JP2010001957A - Multi-stage transmission - Google Patents

Multi-stage transmission Download PDF

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JP2010001957A
JP2010001957A JP2008160835A JP2008160835A JP2010001957A JP 2010001957 A JP2010001957 A JP 2010001957A JP 2008160835 A JP2008160835 A JP 2008160835A JP 2008160835 A JP2008160835 A JP 2008160835A JP 2010001957 A JP2010001957 A JP 2010001957A
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gear
speed
intermediate shaft
shaft
rotating element
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Hiroshi Masumoto
浩 増元
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Honda Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a multi-stage transmission capable of changing gear in the number larger than the number of gear train. <P>SOLUTION: In this multi-stage transmission, driving gears G1a-G4a of a plurality of gear trains respectively having a different gear ratio are fixed to an input shaft 2. This multi-stage transmission includes: a first intermediate shaft 4<SB>1</SB>pivotally supporting driven gears G1b and G3b of each odd-numbered gear train in order of gear ratio; a second intermediate shaft 4<SB>2</SB>pivotally supporting driven gears G2b and G4b of each even-numbered gear train in order of gear ratio; synchronizing devices 5<SB>1</SB>and 5<SB>2</SB>selectively connecting the driven gear on each intermediate shaft to each intermediate shaft; a differential device 6 structured so that a third rotating element 6b is rotated at an intermediate speed of a first rotating element 6e and a second rotating element 6a when the first rotating element 6e and the second rotating element 6a are rotated at a different speed; and a friction engagement element 8 connecting two rotating elements of the three rotating elements of the differential device 6. The first intermediate shaft 4<SB>1</SB>and the second intermediate shaft 4<SB>2</SB>are connected to the first rotating element 6e and the second rotating element 6a, and the third rotating element 6b is connected to an output member 3. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、駆動源からの動力を入力する入力軸と出力部材との間に、変速比の異なる複数のギヤ列を介設した多段変速機に関する。   The present invention relates to a multi-stage transmission in which a plurality of gear trains having different gear ratios are interposed between an input shaft for inputting power from a drive source and an output member.

従来、この種の変速機として、入力軸と同一軸線上に、第１と第２の各別のクラッチを介して入力軸に連結される第１と第２の２つの中間軸が配置されると共に、出力部材に連結される第１と第２の２つの出力軸が配置され、第１中間軸に変速比順位で奇数番目のギヤ列の駆動ギヤが固定され、第２中間軸に変速比順位で偶数番目のギヤ列の駆動ギヤが固定され、第１出力軸に低速側の複数のギヤ列の駆動ギヤと噛合する従動ギヤが軸支され、第２出力軸に高速側の複数のギヤ列の駆動ギヤと噛合する従動ギヤが軸支され、第１と第２の各出力軸上の従動ギヤが同期装置を介して該各出力軸に選択的に連結されるようにしたものが知られている（例えば、特許文献１参照）。   Conventionally, as this type of transmission, first and second intermediate shafts connected to the input shaft via first and second separate clutches are arranged on the same axis as the input shaft. In addition, the first and second output shafts connected to the output member are arranged, the drive gear of the odd-numbered gear train in the gear ratio order is fixed to the first intermediate shaft, and the gear ratio is fixed to the second intermediate shaft. Drive gears of even-numbered gear trains are fixed in order, driven gears that mesh with drive gears of a plurality of low-speed gear trains are supported on the first output shaft, and a plurality of high-speed gears are supported on the second output shaft. It is known that driven gears that mesh with drive gears in a row are pivotally supported, and the driven gears on the first and second output shafts are selectively coupled to the output shafts via a synchronizing device. (For example, refer to Patent Document 1).

このものでは、変速比順位で奇数番目のギヤ列を介しての動力伝達時（この時は第１クラッチが係合し、第２クラッチが解放されている）、偶数番目のギヤ列の従動ギヤを同期装置を介して対応する出力軸に連結しておくことができる。そのため、変速時に第１クラッチを解放して第２クラッチを係合させることにより、応答性良く偶数番目のギヤ列を介しての動力伝達状態に切換えることができる。同様に、変速比順位で偶数番目のギヤ列を介しての動力伝達時に、奇数番目のギヤ列の従動ギヤを同期装置を介して対応する出力軸に連結しておき、変速時に第２クラッチを解放して第１クラッチを係合させることにより、応答性良く奇数番目のギヤ列を介しての動力伝達状態に切換えることができる。   In this case, when power is transmitted through the odd-numbered gear train in the gear ratio order (the first clutch is engaged and the second clutch is released at this time), the driven gear of the even-numbered gear train is used. Can be coupled to the corresponding output shaft via a synchronization device. Therefore, by releasing the first clutch and engaging the second clutch at the time of shifting, it is possible to switch to a power transmission state via the even-numbered gear train with good responsiveness. Similarly, when the power is transmitted through the even-numbered gear train in the gear ratio order, the driven gear of the odd-numbered gear train is connected to the corresponding output shaft via the synchronization device, and the second clutch is By releasing and engaging the first clutch, it is possible to switch to the power transmission state via the odd-numbered gear train with good responsiveness.

ところで、最近は、燃費性の向上のため、変速機の変速段数を増加することが望まれている。ここで、上記従来例のものは、変速段数分の数のギヤ列が必要になる。また、変速機の軸長は車載スペース的に然程増加することができない。そのため、変速段数を増やすには、各ギヤ列のギヤ幅を小さくして、増加分のギヤ列の配置スペースを確保することが必要になる。然し、ギヤ幅を小さくすると、ギヤ強度が低下してしまうため、変速機の軸長を増加せずに変速段数を増やすことは困難である。
特開２００５−１７２２２０号公報 Recently, in order to improve fuel efficiency, it is desired to increase the number of shift stages of the transmission. Here, the above conventional example requires as many gear trains as the number of gears. Further, the shaft length of the transmission cannot be increased so much in terms of in-vehicle space. For this reason, in order to increase the number of shift stages, it is necessary to reduce the gear width of each gear train and to secure an arrangement space for the increased gear train. However, if the gear width is reduced, the gear strength is reduced, so it is difficult to increase the number of shift stages without increasing the shaft length of the transmission.
JP 2005-172220 A

本発明は、以上の点に鑑み、ギヤ列の数よりも多い段数の変速を行い得られるようにして、軸長を増加せずに変速段数を増やすことができるようにした多段変速機を提供することをその課題としている。   In view of the above, the present invention provides a multi-stage transmission which can increase the number of shift stages without increasing the shaft length so as to be able to perform a shift with a greater number of stages than the number of gear trains. The task is to do.

