JP2003336735A - Automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission which reduces speed change shock, achieves high quality, and restricts size increase and weight increase to achieve excellent on-vehicle mountability. <P>SOLUTION: A first input shaft 11, a second input shaft 12, and an output shaft 13 are disposed in parallel. Drive gears 23 and 26 provided on the first input shaft 11 and follower gears 33 and 36 provided on the output shaft 13 form speed change gear trains for third and sixth speeds. A first input clutch 55 to transmit torque from the first input shaft 11 to the drive gears 23 and 36, and a second input clutch 55 to transmit torque from the first input shaft 11 to the second input shaft 12 are provided. Drive gears 21, 22, 24 and 25 provided on the second input shaft 12 and follower gears 31, 32, 34 and 35 provided on the output shaft 13 form a plurality of speed change gear trains. Change-over mechanisms 41, 42 and 43 to change over the speed change gear trains for transmission of torque from each other. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission mounted on a vehicle, and more particularly to an automatic transmission for a vehicle having a plurality of speed change gear trains.

[0002]

2. Description of the Related Art A manual transmission (MT), which is operated by a driver to perform a gear shift operation, comprises an input shaft connected to an engine and provided with a plurality of drive gears, and a pair of drive gears. An output shaft to which a plurality of driven gears are mounted is provided, and a plurality of shift gear trains are formed between the input shaft and the output shaft by the drive gears and the driven gears. This MT
In that case, by manually switching the switching mechanism such as the synchromesh mechanism that switches the transmission gear train from the plurality of transmission gear trains to the transmission gear train that transmits power after disengaging the clutch at the time of shifting, and reconnecting the clutch. The speed is changed.

When the gear shift operation and the clutch operation are operated by an actuator such as a hydraulic mechanism, MT
An automatic transmission based on the above configuration can be used.
Such an automatic transmission (AMT) of a type having a plurality of speed change gear trains has a smaller number of parts and is lighter in weight than a normal automatic transmission having a planetary gear or the like in an automatic speed change mechanism, and can be driven. It has advantages such as excellent transmission efficiency of the system.

This AMT type automatic transmission is disclosed in, for example, Japanese Unexamined Patent Publication No. 2000-65199.
A starting clutch that switches between an engaged state and an unreleased state is interposed between the crankshaft and the input shaft of the engine, and a transmission gear train from the first speed to the fifth speed is provided on the input shaft and the output shaft. Switching between the first and second speed gear trains,
Switching between the third speed gear train and the fourth speed gear train is performed by a synchromesh mechanism, and transmission and release of power by the fifth speed gear train is performed by a bypass clutch. In this automatic transmission, the transmission torque is reduced from the input shaft to the output shaft by engaging the bypass clutch in a half-clutch state and transmitting power from the fifth speed gear train during shifting, so-called shift torque. Prevents breakage.

According to the above-mentioned Japanese Patent Laid-Open No. 2000-65199, by disconnecting the bypass clutch provided in the fifth speed gear train in the half-clutch state at the time of shifting, it is possible to prevent the shift torque from being cut off at each shifting. .

However, since the fifth speed gear train is provided with the bypass clutch, the torque capacity transmitted from the input shaft to the output shaft via the bypass clutch corresponds to the fifth speed gear ratio. .

Therefore, the torque that can be transmitted through the bypass clutch when upshifting from the first speed to the second speed becomes the transmission torque at the fifth speed, which is different from the transmission torque by the second speed gear train. growing. If this difference in transmission torque is large, the torque fluctuation of the output shaft will become severe,
This causes a reduction in shift quality of the automatic transmission due to a shift shock and causes a driver to feel uncomfortable. Similarly, at the time of shifting from the second speed to the third speed, the difference between the torque transmitted through the bypass clutch and the transmission torque at the third speed is relatively large, which causes a shift shock and deteriorates the shift quality. Become.

On the other hand, in order to improve the fuel efficiency of the vehicle and the quietness during high-speed traveling, the number of gears may be set to six, for example. When the number of gears is increased in this way, the difference in the gear ratio between the first speed and the sixth speed is large, which further causes a shift shock and a reduction in shift quality.

As a countermeasure against this, a bypass clutch provided in a third speed transmission gear train, which is an intermediate transmission gear train, and a bypass clutch provided in a sixth speed transmission gear train, which is the highest speed transmission gear train, are provided. Those with two bypass clutches have been developed.

[0010]

When a bypass clutch is provided in each of the transmission gear train having the intermediate transmission ratio and the transmission gear train having the minimum transmission ratio in this way, it is possible to perform an upshift on the low speed side and a high speed transmission. By operating different bypass clutches during upshifting on the gear side, it is possible to reduce the difference between the torque transmitted by the shift gear train and the torque transmitted via the bypass clutch during each shift.

However, in addition to the starting clutch provided between the crankshaft and the input shaft of the engine, two bypass clutches are required, which leads to an increase in the size of the automatic transmission and affects the vehicle body mountability. There is concern that the vehicle weight will increase and fuel consumption will increase.

Therefore, an object of the present invention made in view of the above points is to provide an automatic transmission for a vehicle, which has a high quality by reducing a shift shock and which is suppressed in size and weight increase and is excellent in vehicle mountability. To provide.

[0013]

According to another aspect of the present invention, there is provided an automatic transmission for a vehicle, comprising: an input shaft provided with a plurality of drive gears; and a plurality of driven gears respectively meshing with the drive gears. An automatic transmission for a vehicle, comprising: an output shaft provided with a gear; a first input shaft to which torque is transmitted from an engine; a second input shaft arranged parallel to the first input shaft; An output shaft arranged in parallel with the first input shaft and the second input shaft; a drive gear rotatably provided on the first input shaft; and a driven gear provided on the output shaft and meshing with the drive gear. The formed transmission gear train and the first
A first input clutch for transmitting the torque of the input shaft to the transmission gear train, a second input clutch for transmitting the torque of the first input shaft to the second input shaft, and a plurality of second clutches provided on the second input shaft. A shift gear train group including a plurality of shift gear trains formed by a drive gear and a plurality of driven gears provided on the output shaft and meshing with the drive gear, and the first input shaft of the plurality of shift gear trains Alternatively, a switching mechanism arranged corresponding to each transmission gear train that switches the transmission gear train that transmits torque from the second input shaft to the output shaft, is provided by engaging the first input clutch and transmitting by the switching mechanism. The torque is transmitted from the first input shaft to the output shaft, and the torque is transmitted from the second input shaft to the output shaft by the engagement of the second input clutch and the transmission by the switching mechanism. Via at least one of the second input clutch, characterized in that the torque transmitted to the output shaft from the first input shaft or the second input shaft.

According to the first aspect of the present invention, the drive gear wheel provided on the first input shaft and the driven gear wheel provided on the output shaft form a transmission gear train for transmitting torque through the first input clutch. A second input clutch for transmitting the torque of the first input shaft to the second input shaft is provided, and a plurality of shift gear trains are provided by a plurality of drive gears provided on the second input shaft and a driven gear provided on the output shaft. Since a gear train group is formed and torque is transmitted to the output shaft via at least one of the first input clutch and the second input clutch at the time of shifting by the switching mechanism, the occurrence of a drop in the transmission torque at the time of shifting is suppressed. Shift shock is reduced and excellent shift quality is obtained.

