JP2008064217A

JP2008064217A - Vehicle transmission

Info

Publication number: JP2008064217A
Application number: JP2006243816A
Authority: JP
Inventors: Takashi Aoki; 青木　　隆
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2006-09-08
Filing date: 2006-09-08
Publication date: 2008-03-21
Anticipated expiration: 2026-09-08
Also published as: JP4404885B2

Abstract

<P>PROBLEM TO BE SOLVED: To provide a multistage transmission for a vehicle with six or more forward stages having a suitable configuration in accordance with the number of the shift stages. <P>SOLUTION: In the transmission TM1, seven gear trains 1 to 6, R are provided on power transmission paths between input and output shafts in parallel. Out of each two gear trains, by three common clutches C<SB>R4</SB>, C<SB>15</SB>, C<SB>26</SB>for engaging/disengaging a set of gears integrally rotatably supported in the input shaft IS side, three selection mechanisms S<SB>R4</SB>, S<SB>15</SB>, S<SB>26</SB>, S<SB>37</SB>for selectively engaging either of the set of gears rotatably supported by the output shaft OS, respectively and a dedicated clutch C<SB>4</SB>, the power transmission paths are selected and gear shift is performed. The gear trains in each set provided with the selection mechanisms and common clutches are combined, such that a difference between the number of the speed stages of one of the gear trains and that of the other gear train is four which is one stage larger than the number of the selection mechanisms and the common clutches. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、エンジンに繋がる入力軸と駆動輪に繋がる出力軸との間の動力伝達経路に並列に設けらた速度段の異なる複数列の歯車列を備え、クラッチ及び選択機構を介して選択的に接続される車両用変速機に関する。 The present invention includes a plurality of gear trains with different speed stages provided in parallel in a power transmission path between an input shaft connected to an engine and an output shaft connected to a drive wheel, and selectively via a clutch and a selection mechanism. The present invention relates to a vehicle transmission connected to the vehicle.

上記のような車両用変速機は、自動車の自動変速機に用いられており、例えば前進４段後進１段の自動変速機（４ＡＴ）では、前進用の４列の歯車列と後進用の１列の歯車列からなる計５列の歯車列が設けられ、クラッチ等により選択的に入出力軸間に摩擦係合させて各速度段の動力伝達経路を形成するように構成される。このような自動変速機には、二列の歯車列における一方の軸上に一体的に回転自在に支持された一組の歯車を当該一方の軸に係脱させる共用クラッチ及び該二列の歯車列の他方の軸上に各々回転自在に支持された一組の歯車のいずれか一方を選択的に他方の軸に結合させる選択機構と、単列の歯車列を動力伝達経路に摩擦係合させる専用クラッチとを備え、クラッチ数の増大による変速機の大型化を抑制するように構成したものがある。 The vehicle transmission as described above is used in an automatic transmission of an automobile. For example, in an automatic transmission (4AT) having four forward speeds and one reverse speed, four forward gear trains and one reverse gear are used. A total of five gear trains comprising trains of gear trains are provided, and are configured to selectively engage frictionally between the input and output shafts by a clutch or the like to form a power transmission path for each speed stage. Such an automatic transmission includes a common clutch for engaging and disengaging a pair of gears integrally supported on one shaft in a two-row gear train and the two-row gears. A selection mechanism that selectively couples one of a set of gears, each rotatably supported on the other shaft of the row, to the other shaft, and a single row gear train that frictionally engages the power transmission path Some have a dedicated clutch and are configured to suppress an increase in the size of the transmission due to an increase in the number of clutches.

このような変速機の構成例として、前進４段後進１段の自動変速機において、１速段と４速段、３速段と後進段を組み合わせて各二列一組の歯車列とし、各組ごとに共用クラッチと選択機構とを設けるとともに、２速段の歯車列に専用クラッチを設け、現在動力伝達されている速度段（現行段）の上下段の歯車列を選択機構により予め選択して結合させておき、変速時には現行段のクラッチを切り離すとともに次段（上段または下段）のクラッチを係合させる、いわゆるCluch to Cluchの直接変速により、迅速なアップシフト及びダウンシフトを行うように構成されたものが知られている（例えば、特許文献１を参照）。 As an example of the configuration of such a transmission, in an automatic transmission with four forward speeds and one reverse speed, the first speed stage, the fourth speed stage, the third speed stage and the reverse speed are combined to form a gear train of two rows, A common clutch and a selection mechanism are provided for each set, and a dedicated clutch is provided for the second gear stage, and the upper and lower gear trains of the speed stage (current stage) that is currently transmitting power are selected in advance by the selection mechanism. It is configured to perform quick upshift and downshift by direct shift of so-called Cluch to Cluch that disconnects the current stage clutch and engages the next stage (upper or lower) clutch at the time of shifting Is known (see, for example, Patent Document 1).

特開昭５７−１９０１４９号公報JP 57-190149 A

しかしながら、従来技術では、変速段数を前進６段以上の多段変速とする場合に、どのような速度段を組み合わせて二列一組とするのが好適であるのか、また前進段数が複数の場合に専用クラッチをどの速度段に設定することが望ましいのか等について、言及されておらず、６段以上の多段変速機について普遍の技術が確立されていない。 However, in the prior art, when the number of shift stages is set to a multi-stage shift with 6 or more forward speeds, what speed stages are preferably combined into a set of two rows, and when there are a plurality of forward speed stages There is no mention of which speed stage it is desirable to set the dedicated clutch, and no universal technology has been established for multi-stage transmissions of 6 stages or more.

本発明はこのような事情に鑑みてなされたものであり、前進６段以上の多段変速機について変速段数に応じた好適な構成の車両用変速機を提供することを目的とする。 The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicular transmission having a suitable configuration according to the number of shift stages in a multi-stage transmission having six or more forward stages.

上記目的を達成するため、本発明に係る車両用変速機は、エンジンに繋がる入力軸と、駆動輪に繋がる出力軸と、これらの入力軸および出力軸の間の動力伝達経路に並列に設けられて相互に噛合する速度段の異なる少なくとも七列の歯車列と、各二列の歯車列の一方の軸（例えば、実施形態における入力軸IＳ）に一体的に回転自在に支持された一組の歯車を当該一方の軸に係脱させる共用クラッチ（例えば、第１〜第３実施形態における第１〜第３クラッチＣ_R4，Ｃ₁₅，Ｃ₂₆、第４，第５実施形態における第１〜第４クラッチＣ_R5，Ｃ₁₆，Ｃ₂₇，Ｃ₃₈）および他方の軸（例えば、実施形態における出力軸ＯＳ、カウンターシャフトＣＳ）に各々回転自在に支持された一組の歯車のいずれかを当該他方の軸に選択的に結合させる選択機構と、単列の歯車列を動力伝達経路に係合させる専用クラッチ（例えば、第１〜第３実施形態における第４クラッチＣ₃、第４，第５実施形態における第５クラッチＣ₄）とを有し、選択機構における選択、共用クラッチの係脱、および専用クラッチの係脱により動力の伝達経路を選択して変速するように構成される。そのうえでこの車両用変速機では、選択機構および共用クラッチが各二列の歯車列を選択および係脱させる三個以上の選択機構および共用クラッチから構成されるとともに少なくとも一個の専用クラッチを備え、各二列の歯車列における一方と他方との速度段が、互いに選択機構及び共用クラッチの個数より一つ多い段数だけ離れて組み合わされるように構成される。 In order to achieve the above object, a vehicle transmission according to the present invention is provided in parallel with an input shaft connected to an engine, an output shaft connected to a drive wheel, and a power transmission path between these input shaft and output shaft. A set of at least seven gear trains with different speed stages meshing with each other and one shaft of each of the two gear trains (for example, the input shaft IS in the embodiment) that is integrally and rotatably supported. A common clutch that engages and disengages the gear with respect to the one shaft (for example, first to third clutches C _R4 , C ₁₅ , C ₂₆ in the first to third embodiments, first to first in the fourth and fifth embodiments). 4 clutches C _R5 , C ₁₆ , C ₂₇ , C ₃₈ ) and the other shaft (for example, output shaft OS, countershaft CS in the embodiment) and one of a pair of gears rotatably supported by the other shaft. Selection mechanism to selectively couple to the axis , Dedicated clutch for the gear train of the single row engage the power transmission path (e.g., the fourth clutch C ₃ in the first to third embodiments, the fourth, fifth clutch C ₄ in the fifth embodiment) and Yu The power transmission path is selected to change the speed by selection in the selection mechanism, engagement / disengagement of the common clutch, and engagement / disengagement of the dedicated clutch. In addition, in this vehicle transmission, the selection mechanism and the common clutch are composed of three or more selection mechanisms and common clutches for selecting and disengaging each of the two gear trains, and at least one dedicated clutch is provided. The speed stages of one and the other in the gear train of the train are configured so as to be separated from each other by a number of steps that is one more than the number of the selection mechanism and the common clutch.

本発明において、専用クラッチを選択機構および共用クラッチの個数と同一数の前進段に設けることができる。 In the present invention, dedicated clutches can be provided in the same number of forward stages as the number of selection mechanisms and shared clutches.

本発明において、入力軸と出力軸とを同軸上に配設するとともに、専用クラッチを入力軸と出力軸とを直結可能に配置することができる。 In the present invention, the input shaft and the output shaft can be arranged coaxially, and the dedicated clutch can be arranged so that the input shaft and the output shaft can be directly connected.

また本発明において、共用クラッチを、相互に噛合する歯車列の入力側の軸に設けることが好ましい。 Moreover, in this invention, it is preferable to provide a shared clutch in the shaft of the input side of the gear train which meshes | engages mutually.

また本発明において、選択機構における選択および共用クラッチの係合により設定された速度段が、前進走行における２速段以上で最高段未満の場合には、設定された速度段を挟んで少なくとも前後の低速側と高速側の速度段の歯車列が、選択機構により他方の軸に結合されるように構成することが好ましい。 Further, in the present invention, when the speed stage set by the selection in the selection mechanism and the engagement of the common clutch is greater than the second speed stage and less than the highest stage in forward traveling, at least the front and rear of the set speed stage It is preferable that the gear trains of the low speed side and the high speed side are connected to the other shaft by a selection mechanism.

また本発明において、速度段の組み合わせが少なくとも前進６段以上、後進１段であることが好ましい。 In the present invention, it is preferable that the speed stage combination is at least six forward stages and one reverse stage.