上記課題を解決するため、本発明は、駆動源からの動力を入力する入力軸と出力部材との間に、変速比の異なる複数のギヤ列を介設した多段変速機であって、入力軸にこれら複数のギヤ列の駆動ギヤが固定又は軸支され、変速比順位で奇数番目の各ギヤ列の駆動ギヤと噛合する従動ギヤを軸支又は固定する第１中間軸と、変速比順位で偶数番目の各ギヤ列の駆動ギヤと噛合する従動ギヤを軸支又は固定する第２中間軸と、変速比順位で奇数番目の各ギヤ列の駆動ギヤと従動ギヤとのうち入力軸又は第１中間軸に軸支されるギヤを当該軸に連結して、変速比順位で奇数番目のギヤ列の１つを選択的に確立する同期装置と、変速比順位で偶数番目の各ギヤ列の駆動ギヤと従動ギヤとのうち入力軸又は第２中間軸に軸支されるギヤを当該軸に連結して、変速比順位で偶数番目のギヤ列の１つを選択的に確立する同期装置とを備える共に、相対回転可能な第１と第２と第３の３つの回転要素を有し、第１回転要素と第２回転要素が異なる速度で回転するときに第３回転要素が第１回転要素の回転速度と第２回転要素の回転速度との間の速度で回転するように構成された差動装置と、差動装置の３つの回転要素のうちの２つの回転要素を連結する摩擦係合要素とを備え、差動装置の第１回転要素と第２回転要素とに夫々第１中間軸と第２中間軸とが連結され、差動装置の第３回転要素が出力部材に連結されることを特徴とする。   In order to solve the above-described problems, the present invention provides a multi-stage transmission in which a plurality of gear trains having different speed ratios are interposed between an input shaft for inputting power from a drive source and an output member. The drive gears of the plurality of gear trains are fixed or pivotally supported, and the first intermediate shaft that pivotally supports or fixes the driven gear that meshes with the drive gear of each odd-numbered gear train in the gear ratio order, and the gear ratio order. The second intermediate shaft that supports or fixes the driven gear that meshes with the drive gear of each even-numbered gear train, and the input shaft or the first of the drive gear and the driven gear of each odd-numbered gear train in the gear ratio order. A synchronizer that selectively establishes one of the odd-numbered gear trains in the gear ratio order by connecting a gear supported by the intermediate shaft to the shaft, and drive of each even-numbered gear train in the gear ratio order Of the gear and the driven gear, the gear supported on the input shaft or the second intermediate shaft is connected to the shaft. And a synchronizer that selectively establishes one of the even-numbered gear trains in the gear ratio order, and has first, second, and third rotating elements capable of relative rotation, and the first rotation A differential device configured such that when the element and the second rotating element rotate at different speeds, the third rotating element rotates at a speed between the rotating speed of the first rotating element and the rotating speed of the second rotating element. And a frictional engagement element that connects two of the three rotating elements of the differential device, the first rotating shaft and the second rotating element of the differential device respectively having a first intermediate shaft and a first rotating shaft. 2 intermediate shafts are connected, and the third rotating element of the differential device is connected to the output member.

本発明によれば、例えば変速比順位で１番目の１速ギヤ列を確立すると、第１回転要素が１速ギヤ列の出力速度で回転し、この状態で摩擦係合要素を係合させることにより、第３回転要素が第１回転要素と等速度で回転して、１速段での動力伝達が行われる。この状態から摩擦係合要素を解放して、変速比順位で２番目の２速ギヤ列を確立すると、第２回転要素が２速ギヤ列の出力速度で回転する。ここで、第１回転要素は１速ギヤ列の出力速度で回転しているから、第３回転要素は１速ギヤ列の出力速度と２速ギヤ列の出力速度との間の速度で回転することになり、１速段と２速段との間の変速段での動力伝達が行われる。このように、第３回転要素を奇数番目のギヤ列の出力速度と偶数番目のギヤ列の出力速度との間の速度で回転させることができるため、ギヤ列の総数をＮとして、２Ｎ−１の段数の変速を行うことができる。   According to the present invention, for example, when the first 1st gear train is established in the gear ratio order, the first rotating element rotates at the output speed of the 1st gear train, and the friction engagement element is engaged in this state. Thus, the third rotating element rotates at the same speed as the first rotating element, and power transmission at the first gear is performed. When the friction engagement element is released from this state and the second second-speed gear train is established in the gear ratio order, the second rotation element rotates at the output speed of the second-speed gear train. Here, since the first rotating element rotates at the output speed of the first speed gear train, the third rotating element rotates at a speed between the output speed of the first speed gear train and the output speed of the second speed gear train. In other words, power is transmitted at the shift speed between the first speed stage and the second speed stage. Thus, since the third rotation element can be rotated at a speed between the output speed of the odd-numbered gear train and the output speed of the even-numbered gear train, the total number of gear trains is N, and 2N−1. The number of gears can be changed.

ここで、本発明では、差動装置と摩擦係合要素が必要になるが、変速段数を上記の如くギヤ列の数に比し飛躍的に増やすことができる。従って、変速機の軸長を増加せずに変速段数を増やすことが可能になる。   Here, in the present invention, a differential and a frictional engagement element are required, but the number of gears can be dramatically increased as compared with the number of gear trains as described above. Therefore, it is possible to increase the number of shift stages without increasing the shaft length of the transmission.

また、本発明では、最低速と最高速のギヤ列を除くギヤ列の駆動ギヤと従動ギヤとの一方を、対応する変速段とこの変速段の−０．５の変速段と＋０．５の変速段の３段に亘って対応する軸に連結したままにしておくことができ、最低速と最高速のギヤ列の駆動ギヤと従動ギヤとの一方も対応する変速段とこの変速段の＋０．５又は−０．５の変速段の２段に亘って対応する軸に連結したままにしておくことができる。従って、同期装置の断続回数が大幅に低減され、同期装置の消耗を著しく少なくすることができる。   Further, in the present invention, one of the drive gear and the driven gear of the gear train excluding the lowest gear and the fastest gear train is connected to the corresponding gear, the gear of -0.5 and the gear of +0.5. It is possible to remain connected to the corresponding shaft over the three speed stages, and one of the driving gear and the driven gear of the lowest speed and the highest speed gear train also corresponds to +0 of this speed stage. It can remain connected to the corresponding shaft over two gear stages of .5 or -0.5. Therefore, the number of times the synchronization device is intermittently reduced is greatly reduced, and the consumption of the synchronization device can be remarkably reduced.

