitted onto the subshaft 11 to enable axial movement.

The transmission hub 18 meshes with the clutch gear 15a of the drive gear 16 when moving from the neutral position shown in the figure to the left in the figure, drivingly coupling the drive gear 15 to the subshaft ti, and when moving to the right in the figure, the clutch gear of the drive gear 16 engages with the clutch gear 15a of the drive gear 16. 16a to drivingly connect the drive gear 16 to the subshaft 11. Drive gear 17
A transmission hub 19 is provided oppositely to the shaft 12, and is spline-fitted onto the subshaft 12 so as to be movable in the axial direction. When the transmission hub L9 moves to the right in the drawing from the neutral position shown in the drawing, it meshes with the clutch gear 17a of the drive gear 17, and the drive gear 17 is connected to the subshaft 12.
Drive to combine. Drive gears [5 to 17 are driven gears 20 to 22, which together with these constitute the transmission gear set, respectively.
The driven gears 20 to 22 are connected to a common countershaft 28.

Main shirt) On top of 10 there is a further backward drive gear 24
is supported rotatably and is engaged with the intermediate pawl 25. The intermediate pawl 25 meshes with a driven gear 26 and connects the driven gear to the countershaft 23. A speed change hub 27 is attached to the reverse drive gear 24, and this is connected to the main shaft 1o by a spline li'43 to enable axial movement. When the transmission hub 27 moves leftward in the drawing from the neutral position shown in the drawing, it meshes with the clutch gear 24a of the drive gear 24, drivingly coupling the drive gear 24 to the main shaft 10.

The n71ωV circuit for automatically shifting the power train configured as described above will now be described.

In the figure, reference numeral 28 denotes an oil pump which is constantly driven by the engine 1 and sucks in hydraulic oil from a reservoir 29 and discharges it to a line pressure circuit 80. Line pressure in circuit 80 is 41M pressure valve 8
It is kept at a constant value determined by the spring force of spring ata by l,
This line pressure reaches the bow 32a of the manual valve 32 via the circuit 80. The manual valve 32 has its spool 3'2b manually operated by the lever 38, and does not allow the boat 82a to pass through any boat in the medium (N) range, and allows the boat 32a to pass in the forward automatic transmission range (D) range. The boat 32a is connected to the boat 82d, and the boat 32a is connected to the parking 1ft (P) range, and the boat 1320.32'd is connected to the drain boat (X in the figure). mark)
shall be made acquainted with.

boat) 820 is connected to the starting clutch 8 via the starting pressure circuit 34, and this circuit 84 is connected to the boat 32d via a check valve 85.
This bow ha2ac can be supplied with line pressure from
Also connect. inserting orifice 36 into circuit 84;
A starting pressure R7υ sister circuit 37 is connected to its downstream (1!It), and an orifice 38 is also provided in this circuit.A solenoid on-off valve 39 for the starting control 6!I is connected to the terminal of the circuit 37. The solenoid valve is turned off in the N and P ranges of the manual valve 82, and at this time, as shown in the figure, the circuit 87 is connected to the drain boat (indicated by an x), and the manual valve 32 is connected.

Although it is turned on in the R (driving) range and the circuit 87 is cut off from the drain boat at this time, duty control is initially performed so that the on-time width gradually increases for the purpose described later.

The circuit 84 further includes a planet &
1 A vehicle-purchased speed change control circuit 4.0 is attached and installed, and this is connected to the van l° servo 1 of the speed increasing band brake 8 by means of a circuit 41.
Connect to the gravity chamber. In addition, i) The eclipse band servo has the receiving area of the operating chamber smaller than the pressure receiving surface h1 of the release chamber, and when the same ?III pressure is supplied to the compartment, the band brake 8 is deactivated and the release chamber It is assumed that the band brake 8 is operated when the hydraulic pressure is released.

The terminal of the circuit to passes through the orifice 412 if N (
4: r ili.

It is connected to the chamber 43a of the mechanical change-over solenoid 43, and also connected to the chamber 44a of the one-way valve ↓ and the boat 4Φb. When the solenoid 43 is off, the plunger 43b is in the retracted position as shown in the figure, and the drain of the chamber 43a is 7%'-1-(
) and turn it on! It is assumed that the INF plunger S3b is extended to close the drain boat. The switching valve 114 is configured so that the hydraulic pressure is (1) in the chamber 41a (the 11-tes spool 440, which is not supplied, is moved to the position shown in the figure by the spring 44d).
Drain boat 448 (x >]' Lower the middle F and go to boat 4
48 to boat 44. b. The boat 44e is connected to the band servo release chamber of the band brake 8 through an orifice 45 and a circuit 46, and is also connected to the direct coupling clutch 9 through an orifice 417 and a circuit 48.

