JP2003336736A - Automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission which reduces speed change shock, achieving high quality, and restricting size increase and weight increase to achieve excellent on-vehicle mountability. <P>SOLUTION: An input shaft 11, a first output shaft 12, and a second output shaft 13 are disposed in parallel. Drive gears 23 and 26 provided on the input shaft 11 and follower gears 33 and 36 provided on the first output shaft form speed change gear trains for third and sixth speeds. An input clutch 51 to transmit torque from the input shaft 11 to the drive gears 23 and 26, and an output clutch 55 to transmit torque from the second output shaft 13 to the first output shaft 12 are provided. Drive gears 21, 22, 24 and 25 provided on the input shaft 11 and follower gears 31, 32, 34 and 35 provided on the second output shaft 13 form a plurality of speed change gear trains. Change-over mechanisms 41, 42 and 43 are provided to change over 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 gear shifting operation is performed.

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 at the time of gear shifting and transmitting the power from the gear train of the fifth speed gear, that is, the occurrence of so-called gear shift torque interruption. To prevent.

According to Japanese Unexamined Patent Publication No. 2000-65199, when the gear shift gear train for the fifth speed is engaged at the time of gear shifting, the shift torque generated at each gear shifting can be prevented from being cut off.

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 shift stages is increased in this way, the difference in the gear ratio between the first gear, which is the lowest gear train, and the sixth gear, which is the highest gear train, is large, which further reduces gear shock and gear quality. Will be invited.

As a countermeasure against this, two bypasses are provided: a bypass clutch provided in the third speed transmission gear train, which is an intermediate speed transmission gear train, and a bypass clutch provided in the sixth speed transmission gear train, which is a high speed stage. A type having a clutch has 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 side. By operating different bypass clutches at the time of upshift, the difference between the torque transmitted by the shift gear train and the torque transmitted via the bypass clutch at each shift can be reduced.

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; an input shaft for transmitting torque from an engine; and a first output shaft arranged parallel to the input shaft for transmitting torque to driving wheels. A second output shaft arranged in parallel with the input shaft and the first output shaft; a drive gear rotatably provided on the input shaft; and a driven gear provided on the first output shaft and meshing with the drive gear. A transmission gear train formed by the input shaft, an input clutch for transmitting the torque of the input shaft to the transmission gear train, an output clutch for transmitting the torque of the second output shaft to the first output shaft, and an input clutch for the input shaft. The plurality of drive gears provided and (2) a transmission gear train group consisting of a plurality of transmission gear trains formed by a plurality of driven gears provided on the two output shafts and meshing with the drive gear, and among the plurality of transmission gear trains, the input shaft to the first output shaft Or a switching mechanism arranged corresponding to each transmission gear train for switching the transmission gear train that transmits torque to the second output shaft, and by engaging the input clutch and transmitting the switching mechanism, the first output from the input shaft Torque is transmitted to the shaft, the torque is transmitted from the input shaft to the first output shaft via the second output shaft by the engagement of the output clutch and the transmission of the switching mechanism, and at the time of shifting, at least one of the input clutch and the output clutch is used. Torque is transmitted to the first output shaft.

According to the first aspect of the present invention, the drive gear provided on the input shaft and the driven gear provided on the first output shaft form a transmission gear train for transmitting torque through the input clutch, and the second output is provided. An output clutch for transmitting the torque of the shaft to the first output shaft is provided, and a shift gear train group composed of a plurality of shift gear trains is formed by a plurality of drive gears provided on the input shaft and a driven gear provided on the second output shaft. When the transmission gear train that is formed and transmits the torque by the switching mechanism is switched, the first clutch is provided via at least one of the input clutch and the output clutch.
By transmitting the torque to the output shaft, it is possible to suppress the occurrence of a drop in the transmission torque at the time of gear shifting and obtain excellent gear shifting quality.

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 input shaft and the first output shaft is switched to the transmission state, and the input clutch is engaged to shift the gear between the input shaft and the first output shaft. First from the input shaft by the gear train
Torque is transmitted 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, the torque is continuously transmitted from the input shaft to the output shaft, and the predetermined rotation speed is reached. The switching mechanism corresponding to the shift gear train of the shift target is switched to the transmission state, and the input shaft and the first output shaft, which are the shift targets from the transmission gear train in the transmission state arranged in the shift gear train group, are switched. When shifting to a shift gear train arranged between them, the shift mechanism corresponding to the shift gear train of the shift target is switched to the transmission state, and the input clutch is engaged to shift the gear between the input shaft and the first output shaft. The target transmission gear transmits torque from the input shaft to the first output shaft for a predetermined time, and the output clutch is disengaged in the torque transmission state, and the switching mechanism corresponding to the transmission gear train in the transmission state is released. input And a first output shaft, the transmission gear train in the transmission state is shifted to the transmission gear train in the transmission gear train group, which is a shift target, when switching is performed corresponding to the transmission gear train of the shift target. The mechanism is switched to the transmission state, and by engaging the output clutch, the first gear from the input shaft is shifted from the input shaft by the gear train of the gear shift target between the input shaft and the output shaft.
It is characterized in that torque is transmitted to the output shaft for a predetermined time, the 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.