According to a second aspect of the present invention, in the automatic transmission for a vehicle according to the first aspect, the speed change gears in the speed change gear train group are set as a speed change target from the transmission speed change gear train in the speed change gear train group. When shifting to the gear train, the switching mechanism corresponding to the gear train between the first input shaft and the output shaft is switched to the transmission state, and the first input clutch is engaged to shift the first gear.
Torque is transmitted from the first input shaft to the output shaft for a predetermined time by the transmission gear train between the input shaft and the output shaft, and the transmission of the switching mechanism corresponding to the transmission gear train in the transmission state is released in the torque transmission state, Subsequently, a state in which the first input shaft is transmitted to the output shaft, and a switching mechanism corresponding to the gear shift gear train of the gear shift target is switched to the power transmission state at a predetermined rotation speed, and the transmission state is arranged in the gear shift gear train group. When shifting from the shift gear train to the shift gear train arranged between the first input shaft and the output shaft as the shift target, the switching mechanism corresponding to the shift gear train of the shift target is switched to the transmission state, When the first input clutch is engaged, torque is transmitted from the first input shaft to the output shaft for a predetermined time by the speed change gear of the shift target between the first input shaft and the output shaft, and the second input clutch is operated in the torque transmission state. On releasing the fastening The switching mechanism corresponding to the transmission gear train in the transmission state is released, and the transmission gears in the transmission gear train group that are the transmission targets from the transmission gear train in the transmission state arranged between the first input shaft and the output shaft. When shifting to a line,
The switching mechanism corresponding to the gear shift gear train of the gear shift target is switched to the transmission state, and the second input clutch is engaged to shift the gear shift gear train of the gear shift target from the first input shaft to the output shaft. It is characterized in that torque is transmitted to the output shaft for a predetermined time, the first input clutch is disengaged in the torque transmission state, and the switching mechanism corresponding to the transmission gear train in the transmission state is released.

A second aspect of the present invention is a more specific form of the automatic transmission of the first aspect, in which the output shaft is connected to the output shaft via the first input clutch during shifting of the transmission gear train in the transmission gear train group. Since the torque is transmitted, the occurrence of a drop in the transmitted torque is suppressed. On the other hand, at the time of shifting from the shift gear train in the shift gear train group to the shift gear train on the first input shaft side, the switching mechanism corresponding to the shift gear train of the shift target is switched to the transmission state and the first input clutch is engaged. In the torque transmission state, the engagement of the second input clutch and the release of the switching mechanism corresponding to the transmission gear train in the transmission state suppress the occurrence of a drop in the transmission torque.

Further, during shifting from the speed change gear train on the side of the first input shaft to the speed change gear train in the speed change gear train group, the switching mechanism corresponding to the gear change target gear train is switched to the transmission state to generate the second gear.
In a torque transmission state in which the input clutch is engaged, release of the transmission torque is suppressed by releasing the engagement of the first input clutch and releasing the switching mechanism corresponding to the transmission gear train in the transmission state.

The invention of an automatic transmission for a vehicle according to claim 3 is provided with an input shaft provided with a plurality of drive gears and an output shaft provided with a plurality of driven gears respectively meshing with the drive gears. An automatic transmission for a vehicle, the first input shaft transmitting torque from an engine, a second input shaft arranged in parallel to the first input shaft, and parallel to the first input shaft and the second input shaft. And a pair of drive gears rotatably provided on the first input shaft, and a pair of driven gears provided on the output shaft and meshed with the drive gears, respectively. And a first input clutch for transmitting torque of the first input shaft to the medium speed shift gear train and the highest speed shift gear train, and The torque of the first input shaft is set to the above second
The second input clutch transmitting to the input shaft, a plurality of drive gears provided on the second input shaft, and a plurality of driven gears provided on the output shaft and meshing with the drive gears, and the intermediate speed stage A low-speed-stage side gear train group including a plurality of gear trains having a gear ratio larger than that of the gear train, a plurality of drive gears provided on the second input shaft, and a plurality of drive gears provided on the output shaft. A high speed stage formed by a plurality of driven gears meshing with a driving gear and having a plurality of speed change gear trains having a gear ratio smaller than the gear ratio of the middle speed gear train and larger than the gear ratio of the highest gear train. A switching mechanism arranged corresponding to each of the side shift gear train group and each shift gear train that switches the shift gear train that transmits torque from the first input shaft or the second input shaft to the output shaft among the plurality of shift gear trains. With and above The torque is transmitted from the first input shaft to the output shaft by the engagement of the first input clutch and the transmission by the switching mechanism, and the torque is transmitted by the second input shaft to the output shaft by the engagement of the second input clutch and the transmission by the switching mechanism. At the same time, the torque is transmitted from the first input shaft or the second input shaft to the output shaft via at least one of the first input clutch and the second input clutch during gear shifting.

According to the third aspect of the present invention, the middle speed gear train and the maximum gear train in which the torque is transmitted through the first input clutch by the driving gear provided on the first input shaft and the driven gear provided on the output shaft. Forming a high-speed gear train, and providing a second input clutch for transmitting the torque of the first input shaft to the second input shaft,
The plurality of drive gears provided on the second input shaft and the driven gears provided on the output shaft form a low-speed gear group and a high-speed gear group consisting of a plurality of gear trains, and a switching mechanism During gear shifting to switch the gear train that transmits torque, torque is transmitted from the medium-speed gear train and the highest gear train to the output shaft, which effectively suppresses the occurrence of a drop in the transmitted torque during gear shifting. Shock is reduced and excellent shifting quality is obtained.

Further, when in neutral, the first input clutch and the second input clutch are disengaged so that the first input clutch and the second input clutch are released.
The transmission of torque from the input shaft and the second input shaft to the output shaft is blocked, and it becomes possible to eliminate the starting clutch interposed between the crankshaft of the engine and the input shaft. Also, it is not necessary to provide a bypass clutch in each of the highest speed gear trains, and the same first input clutch may be actuated during gear shifting on the low speed side and the high speed side, so the transmission is compact and lightweight. As a result, it is possible to improve the mountability on the vehicle body and to suppress the increase in the vehicle body weight to improve the fuel efficiency and the traveling performance.

According to a fourth aspect of the present invention, in the vehicle automatic transmission according to the third aspect, the low speed side transmission gear set as a shift target from the transmission gear train in the transmission state in the low speed stage transmission gear train group. When shifting to the transmission gear train in the train group, the switching mechanism corresponding to the middle speed transmission gear train is switched to the transmission state, and the first input clutch is engaged so that the first input shaft is operated by the middle speed transmission gear train. Torque is transmitted from the output shaft to the output shaft for a predetermined time, the transmission of the switching mechanism corresponding to the transmission gear train in the transmission state is released in the torque transmission state, and the torque is continuously transmitted from the first input shaft to the output shaft, At a predetermined number of revolutions, the switching mechanism corresponding to the gear shift gear train of the gear shift target is switched to the power transmission state, and the gear shift gear train in the gear transmission group in the low speed gear gear group is set to the medium speed gear shift target. To gear train When fast, switching the switching mechanism corresponding to the medium-speed transmission gear train of the transmission target in the transmission state,
When the first input clutch is engaged, torque is transmitted from the first input shaft to the output shaft for a predetermined time by the medium speed gear train, and the second input clutch is disengaged while the torque is being transmitted. When the transmission of the switching mechanism corresponding to the above is cancelled, and when shifting from the above-mentioned medium-speed gearbox in the transmission state to the gearshift train in the above-mentioned gearbox group of the high-speed gearbox for gearshifting, the gearshift of the gearshift target is performed. The switching mechanism corresponding to the gear train is switched to the transmission state, and the second input clutch is engaged to transmit the torque from the second input shaft to the output shaft for a predetermined time by the transmission gear train as the shift target, and in the torque transmission state, the first transmission is performed. When the input clutch is disengaged, the transmission of the switching mechanism corresponding to the medium speed shift gear train in the above-mentioned transmission state is released, and the transmission gear train in the transmission state in the high-speed side shift gear train group is When shifting to the speed change gear train in the high speed side speed change gear train group as the speed change target, the changeover mechanism corresponding to the highest speed side speed change gear train is switched to the transmission state and the first input clutch is engaged to maximize the speed. The high-speed gear train transmits the torque from the first input shaft to the output shaft for a predetermined time, and in the torque transmission state, the transmission of the switching mechanism corresponding to the transmission gear train in the transmission state is released, and the first input shaft continues. When the torque is transmitted to the output shaft, and at a predetermined number of revolutions, the switching mechanism is switched to the transmission gear train of the above-mentioned shift target, and the transmission gear train in the transmission gear train group in the high-speed gear side is shifted. When shifting to the target highest speed gear train, the switching mechanism corresponding to the gear target gear train on the higher gear side is switched to the transmission state and the first input clutch is engaged to shift the highest gear. By transmitting torque from the first input shaft to the output shaft for a predetermined time, releasing the engagement of the second input clutch in the torque transmission state, and releasing the transmission of the switching mechanism corresponding to the transmission gear train in the transmission state. Characterize.