Parallel shaft type speed change gear mechanism May speed change control subcircuit 419 is connected to the bi(r) point above the orifice 86 of the circuit 34, and the electromagnetic changeover valve 51 is connected to this via the orifice 50. These valves 51 to 53 are all two-position switching valves, but the valve 51 is provided with a separate circuit 54, 55 leading to the clutch 13, and a drain circuit 57 with an orifice 56. are connected to the valve 52, and both chambers 58a, 58 of the speed change hub actuator 58 are connected separately to the valve 52.
The drain circuits 59 and 60 and the drain circuit 61 are connected to the valve 53, and both chambers 6 of the speed change hub actuator 62 are connected to the valve 53.
Circuits 68 and 6Φ leading to 2a and 62b and drain circuit 65
Connect to. When the valve 51 is off, the circuits 54 and 55 are connected as shown in the figure.
are connected to circuits 49 and 57, respectively, and when on, circuits 54 and 5
5 to the circuits 57 and 49, respectively, and the valve 5
2, when off, circuit 59.60 is connected to circuit 49.61 as shown in the figure.
When the valve 53 is off, the circuit 63.64 is connected to the circuit 65.49, and when the valve 53 is off, the circuit 63.64 is connected to the circuit 65.49. is connected to circuit 49.65. In addition, the actuator 58 normally supports the rod 58C in a balanced position 11' (as shown in the figure) by means of springs 58d and 588. It is assumed that the actuator 62 normally holds the rod 620 at the right limit position shown in the figure by a spring 62d, and when the lever 67 is pressed, the gear change hub 18 connected to the rod 620 is It is assumed that the neutral position iR shown in the figure is set.

The boat 32d of the manual valve 82 is connected to the chamber 71a of the actuator 71 through the one-way orifice 68 by the circuit 70, and this actuator is normally connected to the chamber 71a of the actuator 71.
1b, the Rondoor 10 is placed at the left eye position V' as shown in the figure. The rod 710 is connected to the transmission hub 27 by a lever 72, and the left limit position of the rod 710 places the transmission hub 27 in the neutral position shown.

Next, the operation of the above embodiment will be explained.

When the driver desires to park the vehicle, the driver presses the manual valve 32.
When the is set to P or N range, manual valve 32
does not output the line pressure of circuit 80 to circuit a4, and valve 89
Since the circuit 34 is drained due to the engine failure, hydraulic pressure is not supplied to the starting clutch 3. Therefore, the starting clutch 3 maintains a state of calm Ip, and the engine power from the crankshaft 2 is cut off here and directed to the input shaft 7, without reaching the countershaft 2B and producing 1[L] as required. You can leave it parked.

At this point, the driver wishes to drive forward and uses the manual valve 3.
If you set 2 to D range, that bow) 82C! is connected to boat 37a, and the line pressure of circuit 30 reaches circuit 34. Therefore, when the driver does not press the accelerator pedal before starting, the valve 39 remains off and the circuit 34 downstream of the orifice 36 continues to be drained to maintain a pressure-free state. Clutch 8 is not engaged,
Prevents 16 cars of Ikeda. At this time, since there is an orifice 36, the inside of the circuit 34 upstream thereof is 01'1
The line pressure is maintained by the action of the pressure valve 81, and the next start is possible.

When the driver desires to start and increases the output of the engine 1 in response to depressing the accelerator pedal, the valve 39 is turned on to match the increase in output of the engine 1.
The duty control ω11 is applied so that the switch is repeatedly turned off, and each time it is turned on, the pressure in the circuit 84 downstream of the orifice 86 is gradually increased. This gradually increasing pressure reaches the engine 1f-1 clutch 8, which is gradually connected (at a speed 9 commensurate with the rate of increase in the output of the engine 1) to transfer the engine output from the crankshaft 2 to the input shaft 7 for a starting shock. Gradually convey without. At this time of starting, the transmission of the present invention is naturally in the first position.
There are 8 times to select 6 for i and i', so the solenoid 43 is turned on to disconnect that chamber 48a from the drain boat, and all of I'i' 51 to 53 are turned off. When the solenoid t3 is turned on, the circuit 40 one downstream from the orifice 42 becomes the circuit 3Φ upstream from the orifice 86.
This pressure is brought to the same pressure as the line pressure inside, and this pressure switches the valve 4 and is outputted to the circuit 46, 48 from the bow) 44+b. Line pressure from circuit 46 deactivates band brake 8 against line pressure from circuit 4, L, and line pressure from circuit 48 activates clutch 9.