According to a second aspect of the present invention, the automatic transmission according to the first aspect of the present invention is more concretely configured. When the transmission gear train in the transmission gear train group is shifted, the first transmission is performed via the input clutch.
By transmitting the torque to the output shaft, the occurrence of a drop in the transmitted torque is suppressed. On the other hand, when shifting from the shift gear train of the shift gear train group to the shift gear train on the side of the first output shaft, the output mechanism is switched with the switching mechanism corresponding to the shift gear train of the shift target switched to the transmission state and the input clutch is engaged. A drop in the transmission torque can be suppressed by releasing the switching mechanism corresponding to the clutch engagement and the transmission gear train in the transmission state. Further, when shifting from the speed change gear train on the side of the first output shaft to the speed change gear train in the speed change gear train group, the input is performed with the output clutch being engaged by switching to the transmission mechanism transmission state corresponding to the gear change target gear train. The drop of the transmission torque is suppressed by releasing the engagement of the clutch and releasing the switching mechanism corresponding to the transmission gear train in the transmission state.

According to another aspect of the invention, there is provided an automatic transmission for a vehicle including an input shaft having a plurality of drive gears, and an output shaft having a plurality of driven gears respectively meshing with the drive gears. An automatic transmission for a vehicle, comprising an input shaft for transmitting torque from an engine, a first output shaft arranged in parallel to the input shaft for transmitting torque to driving wheels, the input shaft and the first shaft.
A second output shaft arranged in parallel with the output shaft; a pair of drive gears rotatably provided on the input shaft; and a pair of driven gears provided on the first output shaft and meshing with the respective drive gears. A medium speed shift gear train and a highest speed shift gear train having different speed ratios, and an input clutch for transmitting the torque of the input shaft to the medium speed shift gear train and the highest speed shift gear train. An output clutch for transmitting the torque of the second output shaft to the first output shaft, a plurality of drive gears provided on the input shaft, and a plurality of driven gears provided on the second output shaft and meshing with the drive gears. And a plurality of drive gears provided on the input shaft, the low-speed gearbox group including a plurality of gearwheels formed by gears and having a gear ratio larger than that of the medium-speed gearbox. Provided on the second output shaft And a plurality of driven gears that mesh with the drive gear and have a gear ratio smaller than the gear ratio of the medium speed gear train and greater than the gear ratio of the highest gear gear train. The high speed stage speed change gear train group and the speed change gear trains that switch the speed change gear train that transmits torque from the input shaft to the first output shaft or the second output shaft among the plurality of speed change gear trains. And a transmission mechanism for transmitting the torque from the input shaft to the first output shaft via the medium speed gear train or the highest speed gear train by the engagement of the input clutch and the transmission of the switching mechanism. By the transmission of the switching mechanism, torque is transmitted from the input shaft to the first output shaft through the speed change gear train of the low speed side speed change gear train group or the high speed side speed change gear train group and the second output shaft, and the above-mentioned input is performed during the speed change. Characterized by torque transmitted to the first output shaft from the input shaft via at least one of the latch and the output clutch.

According to the third aspect of the present invention, the medium speed gear train and the highest speed gear train in which the torque is transmitted through the input clutch by the driving gear provided on the input shaft and the driven gear provided on the first output shaft. A shift gear train is formed, an output clutch for transmitting torque of the second output shaft to the first output shaft is provided, and a plurality of drive gears provided for the input shaft and a driven gear provided for the second output shaft are provided. When forming a low-speed gear group and a high-speed gear group consisting of a gear train, and changing the gear train transmitting torque by the switching mechanism,
By transmitting the torque from the input clutch to the first output shaft through the medium speed gear train or the highest gear train, the drop in the transmission torque is effectively suppressed, and excellent gear quality is obtained.