According to a fourth aspect of the present invention, the automatic transmission according to the third aspect is more concretely configured. When the gear is changed in the low speed side shift gear train group, the first input clutch and the middle speed stage are used. The torque is transmitted to the output shaft via the speed change gear train, while the torque is transmitted to the output shaft via the first input clutch and the highest speed change gear train when changing gears in the high speed side speed change gear train group. As a result, the torque fluctuation of the output shaft is further suppressed, and the shift shock can be effectively suppressed. In addition, when shifting from the low speed side shift gear train group to the medium speed shift gear train or from the high speed shift gear train group to the highest speed shift gear train, torque is transmitted from the first input clutch to the output shaft. As a result, the drop of the transmission torque is suppressed. Further, when shifting from the medium-speed shift gear train to the high-speed shift gear train group, torque is transmitted from the second input clutch to the output shaft, and a drop in the transmitted torque is suppressed. In these gear shifts, the operating force of the switching mechanism can be reduced due to the difference in gear ratio between the gear trains, and a smooth gear shift operation can be obtained.

According to a fifth aspect of the present invention, in the vehicle automatic transmission according to the third or fourth aspect, the speed change gear train of the low speed stage side speed change gear train includes a first speed change gear train and a second speed change gear train. A speed change gear train, the middle speed gear train is a third speed shift gear train, and the high speed gear shift gear train is a fourth speed shift gear train and a fifth speed shift gear train. It is a gear train, and the highest speed gear train is a sixth speed gear train.

The invention of claim 5 is an application of the invention of claim 3 or claim 4 to a more specific 6-speed automatic transmission.

[0025]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of an automatic transmission for a vehicle according to the present invention will be described below with reference to FIGS. 1 to 10.

FIG. 1 is a skeleton diagram showing an automatic transmission showing an overall outline of the present embodiment, and FIG. 2 is an enlarged view of a main part of FIG.

This automatic transmission is mounted on a first input shaft 11 connected to a crankshaft 2 of an engine 1 via a torque converter 3 and on the outside of the first input shaft 11 coaxially and rotatably coaxially. The hollow shaft-shaped second input shaft 12 has two input shafts, and an output shaft 13 arranged in parallel with the input shafts 11 and 12. Further, it is transmitted from the output shaft 13 to the center differential device 16 via the transfer gears 14 and 15. It is distributed to the front drive shaft 17 and the rear drive shaft 18 by the center differential device 16 and is transmitted from the front drive shaft 17 to the left and right front wheels via the front differential device 19, while it is transmitted from the rear drive shaft 18 to a rear propeller shaft via a propeller shaft (not shown). It is transmitted from the differential device to the rear wheels.

The engine 1 is controlled by an output signal from the electronic control unit according to the amount of depression of the accelerator pedal. Further, the engine 1 is engine-controlled as needed based on a map or the like preset according to the detected operating state regardless of the depression amount of the accelerator pedal.

The torque converter 3 is attached to the first input shaft 11.
Sixth speed and third speed drive gears 26 and 23 are rotatably mounted in order from the side. The second input shaft 12 has first and second drive gears 2 in order from the torque converter 3 side.
1 and 22 are integrally provided, and fourth and fifth speed drive gears 24 and 25 are rotatably mounted.

On the other hand, the output shaft 13 has drive gears 26, 2
Driven gears 36, 33, 3 that constantly mesh with 3, 21, 22
1, 32 are rotatably mounted and drive gears 24, 2
The driven gears 34 and 35 meshing with the gear 5 are integrally provided. Each of the driving gears and the driven gears meshing with each other forms a forward speed transmission gear train. When the speed change gear train that transmits torque is selected from the plurality of speed change gear trains, the speed change gear train forms the first to sixth speed stages in which the speed ratio gradually decreases.

A first switching mechanism 41 for selectively switching the speed change gear train transmitting torque to the output shaft 13 to the third speed intermediate speed change gear train or the sixth speed highest speed change gear train.
And a second switching mechanism 42 for selectively switching the speed change gear train transmitting torque between the first speed gear train and the second speed shift gear train in the low speed stage speed change gear train group. 12 is provided with a third switching mechanism 43 for selectively switching the transmission gear train that transmits torque between the fourth and fifth speeds of the high-speed stage transmission gear train group and the transmission gear train.

The first switching mechanism 41, as shown in FIG. 2, is disposed between the driven gears 33 and 36 of the third speed and the sixth speed and fixed to the output shaft 13, and a synchro hub 41a. The driven gear 33 and the output shaft 1 have a synchronizing sleeve 41b which is always meshed with each other, and the synchronizing sleeve 41b is meshed with a spline 33a formed integrally with the driven gear 33.
3 is set to the third speed where they are transmitted to each other, and when they are meshed with the spline 36a formed integrally with the driven gear 36, they are set to the sixth speed where the driven gear 36 and the output shaft 13 are transmitted to each other.

The second switching mechanism 42 is disposed between the driven gears 31 and 32 of the first speed and the second speed and fixed to the output shaft 13, and a synchronizing sleeve 42b which is always meshed with the synchronizing hub 42a. And a synchronizing sleeve 42b
Is engaged with a spline 31a integrally formed with the driven gear 31, the driven gear 31 and the output shaft 13 are set to a first speed at which they are transmitted to each other, and with a spline 32a integrally formed with the driven gear 32, the driven gear 32 is engaged. And the output shaft 13 are set to the second speed where they are transmitted to each other.

The third switching mechanism 43 is arranged between the drive gears 24 and 25 for the fourth and fifth speeds, and is fixed to the second input shaft 12. The synchro hub 43a is constantly engaged with the synchro hub 43a. 43b and a synchronizing sleeve 4
3b and a spline 24a integrally formed with the drive gear 24
Is set to the fourth speed in which the drive gear 24 and the second input shaft 12 are transmitted to each other when engaged with the drive gear 25, and the drive gear 25 is engaged with the spline 25a formed integrally with the drive gear 25.
And the second input shaft 12 are set to the fifth speed where they are transmitted to each other.

The second input shaft 12 has a drive gear 2 for backward movement.
7 is fixed, a driven gear 37 for retreating is rotatably mounted on the output shaft 13, and the drive gear 27 and the driven gear 37 are always meshed with each other via an idler gear provided on an idler shaft (not shown). There is. A fourth switching mechanism 44 is provided for selectively operating the transmission gear train to the reverse gear. The fourth switching mechanism 44 is disposed in the vicinity of the driven gear 37 at the reverse stage and is fixed to the output shaft 13 by the synchro hub 4.
4a and a synchronizing sleeve 44b that constantly meshes with the gear 4a. When the synchronizing sleeve 44b is meshed with a spline 37a formed integrally with the driven gear 37, the backward gear is set. The above-mentioned switching mechanisms 41, 42, 4
3 and 44 have a synchromesh mechanism.

The first input shaft 11 has a third speed drive gear 2
The first input shaft 11 via the drive gear 26 of the third or sixth speed
A first input clutch 51 for transmitting the torque of the first input shaft 11 to the output shaft 13 is provided, and the torque of the first input shaft 11 is transmitted to the second input shaft 12 between the first input shaft 11 and the second input shaft 12. A second input clutch 55 is provided for transmission.

The first input clutch 51 includes the first input shaft 11
And a clutch hub 53 fixed to the drive gear 23 of the third speed and the drive gear 26 of the sixth speed, and a plurality of clutch disks 54a and 54b are incorporated between them. The hydraulic multi-plate clutch is formed by supplying hydraulic oil to the hydraulic chamber 54c so as to perform half-clutch engagement or complete engagement, and draining the hydraulic oil from the hydraulic chamber 54c to release the engagement. When the first input clutch 51 is engaged, the first input shaft 11 drives the drive gears 23, 2 of the third speed and the sixth speed.
Drive gears 23 and 26 connected to 6 and released
The connection with is released.