また、本発明においては、第１中間軸と前記第２中間軸とが差動装置と同一軸線上に配置されることが望ましい。これによれば、変速機の外形を小さくして小型化できる。更に、第１と第２の各中間軸を差動装置の第１と第２の各回転要素に連結するギヤが不要になり、部品点数を削減してコストダウンと軽量化とを図ることができる。   In the present invention, it is desirable that the first intermediate shaft and the second intermediate shaft are disposed on the same axis as the differential device. According to this, the outer shape of the transmission can be reduced and miniaturized. In addition, gears for connecting the first and second intermediate shafts to the first and second rotating elements of the differential are not necessary, and the number of parts can be reduced to reduce costs and weight. it can.

また、本発明においては、最低速のギヤ列（１速ギヤ列）を確立して発進する際に、摩擦係合要素の係合力を徐々に増加する制御を行うことが望ましい。これによれば、摩擦係合要素を発進クラッチに兼用でき、別個の発進クラッチを省略して、コストダウンと軽量化とを図ることができる。更に、発進時に１速より低い変速比の領域から動力伝達を開始することができる。そのため、駆動源の回転数が無用に上昇せず、発進時の燃料消費量の低減が可能になる。   In the present invention, it is desirable to perform control to gradually increase the engagement force of the friction engagement element when starting with the lowest speed gear train (first gear train) established. According to this, the friction engagement element can be used also as a starting clutch, and a separate starting clutch can be omitted, thereby reducing cost and weight. Furthermore, power transmission can be started from a region with a gear ratio lower than the first speed when starting. Therefore, the rotational speed of the drive source does not increase unnecessarily, and the fuel consumption at the time of start can be reduced.

図１は本発明の第１実施形態の多段変速機を示している。この変速機は、駆動源たるエンジン１からの動力を入力する入力軸２と、車両の左右の駆動輪（図示せず）に動力を分配する出力部材たる差動ギヤ３と、入力軸２と差動ギヤ３との間に介設した変速比の異なる１速乃至４速のギヤ列Ｇ１〜Ｇ４とを備えている。   FIG. 1 shows a multi-stage transmission according to a first embodiment of the present invention. The transmission includes an input shaft 2 that inputs power from an engine 1 that is a drive source, a differential gear 3 that is an output member that distributes power to left and right drive wheels (not shown) of the vehicle, and an input shaft 2. 1st to 4th gear trains G1 to G4 having different gear ratios interposed between the differential gear 3 and the differential gear 3 are provided.

これらギヤ列Ｇ１〜Ｇ４の駆動ギヤＧ１ａ〜Ｇ４ａは入力軸２に固定されている。また、第１と第２の２つの中間軸４１，４２を設け、変速比順位で奇数番目のギヤ列、即ち、１速と３速の各ギヤ列Ｇ１，Ｇ３の駆動ギヤＧ１ａ，Ｇ３ａと噛合する従動ギヤＧ１ｂ，Ｇ３ｂを第１中間軸４１上に軸支し、変速比順位で偶数番目のギヤ列、即ち、２速と４速の各ギヤ列Ｇ２，Ｇ４の駆動ギヤＧ２ａ，Ｇ４ａと噛合する従動ギヤＧ２ｂ，Ｇ４ｂを第２中間軸４２上に軸支している。そして、第１中間軸４１上に、１速従動ギヤＧ１ｂと３速従動ギヤＧ３ｂとを第１中間軸４１に選択的に連結する第１同期装置５１を配置すると共に、第２中間軸４２上に、２速従動ギヤＧ２ｂと４速従動ギヤＧ４ｂとを第２中間軸４２に選択的に連結する第２同期装置５２を配置している。 The drive gears G1a to G4a of these gear trains G1 to G4 are fixed to the input shaft 2. Further, the first and second intermediate shafts 4 1 and 4 2 are provided, and the odd-numbered gear trains in the gear ratio order, that is, the drive gears G1a and G3a of the first and third gear trains G1 and G3, respectively. driven gear G1b which meshes with, and axially supports the G3b on a first intermediate shaft 4 1, even-numbered gear train with the gear ratio rank, that is, the gear train of the second speed and the fourth speed G2, G4 of the drive gear G2a, G4a and meshing with the driven gear G2b, axially supports the G4b the second on the intermediate shaft 4 2. Then, on a first intermediate shaft 4 1, with disposing the first synchronization device 5 1 for selectively connecting the first speed driven gear G1b and third speed driven gear G3b to the first intermediate shaft 4 1, the second intermediate on the shaft 4 2, are arranged and the second speed driven gear G2b and fourth speed driven gear G4b the second synchronizer 5 2 for selectively connecting the second to the intermediate shaft 4 2.

各同期装置５１，５２は、各中間軸４１，４２に回り止めされ、図外のアクチュエータにより軸方向に移動される同期スリーブ５ａを備えている。そして、第１同期装置５１の同期スリーブ５ａを図示の中立位置から１速従動ギヤＧ１ｂ側又は３速従動ギヤＧ３ｂ側に移動させることで、１速従動ギヤＧ１ｂ又は３速従動ギヤＧ３ｂが第１中間軸４１に連結され、１速ギヤ列Ｇ１又は第３ギヤ列が選択的に確立される。同様に、第２同期装置５２の同期スリーブ５ａを図示の中立位置から２速従動ギヤＧ２ｂ側又は４速従動ギヤＧ４ｂ側に移動させることで、２速従動ギヤＧ２ｂ又は４速従動ギヤＧ４ｂが第２中間軸４２に連結され、２速ギヤ列Ｇ２又は４速ギヤ列Ｇ４が選択的に確立される。尚、ギヤ列が確立されるとは、入力軸２から対応する中間軸４-１，４２にギヤ列を介して動力伝達される状態になることをいう。 Each synchronizer 5 1, 5 2 is prevented from rotating to the intermediate shaft 4 1, 4 2, and a synchronous sleeve 5a which is moved in the axial direction by an unillustrated actuator. Then, by moving the first synchronizer 5 1 of the synchronization sleeve 5a first speed driven gear G1b side from the neutral position shown or 3-speed driven gear G3b side, first-speed driven gear G1b or 3-speed driven gear G3b is first 1 is connected to the intermediate shaft 4 1, first speed gear train G1 or the third gear train is established selectively. Similarly, by moving the second synchronizing device 5 2 of the synchronizing sleeve 5a 2-speed driven gear G2b side from the neutral position shown or the fourth speed driven gear G4b side, second-speed driven gear G2b or 4-speed driven gear G4b is connected to the second intermediate shaft 4 2, 2-speed gear train G2 or the fourth speed gear train G4 is established selectively. Note that the gear train is established to be made in a state in which power is transmitted through the gear train to the intermediate shaft 4 1, 4 2 corresponding from the input shaft 2.