Further, at the time of neutral, since the torque transmission to the first output shaft can be blocked by releasing the input clutch and the output clutch, it is interposed between the crankshaft of the engine and the input shaft. It is possible to discontinue the starting clutch, and it is not necessary to provide a bypass clutch for each of the medium-speed shift gear train and the highest-speed shift gear train. Since the same input clutch only has to be operated, the transmission can be made compact and lightweight, which improves the mountability on the vehicle body and suppresses the increase in the vehicle body weight to improve fuel efficiency and runnability. Can be expected.

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 low speed stage transmission gear train group in the transmission state. When shifting to the transmission gear train in the train group, the switching mechanism corresponding to the intermediate speed transmission gear train is switched to the transmission state, and the input clutch is engaged to output the first output from the input shaft by the intermediate transmission gear train. The torque is transmitted to the 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, the torque is continuously transmitted from the input shaft to the first output shaft, and The switching mechanism corresponding to the gear shift gear train of the gear shift target is switched to the transmission state at the number of revolutions, and the medium speed gear gear train to be the gear shift target from the gear gear train in the transmission state in the gear group of the low gear side Shift to When the gear shift target gear shift target gear train is switched to the transmission state, the input clutch is engaged to transmit the torque from the input shaft to the first output shaft by the middle gear shift gear train for a predetermined time. In the torque transmission state, the output clutch is disengaged, and the transmission of the switching mechanism corresponding to the transmission gear train in the transmission state is released, so that the high speed stage to be changed from the middle speed stage transmission gear train in the transmission state. When shifting to a shift gear train in the side shift gear train group, the switching mechanism corresponding to the shift gear train of the shift target is switched to the transmission state, and the output clutch is engaged to change the input shaft by the shift gear train of the shift target. To the first output shaft for a predetermined period of time, disengage the input clutch in the torque transmission state, and transmit the transmission of the switching mechanism corresponding to the medium speed shift gear train in the transmission state. However, when shifting from the transmission gear train in the transmission state in the high-speed gearbox group to the gearbox in the high-speed gearbox group, which is the shift target, The switching mechanism corresponding to the train is switched to the transmission state, and by engaging the input clutch, torque is transmitted from the input shaft to the first output shaft for a predetermined time by the highest speed gear train, and in the torque transmission state, the transmission gear is in the above transmission condition. The transmission of the switching mechanism corresponding to the train is released, the torque is continuously transmitted from the input shaft to the first output shaft, and the transmission mechanism is switched to the transmission gear train of the above-mentioned shift target at the predetermined rotation speed. When shifting from the transmission gear train in the transmission state in the high-speed gearbox group to the highest gearbox, which is the gearshift target, the switching mechanism corresponding to the highest gearbox gear, which is the gearshift target, is transmitted. State, and by engaging the input clutch, torque is transmitted from the input shaft to the first output shaft for a predetermined time by the highest speed transmission gear train, and the output clutch is disengaged in the torque transmission state, and the transmission gear in the transmission state described above. It is characterized in that the transmission of the switching mechanism corresponding to the row is released.

A fourth aspect of the present invention is a more specific form of the automatic transmission according to the third aspect, wherein when the transmission gear train in the low-speed transmission gear train group is shifted, the input clutch and the medium-speed transmission are used. Torque is transmitted to the first output shaft via the gear train, while torque is transmitted to the first output shaft via the input clutch and the highest speed gear train when shifting the gears in the high speed gear train. By doing so, the torque fluctuation of the first 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 input clutch to the first output shaft. As a result, a drop in 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 output clutch to the output shaft, and a drop in the transmission torque is suppressed. Further, it is possible to reduce the operating force of the switching mechanism due to the difference in the gear ratio between the transmission gear trains.

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. The medium speed shift 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. A gear train,
The above-mentioned highest speed gear train is a sixth 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.

[0024]

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.

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. The arrow F indicates the front direction of the vehicle body.

This automatic transmission has an input shaft 11 which is connected to a crankshaft 2 of an engine 1 through a torque converter 3 and extends in the vehicle front-rear direction, and a first shaft which is arranged below the input shaft 11 in parallel. It has an output shaft 12 and a hollow shaft-shaped second output shaft 13 rotatably mounted coaxially outside the first output shaft 12 in parallel.

Further, power is transmitted from the rear end of the first output shaft 12 to the center differential device 16 via the transfer gears 14 and 15, and the center differential device 16 transmits the front drive shaft 17 and the rear drive shaft 18.
Distribute to. The power is transmitted from the front drive shaft 17 to the left and right front wheels via the front differential device 19, and is transmitted from the rear drive shaft 18 to the rear wheels from the rear differential device via a propeller shaft (not shown).

