JPH02176237A - Transmission - Google Patents

Abstract

PURPOSE:To shorten the overall length of a transmission even in the case of multiplying the number of speeds by transmitting torque from gears provided on an input shaft to the speed change gears of a first or second counter shaft and besides to the side of the output portion of the transmission via output gears. CONSTITUTION:Torque from a torque converter 2 is transmitted from gears 6-8 provided on an input shaft 3 to the speed change gears 11, 12, 15 of a first counter shaft 4 and to the speed change gears 21, 22 of a second counter shaft 5 by selective actuation of clutches 9, 10, 13 and 19, 20, and also gears 16 and 13 are connected together by engagement of an astern clutch 14. The torque transmitted to the first and second counter shafts 4, 5 is further transmitted from output gears 17, 24 to a differential device 25 via a driven gear 26. Even in the case of thus multiplying the number of speeds, the longitudinal size of the main body of the transmission can be restrained, the transmission efficiency can be enhanced, and the gear noise can be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to an improvement in a transmission installed in a vehicle such as an automobile.

(Prior Art) In general, transmissions installed in vehicles such as automobiles include manual transmissions connected to mechanical clutch mechanisms, automatic transmissions using torque converters, etc. There is. In this case, the automatic transmission uses a combination of a torque converter and a gear-type transmission.

In addition, manual Φ transmission has 5 speeds (
A transmission mechanism with four forward gears and one reverse gear, and a transmission mechanism with three forward gears and one reverse gear are often used in automatic transmissions. In this case, conventional manual transmissions and automatic transmission gear type transmissions have one input shaft and an input shaft inside the transmission body.
A book counter shaft and a reverse shaft for backward work are provided respectively. Large and small gears, or multiple sets of gears with the same number of teeth, are mounted on the input shaft and the counter shaft in a meshing state, and by changing the combination of the gears for transmitting rotational force, Transmission to the gear on the output side is possible with the forward gear being switched to multiple gears. In addition, during backward movement, the gear on the reverse shaft side for backward movement is connected between the gear on the input shaft and the gear on the counter shaft, or between the gear on the counter shaft and the gear on the output shaft. The gear on the reverse shaft side allows the rotational direction of the output shaft to be transmitted to the output shaft side in a state where it is rotated in the opposite direction to the forward rotational direction.

Incidentally, as a means of improving the power performance of an automobile, it is being considered to increase the number of gear stages of a transmission mechanism within a transmission body, for example, to have six or more stages. However, as disclosed in Japanese Patent Application Laid-open No. 62-242160, for example, a transmission body is provided with an input shaft, one counter shaft, and a reverse shaft for reversing. 1 step)
When the gears are multi-staged, the number of gears mounted on each shaft within the transmission body increases, resulting in an increase in the length of the entire transmission body. Therefore, there is a problem in that it is difficult to install this multi-stage transmission body in, for example, a front-wheel drive vehicle, in which the engine body is disposed in the lateral direction of the vehicle body.

Furthermore, Japanese Patent Application Laid-Open No. 59-126140 discloses a structure in which four shafts are arranged in parallel within the transmission body in addition to a differential shaft (output shaft) and a reverse idler shaft for reversing operation. In this case, since the clutch and one-way clutch are arranged on the input shaft, there is a problem that the length of the entire transmission body becomes long.

Furthermore, Japanese Patent Publication No. 63-49099 discloses a structure in which three shafts are arranged in parallel within the transmission body in addition to a differential shaft (output shaft) and a reverse idler shaft for reversing operation. In case of differential shaft (output shaft)
Since the transmission of rotational force to the side is all done by a common output gear, there is a problem that the durability of the output gear where the meshing stress is the largest is reduced, and the number of meshing gears in forward speeds 1 to 4 is This is relatively common, resulting in disadvantages in terms of transmission efficiency and gear noise, as well as complicating the internal structure of the transmission body.