The second input clutch 55 includes the first input shaft 11
Has a clutch drum 56 fixed to the end of the second input shaft 12 and a clutch hub 57 fixed to the end of the second input shaft 12, and a plurality of clutch discs 58a and 58b are incorporated between them to form a hydraulic chamber 58c. It is formed by a hydraulic multi-plate clutch that is engaged or completely engaged in a half-clutch state by supplying hydraulic oil to the valve and is released by draining the hydraulic oil in the hydraulic chamber 58c. When the second input clutch 55 is engaged, the first input shaft 11 moves to the second
The second input shaft 1 is connected to the input shaft 12 and is released from the fastening.
The connection with 2 is released.

FIG. 3 is a block diagram showing a hydraulic control circuit which constitutes the operation control means of the automatic transmission. As shown in FIG. 3, the hydraulic chamber 54c of the first input clutch 51, the hydraulic chamber 58c of the second input clutch 55, and the first to fourth switching mechanisms 41, 42, 43, 44 for operating It has fourth switching mechanism actuators 63, 64, 65, 66.

The hydraulic oil for driving the first input clutch 51, the second input clutch 55, and the actuators 63, 64, 65, 66 is supplied by an oil pump 68 directly driven by the engine 1. That is, the first switching mechanism actuator 63 and the second switching mechanism actuator 64 are connected to the hydraulic chamber 54c of the first input clutch 51 via the control valve V1 and to the hydraulic chamber 58c of the second input clutch 55 via the control valve V2. , The third switching mechanism actuator 65,
The fourth switching mechanism actuator 66 has a control valve V3,
Hydraulic fluid is supplied through the control valve V4, the control valve V5, and the control valve V6.

Each control valve V1 to V6 is connected to the control unit 7
Controlled by a signal from 0, the discharge pressure (line pressure) from the oil pump 68 is monitored by the pressure sensor 69. Signals are input to the control unit 70 from an inhibitor switch 71, an engine speed sensor 72, a brake switch 73, and the like. The control unit 70 detects the gear position based on the signal from the inhibitor switch 71, and the engine speed sensor 7
The engine speed is detected by 2 and the vehicle speed, accelerator opening, etc. are detected by various other sensors. Then, the control unit 70 detects the driving condition of the vehicle from these detection data, and the control valves V1, V2, V3, V4, V5,
A control signal is sent to V6, the first input clutch 51, the second input clutch 55, the first to fourth switching mechanisms 41, 42,
43 and 44 are operated and controlled.

Next, the shifting of the automatic transmission constructed as described above will be described. First, the upshift will be described. At the time of neutral, the first input clutch 51 and the second input clutch 55 are both in the disengaged state, and the synchro sleeves 41b, 42b, 43b, 44b of the switching mechanisms 41, 42, 43, 44 are in a disengaged state. Is maintained in the neutral position. Therefore, although the first input shaft 11 is rotationally driven by the engine 1 via the torque converter 3, the first input shaft 11 is not transmitted to the second input shaft 12 and the output shaft 13, and the torque transmission thereafter is not performed.

When shifting from the neutral to the first speed,
The accelerator opening, the engine speed, etc. are detected, and the synchro sleeve 42b of the second switching mechanism 42 is moved to the first speed position where the synchro hub 42a and the spline 31a are meshed with each other, based on a preset program. Torque can be transmitted from the second input shaft 12 to the output shaft 13 via the first speed gear train, and the second input clutch 55 is engaged in this state. The first speed is set via the second input clutch 55, and the torque transmission path indicated by the thick line in FIG. 4 is formed. Therefore, torque is transmitted from the first input shaft 11 to the second input shaft 12 by engaging the second input clutch 55,
According to the specifications of the first speed drive gear 21 and the driven gear 31, the speed is reduced and transmitted from the second switching mechanism 42 to the output shaft 13, and the torque is transmitted from the transfer gears 14 and 15 to the center differential device 16.

In the upshift from the first speed to the second speed, the traveling state is detected from the information such as the accelerator opening, the vehicle speed, the engine speed, the gear position, etc., and the second speed is set based on the preset program. Synchro sleeve 4 of the switching mechanism 42 of
2b meshing with the spline 31a in the transmission state
From the speed position to the neutral position via the synchro hub 42a and the second position.
It is carried out by moving to a second speed position where it meshes with a spline 32a formed on the high speed driven gear 32.

When this upshift is carried out, first, from the state in which the torque is being transmitted through the first speed gear train of the drive gear 21 and the driven gear 31, the synchronization of the first switching mechanism 41 is first performed. The sleeve 41b is moved from the neutral position to the position of the third speed where the synchro hub 42a and the spline 33a formed on the driven gear 33 of the third speed mesh.
Also, in order to operate the first input clutch 51, the hydraulic chamber 5
4c is supplied with hydraulic oil for a predetermined time so as to gradually increase the transmission torque capacity of the first input clutch 51. As a result, the output shaft 13 is torque-transmitted from the first input shaft 11 and the second input shaft 12 via the two systems of the first speed gear train and the third speed gear train.

Here, the first speed driven gear 31 and the third speed driven gear 33 are provided on the same output shaft 13,
The speed ratio of the third speed transmission gear train is set to be smaller than the speed ratio of the first speed transmission gear train. Due to the difference in the speed ratio, the third speed is set to the first speed driven gear 31. When the first input clutch 51 is engaged, the torque corresponding to the engaged state is transmitted to the output shaft 13 by the third speed gear train as a result of the fast rotational force being applied by the driven gear 33.

Then, the synchro sleeve 42b of the second switching mechanism 42 is moved to the neutral position in which only the synchro hub 42a is engaged, and the transmission state is released. The movement of the synchronizing sleeve 42b to the neutral position is transmitted to the output shaft 13 by the third speed gear train by engaging the first input clutch 51 so as to gradually increase the transmission torque capacity of the first input clutch 51. Torque of the second switching mechanism 42 becomes equal to the engine torque.
The torque transmitted from the spline 31a of the driven gear 31b is extremely small, or the torque substantially disappears, the load on the synchronizing sleeve 42b is reduced, and it is possible to easily move with a relatively small operating force.

In this state, the transmission torque of the first input clutch 51 is increased by a predetermined amount, and the third speed gear train consisting of the drive gear 23 and the driven gear 33, that is, the first input clutch 51, the first input shaft 11 is used. Torque is transmitted from the output shaft 13 to the output shaft 13 and the electronically controlled throttle (not shown) is controlled to be closed to reduce the engine speed, that is, the speed of the second input shaft 12.

At the time when the rotation speed of the engine 1 is reduced to the rotation speed corresponding to the second speed, from the neutral position in which the synchro sleeve 42b is engaged only with the synchro hub 42a, the synchro hub 42a and the second speed which is the shift target are changed. Second meshing with the spline 32a of the driven gear 32 forming the gear train
After being moved to the high speed position, torque is transmitted through the two systems of the second speed transmission gear train and the third speed transmission gear train. Under the condition that torque is transmitted between the second speed gear train and the third speed gear train, the hydraulic oil supplied to the hydraulic chamber 54c of the first input clutch 51 is drained to the first speed. The engagement of the input clutch 51 is released. Furthermore,
When the synchro sleeve 41b of the first switching mechanism 41 is moved from the third speed position to the neutral position in which only the synchro hub 41a is engaged, the upshift to the second speed, which is the gear shift target, is completed, and the thick line in FIG. The illustrated torque transmission path is formed, and torque is transmitted from the second input shaft 12 to the output shaft 13 via the second speed gear train.

Thus, during upshifting from the first speed to the second speed, the driven gear 3 is driven by the first switching mechanism 41.
3 and the output shaft 13 can be transmitted, and the first input clutch 5
1 is engaged in a half-clutch state and is transmitted for a predetermined time by the third speed transmission gear train, and the synchro sleeve 42 of the second switching mechanism 42 is transmitted under the transmission condition by the third speed transmission gear train.
When a is disengaged from the spline 31a and the engine speed is reduced to a speed corresponding to the second speed,
Since the synchro sleeve 42b meshes with the spline 32a, the upshift is smoothly performed without applying an excessive load to the synchro sleeve 42b. Moreover, when the synchronizing sleeve 42b is in the neutral position, torque is transmitted to the output shaft 13 via the first input clutch 51 and the third speed gear train, so that from the first speed to the second speed.
The occurrence of a drop in the transmission torque during upshifting to high speed is reduced, and shift shock can be suppressed.