In this way, the planetary gear mechanism 4 directly connects the sun gear 6a and the ring gear 6b with the clutch 9, and transmits the engine power reaching the input shaft 7Q directly to the main shaft 10 of the parallel shaft type variable speed machine 1145 without increasing or decelerating it. . How to use, when the valve 51 is turned off, the line pressure of the one-way passage 34 downstream from the orifice 86 reaches the clutch 13 via the circuits 4.9 and 541, and this? 1 and 6, and drivingly connect it to the subshaft [1 is the main shirt] 10. Also, when the valve 52σ) is turned off, the line pressure of the circuit 49 reaches the actuator 580 chamber 58a, causing the rod 580 to move to the right in the figure.
6, the transmission hub 18 is moved to the left in the figure to a position where it engages with the clutch gear 15a. Therefore, the engine is transmitted directly to the 11th main shaft 10 and outputted therefrom, thereby making it possible to start the vehicle at the first speed. In addition, the reduction ratio of this first series is because if the gear ratio of the Hentsuji Ertun set 15 and 20 is 4, for example, the two Yusoku city machines f4J and Φ are now directly connected (reduction ratio 1) to transmit power. It becomes 4.

By the way, when the valve 53 is turned off, the line Fb of the circuit 49
is supplied to the chamber 62b of the actuator 62, and the rod 62
0 to the left from the illustrated position, and move the transmission hub 19 to the right via the lever 67 to a position where it meshes with the clutch gear 17a. At this time, the drive gear 17 is drivingly coupled to the subshaft 12, but since the clutch 14 is not activated and the subshaft 12 is separated from the main shaft 10 by 9 nodes, this subshaft
Therefore, no power is transmitted to the C variable gear tooth BD (lt 7 , 22).

When the start in the first speed is completed, the duty of the valve 89 is set to 100% (always on), and the valve 89 is turned on once.
A 7 is no longer allowed to pass through the drain boat, and the output 1
;The supply pressure to the clutch 3 is kept at the same value as the line pressure, and the starting clutch is held in the fully engaged state Uβ. Therefore, the starting clutch 3 does not become I'1 in the subsequent running state, and all of the engine power can be transmitted to the input shaft 7 without loss.

Next, when selecting the second speed, only the solenoid 4.8 is turned off, and the other conditions are kept the same as when selecting the first speed. At this time, as a result of the valve 43 being turned off and its chamber 48a communicating with the drain boat, the circuit 40 downstream of the orifice Φ2 is brought into a pressureless state, and the valve 44 is turned off by the spring 4.4.
d switches to the position shown and connects the circuits 416, 418 to the drain boat, making it unpressurized. Thus, the clutch 9 is released, and at the same time, the band brake 8 is operated by the line pressure led from the circuit 4 to the band servo non-operating chamber of the band brake 8. At this time, the planetary southeast mechanism 4 has the sun gear 6a fixed, so the main shaft 10
This rotation is transmitted to the countershaft 23 through the same path as in the case of the first speed, and the second speed is increased.
It is possible to obtain different gears. At this time, if the gear ratio of the four sets of planetary teeth 6 is, for example, 0.7, the reduction ratio of the second speed is the first
4 x 0 expressed as the product of the speed reduction ratio and the gear ratio
．． 7=2.8.

Next, when selecting the third speed, the gear maid hand 3 is turned back on, the planetary gear mechanism 4 is again set to the direct connection state, and the valve 51 is turned on at step 113. Since the circuits 54 and 55 can be switched to the circuits 57+49 by the valve 51, the clutch 18 can be switched from activated to inactive, and the clutch 14 can be changed from deactivated to activated, and the secondary shaft can be replaced with the secondary shaft 11. Shaft 12 is drivingly coupled to main shaft 10 .

By the way, since the transmission hub 19 is engaged with the clutch gear 17a as described above, the engine power that reaches the in-coupled pV planetary gear stage t544 without being increased or decreased by the main shaft 10 is transferred to the subshaft 12. , the transmission hub 19, the transmission 1111 IIC set 17.22 is transmitted to the counter shaft 23, and the 8th gear can be selected.The reduction ratio of the 8th speed is For example, if the gear ratio of 17.22 is selected as 2, the planetary teeth i1r, machine r!
'j Since 4 is in 161 states, it becomes 2.