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 input shaft 11 is rotatably mounted with drive gears 26 and 23 of sixth speed and third speed from the torque converter 3 side, and drive gears 21 and 22 of first speed and second speed are attached. 4th and 5th speed drive gears 24, which are provided integrally with each other,
25 are rotatably mounted.

On the other hand, the drive gear 26 is attached to the first output shaft 12.
Driven gears 36 and 33, which are in constant mesh with 23 and 23, are rotatably mounted. On the second output shaft 13, driven gears 31 and 32, which constantly mesh with the drive gears 21 and 22, respectively, are rotatably mounted, and driven gears 34 and 35, which mesh with the drive gears 24 and 25, are integrally provided. A forward gear shift gear train is formed by the driving gears and driven gears that mesh with each other, and when a gear shift gear train that transmits torque is selected from among a plurality of gear shift gear trains, the gear shift ratio is gradually changed by the gear shift gear train. The first to sixth speed stages are formed in which the gear ratio becomes smaller.

The first output shaft 12 is either a third speed transmission gear train, which serves as an intermediate speed transmission gear train, or a sixth speed transmission gear, which serves as the highest speed transmission gear train. A first switching mechanism 41 for selectively switching to or is provided. The second output shaft 13 is provided with a second switching mechanism 42 that selectively switches the transmission gear train transmitting torque between the first speed gear train and the second speed transmission gear train in the low speed stage side transmission gear train group. The input shaft 11 is provided with a third switching mechanism 43 for selectively switching the transmission gear train for transmitting torque between the fourth speed gear train and the fifth speed transmission gear train in the high-speed gear train group. ing.

As shown in FIG. 2, the first switching mechanism 41 is arranged between the driven gears 33 and 36 of the third speed and the sixth speed, and is fixed to the first output shaft 12 by a synchro hub 41a. It has a synchronizing sleeve 41b constantly meshed with it, and when the synchronizing sleeve 41b is meshed with a spline 33a formed integrally with the driven gear 33, the driven gear 33 and the first
The output shaft 12 is set to the third speed where they are transmitted to each other, and when the output gear 12 is meshed with the spline 36a integrally formed with the driven gear 36, the driven gear 36 and the first output shaft 12 are set to the sixth speed where they are transmitted to each other.

The second switching mechanism 42 is arranged between the driven gears 31 and 32 of the first speed and the second speed and is fixed to the second output shaft 13, and the synchronizing sleeve 42a constantly meshed with the synchronizing hub 42a. 42b and a synchronizing sleeve 4
2b and a spline 31a integrally formed with the driven gear 31
Is set to the first speed at which the driven gear 31 and the second output shaft 13 are transmitted to each other, and the driven gear 32 is engaged with the spline 32a formed integrally with the driven gear 32.
And the second output shaft 13 are set to the second speed in which they are transmitted to each other.

The third switching mechanism 43 is disposed between the drive gears 24 and 25 for the fourth and fifth speeds and fixed to the input shaft 11, and a synchro sleeve 43b which is constantly meshed with the synchro hub 43a. With a synchronizing sleeve 43b
Is engaged with a spline 24a integrally formed with the drive gear 24, the drive gear 24 and the input shaft 11 are set to the fourth speed, which is transmitted to each other, and with a spline 25a integrally formed with the drive gear 25, the drive gear 25 And the input shaft 11 are set to the fifth speed where they are transmitted to each other.

A reverse drive gear 27 is fixed to the input shaft 11, and a reverse driven gear 37 is rotatably mounted on the second output shaft 13. The drive gear 27 and the driven gear 37 are idlers (not shown). The gears are always in mesh with each other via an idler gear provided on the shaft. A fourth switching mechanism 44 is provided for selectively operating the transmission gear train to the reverse gear. The fourth switching mechanism 44 is arranged in the vicinity of the driven gear 37 at the reverse stage and is fixed to the second output shaft 13, and a synchronizing sleeve 44 which is constantly meshed with the synchronizing hub 44a.
b, and the synchro sleeve 44b is engaged with the spline 37a formed integrally with the driven gear 37, the backward stage is set. The switching mechanisms 41 and 4 described above
2, 43 and 44 have a synchromesh mechanism.

From the input shaft 11 to the first shaft 11 via the third speed drive gear 23 or the sixth speed drive gear 26.
A first input clutch 51 for transmitting torque to the output shaft 12 is provided, and between the first output shaft 12 and the rear end of the second output shaft 13, from the second output shaft 13 to the first output shaft 12. An output clutch 55 for transmitting torque is provided.