(Problems to be Solved by the Invention) As disclosed in Japanese Unexamined Patent Application Publication No. 62-242160, a transmission main body is provided with an input shaft, one counter shaft, and a reverse shaft for reversing operation to provide multiple gear stages. In this case, the number of gears mounted on each shaft in the transmission body increases, which increases the length of the entire transmission body. Therefore, for example, it is recommended to place the engine body in the lateral direction of the vehicle body. There was a problem in that it was difficult to install this multi-stage transmission body in a front-wheel drive vehicle.

In addition, in the case of Japanese Patent Application Laid-open No. 59-126140, since the clutch and one-way clutch are arranged on the input shaft, there is a problem that the length of the entire transmission body becomes longer. In the case of the publication, all the rotational force is transmitted to the differential shaft (output shaft) side through a common output gear, so there is a problem that the durability of the output gear decreases, and also The number of meshing gears at high speed is relatively large, which is disadvantageous in terms of transmission efficiency and gear noise, and there is also the problem that the internal structure of the transmission body is complicated.

This invention was made in view of the above-mentioned circumstances, and it is possible to prevent the length of the entire transmission body from increasing even when the gears are multi-staged, as well as to improve transmission efficiency and reduce gear noise. It is an object of the present invention to provide a transmission that can reduce the amount of torque and further improve the durability of the #1 output vehicle that transmits rotational force to the output shaft side.

[Structure of the Invention] (Means for Solving the Problems) The second invention includes the input shaft and the first one in the transmission body. Each second counter shaft is provided, and each speed change gear corresponding to a plurality of speed positions of the transmission main body is connected to the first and second speed change gears. distributedly arranged on each of the second counter shafts, transmitting the rotational force of the input shaft from the gear on the input shaft to the speed change gear on the counter shaft side of either the first or second counter shaft, Furthermore, a multi-stage speed change gear train is provided for transmitting the signal to the output section via the output gear on the counter shaft.

(Function) The gears of each gear corresponding to a plurality of gear positions are set to the first gear. The rotational force of the input shaft is transmitted from the gear on the input shaft to the speed change gear on the counter shaft side of either the first or second counter shaft. By transmitting the information to the output side via the output gear on the counter shaft, even when the gears are multi-stage, the number of gears on each shaft can be prevented from increasing, and the length of the entire transmission body can be increased. In addition to preventing
The durability of the output gears is improved by having each output gear on the counter shaft share the load.

(Example) Hereinafter, a first example of the present invention will be described with reference to FIGS. 1 and 2. FIG. 1 shows the general structure of an all-stage clutch type automatic transmission. In Figure 1, 1 is the transmission body, 2
is a torque converter. The input side of this torque converter 2 is connected to the engine main body side, and the output side is connected to the input shaft 3 of the transmission main body 1.

Also, inside the transmission body 1, along with the input shaft 3, a first shaft. A second respective counter shaft 4°5 is provided. In this case, the distance a between the input shaft 3 and the first counter shaft 4 is the distance M between the input shaft 3 and the second counter shaft 5.
It is set to be larger than b.

Furthermore, the input shaft 3 is equipped with 1st speed/reverse drive gears 6, 4th speed, and 5th gear.
A speed drive gear 7, a second speed drive gear, and a third speed drive gear 8 are respectively installed. Each of these drive gears 6°7.8 is fixed to the input shaft 3.