本発明に係る車両用変速機によれば、速度段の異なる少なくとも七列の歯車列に対して、各二列の歯車列を選択および係脱させる三個以上の選択機構および共用クラッチと、専用クラッチとを備えて構成される。例えば、前進６段後進１段の変速機では七列の歯車列に対して二列一組とした各３個の選択機構および共用クラッチと１個の専用クラッチで構成でき、前進８段後進１段の変速機では九列の歯車列に対して二列一組とした各４個の選択機構および共用クラッチと１個の専用クラッチで構成できる。従って、変速段数に対するクラッチ数を低減して、多段の自動変速機を小型・軽量に構成でき、コスト低減に寄与することができる。また、選択機構を用いることで、比較的フリクションロスの大きい摩擦クラッチの数を低減することができ、いわゆる「引きずり損失」を低減して燃費を向上させることができる。 According to the vehicle transmission of the present invention, for at least seven gear trains having different speed stages, three or more selection mechanisms and common clutches for selecting and disengaging each two gear trains, and a dedicated clutch And a clutch. For example, a transmission with 6 forward gears and 1 reverse gear can be composed of three selection mechanisms, two common clutches and one dedicated clutch for two gear trains, and 8 forward reverse gears. The stage transmission can be composed of four selection mechanisms, two common clutches, and one dedicated clutch for a set of two gears for nine gear trains. Therefore, the number of clutches with respect to the number of shift stages can be reduced, and a multi-stage automatic transmission can be made compact and lightweight, contributing to cost reduction. Further, by using the selection mechanism, the number of friction clutches having a relatively large friction loss can be reduced, and so-called “drag loss” can be reduced to improve fuel efficiency.

また、自動変速機では、車速の増加に伴って速度段を上昇させるパワーオン・アップシフトは、１段ずつ高速段にシフトアップする順次変速しか行われない一方で、パワーオン・ダウンシフト（いわゆるキックダウン）は１段ずつではなく２段以上の飛び段変速が必要とされる場合が生じる。これは、変速段数が多くなると各速度段の減速比の差が小さくなるためであり、多段変速機ほど多くの飛び段数が求められるからである。本発明によれば、少なくとも三列の歯車列が選択機構により選択されて共用クラッチによる係脱が可能とされ、かつ各二列の歯車列における一方と他方との速度段が、それぞれ選択機構および共用クラッチの個数よりも一つ多い段数だけ離れて組み合わされる。すなわち変速段数が多くなるほど共用クラッチが一体的に係脱する速度段が離れ、前進６段変速で４段、前進８段変速で５段離れた速度段となる。この結果、従来では直接変速が困難であった飛び段変速の選択幅を拡大することができ、例えば６段変速の変速機において６速段→４速段の直接変速を実現することができる。さらに、専用クラッチが３速段なので、これを含めると６速段→３速段まで直接変速が可能である。 In addition, in an automatic transmission, a power-on upshift that increases the speed stage as the vehicle speed increases can be performed only by a sequential shift that shifts up to a high speed one by one. In the case of kickdown), there are cases where two or more steps are required instead of one step at a time. This is because as the number of gears increases, the difference between the speed ratios of the respective gears decreases, and a larger number of gears is required for a multi-stage transmission. According to the present invention, at least three gear trains are selected by the selection mechanism, and can be engaged / disengaged by the common clutch, and the speed stages of one and the other in each of the two gear trains are respectively selected by the selection mechanism and the common use. They are combined apart by a number of stages one more than the number of clutches. That is, as the number of shift stages increases, the speed stage at which the common clutch is integrally engaged and disengaged is separated, and the speed stage is 4 stages at the forward 6-speed shift and 5 stages at the forward 8-speed shift. As a result, it is possible to expand the selection range of the jump speed shift, which has conventionally been difficult to perform the direct speed shift. For example, in a 6-speed shift transmission, it is possible to realize a direct shift from 6th speed to 4th speed. Furthermore, since the dedicated clutch is in the third speed, if this is included, direct shift from the sixth speed to the third speed is possible.

さらに、専用クラッチを選択機構および共用クラッチの個数と同一数の前進段（前進走行の速度段）に設けた構成によれば、Cluch to Cluchにより直接変速可能な速度段の巾を連続した４段以上とすることができ、例えば６段変速の場合に現行段に対してアップシフト側１段、ダウンシフト側２段、８段変速の場合にはアップシフト側１段、ダウンシフト側３段の範囲でCluch to Cluchによる直接変速が可能となる。従って、変速時にトルク抜けがなく、応答性の良好な変速機を得ることができる。 Furthermore, according to the configuration in which the dedicated clutch is provided in the same number of forward speeds (speed speeds of forward travel) as the number of the selection mechanism and the common clutch, the speed speeds that can be directly shifted by Cluch to Cluch are continuously 4 speeds. For example, in the case of a 6-speed shift, the upshift side is 1 step, the downshift side is 2 steps, and in the case of an 8-speed shift, the upshift side is 1 step and the downshift side is 3 steps. Direct shift by Cluch to Cluch is possible in the range. Therefore, it is possible to obtain a transmission that has no torque loss at the time of shifting and has good responsiveness.

なお、入力軸と出力軸を同軸上に配設し、専用クラッチを入力軸と出力軸とを直結可能に配置した構成によれば、当該専用クラッチを設けた速度段について歯車列の介入による伝達損失を削減して伝達効率を向上させることができる。 In addition, according to the configuration in which the input shaft and the output shaft are arranged coaxially and the dedicated clutch is arranged so that the input shaft and the output shaft can be directly connected, transmission through the gear train intervention is performed for the speed stage provided with the dedicated clutch. Loss can be reduced and transmission efficiency can be improved.

一方、上記のような車両用変速機では、共用クラッチが係脱する二列の歯車列のギヤ比の差が大きくなり、一方の歯車列が減速、他方の歯車列が増速となる。この場合に、共用クラッチを従動側（出力軸側）の軸に設けるとすれば、減速により増大した歯車列の軸トルクに基づいてクラッチ容量を設定することになり、共用クラッチの大型化や作動油圧の高圧化を免れない。逆に、増速側の歯車列ではクラッチ容量が過大となるため、係合制御を行う圧力範囲が狭くなり制御性が悪化する。本発明に係る車両用変速機において、共用クラッチを歯車列の入力側（駆動側）の軸に設ける構成によれば、このような課題を解決して共用クラッチの小型軽量化及び低圧化が達成でき、制御性も確保することができる。 On the other hand, in the vehicle transmission as described above, the difference in gear ratio between the two gear trains that engage and disengage the common clutch becomes large, one gear train is decelerated, and the other gear train is accelerated. In this case, if the common clutch is provided on the driven side (output shaft side) shaft, the clutch capacity is set based on the shaft torque of the gear train that is increased by the deceleration. It is inevitable to increase the hydraulic pressure. On the contrary, since the clutch capacity is excessive in the gear train on the speed increasing side, the pressure range in which the engagement control is performed becomes narrow, and the controllability deteriorates. In the vehicle transmission according to the present invention, according to the configuration in which the common clutch is provided on the input side (drive side) shaft of the gear train, such a problem is solved, and the common clutch is reduced in size, weight and pressure. And controllability can be secured.

なお、選択機構における選択および共用クラッチの係合により設定された速度段（現行段）が、前進走行における２速段以上で最高段未満の場合に、現行段を挟んで少なくとも前後の低速側と高速側の速度段の歯車列が選択機構により他方の軸に結合されて準備されるような構成によれば、隣接する高速側と低速側の速度段の歯車列が確実に準備されるため、次の変速時にCluch to Cluchによる直接変速により迅速な応答性を確保することができる。 In addition, when the speed stage (current stage) set by the selection in the selection mechanism and the engagement of the common clutch is greater than or equal to the second speed stage and less than the highest stage in forward travel, at least the front and rear low speed sides across the current stage According to the configuration in which the gear train of the high speed side speed stage is prepared by being coupled to the other shaft by the selection mechanism, the gear trains of the adjacent high speed side and low speed side speed stages are reliably prepared. A quick response can be secured by a direct shift by Cluch to Cluch at the next shift.

また、このような本発明を少なくとも前進６段以上の変速機に適用することにより、従来確立されていなかった多段変速の変速機について普遍的な構成を提供することができる。 Further, by applying the present invention to a transmission having at least six forward speeds, it is possible to provide a universal configuration for a multi-speed transmission that has not been established conventionally.

以下、本発明の好ましい実施形態について図面を参照して説明する。まず、図１は、本発明を前進６段、後進１段の車両用自動変速機に適用した場合の、第１実施形態の変速機ＴＭ１のスケルトン図を示している。この変速機ＴＭ１は、図示省略する変速機ケース内に回転自在に配設されて発進機構ＳＣを介してエンジンに繋がる入力軸ＩＳと、この入力軸と平行に延びて変速機ケース内に回転自在に配設され図示省略する駆動輪に繋がる出力軸ＯＳと、これらの入出力軸間に並列に設けられて相互に噛合する七列の歯車列１〜６及びＲと、入力軸ＩＳに設けられた３個の共用クラッチＣ_R4，Ｃ₁₅，Ｃ₂₆及び出力軸ＯＳに設けられた３個の選択機構Ｓ_R4，Ｓ₁₅，Ｓ₂₆と、入力軸に設けられた１個の専用クラッチＣ₃とを有する平行軸式の自動変速機である。なお、発進機構ＳＣは、湿式や乾式の摩擦機構、トルクコンバータやフルードカップリング等の流体継ぎ手、電磁パウダー式のクラッチやブレーキ、モータやジェネレータ等の電動装置などを用いて構成することができる。 Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. First, FIG. 1 shows a skeleton diagram of a transmission TM1 of the first embodiment when the present invention is applied to an automatic transmission for a vehicle having six forward speeds and one reverse speed. The transmission TM1 is rotatably disposed in a transmission case (not shown) and is connected to the engine via a starting mechanism SC. The transmission TM1 extends in parallel with the input shaft and is rotatable in the transmission case. Is provided on the input shaft IS, the output shaft OS connected to the drive wheels (not shown), the seven gear trains 1 to 6 and R which are provided in parallel between these input / output shafts and mesh with each other, and the input shaft IS. Three common clutches C _R4 , C ₁₅ , C ₂₆ and three selection mechanisms S _R4 , S ₁₅ , S ₂₆ provided on the output shaft OS, and one dedicated clutch C ₃ provided on the input shaft. Is a parallel shaft type automatic transmission. The starting mechanism SC can be configured using a wet or dry friction mechanism, a fluid coupling such as a torque converter or a fluid coupling, an electromagnetic powder clutch or brake, or an electric device such as a motor or a generator.