At the time of upshifting from the second speed to the third speed, the synchro sleeve 41b of the first switching mechanism 41 is engaged with the synchro hub 41a and the spline 33a from the neutral position according to a program preset based on the running state. While moving to the position of the third speed and engaging the first input clutch 51, the synchro sleeve 42b of the second switching mechanism 42 is engaged with the spline 32a formed in the driven gear 32 of the second speed, and the second speed is engaged. Move from position to neutral position.

When this upshift is performed, first, the synchro sleeve 41b of the first switching mechanism 41 is moved in the torque transmission state of the drive gear 22 and the driven gear 32 through the second speed gear train. In order to move from the neutral position to the position of the third speed which meshes with the spline 33a and to operate the first input clutch 51, hydraulic oil is supplied to the hydraulic chamber 54c so as to gradually increase the transmission torque capacity of the first input clutch 51. Supply. As a result, torque is transmitted from the second input shaft 12 to the output shaft 13 via the second speed transmission gear train, and the two systems from the first input shaft 11 to the third speed transmission gear train, which is the shift target. Transmitted from.

Here, both the second speed driven gear 32 and the third speed driven gear 33 are provided on the output shaft 13,
The speed ratio of the third speed transmission gear train is set to be smaller than the speed ratio of the second speed transmission gear train, and a faster rotational force is generated by the third speed driven gear 33 with respect to the second speed driven gear 32. Therefore, when the first input clutch 51 is engaged, a torque corresponding to the engaged state is applied from the third speed gear train to the output shaft 1
The load transmitted from the spline 32a to the synchronizing sleeve 42b from the spline 32a is reduced.

When the transmission torque of the first input clutch 51 becomes equal to the engine torque, the hydraulic pressure supplied to the hydraulic chamber 58c of the second input clutch 55 is drained to release the second input clutch 55, and Second switching mechanism 4
The second synchronizing sleeve 42b is moved from the second speed position to the neutral position in which only the synchronizing hub 42a is engaged. Then, when the first input clutch 51 is completely engaged, the upshift to the third speed, which is the shift target, is completed, the torque transmission path indicated by the thick line in FIG. 6 is formed, and the first input shaft 11 to the output shaft 13 are formed. To the third speed transmission gear train.

Thus, at the time of upshifting from the second speed to the third speed, the first input clutch 51 is engaged in the half-clutch state, and the transmission torque of the first input clutch 51 becomes equal to the engine torque. 2nd input clutch 5
5, the fastening release operation, and the synchro sleeve 42b to the second
By moving from the fast position to the neutral position, the upshift is smoothly performed without applying an excessive load to the synchronizing sleeve 42b. Moreover, with the first input clutch 51 engaged, the second switching mechanism 42 is moved while the synchro sleeve 41b of the first switching mechanism 41 is moved from the neutral position to the third speed position where the synchro hub 41a and the spline 33a are engaged with each other. Since the synchronizing sleeve 42b is moved to the neutral position, it is possible to reduce the occurrence of the drop in the transmission torque during the upshift from the second speed to the third speed.

Upshifting from the third speed to the fourth speed is performed by the third switching mechanism 43 according to a preset program.
Is moved from the neutral position to the position of the fourth speed where the synchro hub 43a and the spline 24a are engaged, the second input clutch 55 is engaged, and the synchro sleeve 41b of the first switching mechanism 41 is moved to the third speed. Move from position to neutral position.

When this upshift is performed, first, in the state where the torque is transmitted through the third speed gear train of the drive gear 23 and the driven gear 33, first, the third switching mechanism 43 is operated. The synchro sleeve 43b is moved from the neutral position to the fourth speed position where it engages with the spline 24a, and the hydraulic chamber 58c is operated to operate the second input clutch 55.
The hydraulic oil is supplied so as to gradually increase the transmission torque capacity of the second input clutch 55. As a result, torque is transmitted from the first input shaft 11 and the second input shaft 12 to the output shaft 13 from the two systems of the third speed gear train and the fourth speed gear train.

Here, the driven gear 33 of the third speed and the driven gear 34 of the fourth speed are both provided on the output shaft 13, but the driven gear 3 of the third speed is caused by the difference in the gear ratio of each transmission gear train.
Since a fast rotational force is applied to the third gear by the fourth speed driven gear 34, when the second input clutch 55 is engaged, a torque corresponding to the engaged state is applied to the output shaft 13 by the fourth speed gear train. Is transmitted.

When the transmission torque of the second input clutch 55 becomes equal to the engine torque, the hydraulic pressure supplied to the hydraulic chamber 54c of the first input clutch 51 is drained to release the first input clutch 51. Also, the synchronizing sleeve 41b of the first switching mechanism 41 is moved from the third speed position to the neutral position. Then, when the second input clutch 55 is completely engaged, the upshift to the fourth speed is completed, and
A torque transmission path indicated by a thick line is formed, and torque is transmitted from the second output shaft 12 to the output shaft 13 through the fourth speed gear train.

As described above, during the upshift from the third speed to the fourth speed, the second input clutch 55 is engaged in the half-clutch state, and the transmission torque of the second input clutch 55 becomes equal to the engine torque. At this point, the first input clutch 51 is disengaged and the synchro sleeve 41b is moved to the neutral position, so that the upshift is smoothly performed without applying an excessive load to the synchro sleeve 41b. Moreover, the synchronizing sleeve 43b of the third switching mechanism 43 is moved from the neutral position to the position of the fourth speed to move to the second position.
With the input clutch 55 engaged, the first switching mechanism 4
By moving the first synchronizing sleeve 41b from the position of the third speed to the neutral position, it is possible to reduce the occurrence of the drop of the transmission torque during the upshift from the third speed to the fourth speed.

In the upshift from the 4th speed to the 5th speed, the synchro sleeve 43b of the third switching mechanism 43 is moved from the 4th speed position to the 5th position via the neutral position in accordance with a preset program based on the running condition. It moves to the fifth speed position where it meshes with the spline 25a formed on the high speed drive gear 25.

When this upshift is performed, first, the first switching mechanism 4 is operated while the torque is transmitted from the driving gear 24 through the fourth speed gear train of the driven gear 34.
The first synchronizing sleeve 41b is moved from the neutral position to the sixth speed position where it engages with the spline 36a formed on the sixth speed driven gear 36, and the first hydraulic clutch 54c is operated to operate the first input clutch 51. The hydraulic oil is supplied so as to gradually increase the transmission torque capacity of the input clutch 51. As a result, torque is transmitted from the first input shaft 11 and the second input shaft 12 to the output shaft 13 through the two systems of the sixth speed gear train and the fourth speed gear train.

Since the gear ratios of the speed change gear trains of the fourth speed and sixth speed driven gears 36 are different, the sixth speed driven gear 36 rotates faster than the fourth speed driven gear 34. When force is applied and the first input clutch 51 is engaged, torque corresponding to the engaged state is transmitted to the output shaft 13 by the sixth speed gear train.

Next, when the transmission torque of the first input clutch 51 becomes equal to the engine torque, the spline 2
The synchro sleeve 43b of the third switching mechanism 43 in which the load from 4a is reduced is moved to the neutral position. In this state, torque is transmitted from the first input shaft 11 to the output shaft 13 via the sixth speed gear train including the drive gear 26 and the driven gear 36, that is, the first input clutch 51. Then, the transmission torque of the first input clutch 51 is increased by a predetermined amount, and the engine speed, that is, the rotation speed of the second input shaft 12 is decreased to synchronize them.

When the rotation speed of the engine 1 is reduced to the rotation speed corresponding to the fifth speed, the synchro sleeve 43b is moved from the neutral position to the fifth speed position where the synchro hub 43a and the spline 25a are engaged with each other. Torque is transmitted through the two systems of the high speed transmission gear train and the sixth speed transmission gear train. Under the condition that torque is transmitted between the sixth speed gear train and the fifth speed gear train, the hydraulic pressure supplied to the hydraulic chamber 54c of the first input clutch 51 is drained to make the first input. When the clutch 51 is released and the synchronizing sleeve 41b of the first switching mechanism 41 is moved from the position of the sixth speed to the neutral position, the upshift to the fifth speed is completed, and the torque shown by the thick line in FIG. A transmission path is formed and torque is transmitted from the second output shaft 12 to the output shaft 13 via the fifth speed gear train.