Further, the first countershaft 4 is provided with two-speed clutches 9 and 4.
A 2nd speed driven gear 11 and a 4th speed driven gear 12 are connected through a speed clutch 10, respectively, and a 1st speed reverse driven gear 15 and a reverse speed are connected through a 1st speed clutch 13 and a reverse clutch 14, respectively. Drive gears 16 are respectively mounted, and a first output gear 17
is installed. In this case, the first speed clutch 13 and the first
A one-way clutch 18 is interposed between the counter shaft 4 and the counter shaft 4 . Note that this one-way clutch 18 does not necessarily need to be provided. 2nd speed driven gears 11 and 4
The speed driven gear 12 is rotatably attached to the first counter shaft 4, and can be fixed to the first counter shaft 4 side when the second speed clutch 9 and the fourth speed clutch 10 are operated. . Furthermore, the first speed/reverse driven gear 15
Similarly, the reverse drive gear 16 is rotatably attached to the first counter shaft 4. In this case, the first speed/reverse driven gear 15 is operated by the first speed clutch 13 and the one-way clutch 1 as the first speed clutch 13 is operated.
8 to the first counter shaft 4 side, and the reverse drive gear 16 is connected to the first speed/reverse driven gear 15 side so that it can come into contact with and separate from it when the reverse clutch 14 is operated. It has become. Further, the first output gear 17 is
is fixed to the counter shaft 4 side.

Further, the second countershaft 5 is connected to the third speed driven gear 2 via the third speed clutch 19 and the fifth speed clutch 20, respectively.
1 and 5 speed driven gears 22 are respectively installed, as well as a reverse driven gear 23 and a second output gear 2.
4 are installed respectively. In this case, the third speed driven gear 21 and the fifth speed driven gear 22 are connected to the second counter shaft 5.
3-speed clutch 1
As the 9th and 5th speed clutches 20 are operated, they can be fixed to the second counter shaft 5 side. Further, the reverse driven gear 23 and the second output gear 24 are fixed to the second counter shaft 5 side.

In addition, the 1st speed/backward drive gear 6 of the input shaft 3 is connected to the 1st speed/backward driven gear 15 of the first counter shaft 4. The 4th speed/5th speed drive gear 7 is connected to the 4th speed of the first counter shaft 4. Driven gear 12 and 5th speed driven gear 22.2nd speed of second counter shaft 5
The third speed drive gear 8 includes a second speed driven gear 11 of the first counter shaft 4 and a third speed driven gear 21 of the second counter shaft 5.
are kept in constant engagement with each other. Furthermore, the backward driving gear 16 of the first counter shaft 4 and the backward driven gear 23 of the second counter shaft 5 are also maintained in a constant meshing state.

Further, the first output gear 17 of the first counter shaft 4 and the second output gear 24 of the second counter shaft 5 are connected to a differential device 2 connected to the transmission main body 1.
It is always held in mesh with the driven gear (output part) 26 on the 5 side. In the transmission body 1, the rotational force of the input shaft 3 is transferred from the gear 6 (or either one of the gears 7 and 8) on the input shaft 3 to the speed change gear 15 (or the gear 12) on the first counter shaft 4. .11) or to the transmission gear 21 (or gear 22) on the second counter shaft 5 on either side of the counter shaft, and further output the output gear 17 or 24 on the counter shaft 4 or 5. A multi-stage speed change gear train 27 is formed which transmits the signal to the driven gear 26 on the differential device 25 side via the transmission gear.

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

First, in the 1st gear position, the 1st gear clutch 13 is engaged, and the 1st gear
The reverse driven gear 15 is held connected to the first counter shaft 4 side. Therefore, in this case, input shaft 3
The rotational force is transmitted from the first speed/reverse drive gear 6 on this human power shaft 3 to the first counter shaft 4 side via the first speed/reverse driven gear 15.1 speed clutch 13 and one-way clutch 18. Further, the rotation of the first counter shaft 4 is transmitted to the driven gear 26 on the differential device 25 side via the first output gear 17.

Further, in the second speed position, the second speed clutch 9 is engaged, and the second speed drive gear 11 is held connected to the first counter shaft 4 side. Therefore, in this case, the rotational force of the input shaft 3 is transferred from the 2nd and 3rd speed drive gears 8 on this human power shaft 3 to the first counter shaft 4 via the 2nd speed driven gear 11 and the 2nd speed clutch 9. The rotation of the first counter shaft 4 is further transmitted via the first output gear 17 to the driven gear 26 on the differential device 25 side.