ここで、図１における符号１〜６及びＲは、それぞれ１速段〜６速段及び後進段の歯車列を表し、後進段と４速段（Ｒ−４）、１速段と５速段（１−５）、２速段と６速段（２−６）の歯車列が各々二列一組とされ、いずれも速度段が、選択機構および共用クラッチの個数である３個（Ｎ個）よりも一段多い４段（（Ｎ＋１）段）離れた組み合わせになっている。 Here, reference numerals 1 to 6 and R in FIG. 1 represent the first to sixth gears and the reverse gear train, respectively, and the reverse gear and the fourth gear (R-4), the first gear and the fifth gear. (1-5) The gear trains of the second gear and the sixth gear (2-6) are each in a set of two rows, each of which has three speed gears (N pieces), which is the number of the selection mechanism and the common clutch. ), Which is one stage higher than (4) ((N + 1) stages).

入力軸ＩＳ側では、３速段の駆動ギヤ１３が入力軸ＩＳに回転自在に支持され、この速度段専用のクラッチＣ₃により入力軸に係合・離脱される。３速段を除く１速段から６速段の駆動ギヤ１１，１２，１４〜１６及び後進段の駆動ギヤ１Ｒは、上記各組（Ｒ−４、１−５、２−６）ごとに入力軸ＩＳに一体回転自在に支持され、組ごとに設けられた共用クラッチＣ_R4，Ｃ₁₅，Ｃ₂₆により一体的に入力軸ＩＳに係合・離脱される。すなわち、専用クラッチは選択機構および共用クラッチの個数である３個（Ｎ個）と同一数の前進段である３段目（Ｎ段目）に設けられる。これらのクラッチは摩擦係合要素であり、例えば入力側の摩擦板と出力側の摩擦板とを軸方向に相互に複数重ねた多板式の油圧クラッチを用いて構成される。 On the input shaft IS side, a third-speed drive gear 13 is rotatably supported by the input shaft IS, and is engaged / disengaged from / to the input shaft by a clutch C ₃ dedicated to the speed gear. The drive gears 11, 12, 14 to 16 and the reverse drive gear 1R from the first gear to the sixth gear except the third gear are input for each of the above groups (R-4, 1-5, 2-6). The shaft IS is rotatably supported integrally with the shaft IS, and is integrally engaged with and disengaged from the input shaft IS by common clutches C _R4 , C ₁₅ , and C ₂₆ provided for each set. That is, the dedicated clutch is provided at the third stage (N stage), which is the same number of forward stages as the number of selection mechanisms and the number of shared clutches (N). These clutches are friction engagement elements, and are configured using, for example, a multi-plate hydraulic clutch in which a plurality of input-side friction plates and output-side friction plates are stacked in the axial direction.

図中に付記した各クラッチの符号は、文字Ｃがクラッチ、下添え字R4，15，26，3が当該クラッチにより係脱される駆動ギヤの速度段を表す。例えばＣ₁₅は１速段と５速段の共用クラッチであり、このクラッチＣ₁₅を係脱させたときに１速段の１速駆動ギヤ１１と５速段の５速駆動ギヤ１５が入力軸ＩＳに接続されて一体的に回転駆動される。またＣ₃は３速段の専用クラッチであり、このクラッチＣ₃を係脱させたときに３速段の３速駆動ギヤ１３が入力軸ＩＳに接続されて回転駆動される。なお、以下では、説明の便宜上、Ｃ_R4を第１クラッチ、Ｃ₁₅を第２クラッチ、Ｃ₂₆を第３クラッチ、Ｃ₃を第４クラッチと称して説明する。第１クラッチＣ_R4と第３クラッチＣ₂₆、第２クラッチＣ₁₅と第４クラッチＣ₃は、クラッチドラムを共通とする複式クラッチであり、多段化に伴う軸方向寸法の拡大を抑制した構成としている。 In the drawings, the reference numerals of the respective clutches indicate the speed stage of the drive gear in which the letter C is the clutch and the subscripts R4, 15, 26, 3 are engaged and disengaged by the clutch. For example C ₁₅ is a shared clutch first speed and fifth speed, 5-speed drive gear 15 the input shaft of the first speed drive gear 11 and the fifth speed of the first gear when brought into disengaging the clutch C ₁₅ It is connected to IS and driven to rotate integrally. C ₃ is a third speed dedicated clutch, and when the clutch C ₃ is engaged / disengaged, the third speed third speed drive gear 13 is connected to the input shaft IS and driven to rotate. In the following, for convenience of explanation, CR ₄ is referred to as a first clutch, C ₁₅ as a second clutch, C ₂₆ as a third clutch, and C ₃ as a fourth clutch. The first clutch C _R4 and the third clutch C ₂₆ , the second clutch C ₁₅ and the fourth clutch C ₃ are double clutches having a common clutch drum, and are configured to suppress an increase in axial dimension due to multi-stages. Yes.

一方、出力軸側では、１速段から６速段の従動ギヤ２１〜２６及び後進段の従動ギヤ２Ｒが、各々独立して出力軸ＯＳに回転自在に支持され、上記各組（Ｒ−４、１−５、２−６）に対応して選択機構Ｓ_R4，Ｓ₁₅，Ｓ₂₆が設けられている。各選択機構は、各組の二枚の従動ギヤのうちいずれか一方を選択的に出力軸ＯＳに結合・離脱させる噛み合い式の締結要素であり、本実施形態では、各組内の速度段が４段離れて回転数差が大きいことから、切り換え時の異音発生を防止して滑らかな接続を実現するため、スリーブを有したシンクロメッシュ機構を用いている。選択機構Ｓ_R4，Ｓ₁₅，Ｓ₂₆は、各選択機構に設けられた図示しないサーボ機構により切り換え作動される。 On the other hand, on the output shaft side, the first to sixth gear driven gears 21 to 26 and the reverse gear driven gear 2R are independently supported by the output shaft OS so as to be freely rotatable. , 1-5, 2-6) corresponding to selection mechanisms S _R4 , S ₁₅ , S ₂₆ are provided. Each selection mechanism is a meshing type fastening element that selectively couples or disengages either one of the two driven gears of each group to or from the output shaft OS. In this embodiment, the speed stage in each group is Since the rotational speed difference is large at four steps away, a synchromesh mechanism with a sleeve is used to prevent the generation of abnormal noise during switching and realize a smooth connection. The selection mechanisms S _R4 , S ₁₅ and S ₂₆ are switched by a servo mechanism (not shown) provided in each selection mechanism.

図中に付記した選択機構の符号は、文字Ｓが選択機構を表し、下添え字R4，15，26は、当該選択機構により出力軸ＯＳに結合される従動ギヤの速度段を表す。例えばＳ₁₅は１速段と５速段の選択機構であり、この選択機構Ｓ₁₅のスリーブ３１が図１における右側に位置するときに１速段の１速従動ギヤ２１が出力軸ＯＳに結合され、スリーブ３１が図１における左側に位置するときに５速段の５速従動ギヤ２５が出力軸ＯＳに結合される。以下では、説明の便宜上、Ｓ_R4を第１選択機構、Ｓ₁₅を第２選択機構、Ｓ₂₆を第３選択機構と称して説明する。 In the reference numerals of the selection mechanism in the figure, the letter S represents the selection mechanism, and the subscripts R4, 15, and 26 represent the speed stages of the driven gear coupled to the output shaft OS by the selection mechanism. For example S ₁₅ is the selection mechanism of the first gear and the fifth gear, coupled to the output shaft OS is first-speed driven gear 21 of the first gear when the sleeve 31 of the selection mechanism S ₁₅ is to the right in FIG. 1 When the sleeve 31 is positioned on the left side in FIG. 1, the fifth gear 5-speed driven gear 25 is coupled to the output shaft OS. Hereinafter, for convenience of description, S _R4 is referred to as a first selection mechanism, S ₁₅ as a second selection mechanism, and S ₂₆ as a third selection mechanism.

１速段と５速段の歯車列では、第２選択機構Ｓ₁₅において選択されたいずれか一方の従動ギヤ２１または２５が出力軸ＯＳに結合され、第２クラッチＣ₁₅を作動させて駆動ギヤ１１及び１５を入力軸ＩＳに係脱させることで、入力軸ＩＳの回転が第２選択機構Ｓ₁₅により選択された速度段の歯車列を介して出力軸ＯＳに伝達される。 1 in speed and fifth speed gear train, a second selection mechanism S ₁₅ one of the driven gear 21 or 25 selected in is coupled to the output shaft OS, the drive gear by operating the second clutch C ₁₅ by engaging and disengaging the 11 and 15 on the input shaft iS, the rotation of the input shaft iS is transmitted to the output shaft OS via a gear train of the speed stage selected by the second selection mechanism S _15.

２速段と６速段では、出力軸ＯＳに各々回転自在に支持された２速従動ギヤ２２または６速従動ギヤ２６が第３選択機構Ｓ₂₆により出力軸ＯＳに結合され、入力軸ＩＳに一体回転自在に支持された２速駆動ギヤ１２及び６速駆動ギヤ１６が第３クラッチＣ₂₆により一体的に入力軸ＩＳに係脱されて、入力軸ＩＳの回転が第３選択機構Ｓ₂₆により選択された速度段の歯車列を介して出力軸ＯＳに伝達される。 The second speed and the sixth speed, each rotatably supported second speed driven gear 22 or the sixth speed driven gear 26 which is coupled to the output shaft OS the third selection mechanism S ₂₆ to the output shaft OS, the input shaft IS integrally rotatably supported second speed drive gear 12 and the sixth speed drive gear 16 is disengaged to integrally input shaft iS by the third clutch C _26, the rotation of the input shaft iS by the third selection mechanism S ₂₆ It is transmitted to the output shaft OS via the gear train of the selected speed stage.