As described above, during the upshift from the fourth speed to the fifth speed, the gear shifting operation is smoothly performed without applying an excessive load to the synchronizing sleeve 43b of the third switching mechanism 43. Moreover, when the synchronizing sleeve 43b is in the neutral position, power is transmitted from the first output shaft 11 to the output shaft 13 via the first input clutch 51 and the sixth speed gear train, so that from the fourth speed to the fourth speed. It is possible to reduce the occurrence of a drop in the driving force during upshifting to the fifth speed, and it is possible to suppress the occurrence of a shift shock.

At the time of upshifting from the fifth speed to the sixth speed, the synchro sleeve 41b of the first switching mechanism 41 is engaged with the synchro hub 41a and the spline 36a from the neutral position according to a preset program based on the running condition. The first input clutch 51 is moved to the sixth speed position.
And the synchronizing sleeve 43b of the third switching mechanism 43 is moved from the fifth speed position to the neutral position.

When this upshift is performed, first, the torque of the drive gear 25 is being transmitted through the fifth speed gear train of the driven gear 35, and first, the first switching mechanism 41 is operated. In order to move the synchronizing sleeve 41b from the neutral position to the sixth speed position where it engages with the spline 36a and to operate the first input clutch 51, the hydraulic chamber 54c
The hydraulic oil is supplied so that the transmission torque capacity of the first input clutch 51 is gradually increased. As a result, torque is transmitted from the first input shaft 11 and the second input shaft 12 to the output shaft 13 from the two systems of the fifth speed gear train and the sixth speed gear train.

Here, due to the difference in the gear ratios of the fifth and sixth speed gear trains, the sixth gear driven gear 36 imparts a higher rotational force to the fifth gear driven gear 35. Therefore, when the first input clutch 51 is engaged, the torque corresponding to the engaged state is transmitted to the output shaft 13 by the sixth speed gear train.

When the transmission torque of the first input clutch 51 becomes equal to the engine torque, the hydraulic pressure supplied to the hydraulic chamber 58c of the second input clutch 55 is drained to release the second input clutch 52. In addition, the synchronizing sleeve 43b of the third switching mechanism 43 is connected to the synchronizing hub 42.
It moves to the neutral position from the state of meshing with a and the spline 25a. Then, when the first input clutch 51 is completely engaged, the upshift to the sixth speed is completed, the torque transmission path shown by the thick line in FIG. 9 is formed, and the first input shaft 11 to the output shaft 13 are connected to the first transmission shaft 13. Torque is transmitted through the sixth speed gear train.

As described above, at the time of upshifting from the fifth speed to the sixth speed, the synchronizing sleeve 43b of the third switching mechanism 43 is in a state where the torque is transmitted by the sixth speed gear train.
To move the neutral position to the synchro sleeve 4
The upshift is smoothly performed without applying an excessive load to 3b. Moreover, in a state where the synchro sleeve 41b of the first switching mechanism 41 is moved from the neutral position to the sixth speed position where the synchro hub 41a and the spline 36a are engaged with each other, and the first input clutch 51 is engaged, the third switching mechanism 43 is engaged. Since the synchronizing sleeve 43b is moved from the position of the fifth speed to the neutral position, it is possible to reduce the occurrence of the drop of the transmission torque during the upshift from the fifth speed to the sixth speed.

Thus, at each upshift, the first
Two input clutches, the input clutch 51 and the second input clutch 55, the first switching mechanism 41, and the second switching mechanism 4.
By controlling the operation of the three switching mechanisms, that is, the second and third switching mechanisms 43, it is possible to suppress the occurrence of a drop in the transmission torque and ensure excellent shift quality.

Further, the downshift will be described. In a normal downshift or kickdown in which the accelerator pedal is deeply depressed to forcibly decelerate during overtaking acceleration, the running state is detected by various sensors, and the first input clutch 51 and the second input are detected according to a preset program. By engaging or disengaging the clutch 55 for a predetermined time and appropriately operating the first switching mechanism 41, the second switching mechanism 42, and the third switching mechanism 43, the shock at the downshift is reduced and the shift time is shortened. It shortens and enables sporty driving.

Next, the interlaced upshift and the interlaced downshift will be described. For example, if the vehicle is suddenly started while the accelerator pedal is relatively depressed and the accelerator pedal is suddenly released when the vehicle speed is relatively high, the automatic shift diagram determined by the parameters of the vehicle speed and the accelerator opening will be followed. , Jumps from first speed to third speed and upshifts.

As described above, when the upshift is performed by jumping from the first speed to the third speed, torque transmission is performed through the first speed transmission gear train of the drive gear 21 and the driven gear 31. In this state, first, the synchronizing sleeve 41b of the first switching mechanism 41 is moved from the neutral position to the third speed position where it engages with the spline 33a, and the first input clutch 5
In order to operate No. 1, hydraulic oil is supplied to the hydraulic chamber 54c so as to gradually increase the transmission torque capacity of the first input clutch 51. As a result, torque is transmitted to the output shaft 13 from the two systems of the first speed transmission gear train and the third speed transmission gear train. Here, since the driven gear 33 applies a faster rotational force to the driven gear 31 due to the difference in the gear ratio of the transmission gear train, when the first input clutch 51 is engaged, a torque corresponding to the engagement state is changed to the first torque. Torque is transmitted to the output shaft 13 by the third-speed gear train.

Then, when the transmission torque of the first input clutch 51 becomes equal to the engine torque, the second input clutch 55 is released and the synchro sleeve 42b of the second switching mechanism 42 is moved from the first speed position. Move to neutral position. When the first input clutch 51 is completely engaged, the upshift to the third speed is completed and the first input shaft 11 is transmitted to the output shaft 13 via the third speed gear train.

As described above, at the time of upshifting from the first speed to the third speed, the synchro sleeve 42b is moved to the neutral position in the torque transmission state by the speed change gear train of the third speed, so that an excessive load is applied to the synchro sleeve 42b. A smooth upshift is performed without being added. In addition, the synchro sleeve 42b of the second switching mechanism 42 is moved to the spline 31a in a state where the synchro sleeve 41b of the first switching mechanism 41 is moved from the neutral position to the third speed position and the first input clutch 51 is engaged. Since the gears move from the meshed first speed position to the neutral position, the transmission torque is not interrupted, the shift shock is suppressed, and a smooth upshift can be performed.

As a further example, in the case of a three-step jump from the first speed to the fourth speed, the synchronizing sleeve 42b of the second switching mechanism 42 is connected to the spline 31a formed on the driven gear 31 of the first speed. It moves from the meshed first speed position to the neutral position, and moves the synchro sleeve 43b of the third switching mechanism 43 from the neutral position to the fourth speed position where it meshes with the spline 24a formed on the fourth speed drive gear 24. Upshift.

When this upshift is performed, first, the first switching mechanism 4 is operated while the torque is transmitted from the drive gear 21 through the first speed gear train of the driven gear 31.
The first synchronizing sleeve 41b is moved from the neutral position to the sixth speed position where it engages with the spline 36a formed on the sixth speed driven gear 36, and the first hydraulic clutch 54c is operated to operate the first input clutch 51. The control hydraulic pressure is supplied so that the transmission torque capacity of the input clutch 51 is gradually increased. As a result, torque is transmitted to the output shaft 13 through the two systems of the sixth speed gear train and the first speed gear train.

Since the gear ratios of the speed change gear trains are different from each other, a high rotational force is applied to the first speed driven gear 31 by the sixth speed driven gear 36, so that the first input clutch 51 is provided. Is engaged, torque corresponding to the engaged state is transmitted to the output shaft 13 by the sixth speed gear train.