The input clutch 51 has a clutch drum 52 fixed to the input shaft 11 and a clutch hub 53 fixed to the third speed drive gear 23 and the sixth speed drive gear 26. A plurality of clutch discs 54a,
54b is incorporated, and hydraulic oil is supplied to the hydraulic chamber 54c to perform half-clutch engagement or complete engagement.
In addition, it is formed by a hydraulic multi-plate clutch whose engagement is released by draining the hydraulic oil in the hydraulic chamber 54c. When the input clutch 51 is engaged, the input shaft 11
Is connected to the drive gears 23 and 26 of the third and sixth speeds, and when the engagement is released, the connection with the drive gears 23 and 26 is released.

The output clutch 55 has a clutch drum 56 fixed to the first output shaft 12 and a clutch hub 57 fixed to the end portion of the second output shaft 13, and a plurality of clutch discs between them. 58a and 58b are incorporated,
It is formed by a hydraulic multi-disc clutch in which the hydraulic oil is supplied to the hydraulic chamber 58c to be engaged or completely engaged in a half-clutch state, and the hydraulic oil in the hydraulic chamber 58c is drained to release the engagement. When the output clutch 55 is engaged, the second output shaft 13 is connected to the first output shaft 12, and when the engagement is released, the connection between the first output shaft 12 and the second output shaft 13 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 input clutch 51 and the output clutch 5
5, hydraulic chamber 58c, first to fourth switching mechanisms 41, 4
It has first to fourth switching mechanism actuators 63, 64, 65, 66 for actuating 2, 43, 44.

The hydraulic oil for driving each actuator is supplied by an oil pump 68 driven by the engine 1. That is, the hydraulic chamber 54c of the input clutch 51 is connected to the hydraulic chamber 58c of the output clutch 55 via the control valve V1.
Via the control valve V2, the first switching mechanism actuator 63, the second switching mechanism actuator 64, the third switching mechanism actuator 65, and the fourth switching mechanism actuator 66.
Is supplied with hydraulic oil via control valves V3, V4, V5, and V6, respectively.

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 to input clutch 51, output clutch 55, and first to fourth switching mechanisms 41, 42, 4
The operation control of 3, 44 is performed.

Next, the operation of the automatic transmission thus constructed will be described. First, the upshift will be described. At the time of neutral, both the input clutch 51 and the output clutch 55 are in the released state, and each switching mechanism 4
1, 42, 43, 44 sync sleeves 41b, 4
2b, 43b, 44b are maintained in the neutral position. Therefore, although the input shaft 11 is rotationally driven by the engine 1 via the torque converter 3, it is not transmitted to the first output shaft 12 and the second 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. A state in which torque can be transmitted from the input shaft 11 to the second output shaft 13 via the first speed gear train is set, and in this state, the output clutch 55
Conclude By engaging the output clutch 55, the first speed is set and the torque transmission path indicated by the thick line in FIG. 4 is formed. Therefore, the speed is reduced from the input shaft 11 according to the gear specifications of the first-speed driving gear 21 and the driven gear 31, and is transmitted from the second switching mechanism 42 to the second output shaft 13, and is passed through the engaged output clutch 55 to the first output clutch 55. Torque is transmitted from the output shaft 11 to the center differential device 16 via the transfer gears 14 and 15.

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
It is performed by moving from the speed position to the neutral position to the second speed position where the synchro hub 42a and the spline 32a formed in the second speed driven gear 32 mesh with each other.

When this upshift is carried out, from the state where torque is being transmitted through the first speed gear train formed by the drive gear 21 and the driven gear 31,
First, the synchro sleeve 41b of the first switching mechanism 41 is moved from the neutral position to the synchro hub 41a and the driven gear 33 of the third speed.
The hydraulic oil 54c for a predetermined time so as to gradually increase the transmission torque capacity of the input clutch 51 in order to move it to the position of the third speed that meshes with the spline 33a formed in Supply. As a result, a torque transmission path is formed from the input shaft 11 to the first output shaft 12 via the input clutch 51, the third speed gear train, and the first output shaft 12, and the first output shaft 12 has a third torque transmission path.
Torque is transmitted from the input shaft 11 via two systems of a high speed transmission gear train and a first speed transmission gear train.

Here, the first speed driven gear 31 and the third speed driven gear 33 are provided on the first output shaft 12 and the second output shaft 13 which are integrally fastened via the output clutch 55. However, the speed ratio of the third speed transmission gear train is set smaller than the speed ratio of the first speed transmission gear train, and the third speed driven gear 33 is set to the first speed driven gear 31. Therefore, when the input clutch 51 is engaged, the torque corresponding to the engaged state is transmitted to the first output shaft 12 by the third speed gear train and the first output shaft 1 is engaged.
2 is transmitted to the center differential device 16 via the transfer gears 14 and 15.