４速段と後進段では、出力軸ＯＳに各々回転自在に支持された４速従動ギヤ２４または後進従動ギヤ２Ｒが第１選択機構Ｓ_R4により出力軸ＯＳに結合され、入力軸ＩＳに一体回転自在に支持された４速駆動ギヤ１４及び後進駆動ギヤ１Ｒが第１クラッチＣ_R4により一体的に入力軸ＩＳに係脱されて、入力軸ＩＳの回転が第１選択機構Ｓ_R4により選択された回転方向及び変速比で伝達されて出力軸ＯＳが正逆方向に回転駆動される。なお、後進段の歯車列Ｒには、入力軸上の後進駆動ギヤ１Ｒと出力軸上の後進従動ギヤ２Ｒとの間に、後進アイドラギヤ３Ｒが回転自在に設けられており、後進段では前進の変速段１〜６と逆方向に出力軸ＯＳが回転される。 In a fourth speed reverse speed, each rotatably supported 4-speed driven gear 24 or the reverse driven gear 2R is coupled to the output shaft OS by the first selection mechanism S _R4 to the output shaft OS, integral rotation with the input shaft IS freely supported 4-speed drive gear 14 and the reverse drive gear 1R is disengaged to integrally input shaft iS by the first clutch C _R4, the rotation of the input shaft iS is selected by the first selection mechanism S _R4 The output shaft OS is rotated in the forward and reverse directions by being transmitted in the rotational direction and the gear ratio. In the reverse gear train R, a reverse idler gear 3R is rotatably provided between a reverse drive gear 1R on the input shaft and a reverse driven gear 2R on the output shaft. The output shaft OS is rotated in the opposite direction to the gears 1 to 6.

３速段は選択機構の切り換えなく、第４クラッチＣ₃を作動させて３速駆動ギヤ１３を入力軸に係脱させることで、入力軸ＩＳの回転が３速度段の歯車列３を介して出力軸ＯＳに伝達される。 In the third speed stage, without switching the selection mechanism, the fourth clutch C ₃ is operated and the third speed drive gear 13 is engaged with and disengaged from the input shaft, whereby the rotation of the input shaft IS is performed via the gear train 3 of the third speed stage. It is transmitted to the output shaft OS.

第１〜第３選択機構Ｓ_R4，Ｓ₁₅，Ｓ₂₆を作動させるサーボ機構及び第１〜第４クラッチＣ_R4，Ｃ₁₅，Ｃ₂₆，Ｃ₃の作動は、図示省略する変速制御装置によって制御され、運転席のシフトレバーにおいて選択されたシフトポジションに応じて以下のように作動制御される。表１に、シフトポジションに応じて設定された走行段（現行段）と、各走行段において第１〜第３選択機構Ｓ_R4，Ｓ₁₅，Ｓ₂₆により選択される歯車列１〜６，Ｒ、及び第１〜第４クラッチＣ_R4，Ｃ₁₅，Ｃ₂₆，Ｃ₃の係合状態を示す。 The servo mechanism for operating the first to third selection mechanisms S _R4 , S ₁₅ , S ₂₆ and the operation of the first to fourth clutches C _R4 , C ₁₅ , C ₂₆ , C ₃ are controlled by a shift control device (not shown). The operation is controlled as follows according to the shift position selected in the shift lever of the driver's seat. Table 1 shows a traveling stage (current stage) set according to the shift position, and gear trains 1 to 6, R selected by the first to third selection mechanisms S _R4 , S ₁₅ and S ₂₆ in each traveling stage. , And the engagement states of the first to fourth clutches C _R4 , C ₁₅ , C ₂₆ , and C ₃ are shown.

シフトポジションがパーキングレンジ（以下「Ｐレンジ」と記載する）とニュートラルレンジ（同様に「Ｎレンジ」と記載する）では、第１選択機構Ｓ_R4において後進段、第２選択機構Ｓ₁₅において１速段、第３選択機構Ｓ₂₆において２速段が選択され、選択機構の切り換えなく直接係脱される３速段を含めて、入出力軸間ＩＳ−ＯＳに後進段の歯車列Ｒと、１速段〜３速段の歯車列１〜３がクラッチ接続可能な状態に設定される。但し、これらのシフトポジションＰ，Ｎでは、第１〜第４クラッチＣ_R4，Ｃ₁₅，Ｃ₂₆，Ｃ₃のいずれもが解放状態とされ、入出力軸間の動力伝達は行われない。すなわち、Ｐレンジ及びＮレンジでは、後進段と１速段〜３速段の歯車列が待機状態とされ、シフトレバーにより前後進のいずれが選択された場合でも、クラッチの直接係合により直ちに発進できる発進待機状態とされる。なお、Ｐレンジでは、ともに図示省略するパークギヤにパークポールが噛み合って出力軸ＯＳの回転を規制し、車両を停止状態に保持する。 When the shift position is the parking range (hereinafter referred to as “P range”) and the neutral range (also described as “N range”), the first selection mechanism S _R4 is the reverse gear, and the second selection mechanism S ₁₅ is the first speed. In the third selection mechanism S ₂₆ , the second speed stage is selected, including the third speed stage that is directly engaged and disengaged without switching of the selection mechanism, the reverse gear train R and 1 The gear trains 1-3 of the first gear to the third gear are set in a state where the clutch can be engaged. However, at these shift positions P and N, all of the first to fourth clutches C _R4 , C ₁₅ , C ₂₆ , and C ₃ are disengaged and no power is transmitted between the input and output shafts. That is, in the P range and the N range, the reverse gear and the first to third gear trains are in a standby state, and even if either forward or backward is selected by the shift lever, the vehicle starts immediately by direct engagement of the clutch. It is assumed that it is ready to start. In the P range, the park pole meshes with a park gear (not shown) to restrict the rotation of the output shaft OS and keep the vehicle in a stopped state.

シフトポジションをリバースレンジ（以下「Ｒレンジ」と記載する）に設定すると、上記Ｎレンジと同一の歯車列の待機状態から第１クラッチＣ_R4が係合され、４速駆動ギヤ１４及び後進駆動ギヤ１Ｒが回転される。この回転は４速歯車列４及び後進歯車列Ｒを介して出力軸上の４速従動ギヤ２４及び後進従動ギヤ２Ｒに伝達されるが、出力軸ＯＳには第１選択機構Ｓ_R4により後進従動ギヤ２Ｒが結合される一方、４速従動ギヤ２４は出力軸ＯＳに対して相対回転自在になっており、入出力軸間ＩＰ−ＯＳで後進歯車列Ｒを介した動力伝達が行われて後進走行が行われる。Ｒレンジでは、現行段である後進段の他に１速段〜３速段の歯車列が待機されており、ＲレンジからＤレンジに切り換えられたときに、第１クラッチＣ_R4を切り離して第２クラッチＣ₁₅（または第３クラッチＣ₂₆）を接続することで、直ちに後進走行から前進走行に移行できる。 When the shift position is set to the reverse range (hereinafter referred to as “R range”), the first clutch C _R4 is engaged from the standby state of the same gear train as the N range, and the fourth speed drive gear 14 and the reverse drive gear are engaged. 1R is rotated. This rotation is transmitted to the fourth speed driven gear 24 and reverse driven gear 2R of the output shaft via the fourth speed gear train 4 and the reverse gear train R, the output shaft OS reverse driven by the first selection mechanism S _R4 While the gear 2R is coupled, the fourth-speed driven gear 24 is rotatable relative to the output shaft OS, and power is transmitted via the reverse gear train R by the IP-OS between the input and output shafts. Driving is performed. In the R range, in addition to the reverse gear that is the current gear, the first to third gear stages are waiting, and when the R range is switched to the D range, the first clutch C _R4 is disconnected to By connecting the second clutch C ₁₅ (or the third clutch C ₂₆ ), it is possible to immediately shift from reverse travel to forward travel.

シフトポジションを走行レンジ（以下「Ｄレンジ」と記載する）に設定すると、変速制御装置は、車両の運行速度やアクセルペダルの踏み込み状態、走行する道路の勾配などに応じて１〜７速段の速度段を設定して車両を走行させるが、各現行速度段に対して以下の歯車列を待機状態として次段の変速に備える。 When the shift position is set to the travel range (hereinafter referred to as “D range”), the shift control device can change the first to seventh gears according to the vehicle operation speed, the accelerator pedal depression state, the road gradient, etc. The vehicle is driven with the speed stage set, but the following gear train is set in a standby state for each current speed stage to prepare for the next speed change.

１速段及び２速段では、第１〜第３選択機構はＮレンジと同一状態に保持されており、入出力軸間ＩＳ−ＯＳに後進段と１速段〜３速段の歯車列１〜３が介入された状態になっている。この状態から、１速段では第２クラッチＣ₁₅が接続されて１速駆動ギヤ１１及び５速駆動ギヤ１５が一体回転され、これらと噛合する出力軸上の１速従動ギヤ２１及び５速従動ギヤ２５に伝達される。出力軸側では第２選択機構Ｓ₁₅により１速従動ギヤ２１が結合される一方、５速従動ギヤ２５は出力軸ＯＳに対して相対回転自在になっており、入出力軸間ＩＰ−ＯＳでは１速歯車列１を介した動力伝達が行われ、車両が１速段の変速比で前進走行する。２速段では、第３クラッチＣ₂₆が接続されて２速駆動ギヤ１２及び６速駆動ギヤ１６が一体回転され、出力軸上の２速従動ギヤ２２及び６速従動ギヤ２６に伝達されるが、出力軸ＯＳには第３選択機構Ｓ₂₆により２速従動ギヤ２２が結合されて６速従動ギヤ２６は相対回転自在になっており、入出力軸間ＩＰ−ＯＳで２速歯車列２を介した動力伝達が行われて、車両が２速段の変速比で前進走行する。 In the first and second speed stages, the first to third selection mechanisms are held in the same state as the N range, and the reverse gear and the first to third speed gear train 1 are connected to the IS-OS between the input and output shafts. ~ 3 are in an intervening state. From this state, at the first speed, the second clutch C ₁₅ is connected, the first speed drive gear 11 and the fifth speed drive gear 15 are rotated together, and the first speed driven gear 21 and the fifth speed driven on the output shaft meshing therewith. It is transmitted to the gear 25. While first-speed driven gear 21 by the second selection mechanism S ₁₅ is coupled on the output shaft side, fifth-speed driven gear 25 is turned relatively rotatable with respect to the output shaft OS, the IP-OS between the input and output shaft Power is transmitted through the first gear train 1 and the vehicle travels forward at the first gear ratio. At the second speed, the third clutch C ₂₆ is connected and the second speed drive gear 12 and the sixth speed drive gear 16 are integrally rotated and transmitted to the second speed driven gear 22 and the sixth speed driven gear 26 on the output shaft. The second speed driven gear 22 is coupled to the output shaft OS by the third selection mechanism S ₂₆ so that the sixth speed driven gear 26 is relatively rotatable, and the second speed gear train 2 is connected by the IP-OS between the input and output shafts. Power transmission is performed, and the vehicle travels forward at a gear ratio of the second speed.