Further, in the third speed position, the third speed clutch 19 is engaged, and the third speed drive gear 21 is held connected to the 20th counter shaft 5 side. Therefore, in this case, the rotational force of the input shaft 3 is transferred from the second and third speed driving gears 8 on the input shaft 3 to the second counter shaft 5 side via the third speed driven gear 21 and the third speed clutch 19. This second counter shaft 5
The rotation is transmitted via the second output gear 24 to the driven gear 26 on the differential device 25 side.

Further, at the fourth speed position, the fourth speed clutch 10 is engaged, and the fourth speed driven gear 12 is held connected to the first counter shaft 4 side. Therefore, in this case, the rotational force of the input shaft 3 is transferred from the 4th and 5th speed drive gears 7 on the input shaft 3 to the first countershaft 4 side via the 4th speed driven gear 12 and the 4th speed clutch 10. The rotation of the first counter shaft 4 is further transmitted to the driven gear 26 on the differential device 25 side via the first output gear 17.

Further, in the fifth speed position, the fifth speed clutch 20 is engaged, and the fifth speed drive gear 22 is held connected to the second counter shaft 5 side. Therefore, in this case, the rotational force of the input shaft 3 is transferred from the 4th and 5th speed drive gears 7 on the input shaft 3 to the second countershaft 5 side via the 5th speed driven gear 22.5 speed clutch 20. This second counter shaft 5
The rotation is transmitted via the second output gear 24 to the driven gear 26 on the differential device 25 side.

Further, in the reverse position, the reverse clutch 14 is engaged, and the reverse drive gear 16 is held connected to the first speed reverse driven gear 15. Therefore, in this case, as shown in FIG. Reverse drive gear 16 of counter shaft 4 of No. 1
The rotation of the second counter shaft 5 is transmitted from the reverse drive gear 16 to the reverse driven gear 23 of the second counter shaft 5, and the rotation of the second counter shaft 5 is transmitted to the differential gear via the second output gear 24. The signal is transmitted to the driven gear 26 on the 25 side. Therefore, in this case, the rotational force in the direction opposite to each gear position (1st to 5th gear position) in the forward direction is transmitted to the driven gear 26 on the differential device 25 side,
The vehicle is now driven backwards.

Therefore, in the case of the above structure, on the input shaft 3 are the 1st speed/reverse drive gear 6, the 4th/5th speed drive gears 7, the 2nd/3rd speed drive gear 8, and the 2nd speed clutch 9, 4th speed clutch 10°, 1st speed clutch 13. Together with the reverse clutch 14, the 2nd speed driven gear 11, the 4th speed driven gear 12, the 1st speed reverse driven gear 15. Reverse drive gear 16.
On the first output gear 17, and also on the second countershaft 5 are a third gear clutch 19, a fifth gear clutch 20, a third gear drive gear 21, a fifth gear driven gear 22. Reverse driven gear 23
．． The second output gears 24 are arranged in a distributed manner, and the input shaft 3
The rotational force is transmitted from the gear on the input shaft 3 to either the first or second counter shaft 4.5, for example, the speed change gear 11 (or 12.15) on the first counter shaft 4. Furthermore, since the transmission is made from the output gear 17 on the first counter shaft 4 (or the output gear 24 on the second counter shaft 5) to the driven gear 26 side of the differential device 25, the gear stage can be multi-staged. Even in the case where the number of gears on each shaft increases, the length of the entire transmission body 1 can be prevented from increasing. Therefore, it is recommended to place the engine body toward the side of the vehicle.
This is advantageous when installing this multi-stage transmission body in, for example, a front-wheel drive vehicle. Furthermore, since the meshing portion of the gears can be reduced compared to the conventional technology, it is possible to improve transmission efficiency and reduce gear noise. Furthermore, the driven gear 2 of the differential device 25
Since the burden of the output gear transmitting the rotational force to the 6 side can be shared by each output gear 17.24 on the first and second counter shafts 4.5, each output gear 17.24
The durability of the material can be improved. In addition, in the reverse position, the rotational force of the input shaft 3 is transferred from the 1st speed/reverse drive gear 6 on the input shaft 3 to the 1st speed/reverse driven gear 15 and the reverse clutch 1.
4 to the reverse drive gear 16 side of the first counter shaft 4, and then from the reverse drive gear 16 to the reverse driven gear 23 side of the second counter shaft 5. Since the rotation is transmitted to the driven gear 26 on the differential device 25 side via the second output gear 24, it is possible to eliminate the need for a reverse idler shaft for backward movement, and the configuration is simplified. be able to.