Next, 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 causes the input clutch 51 to gradually increase the transmission torque capacity of the input clutch 51.
And the torque transmitted from the third speed gear train to the first output shaft 12 becomes equal to the engine torque, the synchro sleeve 42b of the second switching mechanism 42 transmits the torque from the spline 31a of the driven gear 31. The torque applied to the synchro sleeve 42b is reduced, and the torque applied to the synchro sleeve 42b is reduced, so that the synchro sleeve 42b can be easily moved with a relatively small operating force. In this state, the transmission torque of the input clutch 51 is increased by a predetermined amount to transmit the torque from the input shaft 11 to the first output shaft 12 via the third speed gear train including the drive gear 23 and the driven gear 33, and not shown. The electronically controlled throttle is controlled to be closed to reduce the engine speed, that is, the speed of the input shaft 1.

At the time when the rotation speed of the engine 1 is reduced to the rotation speed corresponding to the second speed, the gearshift gear train to be the gearshift target is formed from the neutral position where the synchro sleeve 42b is meshed only with the synchro hub 42a. Second
The second meshing with the spline 32a of the high speed driven gear 32
After being moved to the high speed position, torque is transmitted from the input shaft 11 to the first output shaft 12 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 input clutch 51 is drained to remove the input clutch 51 from the hydraulic oil. Cancel the fastening. Further, the synchronizing sleeve 41b of the first switching mechanism 41 is moved from the position of the third speed to the synchronizing hub 41a.
When the vehicle is moved to the neutral position in which only the gear is engaged, the upshift to the second speed, which is the gear shift target, is completed, and the torque transmission path indicated by the thick line in FIG. 5 is formed. Torque is transmitted through the second speed gear train.

In this way, 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 first output shaft 12 are made transmittable, and the input clutch 5
1 is engaged in a half-clutch state and is transmitted for a predetermined time by the third speed gear train, and the synchro sleeve 42a of the second switching mechanism 42 is moved from the spline 31a under transmission by the third speed gear train. That is, the transmission is disengaged and the engine control is simultaneously performed, and when the engine speed is reduced to the speed corresponding to the second speed, the second speed synchro sleeve 42b is brought into mesh with the spline 32a. The upshift is smoothly performed without applying an excessive load to 42b. Moreover, when the synchronizing sleeve 42b is in the neutral position, torque is transmitted to the first output shaft 12 via the input clutch 51 and the third speed gear train, so that the transmission torque at the time of upshift falls, so-called torque. The occurrence of breaks can be reduced and the occurrence of 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 moved from the neutral position to the synchro hub 41a and the third speed in accordance with a preset program based on the running state. Driven gear 3
While moving to the position of the third speed that meshes with the spline 33a formed in 3, and engaging the input clutch 51,
The synchro sleeve 42b of the second switching mechanism 42 is moved from the second speed position where it engages with the spline 32a to the neutral position.

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

Here, the second speed driven gear 32 and the third speed driven gear 33 are connected via the output clutch 55 and the first output shaft 12 and the second output shaft 13 which are integrally connected. However, 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 the third speed driven gear 33 is set to the second speed driven gear 32. Therefore, when the input clutch 51 is engaged, a torque corresponding to the engaged state is transmitted to the first output shaft 12 via the third speed gear train.

When the transmission torque of the input clutch 51 becomes equal to the engine torque, the output clutch 55
When the hydraulic pressure supplied to the hydraulic chamber 58c is drained, the output clutch 55 is released, and the load from the spline 32a acting on the synchro sleeve 42b of the second switching mechanism 42 is extremely reduced or no load is applied. The vehicle moves from the second speed position to the neutral position where only the synchronizing hub 42a is engaged. Then, when the input clutch 51 is completely engaged, the upshift to the third speed, which is the shift target, is completed, and the torque transmission path indicated by the thick line in FIG. 6 is formed.
Is transmitted to the first output shaft 12 through the third speed gear train.

Thus, during the upshift from the second speed to the third speed, the input clutch 51 is engaged in the half-clutch state, and the output clutch is output when the transmission torque capacity of the input clutch 51 becomes equal to the engine torque. By performing the engagement release operation of 55 and moving the synchronizing sleeve 42b from the second speed position to the neutral position, the upshift is smoothly performed without applying an excessive load to the synchronizing sleeve 42b. Moreover, the first switching mechanism 41
The synchro sleeve 41b of the second switching mechanism 42 is moved to the neutral position in a state in which the synchro sleeve 41b of the second switching mechanism 42 is moved from the neutral position to the position of the third speed where the synchro hub 41a and the spline 33a are engaged with each other and the input clutch 51 is engaged. Therefore, 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, and it is possible to suppress the occurrence of the shift shock.