これらの速度段では、後進段と１速段〜３速段がクラッチ係脱による直接変速が可能になっており、１段ずつアップシフトまたはダウンシフトする順次変速はもとより、ＤレンジからＲレンジに切り換えられた場合でも、第２クラッチＣ₁₅または第３クラッチＣ₂₆を切り離して第１クラッチＣ_R4を係合させることで、直ちに前進走行から後進走行に移行できる。 At these speed stages, the reverse gear and the first to third gears can be directly shifted by engaging / disengaging the clutch, and from the D range to the R range as well as the sequential shifts that shift up or down one step at a time. Even in the case of switching, it is possible to immediately shift from forward travel to reverse travel by disengaging the second clutch C ₁₅ or the third clutch C ₂₆ and engaging the first clutch _{CR 4} .

２速段→３速段の変速では、第３クラッチＣ₂₆の接続が切り離され、これとクロスするようにして第４クラッチＣ₃が係合接続される。第４クラッチは３速段の専用クラッチであり、Cluch to Cluchの直接変速により短時間で２速歯車列２による動力伝達から３速歯車列３による動力伝達に切り換わり、車両は３速段の変速比で前進走行する。またこのとき、第１選択機構Ｓ_R4では後進従動ギヤ２Ｒが出力軸ＯＳから切り離されて４速従動ギヤ２４が出力軸ＯＳに結合される。これにより、３速段の走行時には、入出力軸間ＩＳ−ＯＳに１速段〜４速段の歯車列１〜４が介入されて、現行段である３速段を挟む高速側に１段、低速側に２段の歯車列が待機状態とされる。 In the shift from the second speed to the third speed, the third clutch C ₂₆ is disconnected and the fourth clutch C ₃ is engaged and connected so as to cross the third clutch C ₂₆ . The fourth clutch is a special clutch for the third speed stage. The direct transmission of Cluch to Cluch switches the power transmission from the second gear train 2 to the power transmission by the third gear train 3 in a short time. Drive forward at the gear ratio. At this time, in the first selection mechanism S _R4 , the reverse driven gear 2R is disconnected from the output shaft OS, and the fourth speed driven gear 24 is coupled to the output shaft OS. As a result, when traveling at the third speed stage, the gear trains 1 to 4 of the first speed stage to the fourth speed stage are intervened in the IS-OS between the input and output shafts, so that the first speed stage on the high speed side sandwiching the third speed stage as the current stage. The two-stage gear train is placed in a standby state on the low speed side.

３速段→４速段、４速段→５速段の順次変速は、上記同様にCluch to Cluchの直接変速により行われ、選択機構は現行段から最も離れた速度段の従動ギヤを切り離し現行段＋１段の従動ギヤを出力軸に結合させる。従って、３速段〜５速段の前進走行時には、現行段に対して高速側１段、低速側２段の歯車列が待機状態とされる。 The 3rd gear, 4th gear, 4th gear, and 5th gear are sequentially shifted by the direct shift of Cluch to Cluch as above, and the selection mechanism separates the driven gear of the speed gear farthest from the current gear. The stage + 1 stage driven gear is coupled to the output shaft. Accordingly, during forward traveling from the third speed to the fifth speed, the gear train of the first high speed side and the second low speed side is set in a standby state with respect to the current speed.

５速段の走行時には、入出力軸間ＩＳ−ＯＳに３速段〜６速段の歯車列３〜６が介入されて第１クラッチＣ₁₅が係合された状態になっており、５速段→６速段の変速では、第２クラッチＣ₁₅の接続が切り離され第３クラッチＣ₂₆が係合接続される。一方、本実施形態の変速機ＴＭ１では６速段が最高段であることから、第１〜第３選択機構の選択に変更はなく、入出力軸間ＩＳ−ＯＳに３速段〜６速段の歯車列３〜６が介入されて直接接続可能な待機状態が維持される。従って、６速段の前進走行時には、現行段に対して低速側に３段の歯車列が待機状態とされる。 When traveling at the fifth speed, the third to sixth gear trains 3 to 6 are intervened in the IS-OS between the input and output shafts, and the first clutch C ₁₅ is engaged. the shift stage → 6 speed, third clutch C ₂₆ connection of the second clutch C ₁₅ is disengaged is engaged connection. On the other hand, in the transmission TM1 of the present embodiment, since the sixth gear is the highest gear, there is no change in the selection of the first to third selection mechanisms, and the IS-OS between the input and output shafts is changed from the third gear to the sixth gear. The gear trains 3 to 6 are intervened and a standby state in which direct connection is possible is maintained. Therefore, during forward traveling at the sixth speed, the three-stage gear train is placed in a standby state on the low speed side with respect to the current speed.

このように、現行段の成立中に切り換えられる第１〜第３選択機構Ｓ_R4，Ｓ₁₅，Ｓ₂₆の作動ルールをまとめると、（i）現行段が中間段（２〜５速段）のときは、少なくとも現行段を挟む前後の低速段と高速段とを予め準備しておく。（ii）さらに３速段以上の中間段のときは、後進段を準備しない範疇で、その前後段以外は低速側の速度段を準備しておく。（iii）後進段のときは、共用クラッチ及び選択機構の数をＮとしたときにＮ速以下（６段変速の場合３速以下）の速度段を準備しておく。（iv）最高段のときはＮ速以上（６段変速の場合３速以上）の速度段を準備しておく。このルールに基づいて、各速度段において選択設定される歯車列の表（表１）を、現行段と次段の変速組み合わせとして示すと、表２のようになる。 As described above, when the operation rules of the first to third selection mechanisms S _R4 , S ₁₅ , and S ₂₆ that are switched while the current stage is established are summarized, (i) the current stage is an intermediate stage (2 to 5 speed stage). In some cases, at least a low speed stage and a high speed stage before and after the current stage are prepared in advance. (Ii) Further, when the intermediate speed is greater than or equal to the third speed, a speed stage on the low speed side is prepared in a category in which the reverse speed is not prepared, except for the front and rear stages. (Iii) At the reverse speed, a speed stage of N speed or less (3 speed or less in the case of 6-speed shift) is prepared when the number of shared clutches and selection mechanisms is N. (Iv) At the highest speed, prepare a speed stage of N speed or higher (3 speeds or higher for 6-speed gear shifting). Based on this rule, the gear train table (Table 1) selected and set in each speed stage is shown in Table 2 as the speed change combination of the current stage and the next stage.

表２において、丸印は選択機構（Ｓ_R4，Ｓ₁₅，Ｓ₂₆）を作動させることなく第１〜第４クラッチ（Ｃ_R4，Ｃ₁₅，Ｃ₂₆，Ｃ₃）の作動のみで変速可能な組み合わせを表し、三角印は選択機構の少なくともいずれかを作動させて変速可能な組み合わせを表し、バツ印は同一クラッチのため直接変速できない組み合わせを表している。 In Table 2, circles can be changed only by operating the first to fourth clutches (C _R4 , C ₁₅ , C ₂₆ , C ₃ ) without operating the selection mechanism (S _R4 , S ₁₅ , S ₂₆ ). A triangle indicates a combination that can be shifted by operating at least one of the selection mechanisms, and a cross indicates a combination that cannot be directly shifted because of the same clutch.

この変速組み合わせ表からも明らかなように、本発明を適用した変速機ＴＭ１によれば、シフトアップ、シフトダウンとも順次変速はCluch to Cluchによる高応答の直接接続が可能であり、３速段以上の前進走行中には２段以上の直接変速によるシフトダウンが可能になっている。また、路面摩擦係数が低い低μ路で車両がスタックしたような場合に、前後進を繰り返して脱出を図る場合があるが、変速機ＴＭ１では、２速段→後進段、後進段→２速段の切り換えをいずれもCluch to Cluchによる直接変速で行うことができ、低μ路に適した２速発進で脱出することができる。さらに、第１〜第４クラッチＣ_R4，Ｃ₁₅，Ｃ₂₆，Ｃ₃を入力軸ＩＳ側に設けた構成により、クラッチの大型化や作動油圧の高圧化及びこれに伴う油圧制御の困難性を排斥して、小型軽量で制御性の良好な多段変速機を実現することができる。 As is apparent from this gear change combination table, according to the transmission TM1 to which the present invention is applied, the shift can be directly connected with high response by Cluch to Cluch for both the upshift and the downshift, and the third speed or higher. During forward travel, downshifting by direct shifting of two or more stages is possible. Further, when a vehicle is stuck on a low μ road having a low road surface friction coefficient, the vehicle may be repeatedly moved forward and backward to escape. However, in the transmission TM1, the second speed → the reverse speed, the reverse speed → the second speed. All of the gears can be switched by direct shifting with Cluch to Cluch, and you can escape with the 2nd speed start suitable for low-μ roads. Further, the configuration in which the first to fourth clutches C _R4 , C ₁₅ , C ₂₆ , and C ₃ are provided on the input shaft IS side increases the size of the clutch, the operating hydraulic pressure, and the associated difficulty in controlling the hydraulic pressure. As a result, it is possible to realize a multi-stage transmission that is small and light and has good controllability.

なお、出力軸ＯＳの取り出し方向は左右いずれであっても良く、例えば、図１中に左向きの矢印で示すように発進機構ＳＣ側に取り出せば、エンジンを横置きにした車両（例えばＦＦやＲＲ型の車両）に好適な変速機を得ることができ、右向きの矢印で示したように発進機構ＳＣの反対側に取り出せばエンジンを縦置きにした車両（例えばＦＲ型の車両）に好適な変速機を得ることができる。 The output direction of the output shaft OS may be either left or right. For example, if the output shaft OS is taken out to the start mechanism SC side as shown by the left-pointing arrow in FIG. 1, a vehicle with the engine placed horizontally (for example, FF or RR) Transmission suitable for a vehicle (for example, an FR type vehicle) can be obtained by taking it out to the opposite side of the starting mechanism SC as indicated by a right-pointing arrow. You can get a chance.

次に、本発明を適用した第２、第３実施形態の変速機ＴＭ２，ＴＭ３について、それぞれ図２及び図３を参照しながら説明する。なお、これらの実施形態の変速機は、前述した第１実施形態の変速機ＴＭ１と同様に、入出力軸間の動力伝達経路に設けられて相互に噛合する１速〜６速歯車列及び後進歯車列を有する、前進６段、後進１段の車両用自動変速機であり、主要な構成要素は同様である。そこで、各図において同様の構成要素に同一番号を付して重複説明を省略し、相違する部分を中心に簡潔に説明する。 Next, transmissions TM2 and TM3 according to second and third embodiments to which the present invention is applied will be described with reference to FIGS. Note that the transmissions of these embodiments, like the transmission TM1 of the first embodiment described above, are provided in the power transmission path between the input and output shafts and mesh with each other and the first to sixth gear trains and the reverse gears. It is an automatic transmission for a vehicle with six gears and one reverse gear, and has the same main components. Therefore, in each figure, the same number is assigned to the same component, and the duplicate description is omitted, and the difference will be briefly described mainly.