Further, FIG. 3 shows a second embodiment of the invention. This is achieved by providing a first speed/reverse clutch 31 on the input shaft 3, connecting a first speed/reverse drive gear 33 to the first speed/reverse clutch 31 via a one-way clutch 32, and connecting the first speed/reverse drive gear 33 to the first counter shaft 4. 1st speed driven gear 34. A reverse driven gear 35 and a first speed/reverse synchronized mesh mechanism 36 are respectively installed, and a reverse idler gear 37 is rotatably mounted on the second counter shaft 5.

In this case, the reverse idler gear 37 includes a first gear portion 37a that is always held in mesh with the first speed/reverse drive gear 33 of the input shaft 3, and a reverse driven gear 3 of the first counter shaft 4.
5 and a second gear portion 37b which is always kept in mesh with each other.

At the 1st speed position, the 1st speed/reverse clutch 31 is engaged, and the 1st speed/reverse drive gear 33 is held connected to the input shaft 3 side via the one-way clutch 32 and the 1st speed/reverse clutch 31. At the same time, the first speed driven gear 34 of the first countershaft 4 is held connected to the first countershaft 4 side via the first speed/reverse synchromesh mechanism 36. Therefore, in this case, the rotational force of the input shaft 3 is transmitted from the 1st speed/reverse clutch 31 on this input shaft 3 to the 1st speed/reverse drive gear 33 via the one-way clutch 32; As the drive gear 33 rotates, the first speed driven gears 34 and 1 of the first counter shaft 4 rotate.
The rotation of the first counter shaft 4 is transmitted via the speed/reverse synchromesh mechanism 36 to the driven gear on the differential device 25 side via the first output gear 17. 26. In addition,
The reverse idler gear 37 is held in an idle state.

In addition, in the 2nd to 5th speed positions, the rotational force of the input shaft 3 is transferred to the first output gear 17 of the first counter shaft 4 or the second output of the second counter shaft 5 by the same operation as in the first embodiment. The signal is transmitted via the gear 24 to the driven gear 26 on the differential device 25 side.

Further, in the reverse position, the first speed/reverse clutch 31 is engaged, and the first speed/reverse drive gear 33 is held connected to the input shaft 3 via the one-way clutch 32 and the first speed reverse clutch 31. At the same time, the reverse driven gear 35 of the first counter shaft 4 is held connected to the first counter shaft 4 via the first speed/reverse synchromesh mechanism 36. Therefore, in this case, the rotational force of the human power shaft 3 is transmitted from the first speed/reverse clutch 31 on this human power shaft 3 to the first speed/reverse drive gear 33 via the one-way clutch 32, and then further transmitted to the first speed/reverse drive gear 33. As the drive gear 33 rotates, the reverse driven gear 35 of the first counter shaft 4 is rotationally driven via the reverse idler gear 37 of the second counter shaft 5. Then, the rotation of this reverse driven gear 35 is 1
The rotation of the first counter shaft 4 is transmitted via the speed/reverse synchronized mesh mechanism 36 to the driven side of the differential device 25 via the first output gear 17. The signal is transmitted to the gear 26. Therefore, in this case, each gear position in the forward direction (1st to 5th gear)
The rotational force in the direction opposite to the speed position) is transmitted to the driven gear 26 on the side of the differential device 25, so that the vehicle is driven backward.