Then, when the transmission torque of the first input clutch 51 becomes equal to the engine torque, the synchro sleeve 42b with the reduced load is moved to the neutral position. Then, the transmission torque of the first input clutch 51 is increased by a predetermined amount and the engine speed is reduced to synchronize them. And
When the engine rotation speed is reduced to a rotation speed corresponding to the fourth speed, the synchro sleeve 43b of the third switching mechanism 43 is moved from the neutral position to the fourth speed position where the synchro hub 43a and the spline 24a mesh with each other. Torque is transmitted through the two systems of the fourth speed gear train and the sixth speed gear train. This sixth speed gear train and the fourth
The hydraulic pressure supplied to the hydraulic chamber 54c for the first input clutch 51 is drained to release the first input clutch 51 under the condition that torque transmission is performed with the high-speed transmission gear train, and the first input clutch 51 is released. The synchro sleeve 41b of the switching mechanism 41 is first
The upshift to fourth speed is complete when moving from the higher speed position to the neutral position.

As described above, during the upshift from the first speed to the fourth speed, the synchronizing sleeve 42b is moved to the neutral position with the load reduced, and the engine speed becomes equal to the fourth speed. Sync sleeve 4 when
Since 3b meshes with the spline 24a, the gear shift operation is smoothly performed without applying an excessive load to the synchronizing sleeve 43b. Moreover, when the synchronizing sleeve 42b is in the neutral position, the first input clutch 51
Also, since power is transmitted to the output shaft 13 via the 6th speed transmission gear train, it is possible to reduce the occurrence of so-called torque shortage, which is a drop in the driving force during the upshift from the 1st speed to the 4th speed. It is possible to suppress the occurrence of shift shock. By the same control, a 4-step jump from the first speed to the fifth speed can be upshifted by the same operation.

On the other hand, the jump-down downshift will be explained. When the vehicle is traveling at the highest speed on an uphill road at a medium speed, if the accelerator pedal is fully depressed to overtake a relatively slow vehicle, the vehicle will Kick down according to the velocity diagram. At this time, depending on the vehicle speed and the accelerator opening, for example, the synchro sleeve 43b of the third switching mechanism 43 is moved from the neutral position to the synchro sleeve 43a.
And when the second input clutch 55 is gradually engaged and the transmission torque of the second input clutch 55 becomes equal to the engine torque while moving to the position of the fourth speed that meshes with the spline 24a provided on the drive gear 24. By gradually releasing the first input clutch 51 and moving the synchronizing sleeve 41b of the first switching mechanism 41 to the neutral position, it is possible to downshift from the sixth speed to the fourth speed.

Therefore, according to the vehicular automatic transmission of the present embodiment configured as described above, when the speed change gear trains in the low speed speed change gear train group of the first speed and the second speed are changed, The torque is transmitted to the output shaft 13 via the 1-input clutch 51 and the third speed gear train, while the fourth gear is transmitted.
When the speed change gear trains in the high speed and fifth speed high speed stage speed change gear train groups are shifted, torque is transmitted to the output shaft 13 via the first input clutch 51 and the sixth speed shift gear train. The torque fluctuation of the output shaft 13 is effectively suppressed, and the shift shock can be suppressed. When upshifting from the first speed or the second speed to the third speed,
Torque is transmitted to the output shaft 13 via the input clutch 51 and the third speed gear train to suppress a drop in the transmission torque, and even when upshifting from the fourth speed or the fifth speed to the sixth speed, Torque is transmitted to the output shaft 13 via the 1-input clutch 51 and the sixth speed gear train, and a drop in the transmission torque is suppressed, so that excellent gear quality can be ensured.

Further, at the time of neutral, by releasing both the first input clutch 51 and the second input clutch 55, torque transmission from the first input shaft 11 and the second input shaft 12 to the output shaft 13 is effectively blocked. It becomes possible to eliminate the starting clutch conventionally arranged between the engine and the input shaft, and bypass the transmission gear train of the intermediate gear ratio and the transmission gear train of the minimum gear ratio respectively. Since it is not necessary to provide a clutch and the same first input clutch 51 may be operated during upshifting on the low speed side and upshifting on the high speed side, the transmission can be made compact and lightweight. This makes it possible to improve the mountability on the vehicle body, suppress the increase in the weight of the vehicle body, and improve fuel economy and traveling performance.

The present invention is not limited to the above-described embodiments, but can be variously modified without departing from the spirit of the invention. For example, in the above embodiment, the second input shaft 12
Forming a hollow shaft surrounding the first input shaft 11 and connecting the first input shaft 11 and the second input shaft 12 so that torque can be transmitted.
Although the input clutch 55 is arranged in the vicinity of the end portion of the automatic transmission, a detailed description thereof will be omitted by attaching the reference numerals corresponding to those shown in FIG. It can also be arranged on the engine side end side.
Further, a drive gear for the sixth speed is provided on the second input shaft 13, and a driven gear meshing with the drive gear is provided on the output shaft 13 to form a gear train for the sixth speed, thereby forming an automatic transmission of seven speeds. You can also In this case, the sixth speed gear train on the first input clutch 51 side becomes the seventh speed gear train. Similarly, it can be applied to other multi-stage transmissions.

[0087]

According to the automatic transmission for a vehicle of the present invention described above, the first input shaft, the second input shaft, and the output shaft, to which torque is transmitted from the engine, are arranged in parallel with each other and are provided on the first input shaft. The second input clutch for transmitting the torque of the first input shaft to the second input shaft is formed by the driving gear and the driven gear provided on the output shaft to form a speed change gear train for transmitting the torque via the first input clutch. A plurality of drive gears provided on the second input shaft and a driven gear provided on the output shaft form a speed change gear train group including a plurality of speed change gear trains, and a switching mechanism switches a speed change gear train for transmitting torque. At this time, by transmitting the torque to the output shaft via at least one of the first input clutch and the second input clutch, the occurrence of a drop in the transmission torque is suppressed, and excellent gear shifting quality is obtained.

Further, by releasing the first input clutch and the second input clutch at the time of neutral, torque transmission to the output shaft can be effectively blocked, and the interposition between the crankshaft of the engine and the input shaft. It is possible to abolish the starting clutch that is used, and since the same bypass clutch can be provided in the transmission gear train having the intermediate transmission ratio and the transmission gear train having the minimum transmission ratio, the configuration can be simplified. The productivity is improved, the increase in the size and weight of the transmission are suppressed, and the vehicle mountability is improved.

[Brief description of drawings]

FIG. 1 is a skeleton diagram showing an outline of an automatic transmission according to an embodiment of the present invention.

FIG. 2 is an enlarged view of a main part of FIG.

FIG. 3 is a block diagram of a hydraulic circuit diagram for controlling the operation of the automatic transmission.

FIG. 4 is an explanatory diagram showing an operating state of the automatic transmission.

FIG. 5 is an explanatory diagram showing an operating state of the automatic transmission.

FIG. 6 is an explanatory diagram showing an operating state of the automatic transmission.

FIG. 7 is an explanatory diagram showing an operating state of the automatic transmission.

FIG. 8 is an explanatory diagram showing an operating state of the automatic transmission.

FIG. 9 is an explanatory diagram showing an operating state of the automatic transmission.

FIG. 10 is a skeleton diagram showing an outline of another embodiment.

[Explanation of symbols]

1 engine 2 crankshaft 3 Torque converter 11 1st input shaft 12 Second input shaft 13 Output shaft 16 Center differential device 17 Front drive shaft 18 Rear drive shaft 19 Front differential device 21, 22, 23, 24, 25, 26 Drive gear 31, 32, 33, 34, 35, 36 Driven gear 41 First switching mechanism 42 Second switching mechanism 43 Third switching mechanism 51 First input clutch 55 Second input clutch

   ─────────────────────────────────────────────────── ─── Continued front page    F term (reference) 3J028 EA21 EA25 EB07 EB13 EB37                       EB62 EB66 FA06 FB05 GA02                       HA13 HA22 HB01 HB02 HB17                       HC03 HC08 HC15                 3J552 MA04 MA12 MA30 NA01 NB04                       PA02 PA20 RA04 RA07 RA11                       SA03 SA18 SA26 SB38 SB40                       UA08 VA02W VA32W VA38W                       VA65Z VA74W VA74Y VA76W                       VB01Z VC01Z VD02Z VD11Z

Claims (5)