図２に示す第２実施形態の変速機ＴＭ２は、３速段のクラッチＣ₃を出力軸に配置したした点が前述した第１実施形態の変速機ＴＭ１と異なり、他は同一である。すなわち、変速機ＴＭ２は、入出力軸間に相互に噛合する七列の歯車列（１速〜６速歯車列１〜６及び後進歯車列Ｒ）を有し、入力軸ＩＳに三個の共用クラッチＣ_R4，Ｃ₁₅，Ｃ₂₆、出力軸ＯＳに三個の選択機構Ｓ_R4，Ｓ₁₅，Ｓ₂₆が設けられている。七列の歯車列は既述した変速機ＴＭ１と同様の組み合わせで二列一組（Ｒ−４、１−５、２−６）の三組構成とされ、第１〜第３選択機構Ｓ_R4，Ｓ₁₅，Ｓ₂₆により各組のいずれか一方の従動ギヤが選択されて出力軸ＯＳに結合され、第１〜第３クラッチＣ_R4，Ｃ₁₅，Ｃ₂₆により入力軸ＩＳに係合接続される点で同一である。 Transmission TM2 of the second embodiment shown in FIG. 2 is different from the transmission TM1 of the first embodiment that has been placed on the output shaft is above the clutch C ₃ of the third speed, the other is the same. That is, the transmission TM2 has seven gear trains (1st to 6th gear trains 1 to 6 and reverse gear train R) that mesh with each other between the input and output shafts, and three common to the input shaft IS. The clutches C _R4 , C ₁₅ , C ₂₆ and the output shaft OS are provided with three selection mechanisms S _R4 , S ₁₅ , S ₂₆ . The seven rows of gear trains have the same combination as that of the transmission TM1 described above, and have a three-row configuration of two rows (R-4, 1-5, 2-6), and the first to third selection mechanisms S _R4. , S ₁₅ , S _26, one of the driven gears of each set is selected and coupled to the output shaft OS, and is engaged and connected to the input shaft IS by the first to third clutches C _R4 , C ₁₅ , C _26. Are the same.

一方、変速機ＴＭ２では、３速段専用の第４クラッチＣ₃が出力軸ＯＳに設けられており、３速従動ギヤ２３が第４クラッチＣ₃により出力軸ＯＳに係合接続される構成である点が前述した変速機ＴＭ１と異なっている。 On the other hand, in the transmission TM2, the fourth clutch C ₃ dedicated to the third speed stage is provided on the output shaft OS, and the third speed driven gear 23 is engaged and connected to the output shaft OS by the fourth clutch C _3. There is a difference from the transmission TM1 described above.

しかしながら、三組の歯車列の組み合わせ（Ｒ−４、１−５、２−６）が同一であることから、変速機ＴＭ２の作動は、既に表１及び表２を示して説明した変速機ＴＭ１と同一である。また、出力軸側に設けた第４クラッチＣ₃は３速段の専用クラッチであり、入出力軸のいずれに設けてもクラッチの大型化や作動油圧の高圧化等の課題を生じない。このことから分かるように、専用クラッチの配列や入出力軸のいずれに配置するかは自由であり、適宜変更して構成することができる。さらに第４クラッチＣ₃を出力軸ＯＳ側に第２クラッチＣ₁₅と並列に１速歯車列１と３速歯車列３の間に配置することで、軸方向寸法を抑制して変速機を小型に構成することができる。 However, since the combinations of the three gear trains (R-4, 1-5, 2-6) are the same, the operation of the transmission TM2 has already been described with reference to Tables 1 and 2. Is the same. The fourth clutch C ₃ provided on the output shaft side is dedicated clutch third speed, it does not cause problems of a high pressure, etc. in the size and working pressure of the clutch be provided on any of the input and output shafts. As can be seen from this, the arrangement of the dedicated clutch or the input / output shaft is arbitrary and can be appropriately changed. Further, the fourth clutch C ₃ is arranged between the first speed gear train 1 and the third speed gear train 3 in parallel with the second clutch C ₁₅ on the output shaft OS side, thereby reducing the axial dimension and reducing the size of the transmission. Can be configured.

図３に示す第３実施形態の変速機ＴＭ３は、入力軸ＩＳと出力軸ＯＳとを第４クラッチＣ₃により直接係脱させて３速段を形成した構成例である。すなわち、この変速機ＴＭ３は、第１実施形態の変速機ＴＭ１における出力軸をカウンター軸ＣＳとしてその軸端にカウンター駆動ギヤ４１を結合し、これと噛合するカウンター従動ギヤ４２を介して出力軸ＯＳに出力するように構成するとともに、出力軸ＯＳを入力軸ＩＳと同軸上に配置して入出力軸間ＩＳ−ＯＳに第４クラッチＣ₃を設け、この第４クラッチＣ₃を係脱させて３速段を形成するようにした構成例である。 Transmission TM3 of the third embodiment shown in FIG. 3 is a configuration example of forming a third speed by directly engaging and disengaging the input shaft IS and the output shaft OS the fourth clutch C _3. That is, the transmission TM3 uses the output shaft in the transmission TM1 of the first embodiment as a counter shaft CS, and a counter drive gear 41 is coupled to the shaft end of the counter shaft CS. together configured to output, to place the output shaft OS the input shaft iS and coaxially the fourth clutch C ₃ is provided in iS-OS between the input and output shafts, thereby disengaging the fourth clutch C ₃ This is a configuration example in which a third gear is formed.

このような構成によれば、３速段の変速比が１：１となり、４速及び５速段がオーバドライブとなるが、専用クラッチを設けた３速段において歯車列の介入による伝達損失を排除して高効率の動力伝達を行うことができる。出力軸ＯＳの取り出し方向は、発進機構ＳＣの反対方向となり、エンジンを縦置きにした車両（例えばＦＲ型の車両）に好適な変速機を得ることができる。 According to such a configuration, the gear ratio of the third gear is 1: 1, and the fourth and fifth gears are overdriven, but transmission loss due to the gear train intervention in the third gear with the dedicated clutch is reduced. This eliminates the need for highly efficient power transmission. The output direction of the output shaft OS is opposite to the starting mechanism SC, and a transmission suitable for a vehicle (for example, an FR type vehicle) in which the engine is placed vertically can be obtained.

さて、以上では本発明を前進６段、後進１段の変速機に適用した場合について説明してきたが、これまでの説明からも明らかなように、本発明はさらに多段の変速機にも適用することができる。本発明を前進８段、後進１段の変速機に適用した場合の構成例を、第４実施形態の変速機ＴＭ４として図４に示し、第５実施形態の変速機ＴＭ５として図５に示す。なお、これらの実施形態の変速機は、前進段数と二列一組とされる変速段の組み合わせた既述した各実施例と相違するほか、基本的な構成要素は同様である。そこで、各図において同様の構成要素に同一番号を付して重複説明を省略し、相違する部分を中心に説明する。 In the above, the case where the present invention is applied to a forward 6-speed transmission and a reverse 1-speed transmission has been described. However, as is apparent from the above description, the present invention is also applied to a multi-speed transmission. be able to. A configuration example when the present invention is applied to a transmission with eight forward speeds and one reverse speed is shown in FIG. 4 as a transmission TM4 of the fourth embodiment and shown in FIG. 5 as a transmission TM5 of the fifth embodiment. Note that the transmissions of these embodiments are different from the above-described embodiments in which the number of forward speeds and a set of two speeds are combined, and the basic components are the same. Therefore, in each figure, the same number is attached | subjected to the same component, description is abbreviate | omitted, and it demonstrates centering on a different part.

第４実施形態の変速機ＴＭ４では、発進機構ＳＣを介してエンジンに繋がる入力軸ＩＳと、駆動輪に繋がる出力軸ＯＳとの間に、並列に設けられて相互に噛合する九列の歯車列１〜８及びＲと、入力軸ＩＳに設けられた４個の共用クラッチＣ_R5，Ｃ₁₆，Ｃ₂₇，Ｃ₃₈及び出力軸ＯＳに設けられた４個の選択機構Ｓ_R5，Ｓ₁₆，Ｓ₂₇，Ｓ₃₈と、入力軸に設けられた一個の専用クラッチＣ₄とを有して構成される。１速段〜８速段及び後進段の歯車列は、後進段と５速段（Ｒ−５）、１速段と６速段（１−６）、２速段と７速段（２−７）、３速段と８速段（３−８）の歯車列が各々二列一組とされ、いずれも速度段が、選択機構および共用クラッチの個数である４個（Ｎ個）よりも一段多い５段（（Ｎ＋１）段）離れた組み合わせになっている。 In the transmission TM4 of the fourth embodiment, nine rows of gear trains that are provided in parallel and mesh with each other between an input shaft IS connected to the engine via the start mechanism SC and an output shaft OS connected to the drive wheels. 1 to 8 and R, four common clutches C _R5 , C ₁₆ , C ₂₇ , C ₃₈ provided on the input shaft IS and four selection mechanisms S _R5 , S ₁₆ , S provided on the output shaft OS _27, and S _38, configured to have a single dedicated clutch C _4, which is provided to the input shaft. The first to eighth gears and the reverse gears are the reverse gear and the fifth gear (R-5), the first gear and the sixth gear (1-6), the second gear and the seventh gear (2- 7) The gear trains of the 3rd speed stage and the 8th speed stage (3-8) are each made into a set of 2 rows, and the speed stage is more than 4 (N) which is the number of the selection mechanism and the common clutch. It is a combination that is 5 steps apart ((N + 1) steps).