Therefore, even with the above configuration, the same effects as in the first embodiment can be obtained. In the above embodiment, only the first speed/reverse synchronized mesh mechanism 36 is provided, but the synchronized mesh mechanism 36 may be provided on all transmission gears.

Further, FIG. 4 shows a third embodiment of the present invention. This is provided with a first speed drive gear 41, a second speed drive gear 42, a third speed drive gear 43, a fourth speed drive gear 44, a fifth speed drive gear 45, and a reverse drive gear 46 on the input shaft 3, and a first counter. 1st speed driven gear 47.3 on shaft 4
The 5th speed driven gear 48 and 5th speed driven gear 49 are removably connected via a 1st speed clutch 50°, a 3rd speed clutch 51, and a 5th speed clutch 52, respectively, and are further connected to the second counter shaft 5.
2nd speed driven gear 53, 4th speed driven gear 54, and reverse driven gear 55 are connected to 2nd speed clutch 56° and 4th speed clutch 57. They are connected in a detachable manner via a reverse clutch 58, respectively. In this case, the first speed drive gear 41 of the input shaft 3,
3rd speed drive gear 43. 5th speed drive gear 45 includes 1st speed driven gear 47 and 3rd speed driven gears 48 and 5 of the first counter shaft 4.
The high-speed driven gears 49 are connected in a constant meshing state, and the second-speed driven gear 42 and the fourth-speed driven gear 44 of the input shaft 3 are connected to the second-speed driven gear 53.4 of the second counter shaft 5. The fast driven gears 54 are connected in constant meshing state. Furthermore, the second counter shaft 5 is connected to the reverse drive gear 46 of the input shaft 3 via a reverse idler gear 59.
A reverse driven gear 55 is connected in constant meshing state.

At the first speed position, the first speed clutch 50 is held in an engaged state. Therefore, in this case, the rotational force of the human power shaft 3 is transferred from the first speed drive gear 41 on the human power shaft 3 to the first counter shaft 4 via the first speed drive gear 47 and the first speed clutch 50. The rotation of the first counter shaft 4 is further transmitted to the driven gear 26 on the differential device 25 side via the first output gear 17.

Further, in the 3rd speed position, the 3rd speed clutch 51 is held in an engaged state, and the rotational force of the input shaft 3 is transferred from the 3rd speed drive gear 43 on the input shaft 3 to the 3rd speed driven gear of the first counter shaft 4. First counter shaft 41 via gear 48 and third speed clutch 51
The rotation of the first counter shaft 4 is further transmitted to the differential device 25 via the first output gear 17.
is transmitted to the driven gear 26 on the side.

Furthermore, in the 5th gear position, the 5th gear clutch 52 is similarly held in an engaged state, and the rotational force of the input shaft 3 is transferred from the 5th gear drive gear 45 on the input shaft 3 to the 5th gear of the first counter shaft 4. The signal is transmitted to the first countershaft 41 via the high speed driven gear 49 and the fifth speed clutch 52, and the first countershaft 4
The rotation is transmitted via the first output gear 17 to the driven gear 26 on the differential device 25 side.

Further, in the 2nd speed position, the 2nd speed clutch 56 is held in an engaged state, and the rotational force of the input shaft 3 is transferred from the 2nd speed drive gear 42 on the input shaft 3 to the 2nd speed driven gear of the second counter shaft 5. The rotation of the second counter shaft 5 is transmitted to the second counter shaft 5 via the gear 53 and the second speed clutch 56, and the rotation of the second counter shaft 5 is further transmitted to the second counter shaft 5.
It is transmitted to the driven gear 26 on the differential device 25 side via the output gear 24 of the differential device 25 .