また、変速機は、差動装置たる遊星ギヤ機構６を備えている。この遊星ギヤ機構６は、サンギヤ６ａと、リングギヤ６ｂと、サンギヤ６ａに噛合する第１ピニオン６ｃと第１ピニオン６ｃ及びリングギヤ６ｂに噛合する第２ピニオン６ｄとを担持するキャリア６ｅとを有するダブルピニオン型のものである。サンギヤ６ａとキャリア６ｅとが異なる速度で回転するとき、リングギヤ６ｂはサンギヤ６ａの回転速度とキャリア６ｅの回転速度との間の速度で回転する。即ち、本実施形態では、リングギヤ６ｂが第３回転要素となる。尚、本実施形態では、遊星ギヤ機構６のギヤ比（リングギヤの歯数／サンギヤの歯数）を２．０に設定している。そのため、リングギヤ６ｂは、サンギヤ６ａの回転速度とキャリア６ｅの回転速度との中間速度（両回転速度の合計の１／２の速度）で回転する。   Further, the transmission includes a planetary gear mechanism 6 as a differential device. The planetary gear mechanism 6 includes a double pinion having a sun gear 6a, a ring gear 6b, and a carrier 6e carrying a first pinion 6c meshing with the sun gear 6a, a first pinion 6c and a second pinion 6d meshing with the ring gear 6b. Of the type. When the sun gear 6a and the carrier 6e rotate at different speeds, the ring gear 6b rotates at a speed between the rotational speed of the sun gear 6a and the rotational speed of the carrier 6e. That is, in the present embodiment, the ring gear 6b is the third rotating element. In this embodiment, the gear ratio of the planetary gear mechanism 6 (the number of teeth of the ring gear / the number of teeth of the sun gear) is set to 2.0. Therefore, the ring gear 6b rotates at an intermediate speed between the rotational speed of the sun gear 6a and the rotational speed of the carrier 6e (a speed that is ½ of the total of both rotational speeds).

第１中間軸４１と第２中間軸４２は遊星ギヤ機構６と同一軸線上に配置されている。そして、第１中間軸４１をキャリア６ｅに連結し、第２中間軸４２をサンギヤ６ａに連結している。即ち、本実施形態では、キャリア６ｅが第１回転要素となり、サンギヤ６ａが第２回転要素となる。尚、第１中間軸４１をサンギヤ６ａに連結し、第２中間軸４２をキャリア６ｅに連結しても良い。この場合、サンギヤ６ａが第１回転要素となり、キャリア６ｅが第２回転要素となる。また、第３回転要素たるリングギヤ６ｂは、遊星ギヤ機構６とこれに最寄りの３速従動ギヤＧ３ｂとの間に配置した出力ギヤ７を介して差動ギヤ３に一体のファイナルドリブンギヤ３ａに連結されている。 The first intermediate shaft 4 1 and the second intermediate shaft 4 2 are disposed on the same axis as the planetary gear mechanism 6. Then, the first intermediate shaft 4 1 connected to the carrier 6e, and a second intermediate shaft 4 2 is connected to the sun gear 6a. That is, in the present embodiment, the carrier 6e serves as the first rotating element, and the sun gear 6a serves as the second rotating element. Incidentally, the first intermediate shaft 4 1 connected to the sun gear 6a, may be connected to the second intermediate shaft 4 2 the carrier 6e. In this case, the sun gear 6a is the first rotating element, and the carrier 6e is the second rotating element. The ring gear 6b, which is the third rotating element, is connected to a final driven gear 3a integrated with the differential gear 3 via an output gear 7 disposed between the planetary gear mechanism 6 and the nearest third speed driven gear G3b. ing.

また、遊星ギヤ機構６を挟んで第１と第２の両中間軸４１，４２と反対側に、遊星ギヤ機構６のサンギヤ６ａとキャリア６ｅを連結する摩擦係合要素たる油圧クラッチ８を配置している。尚、油圧クラッチ８は、遊星ギヤ機構６のサンギヤ６ａとリングギヤ６ｂとキャリア６ｅとから成る３つの回転要素のうちの２つの回転要素を連結して、３つの回転要素を等速度で回転させるために設けるものであり、サンギヤ６ａとリングギヤ６ｂとを連結するものであっても、リングギヤ６ｂとキャリア６ｅとを連結するものであっても良い。 Further, on the opposite side of the first and second intermediate shafts 4 1 , 4 2 across the planetary gear mechanism 6, a hydraulic clutch 8, which is a friction engagement element that connects the sun gear 6 a and the carrier 6 e of the planetary gear mechanism 6, is provided. It is arranged. The hydraulic clutch 8 connects two rotating elements among the three rotating elements including the sun gear 6a, the ring gear 6b, and the carrier 6e of the planetary gear mechanism 6 to rotate the three rotating elements at a constant speed. The sun gear 6a and the ring gear 6b may be connected to each other, or the ring gear 6b and the carrier 6e may be connected to each other.