入力軸ＩＳ側では、４速段の駆動ギヤ１４が入力軸ＩＳに回転自在に支持され、この速度段専用のクラッチＣ₄により入力軸に係合・離脱される。４速段を除く１速段から８速段の駆動ギヤ１１〜１３，１５〜１８及び後進段の駆動ギヤ１Ｒは、上記各組（Ｒ−５、１−６、２−７、３−８）ごとに入力軸ＩＳに一体回転自在に支持され、組ごとに設けられた共用クラッチにより一体的に入力軸ＩＳに係合・離脱される。すなわち、専用クラッチは変速機ＴＭ１〜３と同様に、選択機構および共用クラッチの個数である４個（Ｎ個）と同一数の前進段である４段目（Ｎ段目）に設けられる。 On the input shaft IS side, the fourth-speed drive gear 14 is rotatably supported by the input shaft IS, and is engaged / disengaged from / to the input shaft by a clutch C ₄ dedicated to this speed step. The drive gears 11 to 13, 15 to 18 and the reverse drive gear 1R of the first to eighth gears excluding the fourth gear are each of the above-described groups (R-5, 1-6, 2-7, 3-8). ) Are supported by the input shaft IS so as to be integrally rotatable, and are engaged and disengaged integrally with the input shaft IS by a common clutch provided for each set. That is, the dedicated clutch is provided in the fourth stage (N stage), which is the same number of forward stages as the number of selection mechanisms and the number of shared clutches (N), similarly to the transmissions TM1 to TM3.

各クラッチの符号及び各選択機構の符号を既述したと同様に規定し、クラッチについては、Ｃ_R5を第１クラッチ、Ｃ₁₆を第２クラッチ、Ｃ₂₇を第３クラッチ、Ｃ₃₈を第４クラッチ、Ｃ₄を第５クラッチと称し、選択機構については、Ｓ_R5を第１選択機構、Ｓ₁₆を第２選択機構、Ｓ₂₇を第３選択機構、Ｓ₃₈を第４選択機構と称することにする。 Defined in the same manner as the sign of the clutches of the code and the selection mechanism already described, for the clutch, C _R5 a first clutch, a C ₁₆ second clutch, the C ₂₇ third clutch, the C ₃₈ 4 The clutch, C ₄ is referred to as the fifth clutch, and the selection mechanism is referred to as S _R5 as the first selection mechanism, S ₁₆ as the second selection mechanism, S ₂₇ as the third selection mechanism, and S ₃₈ as the fourth selection mechanism. To.

現行段の成立中に切り換えられる各選択機構の作動ルールを、この前進８段変速の変速機について改めて整理すると以下のようになる。（i）現行段が中間段（２〜７速段）のときは、少なくとも現行段を挟む前後の低速段と高速段とを予め準備しておく。（ii）さらに３速段以上の中間段のときは、後進段を準備しない範疇で、その前後段以外は低速側の速度段を準備しておく。（iii）後進段のときは、共用クラッチ及び選択機構の数をＮとしたときにＮ速以下（８段変速の場合４速以下）の速度段を準備しておく。（iv）最高段のときはＮ速以上（８段変速の場合４速以上）の速度段を準備しておく。このルールに基づいて、各速度段において第１〜第４選択機構Ｓ_R5，Ｓ₁₆，Ｓ₂₇，Ｓ₃₈により選択される歯車列１〜８，Ｒと第１〜第５クラッチＣ_R5，Ｃ₁₆，Ｃ₂₇，Ｃ₃₈，Ｃ₄の係合状態を表３に、現行段と次段の変速組み合わせを表４に示す。 The rules of operation of each selection mechanism that can be switched while the current gear is established are summarized as follows for this forward 8-speed transmission. (I) When the current stage is an intermediate stage (2-7th speed stage), at least a low speed stage and a high speed stage before and after the current stage are prepared in advance. (Ii) Further, when the intermediate speed is greater than or equal to the third speed, a speed stage on the low speed side is prepared in a category in which the reverse speed is not prepared, except for the front and rear stages. (Iii) At the reverse speed, a speed stage of N speed or less (4 speed or less in the case of 8-speed shift) is prepared when the number of shared clutches and selection mechanisms is N. (Iv) At the highest speed, prepare a speed stage of N speed or higher (4 speed or higher in the case of 8-speed shift). Based on this rule, the gear trains 1 to 8, R and the first to fifth clutches C _R5 , C selected by the first to fourth selection mechanisms S _R5 , S ₁₆ , S ₂₇ , S _{38 at} each speed stage. Table 3 shows the engagement states of ₁₆ , C ₂₇ , C ₃₈ , and C ₄ , and Table 4 shows the gear combinations of the current stage and the next stage.

表４における各印の意味は表２と同様であり、丸印は選択機構を作動させることなくクラッチの作動のみで変速可能な組み合わせを表し、三角印は選択機構の少なくともいずれかを作動させて変速可能な組み合わせを表し、バツ印は同一クラッチのため直接変速できない組み合わせを表す。 The meanings of the marks in Table 4 are the same as in Table 2. The circle marks indicate combinations that can be shifted only by operating the clutch without operating the selection mechanism, and the triangle marks indicate that at least one of the selection mechanisms is operated. Combinations that can be changed are indicated, and the crosses indicate combinations that cannot be changed directly because of the same clutch.

例えば、５速段の成立中には、第１選択機構Ｓ_R5において５速段、第２選択機構Ｓ₁₆において６速段、第３選択機構Ｓ₂₇において２速段、第４選択機構Ｓ₃₈において３速段が選択され、直接係脱される４速段を含めて入出力軸間ＩＳ−ＯＳに２速段〜６速段の歯車列２〜６がクラッチ接続可能な状態に設定され、第１クラッチＣ_R5が接続されて５速段の変速比で前進走行する。５速段→６速段の変速時には、第１クラッチＣ_R5の接続が切り離されて第２クラッチＣ₂₇が係合接続され、Cluch to Cluchの直接変速により短時間で５速歯車列５による動力伝達から６速歯車列６による動力伝達に切り換わり、車両は６速段の変速比で前進走行する。このとき、第３選択機構Ｓ₂₇において２速従動ギヤ２２が出力軸ＯＳから切り離されて７速従動ギヤ２７が出力軸ＯＳに結合される。これにより、６速段の走行時には、入出力軸間ＩＳ−ＯＳに３速段〜７速段の歯車列３〜７が介入されて、現行段である６速段を挟む高速側に１段、低速側に３段の歯車列が待機状態とされる。 For example, during the establishment of the fifth speed stage, the first selection mechanism S _R5 has the fifth speed stage, the second selection mechanism S ₁₆ has the sixth speed stage, the third selection mechanism S ₂₇ has the second speed stage, and the fourth selection mechanism S _38. The third gear is selected, and the gear trains 2 to 6 of the second gear to the sixth gear including the fourth gear to be directly engaged and disengaged are set in a state in which the clutch can be engaged with the clutch. The first clutch C _R5 is connected and travels forward at a gear ratio of 5th gear. At the time of shifting from the fifth speed to the sixth speed, the first clutch C _R5 is disconnected and the second clutch C ₂₇ is engaged and connected, and the power generated by the fifth speed gear train 5 is achieved in a short time by the direct shift of Cluch to Cluch. The transmission is switched to the power transmission by the 6-speed gear train 6, and the vehicle travels forward at the 6th speed gear ratio. At this time, in the third selection mechanism S ₂₇ , the second speed driven gear 22 is disconnected from the output shaft OS, and the seventh speed driven gear 27 is coupled to the output shaft OS. As a result, when traveling at the 6th speed stage, the gear trains 3 to 7 of the 3rd speed stage to the 7th speed stage are intervened in the IS-OS between the input and output shafts, and the first speed stage on the high speed side sandwiching the 6th speed stage as the current stage. The three-stage gear train is placed in a standby state on the low speed side.

他の中間段も上記同様にCluch to Cluchの直接変速により行われ、選択機構は現行段から最も離れた速度段の従動ギヤを切り離し現行段＋１段の従動ギヤを出力軸に結合させる。従って、３速段〜７速段の前進走行時には、現行段に対して高速側１段、低速側３段の歯車列が待機状態とされる。 Similarly to the above, the other intermediate stages are also performed by direct shift of Cluch to Cluch, and the selection mechanism disconnects the driven gear of the speed stage farthest from the current stage and couples the driven gear of the current stage + 1 stage to the output shaft. Therefore, during forward traveling from the third speed to the seventh speed, the gear train of the first high speed side and the third low speed side is in a standby state with respect to the current speed.

７速段の走行時には、入出力軸間ＩＳ−ＯＳに４速段〜８速段の歯車列４〜８が介入されて第３クラッチＣ₂₇が係合された状態になっており、７速段→８速段の変速では、第３クラッチＣ₂₇の接続が切り離され第４クラッチＣ₃₈が係合接続される。本実施形態の変速機ＴＭ４は８速段が最高段であることから、第１〜第４選択機構の選択に変更はなく、入出力軸間ＩＳ−ＯＳに４速段〜８速段の歯車列４〜８が介入されて直接接続可能な待機状態が維持される。従って、８速段の前進走行時には、現行段に対して低速側に４段の歯車列が待機状態とされる。 During traveling at the seventh speed, the fourth to eighth gear trains 4 to 8 are intervened in the IS-OS between the input and output shafts, and the third clutch C ₂₇ is engaged. In the shift from the first gear to the eighth gear, the third clutch C ₂₇ is disconnected and the fourth clutch C ₃₈ is engaged. In the transmission TM4 of the present embodiment, since the 8th speed is the highest speed, the selection of the first to fourth selection mechanisms is not changed, and the 4th speed to the 8th speed gears are provided in the IS-OS between the input and output shafts. Rows 4 to 8 are intervened to maintain a standby state where direct connection is possible. Accordingly, during forward traveling at the eighth speed, the four-stage gear train is placed in a standby state on the low speed side with respect to the current speed.