Furthermore, in the 4th gear position, the 4th gear clutch 57 is similarly held in an engaged state, and the rotational force of the input shaft 3 is transferred to this human powered shaft 3.
The rotation of the second counter shaft 5 is transmitted from the upper 4-speed drive gear 44 to the second counter shaft 5 via the 2-speed driven gear 53 and the 4-speed clutch 57 of the second counter shaft 5. It is transmitted via the second output gear 24 to the driven gear 26 on the differential device 25 side.

In the reverse position, the reverse clutch 58 is held in an engaged state, and the rotational force of the input shaft 3 is transmitted from the reverse drive gear 46 on the input shaft 3 to the second reverse idler gear 59.
The rotation of the reverse driven gear 55 is transmitted to the reverse driven gear 55 of the counter shaft 5, and the rotation of the reverse driven gear 55 is transmitted to the reverse driven gear 55 of the counter shaft 5.
8 to the second counter shaft 5, and further, the rotation of the second counter shaft 5 is transmitted to the driven gear 26 on the differential device 25 side via the second output gear 24. Therefore, in this case, the rotational force in the direction opposite to each gear position (1st to 5th gear position) in the forward direction is transmitted to the driven gear 26 on the differential device 25 side,
The vehicle is now driven backwards.

Note that the present invention is not limited to the above embodiments. For example, as in the fourth embodiment shown in FIG. 5, the one-way clutch 32 between the first speed/reverse drive gear 33 and the first speed/reverse clutch 31 of the second embodiment may be omitted. In this case, engine braking can be applied during first speed operation and during reverse operation.

Further, in each of the above embodiments, the present invention is applied to an automatic transmission equipped with a torque converter 2, but it can also be applied to a manual transmission by, for example, changing the torque converter 2 to an electromagnetic powder clutch or the like. You may.

Furthermore, it goes without saying that various other modifications can be made without departing from the gist of the invention.

[Effects of the Invention] According to the present invention, the first input shaft and the input shaft are provided in the transmission body. Second counter shafts are provided, and transmission gears of respective stages corresponding to a plurality of speed positions of the transmission body are distributed and arranged on each of the first and second counter shafts, and the rotational force of the human power shaft is A multi-stage type in which transmission is transmitted from the gear on this input shaft to the speed change gear on the counter shaft side of either the first or TS2 counter shaft, and further transmitted to the output section side via the output gear on this counter shaft. Since the transmission gear train is provided with a transmission gear train, it is possible to prevent the length of the entire transmission body from increasing even when the transmission stage is multi-staged, and it is possible to improve transmission efficiency and reduce gear noise. Furthermore, the durability of the output gear that transmits rotational force to the output shaft side can be improved.

[Brief explanation of the drawing]

1 and 2 show a first embodiment of the present invention, in which FIG. 1 is a schematic diagram of the entire automatic transmission, FIG. 2 is a side view showing the arrangement of each shaft and gears, FIG. 3 is an overall schematic diagram showing the second embodiment of the present invention, FIG. 4 is an overall schematic diagram showing the third embodiment of the invention, and FIG. 5 is a fourth embodiment of the invention. FIG. 1 is an overall schematic configuration diagram showing an example. 1... Transmission body, 3... Input shaft, 4
...first counter axis, 5...second counter axis,
17... First output gear, 24... Second output gear, 26... Driven gear (output section) 27... Speed change gear train.

Claims (1)

[Claims] The first and second shafts are located inside the transmission body along with the input shaft.
counter shafts are provided, and transmission gears of respective stages corresponding to a plurality of speed positions of the transmission body are distributed and arranged on each of the first and second counter shafts, and the rotational force of the input shaft is applied to this input. A multi-stage type in which the transmission is transmitted from the gear on the shaft to the speed change gear on the counter shaft side of either the first or second counter shaft, and further transmitted to the output section side via the output gear on the counter shaft. A transmission characterized by being provided with a gear train.