次に、本実施形態の変速機の変速動作について図２を参照して説明する。先ず、発進時は、第１同期機構５１により１速従動ギヤＧ１ｂを第１中間軸４１に連結して１速ギヤ列Ｇ１を確立し、次いで、油圧クラッチ８の係合力を徐々に増加する。この際、キャリア６ｅの回転速度は１速ギヤ列Ｇ１の出力速度と等速度になり、油圧クラッチ８の係合力が増加するのに伴いリングギヤ６ｂの回転速度が零から１速ギヤ列Ｇ１の出力速度まで立上る。これによれば、油圧クラッチ８を発進クラッチに兼用でき、別個の発進クラッチを省略して、コストダウンと軽量化とを図ることができる。更に、発進時に１速より低い変速比の領域から動力伝達を開始することができる。そのため、無用なエンジン回転数の上昇を伴わず、発進時の燃料消費量の低減が可能になる。 Next, the shifting operation of the transmission according to the present embodiment will be described with reference to FIG. First, when starting the first synchronous mechanism 5 1 by the first speed driven gear G1b establish a first speed gear train G1 and connected to the first intermediate shaft 4 1, then gradually the engagement force of the hydraulic clutch 8 increases To do. At this time, the rotational speed of the carrier 6e becomes equal to the output speed of the first gear train G1, and the rotational speed of the ring gear 6b increases from zero to the output of the first gear train G1 as the engaging force of the hydraulic clutch 8 increases. Get up to speed. According to this, the hydraulic clutch 8 can be used also as a starting clutch, and a separate starting clutch can be omitted, thereby reducing cost and weight. Furthermore, power transmission can be started from a region with a gear ratio lower than the first speed when starting. For this reason, it is possible to reduce the fuel consumption at the time of starting without causing unnecessary increase in the engine speed.

油圧クラッチ８が完全に係合すると、即ち、サンギヤ６ａとキャリア６ｅが完全に連結されると、リングギヤ６ｂの回転速度は１速ギヤ列Ｇ１の出力速度と等速度になり、１速段での動力伝達が行われる。この状態から油圧クラッチ８を解放して、２速従動ギヤＧ２ｂを第２同期装置５２を介して第２中間軸４２に連結して、２速ギヤ列Ｇ２を確立すると、サンギヤ６ａが２速ギヤ列Ｇ２の出力速度で回転する。ここで、キャリア６ｅは１速ギヤ列Ｇ１の出力速度で回転しているから、リングギヤ６ｂは１速ギヤ列Ｇ１の出力速度と２速ギヤ列Ｇ２の出力速度との中間速度で回転することになり、１．５速段での動力伝達が行われる。 When the hydraulic clutch 8 is completely engaged, that is, when the sun gear 6a and the carrier 6e are completely connected, the rotational speed of the ring gear 6b becomes equal to the output speed of the first-speed gear train G1, and the speed at the first speed stage. Power transmission is performed. The hydraulic clutch 8 from this state to release the second speed driven gear G2b in the second connected to the second intermediate shaft 4 2 via a synchronizer 5 2, when establishing the second speed gear train G2, the sun gear 6a is 2 It rotates at the output speed of the speed gear train G2. Here, since the carrier 6e rotates at the output speed of the first-speed gear train G1, the ring gear 6b rotates at an intermediate speed between the output speed of the first-speed gear train G1 and the output speed of the second-speed gear train G2. Thus, power transmission at 1.5 speed is performed.

次に、１速従動ギヤＧ１ｂの第１中間軸４１への連結を断って油圧クラッチ８を係合させると、リングギヤ６ｂは２速ギヤ列Ｇ２の出力速度で回転することになり、２速段での動力伝達が行われる。この状態から油圧クラッチ８を解放して、３速従動ギヤＧ３ｂを第１同期装置５１を介して第１中間軸４１に連結して、３速ギヤ列Ｇ３を確立すると、キャリア６ｅが３速ギヤ列Ｇ３の出力速度で回転する。ここで、サンギヤ６ａは２速ギヤ列Ｇ２の出力速度で回転しているから、リングギヤ６ｂは２速ギヤ列Ｇ２の出力速度と３速ギヤ列Ｇ３の出力速度との中間速度で回転することになり、２．５速段での動力伝達が行われる。 Then, when the engagement of the hydraulic clutch 8 refused the connection to the first intermediate shaft 4 1 of the first speed driven gear G1b, ring gear 6b will be rotating at output speed of the second speed gear train G2, the second speed Power transmission at the stage is performed. Releasing the hydraulic clutch 8 from this state, the third speed driven gear G3b coupled to the first intermediate shaft 4 1 via a first synchronizing device 5 1, when establishing the third speed gear train G3, the carrier 6e is 3 It rotates at the output speed of the speed gear train G3. Here, since the sun gear 6a rotates at the output speed of the second speed gear train G2, the ring gear 6b rotates at an intermediate speed between the output speed of the second speed gear train G2 and the output speed of the third speed gear train G3. Thus, power transmission at 2.5 speed is performed.

次に、２速従動ギヤＧ２ｂの第２中間軸４２への連結を断って油圧クラッチ８を係合させると、リングギヤ６ｂは３速ギヤ列Ｇ３の出力速度で回転することになり、３速段での動力伝達が行われる。この状態から油圧クラッチ８を解放して、４速従動ギヤＧ４ｂを第２同期装置５２を介して第２中間軸４２に連結して、４速ギヤ列Ｇ４を確立すると、サンギヤ６ａが４速ギヤ列Ｇ４の出力速度で回転する。ここで、キャリア６ｅは３速ギヤ列Ｇ３の出力速度で回転しているから、リングギヤ６ｂは３速ギヤ列Ｇ３の出力速度と４速ギヤ列Ｇ４の出力速度との中間速度で回転することになり、３．５速段での動力伝達が行われる。次に、３速従動ギヤＧ３ｂの第１中間軸４１への連結を断って油圧クラッチ８を係合させると、リングギヤ６ｂは４速ギヤ列Ｇ４の出力速度で回転することになり、４速段での動力伝達が行われる。 Then, when the engagement of the hydraulic clutch 8 refused the connection to the second speed second intermediate shaft 4 2 of the driven gear G2b, ring gear 6b will be rotating at output speed of the third speed gear train G3, the third speed Power transmission at the stage is performed. Releasing the hydraulic clutch 8 from this state, the fourth speed driven gear G4b second synchronizer 5 2 and connected to the second intermediate shaft 4 2 via, if establishing a fourth speed gear train G4, the sun gear 6a is 4 It rotates at the output speed of the speed gear train G4. Here, since the carrier 6e rotates at the output speed of the third gear train G3, the ring gear 6b rotates at an intermediate speed between the output speed of the third gear train G3 and the output speed of the fourth gear train G4. Thus, power transmission is performed at 3.5th gear. Then, when the engagement of the hydraulic clutch 8 refused the connection to the first intermediate shaft 4 1 of 3-speed driven gear G3b, the ring gear 6b will be rotating at output speed of the fourth speed gear train G4, the fourth speed Power transmission at the stage is performed.