このように、本発明を前進８段、後進１段の変速機に適用した場合においても、シフトアップ、シフトダウンとも順次変速はCluch to Cluchによる高応答の直接接続が可能であり、３速段以上の前進走行時には、６速段→３速段、７速段→４速段、８速段→４速段のように、直接変速によるダウンシフトの幅を３段以上とれるため、キックダウンやエンジンブレーキの効果を向上させることができる。また、２速段→後進段、後進段→２速段の切り換えをいずれもCluch to Cluchによる直接変速で行うことができ、低μ路に適した２速発進が可能である。さらに、第１〜第４クラッチＣ_R5，Ｃ₁₆，Ｃ₂₇，Ｃ₃₈を入力軸ＩＳ側に設けた構成により、クラッチの大型化や作動油圧の高圧化及びこれに伴う油圧制御の困難性を排斥して、小型軽量で制御性の良好な多段変速機を実現することができる。なお、出力軸ＯＳの取り出し方向は左右いずれであっても良く、車両形式（ＦＦやＲＲ，ＦＲ等）に応じて好適な変速機を得ることができる。 In this way, even when the present invention is applied to a transmission with 8 forward speeds and 1 reverse speed, sequential shifts can be directly connected with Cluch to Cluch for both upshifting and downshifting. When traveling forward as described above, since the range of downshift by direct gear shifting can be 3 or more, such as 6th gear → 3rd gear, 7th gear → 4th gear, 8th gear → 4th gear, The effect of engine braking can be improved. Further, switching from the second gear to the reverse gear and the reverse gear to the second gear can be performed by direct shift by Cluch to Cluch, and the second gear starting suitable for the low μ road is possible. Furthermore, the configuration in which the first to fourth clutches C _R5 , C ₁₆ , C ₂₇ , and C ₃₈ are provided on the input shaft IS side increases the size of the clutch, the operating hydraulic pressure, and the associated hydraulic control difficulty. As a result, it is possible to realize a multi-stage transmission that is small and light and has good controllability. The output direction of the output shaft OS may be either left or right, and a suitable transmission can be obtained according to the vehicle type (FF, RR, FR, etc.).

図５に示す第５実施形態の変速機ＴＭ５は、入力軸ＩＳと出力軸ＯＳとを第５クラッチＣ₄により直接係脱させて４速段を形成した構成例である。すなわち、この変速機ＴＭ５は、上記第４実施形態の変速機ＴＭ４における出力軸をカウンター軸ＣＳとしてその軸端にカウンター駆動ギヤ４１を結合し、これと噛合するカウンター従動ギヤ４２を介して出力軸ＯＳに出力するように構成するとともに、出力軸ＯＳを入力軸ＩＳと同軸上に配置して入出力軸間ＩＳ−ＯＳに第５クラッチＣ₄を設け、この第５クラッチＣ₄を係脱させて４速段を形成するようにした構成例である。 Figure 5 shows the transmission TM5 of the fifth embodiment is a configuration example of forming a fourth speed by directly engaging and disengaging the input shaft IS and the output shaft OS by the fifth clutch C _4. That is, the transmission TM5 is configured such that the output shaft of the transmission TM4 of the fourth embodiment is the counter shaft CS, the counter drive gear 41 is coupled to the shaft end thereof, and the counter shaft gear 42 meshes with the output shaft. together configured to output to the OS, by arranging the output shaft OS the input shaft iS and coaxially the fifth clutch C ₄ disposed in iS-OS between the input and output shaft, thereby disengaging the fifth clutch C ₄ This is a configuration example in which the fourth speed stage is formed.

このような構成によれば、４速段の減速比が１：１となり、５速〜８速段がオーバドライブとなる。専用クラッチを設けた４速段では歯車列の介入による伝達損失を排除して高効率の動力伝達を行うことができる。出力軸ＯＳの取り出し方向は、発進機構ＳＣの反対方向となり、エンジンを縦置きにした車両（例えばＦＲ型の車両）に好適な変速機を得ることができる。 According to such a configuration, the reduction ratio of the fourth gear is 1: 1, and the fifth to eighth gears are overdriven. In the fourth speed stage provided with a dedicated clutch, transmission loss due to intervention of the gear train can be eliminated and highly efficient power transmission can be performed. The output direction of the output shaft OS is opposite to the starting mechanism SC, and a transmission suitable for a vehicle (for example, an FR type vehicle) in which the engine is placed vertically can be obtained.

本発明の第１実施形態に係る変速機のスケルトン図である。It is a skeleton figure of the transmission which concerns on 1st Embodiment of this invention. 本発明の第２実施形態に係る変速機のスケルトン図である。It is a skeleton figure of the transmission which concerns on 2nd Embodiment of this invention. 本発明の第３実施形態に係る変速機のスケルトン図である。It is a skeleton figure of the transmission which concerns on 3rd Embodiment of this invention. 本発明の第４実施形態に係る変速機のスケルトン図である。It is a skeleton figure of the transmission which concerns on 4th Embodiment of this invention. 本発明の第５実施形態に係る変速機のスケルトン図である。It is a skeleton figure of the transmission which concerns on 5th Embodiment of this invention.

符号の説明Explanation of symbols

ＴＭ１〜ＴＭ５第１実施形態〜第５実施形態の変速機
ＩＳ入力軸
ＯＳ出力軸
Ｒ後進段の歯車列
１〜８１速段〜８速段の歯車列
１Ｒ後進段の駆動ギヤ（歯車）
１１〜１８１速段〜８速段の駆動ギヤ（歯車）
２Ｒ後進段の従動ギヤ（歯車）
２１〜２８１速段〜８速段の従動ギヤ（歯車）
Ｃ_R4，Ｃ₁₅，Ｃ₂₆ 第１〜第３実施形態の変速機における第１〜第３クラッチ（共用クラッチ）
Ｃ₃ 第１〜第３実施形態の変速機における第４クラッチ（専用クラッチ）
Ｓ_R4，Ｓ₁₅，Ｓ₂₆ 第１〜第３実施形態の変速機における第１〜第３選択機構
Ｃ_R5，Ｃ₁₆，Ｃ₂₇，Ｃ₃₈ 第４，第５実施形態の変速機における第１〜第４クラッチ（共用クラッチ）
Ｃ₄ 第４，第５実施形態の変速機における第５クラッチ（専用クラッチ）
Ｓ_R5，Ｓ₁₆，Ｓ₂₇，Ｓ₃₈ 第４，第５実施形態における第１〜第４選択機構 TM1 to TM5 Transmission IS of First Embodiment to Fifth Embodiment Input shaft OS Output shaft R Reverse gear train 1-8 First gear to eighth gear train 1R Reverse drive gear (gear)
11-18 Drive gear (gear) of 1st gear to 8th gear
2R Reverse gear driven gear (gear)
21-28 1st to 8th driven gear (gear)
C _R4 , C ₁₅ , C ₂₆ First to third clutches (common clutch) in the transmission of the first to third embodiments.
C ₃ first through fourth clutches in transmission according to the third embodiment (only the clutch)
S _R4 , S ₁₅ , S ₂₆ First to third selection mechanisms C _R5 , C ₁₆ , C ₂₇ , C _{38 in} the transmission of the first to third embodiments The first of the transmissions of the fourth and fifth embodiments. -Fourth clutch (common clutch)
C ₄ 4th, 5th clutch of the transmission of the fifth embodiment (only the clutch)
S _R5 , S ₁₆ , S ₂₇ , S ₃₈ 4th to 4th selection mechanisms in the fourth and fifth embodiments

Claims

エンジンに繋がる入力軸と、駆動輪に繋がる出力軸と、前記入力軸および出力軸の間の動力伝達経路に並列に設けられて相互に噛合する速度段の異なる少なくとも七列の歯車列と、各二列の歯車列の一方の軸に一体的に回転自在に支持された一組の歯車を当該一方の軸に係脱させる共用クラッチおよび他方の軸に各々回転自在に支持された一組の歯車のいずれかを当該他方の軸に選択的に結合させる選択機構と、単列の歯車列を前記動力伝達経路に係合させる専用クラッチとを有し、前記選択機構における選択、前記共用クラッチの係脱、および前記専用クラッチの係脱により動力の伝達経路を選択して変速する車両用変速機において、
前記選択機構および前記共用クラッチが前記二列の歯車列を選択および係脱させる三個以上の選択機構および共用クラッチから構成されるとともに少なくとも一個の前記専用クラッチを備え、
前記各二列の歯車列における一方と他方との速度段が、互いに前記選択機構及び前記共用クラッチの個数より一つ多い段数だけ離れて組み合わされることを特徴とする車両用変速機。 An input shaft connected to the engine, an output shaft connected to the drive wheel, at least seven gear trains having different speed stages provided in parallel in a power transmission path between the input shaft and the output shaft, A common clutch for engaging and disengaging a set of gears integrally and rotatably on one shaft of a two-row gear train, and a set of gears rotatably supported on the other shaft And a dedicated clutch for engaging a single-row gear train with the power transmission path, and the selection in the selection mechanism and the engagement of the common clutch. In a vehicle transmission that shifts by selecting a power transmission path by disengaging and engaging / disengaging the dedicated clutch,
The selection mechanism and the shared clutch are composed of three or more selection mechanisms and a common clutch for selecting and disengaging the two rows of gear trains, and include at least one dedicated clutch.
The vehicular transmission characterized in that the speed stages of one and the other in each of the two gear trains are combined apart from each other by one more gear than the number of the selection mechanism and the common clutch.

前記専用クラッチを、前記選択機構および共用クラッチの個数と同一数の前進段に設けることを特徴とする請求項１に記載の車両用変速機。 The vehicle transmission according to claim 1, wherein the dedicated clutch is provided in the same number of forward stages as the number of the selection mechanism and the common clutch.

前記入力軸と前記出力軸とを同軸上に配設するとともに、前記専用クラッチを前記入力軸と前記出力軸とを直結可能に配置したことを特徴とする請求項１または請求項２に記載の車両用変速機。 The said input shaft and the said output shaft are arrange | positioned coaxially, The said exclusive clutch has been arrange | positioned so that the said input shaft and the said output shaft can be directly connected, The Claim 1 or Claim 2 characterized by the above-mentioned. Vehicle transmission.

前記共用クラッチは、相互に噛合する歯車列の入力側の軸に設けられることを特徴とする請求項１から請求項３のいずれかに記載の車両用変速機。 The vehicle transmission according to any one of claims 1 to 3, wherein the common clutch is provided on an input-side shaft of a gear train that meshes with each other.

前記選択機構における選択および前記共用クラッチの係合により設定された速度段が、前進走行における２速段以上で最高段未満の場合には、前記設定された速度段を挟んで少なくとも前後の低速側と高速側の速度段の歯車列が、前記選択機構により前記他方の軸に結合されるように構成したことを特徴とする請求項１から請求項４のいずれかに記載の車両用変速機。 When the speed stage set by the selection in the selection mechanism and the engagement of the common clutch is greater than or equal to the second speed stage and less than the highest stage in forward traveling, at least the front and rear low speed sides across the set speed stage 5. The vehicle transmission according to claim 1, wherein a gear train of a high speed side speed stage is coupled to the other shaft by the selection mechanism. 6.

前記速度段の組み合わせが少なくとも前進６段以上、後進１段であることを特徴とする請求項１から請求項５のいずれかに記載の車両用変速機。 The vehicle transmission according to any one of claims 1 to 5, wherein a combination of the speed stages is at least six forward stages and one reverse stage.