If the valve 52 is turned on for the next gear shift with this third crossroads selected, this valve will turn on at times μi'+
59 + 60 are switched and connected to circuits 61 and 49, and line pressure from circuit 49 is supplied to actuator chamber 58b to move rod 580 to the left in the figure. As a result, the lever 66
The gear shift knob L8 engages with the clutch gear tcta through the clutch gear tcta, but since the clutch 13 is currently inactive and the subshaft 11 is 9 km from the main shaft LO, the shift knob L8 engages with the clutch gear tcta.
6+22 is not involved in power transmission.

To select the 4th speed, simply turn off the solenoid ↓3 to bring the planetary gear mechanism 4 into a speed increasing state, and keep the other conditions the same as when selecting the 8th speed.

At this time, the gear ratio of the planetary gear set 6 is 0.7 as mentioned above.
Therefore, it is possible to obtain the fourth speed with a reduction ratio of 1.4 expressed by the gear ratio of 0.7 and the third reduction ratio of 2.

Next, to select the fifth speed, the solenoid 48 is turned back on to put the planetary tooth Of, t'9 F7.741 in a variable direct connection state, and the valve 51 is turned off and the crank 18 is turned on. Activated, clutch 14 is deactivated. By the way, as mentioned above, the shift gear 18 is the clutch gear L6a.
Because it meshes with the planet southeast la r4' in a direct connection state
“The engine power transmitted directly to the main shaft 10 via t4 is transmitted to the clutch 18, subshaft 11, transmission hub 18,
It is transmitted to the countershaft z8 via the gearshift gear set 16.21, and the fifth speed can be obtained. And the reduction ratio of the 5th speed is, assuming that the gear ratio of Henmei Ryoichigumi 16.22 is 1,
Since the planetary tooth Ki is directly connected to the machine purchasing mechanism, it becomes l.

When selecting the 6th speed, all that is required is to turn off the gear/id 48 and bring the planetary gear mechanism 4 into the speed increasing state, and the other conditions are kept the same as when selecting the 5th speed.

At this time, since the gear ratio of the planetary gear set 6 is 0.7 as described above, the 6th speed with a speed increase ratio of 0.7 expressed by the bond between the gear ratio and the reduction ratio l of the 5th speed is obtained. be able to.

By the way, when the driver desires to drive in reverse and sets the manual valve 32 to the R range, the boat 32d shifts to the boat 32d.
2a, the line pressure of circuit 80 reaches circuit 70.

On the other hand, the line pressure in circuit 70 is passed through check valve 85 to circuit 34.
and on the other hand, it reaches the actuator 71 via the one-way orifice 68. The line pressure to the circuit 34 is directed to the starting clutch 3, but the operation of the starting clutch is controlled by the valve 39 in the same way as when driving forward, and when starting backwards, the engine power of the crankshaft 2 is transferred gently to the input shaft 7 without any blemish. transmission to crank 2 without any power transmission loss after starting backwards.
engine power can be transmitted to the input shaft 7. Actuator ql screams B line pressure is that rod 7LC
is moved to the right in the figure, and the transmission hub 27 is moved via the lever 72 to a position where it meshes with the clutch gear 24a. In addition, in the R range, the valve 51 is turned on, the clutch 13 is deactivated, the clutch 14 is activated, and the valve 58 is turned on.
By turning on the actuator rod 620 to the right limit position as shown (shifting hub 19 to the neutral position as shown),
The power to the main shaft lo is transferred to the forward speed change gear set 15.
20 and 16°, 21 and 17.22.

Therefore, the power that has passed through the Planetary Ryoichi Organization 4 and reached the main shirt 10 is reversed through the transmission hub 27, the drive gear 2Φ, the intermediate gear 25, and the driven gear 26, and then reaches the counter shaft 23, where it enters the reverse gear. be able to. In addition, the reverse gear is also controlled by the on/off control 01I of the solenoid 43. By switching 11!1 ton (tf, +74) to the 1-coupled state or the speed-up state, it can be made into 2 stages.

011 As is clear from the above, the clutch 18 is a variable train to which power is transmitted by the red clutch 18! a tun group 15.20 and 16
．． 21 is used to select the 1st intersection, 2nd speed, the 5th intersection, and 6th speed, and also passes through the clutch 14 to select the jl? Since the transmission gear set 17.22 to which the 11 force is transmitted is used to select the 3rd and 41st speeds, one 91-bi transmission]
Shifting that selects between (1<-+3゜2←4,3
+ 5, 4 + 6 transmission), the operation of the clutches 18 and 14 must be switched to perform the transmission. Therefore, during gear selection with one of the clutches 13 and 14 activated, If the transmission gear set associated with the clutch to be used is previously drive-coupled to the corresponding subshaft by engagement with the transmission hub, one of the clutches should be deactivated and the clutch to be used should be activated. .By simply switching between the two gears, you can suddenly change gears by one shift.
The shift can be performed quickly without passing through an intermediate gear.