[Claims] 1. An input shaft provided with a plurality of drive gears,
An automatic transmission for a vehicle, comprising: an output shaft provided with a plurality of driven gears respectively meshing with the drive gear; a first input shaft to which torque is transmitted from an engine; and a parallel arrangement to the first input shaft. A second input shaft, an output shaft arranged in parallel with the first input shaft and the second input shaft, a drive gear rotatably provided on the first input shaft, and the output shaft. A transmission gear train formed by a driven gear that meshes with the drive gear, a first input clutch that transmits the torque of the first input shaft to the transmission gear train, and a torque of the first input shaft that is the second input shaft. From a plurality of transmission gear trains formed by a second input clutch transmitting to the second input shaft, a plurality of drive gears provided on the second input shaft, and a plurality of driven gears provided on the output shaft and meshing with the drive gears. Group of speed change gear trains, Above a few of the transmission gear train first input shaft or the second
A switching mechanism arranged corresponding to each transmission gear train for switching the transmission gear train that transmits torque from the input shaft to the output shaft, the first input shaft being engaged by engaging the first input clutch and transmitting by the switching mechanism. From the second to the output shaft,
Torque is transmitted from the second input shaft to the output shaft by engagement of the input clutch and transmission by the switching mechanism, and at the time of gear shift, the first input shaft or the second input shaft is passed through at least one of the first input clutch and the second input clutch. An automatic transmission for a vehicle, wherein torque is transmitted from an input shaft to the output shaft. 2. When shifting from a transmission gear train in a transmission state in the transmission gear train group to a transmission gear train in the transmission gear train group, which is a shift target, between the first input shaft and the output shaft. The switching mechanism corresponding to the speed change gear train is switched to the transmission state, and the first input clutch is engaged to transmit the torque from the first input shaft to the output shaft for a predetermined time by the speed change gear train between the first input shaft and the output shaft. In the torque transmission state, the transmission of the switching mechanism corresponding to the transmission gear train in the transmission state is released, and the torque is continuously transmitted from the first input shaft to the output shaft, and at the predetermined rotation speed, The switching mechanism corresponding to the speed change gear train is switched to the transmission state, and the speed change gear train arranged in the speed change gear train group is arranged between the first input shaft and the output shaft to be the shift target. When shifting to the gear train, The switching mechanism corresponding to the gear shift gear train of the gear shift target is switched to the transmission state, and the gear shift gear of the gear shift target between the first input shaft and the output shaft is engaged by the engagement of the first input clutch to shift the output shaft from the first input shaft to the output shaft. Torque is transmitted for a predetermined time, the second input clutch is disengaged in the torque transmission state, the switching mechanism corresponding to the transmission gear train in the transmission state is released, and the first input shaft and the output shaft are separated from each other. When shifting from the transmission gear train in the transmission state arranged to the transmission gear train in the transmission gear train group as the transmission target, the switching mechanism corresponding to the transmission gear train of the transmission target is switched to the transmission state, and By engaging the two-input clutch, torque is transmitted from the first input shaft to the output shaft for a predetermined time by the shift gear train of the shift target between the second input shaft and the output shaft, and the first input clutch is in the torque transmission state. To While releasing sintering, the automatic transmission for a vehicle according to claim 1, characterized in that for releasing the switching mechanism corresponding to the transmission gear train of the transmission state. 3. An input shaft provided with a plurality of drive gears,
An automatic transmission for a vehicle, comprising: an output shaft provided with a plurality of driven gears respectively meshing with the drive gear; a first input shaft to which torque is transmitted from an engine; and a parallel arrangement to the first input shaft. Second input shaft, an output shaft arranged in parallel with the first input shaft and the second input shaft, a pair of drive gears rotatably provided on the first input shaft, and the output shaft And a medium speed gear train and a highest gear train having different gear ratios formed by a pair of driven gears respectively meshing with the respective drive gears, and the torque of the first input shaft to the middle gear A first input clutch that transmits to the speed change gear train and the highest speed stage gear train, a second input clutch that transmits torque of the first input shaft to the second input shaft, and a second input shaft are provided. A plurality of drive gears and the output shaft A low speed side speed change gear train group including a plurality of speed change gear trains formed by a plurality of driven gears meshing with a drive gear and having a speed change ratio larger than the speed change ratio of the middle speed stage speed change gear train, and the second input shaft Formed by a plurality of drive gears provided on the output shaft and a plurality of driven gears provided on the output shaft and meshing with the drive gears. A high-speed-stage side speed change gear train group including a plurality of speed change gear trains having a speed change ratio larger than a speed change ratio, and a speed change gear for transmitting torque from the first input shaft or the second input shaft to the output shaft among the plurality of speed change gear trains A transmission mechanism arranged to correspond to each transmission gear train for switching the gear train, wherein torque is transmitted from the first input shaft to the output shaft by engagement of the first input clutch and transmission by the switching mechanism. By fastening and transmission by the switching mechanism of the input clutch while torque transmitted to the output shaft from the second input shaft,
An automatic transmission for a vehicle, wherein torque is transmitted from the first input shaft or the second input shaft to the output shaft via at least one of the first input clutch and the second input clutch during a gear shift. 4. When shifting from a transmission gear train in a transmission state in the low speed side shift gear train group to a speed change gear train in the low speed stage shift gear train group as a shift target, the middle speed shift The switching mechanism corresponding to the gear train is switched to the transmission state, and the first input clutch is engaged to transmit the torque from the first input shaft to the output shaft for a predetermined time by the medium speed gear train, and the transmission is performed in the torque transmission state. The transmission corresponding to the gear shift gear train of the above-mentioned gear shift target is released at a predetermined rotation speed while releasing the transmission of the switching mechanism corresponding to the gear shift gear train in the state and continuously transmitting the torque from the first input shaft to the output shaft. When switching the mechanism to the transmission state and shifting from the transmission gear train in the transmission state in the low speed side shift gear train to the medium speed shift gear train as the shift target, the medium speed shift gear train of the shift target Corresponding to The mechanism is switched to the transmission state, and the first input clutch is engaged to transmit the torque from the first input shaft to the output shaft for a predetermined time by the medium speed gear train, and in the torque transmission state, the second input clutch is disengaged. When the transmission of the switching mechanism corresponding to the transmission gear train in the transmission state is canceled and the transmission is performed from the middle-speed transmission gear train in the transmission state to the transmission gear train in the high-speed transmission gear train group that is the target of the transmission. Switches the switching mechanism corresponding to the gear shift gear train of the gear shift target to the transmission state, and by engaging the second input clutch, torque is transmitted from the second input shaft to the output shaft for a predetermined time by the gear shift gear train of the gear shift target, In the torque transmission state, the first input clutch is disengaged, and the transmission of the switching mechanism corresponding to the transmission state medium speed shift gear train is cancelled. When shifting from the transmission gear train in the transmission state to the transmission gear train in the high-speed stage transmission gear train that is the shift target, the switching mechanism corresponding to the highest speed stage transmission gear train is switched to the transmission state. First
By engaging the input clutch, torque is transmitted from the first input shaft to the output shaft for a predetermined time by the highest speed gear train, and in the torque transmitting state, the transmission of the switching mechanism corresponding to the gear train in the transmission state is released, Then, the torque is transmitted from the first input shaft to the output shaft, and the transmission mechanism is switched to the transmission gear train of the above-mentioned shift target at the predetermined rotation speed so that the transmission gear is in the high speed stage side transmission gear train group. When shifting from the shift gear train of No. 2 to the highest speed shift gear train as the shift target, the switching mechanism corresponding to the shift gear train at the highest speed side of the shift target is switched to the transmission state, and the first input clutch is engaged. The high-speed transmission gear train transmits torque from the first input shaft to the output shaft for a predetermined period of time, disengages the second input clutch in the torque transmission state, and corresponds to the transmission gear train in the transmission state. The automatic transmission for a vehicle according to claim 3, wherein the transmission of the switching mechanism is released. 5. The speed change gear trains of the low speed side speed change gear train group are a first speed change gear train and a second speed change gear train, and the middle speed change gear train is a third speed change gear train. A speed change gear train, wherein the speed change gear trains of the high speed side speed change gear train group are a fourth speed shift gear train and a fifth speed shift gear train, and the highest speed shift gear train is a sixth speed gear train. 5. The vehicle automatic transmission according to claim 3, wherein the automatic transmission is a variable speed gear train.