このように本実施形態の変速機は、４つのギヤ列Ｇ１〜Ｇ４を用いて、１速、１．５速、２速、２．５速、３速、３．５速、４速の７段の変速を行うことができる。また、５つのギヤ列を用いる場合は９段、６つのギヤ列を用いる場合は１１段の変速を行うことができる。即ち、ギヤ列の数をＮとして、２Ｎ−１の段数の変速を行うことができる。ここで、本実施形態では、遊星ギヤ機構６と油圧クラッチ８とが必要になるが、変速段数を上記の如くギヤ列の数に比し飛躍的に増やすことができるため、変速機の軸長を増加せずに変速段数を増やすことが可能になる。   As described above, the transmission according to the present embodiment uses the four gear trains G1 to G4 to make the first speed, 1.5 speed, second speed, 2.5 speed, third speed, 3.5 speed, and fourth speed 7 The gear can be shifted in stages. Further, when using five gear trains, a shift of 9 steps can be performed, and when using 6 gear trains, a shift of 11 steps can be performed. That is, assuming that the number of gear trains is N, a shift of 2N-1 stages can be performed. Here, in the present embodiment, the planetary gear mechanism 6 and the hydraulic clutch 8 are required. However, since the number of shift stages can be dramatically increased as compared with the number of gear trains as described above, the shaft length of the transmission is increased. It is possible to increase the number of gears without increasing the speed.

また、本実施形態では、１速従動ギヤＧ１ｂを１速と１．５速の２つの変速段に亘って第１中間軸４１に連結したままにしておくことができ、２速従動ギヤＧ２ｂを１．５速と２速と２．５速の３つの変速段に亘って第２中間軸４２に連結したままにしておくことができ、３速従動ギヤＧ３ｂを２．５速と３速と３．５速の３つの変速段に亘って第１中間軸４１に連結したままにしておくことができ、４速従動ギヤＧ４ｂを３．５速と４速の２つの変速段に亘って第２中間軸４２に連結したままにしておくことができる。従って、各同期装置５１，５２の断続回数が大幅に低減され、同期装置５１，５２の消耗を著しく少なくすることができる。また、１．５速、２．５速及び３．５速の変速段では、２つのギヤ列を介して動力伝達されるため、各々のギヤ列にかかる負荷を軽減することができる。 Further, in the present embodiment, it is possible to leave the concatenation of the first speed driven gear G1b to the first intermediate shaft 4 1 over two gear of the first gear and the 1.5 speed, the second speed driven gear G2b the can leave it connected to the second intermediate shaft 4 2 over three gear of the 1.5 speed and the second speed and the 2.5 speed, third speed to the driven gear G3b 2.5 speed and 3 fast and can leave it connected to the first intermediate shaft 4 1 over three shift speed 3.5 speed, the two gear stages of a 4-speed driven gear G4b 3.5 speed and the fourth speed can leave it connected to the second intermediate shaft 4 2 over. Therefore, intermittent count of each synchronizer 5 1, 5 2 is greatly reduced, it is possible to significantly reduce the consumption of the synchronization device 5 1 and 5 2. Moreover, since the power is transmitted through two gear trains at the 1.5th, 2.5th, and 3.5th gears, the load on each gear train can be reduced.

ところで、上記第１実施形態では、第１と第２の各中間軸４１、４２を遊星ギヤ機構６と同一軸線上に配置したが、これに限らない。例えば、図３に示す第２実施形態のように、入力軸２を遊星ギヤ機構６と同一軸線上に配置し、第１と第２の各中間軸４１，４２を遊星ギヤ機構６の軸線と平行に配置することも可能である。但し、この場合には、変速機の外形が大きくなると共に、各中間軸４１，４２をキャリア６ｅとサンギヤ６ａに連結するためのギヤ４ａ，４ｂが必要になる。これに対し、第１実施形態では、変速機の外形を小さくすることができると共に、各中間軸４１，４２をキャリア６ｅとサンギヤ６ａ連結するためのギヤが不要になる。そのため、変速機の小型化や、部品点数を削減して、コストダウンと軽量化とを図るには、第１実施形態の方が有利である。 In the first embodiment, the first and second intermediate shafts 4 1 , 4 2 are arranged on the same axis as the planetary gear mechanism 6. However, the present invention is not limited to this. For example, as in the second embodiment shown in FIG. 3, the input shaft 2 is arranged on the same axis as the planetary gear mechanism 6, and the first and second intermediate shafts 4 1 and 4 2 are connected to the planetary gear mechanism 6. It is also possible to arrange them parallel to the axis. However, in this case, together with the external shape of the transmission is large, the gear 4a for connecting the respective intermediate shaft 4 1, 4 2 in carrier 6e and the sun gear 6a, 4b are required. In contrast, in the first embodiment, the outer shape of the transmission can be reduced, and a gear for connecting the intermediate shafts 4 1 and 4 2 to the carrier 6e and the sun gear 6a becomes unnecessary. Therefore, the first embodiment is more advantageous for reducing the size of the transmission and reducing the number of parts, thereby reducing cost and weight.

尚、第２実施形態は、縦置き型エンジンに適用される変速機であり、遊星ギヤ機構６を挟んで入力軸２とは反対側に、リングギヤ６ｂに連結されるベベルギヤから成る出力ギヤ７を配置している。また、第１中間軸４１をキャリア６ｅに連結するギヤ４ａと第２中間軸４２をサンギヤ６ａに連結するギヤ４ｂとの間に油圧クラッチ８を配置している。 The second embodiment is a transmission applied to a vertical engine, and an output gear 7 composed of a bevel gear connected to a ring gear 6b is provided on the opposite side of the planetary gear mechanism 6 from the input shaft 2. It is arranged. Also the gear 4a and the second intermediate shaft 4 2 connecting the first intermediate shaft 4 1 a carrier 6e arranged hydraulic clutch 8 between the gear 4b is connected to the sun gear 6a.