The upshift from the third speed to the fourth speed is performed by the third switching mechanism 43 according to a preset program.
Of the synchro sleeve 43b is moved from the neutral position to the position of the fourth speed where the synchro hub 43a and the spline 24a formed on the drive gear 24 of the fourth speed are engaged, the output clutch 55 is engaged, and the first switching mechanism 41 is operated. The synchronizing sleeve 41b is moved from the third speed position to the neutral position.

When this upshift is performed, torque is being transmitted to the first output shaft 12 via the third speed gear train of the drive gear 23 and the driven gear 33,
First, the synchronizing sleeve 43b of the third switching mechanism 43 is moved from the neutral position to the fourth speed position where it engages with the spline 24a formed on the fourth speed drive gear 24, and the output clutch 55 is operated to operate. Hydraulic oil is supplied to the hydraulic chamber 58c so that the transmission torque capacity of the clutch 55 is gradually increased. As a result, torque is transmitted from the input shaft 11 to the first output shaft 12 from two systems, that is, a torque transmission path formed via the third-speed transmission gear train and a fourth-speed transmission gear train. .

Here, due to the difference in the gear ratio between the third speed gear train and the fourth speed gear train, the driven gear 3 of the third speed gear is used.
Since the fourth gear driven gear 34 is given a faster rotational force than the third gear, when the output clutch 55 is engaged, a torque corresponding to the engagement state is generated by the fourth gear gear train by the first output shaft 12 Be transmitted to.

When the transmission torque of the output force clutch 55 becomes equal to the engine torque, the input clutch 5
The hydraulic oil supplied to the first hydraulic chamber 54c is drained to release the input clutch 51 and the load is reduced.
The synchronizing sleeve 41b of the switching mechanism 41 is moved from the third speed position to the neutral position. Then, when the output clutch 55 is completely engaged, the upshift to the fourth gear, which is the gear shift target, is completed, the torque transmission path indicated by the thick line in FIG. 7 is formed, and the input shaft 11 to the fourth gear gear train Output shaft 1
3, torque is transmitted to the center differential device 16 via the output clutch 55 and the first output shaft 11.

As described above, during the upshift from the third speed to the fourth speed, the output clutch 55 is engaged in the half-clutch state, and when the transmission torque of the output clutch 55 becomes equal to the engine torque, the input clutch is reached. Since the fastening release operation of 51 is performed and the synchronizing sleeve 41b is moved to the neutral position, the upshift is smoothly performed without applying an excessive load to the synchronizing sleeve 41b. Moreover, the synchro sleeve 43b of the third switching mechanism 43 is moved from the neutral position to the fourth speed position and the output clutch 55 is engaged, and the synchro sleeve 41b of the first switching mechanism 41 is moved to the third speed position. By moving from to the neutral position, it is possible to reduce the occurrence of a drop in the transmission torque at the time of upshifting from the third speed to the fourth speed.

In the upshift from the fourth speed to the fifth speed, the synchro sleeve 43b of the third switching mechanism 43 is moved from the fourth speed position to the neutral position in accordance with a preset program based on the running state. It moves to the position of the fifth speed that meshes with the spline 25a formed on the drive gear 25 of the fifth speed.

When this upshift is performed, first, the first switching mechanism 4 is operated while the torque is transmitted from the drive gear 24 through the fourth speed gear train of the driven gear 34.
The 1st synchronizing sleeve 41b is moved from the neutral position to the 6th speed position where it meshes with the spline 36a formed on the 6th speed driven gear 36, and the input clutch 51 is operated in the hydraulic chamber 54c for operating the input clutch 51 for a predetermined time. Hydraulic oil is supplied so as to gradually increase the transmission torque capacity of 51.

As a result, from the input shaft 11 to the first output shaft 12 via the input clutch 51 and the sixth speed gear train.
A transmission path for transmitting torque is formed in the transmission gear, and torque is transmitted via two systems of a sixth speed gear train and a fourth speed gear train.

Since the speed change gear trains of the fourth speed driven gear 34 and the sixth speed driven gear 36 are different from each other, the sixth speed is different from the fourth speed driven gear 34. Since a high rotational force is applied by the driven gear 36, when the input clutch 51 is engaged, the torque corresponding to the engaged state is transmitted from the sixth speed gear train to the first output shaft 12.