FIG. 2 shows another example of the present invention, in which the planetary tooth ηi machine H&
4 is provided at the rear stage of the parallel shaft type transmission gear groove 5 instead of at the front stage. Therefore, the main shaft 10 is coaxially opposed to the crankshaft 2, the starting clutch 3 is interposed between the two, the countershaft 23 is connected to the gear carrier 6d, and the ring gear 6b is connected to the transmission output shaft 78. .

FIG. 3 shows still another example of the present invention. In this example, the starting clutch 3 is a dry type clutch, the clutches 13 and 15 are not integrated, but are divided and configured as separate bodies, and the reverse gear ml
The positions of groups t 24 to 26 were changed.

In the configurations shown in FIGS. 2 and 8, the same operation as described above with reference to FIG.

In addition, in any of the embodiments shown in FIGS. 1 to 3,
Although the planetary and city mechanism 4 is configured to be able to be switched between the direct connection state and the speed increasing state, it goes without saying that it may be configured to be able to be switched between the direct connection state and the deceleration state by changing the input/output elements.

(6) Effects of the Invention Thus, the multi-stage dual transmission of the present invention can be used, for example, in the &I of the above eight examples.
I <, and a parallel shaft type variable speed gear machine lvI ¥5 having a planetary gear 11 capable of two-stage speed change and at least two variable speed gear sets 15120, 16.21, and 17.22 with different gear ratios. 21Lff countershafts 11 and 12 are provided, which are appropriately connected to the main shaft 10 of the parallel shaft type transmission gear mechanism 5 into which power is input. The gears 1 are interrelated in order of their gear ratios so as to be suitably drive-coupled, and one of the transmission gear sets is drive-coupled to the corresponding countershaft, and the planetary gear tfif 4' is shifted to change the speed of the adjacent gear. What gear does it match? Then the planetary gear f'A +i°1□
By switching the transmission gear sets related to (■) and drivingly coupling them to the corresponding sub-+1'l!I, the planetary two-city mechanism is used so that one gear shift can be changed to the two sub-shafts 11 and 12 that perform the I4+ speed change. Since the gear ratio has been selected, it is possible to skip one gear without going through an intermediate gear, as explained above, and the gear can be carried out quickly and with good response, and always at the optimum speed. The power can be extracted according to the driver's will by changing the gears, and the objective of improving fuel efficiency can be reliably achieved by increasing the number of gears.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing one embodiment of the multi-stage tooth brushing transmission of the present invention, and FIGS. 2 and 3 are route diagrams showing two other examples of the present invention. ■...Engine 2...Crankshaft 71.8...
・Starting clutch 41...Planetary gear mechanism 5...Parallel shaft type gear change tooth*, fi ff118...Acceleration band brake 9...Direct coupling clutch IO...Main shaft 11
．． 12... Countershaft ia, t4+... Speed change clutch 15... Low speed speed change gear set 16.21... High speed speed change gear set 17.22... Middle gear speed change gear set! , 8.19... Gear shift hub 23... Counter shaft 24-26... Reverse gear shift both city set 27... Gear shift huff, 28... Oil pump 29...
・Reservoir 8 [...hFA pressure 32...Manual valve 39...Start control valve 1iFJ closed Jr4
3... Solenoids for increasing speed control 4, 4... Speed increase 1b1] Switching valve for KA I 51... For clutch control 'tortoise' (washing valves 52, 53..., for speed change control') i11″, magnetic displacement 58.62,...shift actuator 66.67...lever 71, 9. reverse selection actuator 72...lever. Patent applicant Nissan Motor Co., Ltd.\Chiy:, (゛、Pi

Claims (1)

[Claims] The parallel shaft type transmission t to which power is input is equipped in series with a planetary tooth heavy machine groove capable of shifting in 12 steps and a parallel shaft type transmission gear mechanism having at least two sets of transmission gears with different gear ratios.
m tun m 2 drive-coupled as appropriate to the main shaft of the groove
subshafts are provided, and these subshafts are interrelated so that the speed change gear sets can be suitably drivingly coupled alternately in the order of gear ratio, and one of the speed change gear sets is drivingly coupled to the corresponding subshaft &. Adjacent gear stages are obtained by changing the speed of the planetary mechanism in the state, and further, without changing the speed of the planetary mechanism, the transmission gear sets associated with the two subshafts are switched and drivingly coupled to the corresponding subshafts. A multi-stage gear transmission, characterized in that the gear ratio of the planetary float mechanism is selected so that one shift stage can be obtained in succession.