また、上記実施形態では、差動装置をダブルピニオン型の遊星ギヤ機構６で構成したが、シングルピニオン型の遊星ギヤ機構で差動装置を構成することも可能である。この場合、サンギヤとリングギヤが異なる速度で回転するときに、キャリアがサンギヤの回転速度とリングギヤの回転速度との間の速度で回転する。従って、第１中間軸と第２中間軸との一方をサンギヤ、他方をリングギヤに連結し、キャリアを出力部材に連結すれば良い。   In the above embodiment, the differential device is configured by the double pinion type planetary gear mechanism 6. However, the differential device may be configured by a single pinion type planetary gear mechanism. In this case, when the sun gear and the ring gear rotate at different speeds, the carrier rotates at a speed between the rotation speed of the sun gear and the rotation speed of the ring gear. Therefore, one of the first intermediate shaft and the second intermediate shaft may be connected to the sun gear, the other to the ring gear, and the carrier connected to the output member.

また、図４に示す第３実施形態の如く、差動装置を差動ギヤ機構９で構成することも可能である。この差動ギヤ機構９は、軸方向一側の第１サイドギヤ９ａと、軸方向他側の第２サイドギヤ９ｂと、両サイドギヤ９ａ，９ｂに噛合するピニオン９ｃを担持するギヤケース９ｄとから成る３つの回転要素を有する。そして、第１サイドギヤ９ａと第２サイドギヤ９ｂが異なる速度で回転するとき、ギヤケース９ｄが第１サイドギヤ９ａの回転速度と第２サイドギヤ９ｂの回転速度との中間速度で回転する。   Further, as in the third embodiment shown in FIG. 4, the differential gear can be configured by the differential gear mechanism 9. This differential gear mechanism 9 includes three gear cases 9d including a first side gear 9a on one axial side, a second side gear 9b on the other axial side, and a pinion 9c meshing with both side gears 9a and 9b. It has a rotating element. When the first side gear 9a and the second side gear 9b rotate at different speeds, the gear case 9d rotates at an intermediate speed between the rotation speed of the first side gear 9a and the rotation speed of the second side gear 9b.

第３実施形態では、第１中間軸４１と第２中間軸４２とを、差動ギヤ機構９の軸方向一側と他側とに位置させて、差動ギヤ機構９と同一軸線上に配置している。そして、第１中間軸４１を第１回転要素たる第１サイドギヤ９ａに連結し、第２中間軸４２を第２回転要素たる第２サイドギヤ９ｂに連結し、第３回転要素たるギヤケース９ｄをこれに一体の出力ギヤ７を介して出力部材たる差動ギヤ３に一体のファイナルドリブンギヤ３ａに連結している。また、第１サイドギヤ９ａと第２サイドギヤ９ｂとを連結する油圧クラッチ８を設けている。このものでも、上記実施形態と同様の変速を行うことができる。 In the third embodiment, the first intermediate shaft 4 1 and the second intermediate shaft 4 2, by positioning the axially one side and the other side of the differential gear mechanism 9, coaxially with the differential gear mechanism 9 Is arranged. Then, the first intermediate shaft 4 1 connected to the first rotating element serving first side gear 9a, the second intermediate shaft 4 2 is connected to the second rotary element serving second side gears 9b, a third rotating element serving gear case 9d A final driven gear 3a integrated with the differential gear 3 serving as an output member is connected via an output gear 7 integrated therewith. Further, a hydraulic clutch 8 is provided for connecting the first side gear 9a and the second side gear 9b. Even with this, it is possible to perform the same shift as in the above embodiment.

尚、油圧クラッチ８は、第１サイドギヤ９ａとギヤケース９ｄとを連結するものであっても、また、第２サイドギヤ９ｂとギヤケース９ｄとを連結するものであっても良い。   The hydraulic clutch 8 may connect the first side gear 9a and the gear case 9d, or may connect the second side gear 9b and the gear case 9d.

ところで、上記実施形態では、各ギヤ列Ｇ１〜Ｇ４の駆動ギヤＧ１ａ〜Ｇ４ａを入力軸２に固定し、従動ギヤＧ１ｂ〜Ｇ４ｂを対応する中間軸４１，４２に軸支したが、図４に示す第４実施形態の如く、各ギヤ列Ｇ１〜Ｇ４の従動ギヤＧ１ｂ〜Ｇ４ｂを対応する中間軸４１，４２に固定し、駆動ギヤＧ１ａ〜Ｇ４ａを入力軸２に軸支しても良い。この場合、入力軸２上に、１速駆動ギヤＧ１ａと３速駆動ギヤＧ３ａとを入力軸２に選択的に連結する第１同期装置５１を配置すると共に、２速駆動ギヤＧ２ａと４速駆動ギヤＧ４ａとを入力軸２に選択的に連結する第２同期装置５２を配置する。また、第１と第２の同期装置５１，５２の一方、例えば、第１同期装置５１を第１中間軸４１上に配置し、第２同期装置５２を入力軸２上に配置することも可能である。 In the above embodiment, the drive gears G1a to G4a of the gear trains G1 to G4 are fixed to the input shaft 2 and the driven gears G1b to G4b are pivotally supported on the corresponding intermediate shafts 4 1 and 4 2 . As shown in the fourth embodiment, the driven gears G1b to G4b of the gear trains G1 to G4 are fixed to the corresponding intermediate shafts 4 1 and 4 2 and the drive gears G1a to G4a are supported on the input shaft 2. good. In this case, on the input shaft 2, while disposing the first synchronization device 5 1 for selectively connecting the input shaft 2 and the first speed drive gear G1a and third speed driving gear G3a, 2-speed drive gear G2a and fourth speed A second synchronizer 52 that selectively couples the drive gear G4a to the input shaft 2 is disposed. Further, while the first and the second synchronization device 5 1, 5 2, for example, a first synchronizing device 5 1 disposed on a first intermediate shaft 4 1, on the input shaft 2 of the second synchronizer 5 2 It is also possible to arrange.

本発明の第１実施形態の変速機を示すスケルトン図。The skeleton figure which shows the transmission of 1st Embodiment of this invention. 第１実施形態の変速機の変速動作を説明する説明図。Explanatory drawing explaining the speed change operation | movement of the transmission of 1st Embodiment. 本発明の第２実施形態の変速機を示すスケルトン図。The skeleton figure which shows the transmission of 2nd Embodiment of this invention. 本発明の第３実施形態の変速機を示すスケルトン図。The skeleton figure which shows the transmission of 3rd Embodiment of this invention. 本発明の第４実施形態の変速機を示すスケルトン図。The skeleton figure which shows the transmission of 4th Embodiment of this invention.

符号の説明Explanation of symbols

１…エンジン（駆動源）、２…入力軸、３…差動ギヤ（出力部材）、Ｇ１〜Ｇ４…ギヤ列、Ｇ１ａ〜Ｇ４ａ…駆動ギヤ、Ｇ１ｂ〜Ｇ４ｂ…従動ギヤ、４１…第１中間軸、４２…第２中間軸、５１，５２…同期装置、６…遊星ギヤ機構（差動装置）、６ａ…サンギヤ（第２回転要素）、６ｂ…リングギヤ（第３回転要素）、６ｅ…キャリア（第１回転要素）、８…油圧クラッチ（摩擦係合要素）、９…差動ギヤ機構（差動装置）、９ａ…第１サイドギヤ（第１回転要素）、９ｂ…第２サイドギヤ（第２回転要素）、９ｄ…ギヤケース（第３回転要素）。 1 ... engine (driving source), 2 ... input shaft, 3 ... differential gear (output member), G1 to G4 ... gear train, G1a～G4a ... driving gear, G1b～G4b ... driven gear, 4 1 ... first intermediate Axis, 4 2 ... 2nd intermediate shaft, 5 1 , 5 2 ... Synchronizer, 6 ... Planetary gear mechanism (differential device), 6a ... Sun gear (second rotating element), 6b ... Ring gear (third rotating element), 6e ... Carrier (first rotating element), 8 ... Hydraulic clutch (friction engaging element), 9 ... Differential gear mechanism (differential device), 9a ... First side gear (first rotating element), 9b ... Second side gear (Second rotating element), 9d... Gear case (third rotating element).

Claims (3)

駆動源からの動力を入力する入力軸と出力部材との間に、変速比の異なる複数のギヤ列を介設した多段変速機であって、
入力軸にこれら複数のギヤ列の駆動ギヤが固定又は軸支され、変速比順位で奇数番目の各ギヤ列の駆動ギヤと噛合する従動ギヤを軸支又は固定する第１中間軸と、変速比順位で偶数番目の各ギヤ列の駆動ギヤと噛合する従動ギヤを軸支又は固定する第２中間軸と、変速比順位で奇数番目の各ギヤ列の駆動ギヤと従動ギヤとのうち入力軸又は第１中間軸に軸支されるギヤを当該軸に連結して、変速比順位で奇数番目のギヤ列の１つを選択的に確立する同期装置と、変速比順位で偶数番目の各ギヤ列の駆動ギヤと従動ギヤとのうち入力軸又は第２中間軸に軸支されるギヤを当該軸に連結して、変速比順位で偶数番目のギヤ列の１つを選択的に確立する同期装置とを備える共に、
相対回転可能な第１と第２と第３の３つの回転要素を有し、第１回転要素と第２回転要素が異なる速度で回転するときに第３回転要素が第１回転要素の回転速度と第２回転要素の回転速度との間の速度で回転するように構成された差動装置と、差動装置の３つの回転要素のうちの２つの回転要素を連結する摩擦係合要素とを備え、
差動装置の第１回転要素と第２回転要素とに夫々第１中間軸と第２中間軸とが連結され、差動装置の第３回転要素が出力部材に連結されることを特徴とする多段変速機。 A multi-stage transmission in which a plurality of gear trains having different speed ratios are interposed between an input shaft for inputting power from a drive source and an output member,
A first intermediate shaft that supports or fixes a driven gear that is fixed or pivotally supported on the input shaft and meshes with the drive gear of each odd-numbered gear train in the gear ratio order, and a gear ratio. A second intermediate shaft that pivotally supports or fixes a driven gear that meshes with a drive gear of each even-numbered gear train in order, and an input shaft or drive shaft among driven gears and driven gears of each odd-numbered gear train in gear ratio order A synchronizer that selectively establishes one of the odd-numbered gear trains in the gear ratio order by connecting the gear supported by the first intermediate shaft to the shaft, and each even-numbered gear train in the gear ratio order Synchronizer for selectively establishing one of even-numbered gear trains in a gear ratio order by connecting a gear supported by an input shaft or a second intermediate shaft of the drive gear and driven gear to the shaft Together with
The first rotation element has three rotation elements that can rotate relative to each other, and the third rotation element rotates at a different speed when the first rotation element and the second rotation element rotate at different speeds. A differential configured to rotate at a speed between the rotational speed of the second rotational element and a friction engagement element connecting two rotational elements of the three rotational elements of the differential. Prepared,
A first intermediate shaft and a second intermediate shaft are connected to the first rotating element and the second rotating element of the differential device, respectively, and a third rotating element of the differential device is connected to the output member. Multi-stage transmission. 前記第１中間軸と前記第２中間軸とが前記差動装置と同一軸線上に配置されることを特徴とする請求項１記載の多段変速機。   The multi-stage transmission according to claim 1, wherein the first intermediate shaft and the second intermediate shaft are disposed on the same axis as the differential gear. 最低速のギヤ列を確立して発進する際に、前記摩擦係合要素の係合力を徐々に増加する制御を行うことを特徴とする請求項１又は２記載の多段変速機。   3. The multi-stage transmission according to claim 1, wherein control is performed to gradually increase the engagement force of the friction engagement element when starting with the lowest speed gear train established.
JP2008160835A 2008-06-19 2008-06-19 Multi-stage transmission Pending JP2010001957A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107323255A (en) * 2016-04-28 2017-11-07 舍弗勒技术股份两合公司 Transaxle and its double speed drive module
US20220290746A1 (en) * 2019-08-16 2022-09-15 Joel Sullivan Transmission with averaging differential

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002266980A (en) * 2001-03-05 2002-09-18 Aisin Aw Co Ltd Transmission for vehicle
JP2005147194A (en) * 2003-11-12 2005-06-09 Honda Motor Co Ltd Transmission
JP2006194435A (en) * 2004-12-16 2006-07-27 Aisin Aw Co Ltd Starting clutch device and automatic transmission

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002266980A (en) * 2001-03-05 2002-09-18 Aisin Aw Co Ltd Transmission for vehicle
JP2005147194A (en) * 2003-11-12 2005-06-09 Honda Motor Co Ltd Transmission
JP2006194435A (en) * 2004-12-16 2006-07-27 Aisin Aw Co Ltd Starting clutch device and automatic transmission

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107323255A (en) * 2016-04-28 2017-11-07 舍弗勒技术股份两合公司 Transaxle and its double speed drive module
US20220290746A1 (en) * 2019-08-16 2022-09-15 Joel Sullivan Transmission with averaging differential

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