Next, when the transmission torque of the input clutch 51 becomes equal to the engine torque, the spline 24
The synchro sleeve 43b of the third switching mechanism 43 in which the load from a is reduced is moved to the neutral position in which only the synchro hub 43a is engaged. In this state, torque is transmitted to the first output shaft 12 from the sixth speed gear train including the drive gear 26 and the driven gear 36. And the input clutch 5
The transmission torque of 1 is increased by a predetermined amount and the engine speed is reduced.

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 mesh with each other. The input shaft 11 is provided through the two systems of the fifth speed gear train and the sixth speed gear train.
From this, torque transmission is performed to the first output shaft 12. Under the condition that torque is transmitted between the fifth speed gear train and the sixth speed gear train, the hydraulic oil supplied to the hydraulic chamber 54c of the input clutch 51 is drained to operate the input clutch 51. When released and the synchro sleeve 41b of the first switching mechanism 41 is moved from the sixth position to the neutral position, the upshift to the fifth speed is completed and the torque transmission path shown by the thick line in FIG. 8 is formed. , From the input shaft 11 to the first
Torque is transmitted to the output shaft 12 via the fifth speed gear train.

In this way, during the upshift from the fourth speed to the fifth speed, the upshift 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, torque is transmitted to the first output shaft 12 via the input clutch 51 and the sixth speed gear train, so that the upshift from the fourth speed to the fifth speed is performed. It is possible to suppress the occurrence of shift shock, which is a decrease in the transmission torque at the time of occurrence, that is, the occurrence of so-called torque shortage.

At the time of upshifting from the fifth speed to the sixth speed, the synchro sleeve 41b of the first switching mechanism 41 is moved from the neutral position to the synchro hub 41a and the sixth speed in accordance with a preset program based on the running state. Driven gear 3
The sixth clutch is engaged with the spline 36a formed on the sixth gear to engage the input clutch 51, and the synchro sleeve 43b of the third switching mechanism 43 is moved from the fifth gear position to the neutral position.

When this upshift is performed, torque is being transmitted from the drive gear 25 to the first output shaft 12 via the fifth speed gear train of the driven gear 35,
First, the synchro sleeve 41b of the first switching mechanism 41 is moved from the neutral position to the sixth speed position where it meshes with the spline 36a, and the transmission torque capacity of the input clutch 51 is transferred to the hydraulic chamber 54c for engaging the input clutch 51. Supply hydraulic oil to increase gradually. As a result, torque is transmitted from the input shaft 11 to the first output shaft 12 from the two systems of the fifth speed gear train and the sixth speed gear train. Here, since the sixth gear driven gear 36 is given a faster rotational force with respect to the fifth gear driven gear 35, when the input clutch 51 is engaged, the torque corresponding to the engaged state is changed to the sixth gear. It is transmitted to the first output shaft 12 via the gear train.

When the transmission torque of the input clutch 51 becomes equal to the engine torque, the output clutch 55
The hydraulic pressure supplied to the hydraulic chamber 58c is drained to release the output clutch 55, and the synchronizing sleeve 43b of the third switching mechanism 44 is moved from the fifth speed position to the neutral position. Then, when the 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 sixth speed transmission gear train is formed from the input shaft 11 to the first output shaft 12. Is transmitted through.

In this way, during the upshift from the fifth speed to the sixth speed, the synchronizing sleeve 43b is moved from the fifth speed position to the neutral position while the torque is transmitted by the sixth speed gear train. Enables synchronization sleeve 43b
The upshift is smoothly performed without being applied with an excessive load. Moreover, 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 input clutch 51 is engaged. Since the sleeve 43b is moved to the neutral position,
The torque is always transmitted from the input shaft 11 to the first output shaft 12, and it is possible to reduce the occurrence of a drop in the transmitted torque during the upshift from the fifth speed to the sixth speed.

As described above, at the time of each upshift, the two input clutches, the input clutch 51 and the output clutch 55, and the first, second and third switching mechanisms 41, 42, 4 are provided.
By controlling the operation of the three switching mechanisms of No. 3, the occurrence of a drop in the transmission torque is suppressed, and excellent shift quality can be secured.

Further, the downshift will be described. During normal downshifting 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 input clutch 51 and the output clutch 55 are set to a predetermined value according to a preset program. By engaging or disengaging only for a while and operating the first, second, and third switching mechanisms 41, 42, and 43 as appropriate, shock at the time of downshifting is reduced, and gear shifting time is shortened for sporty running. It will be possible.

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.

In this way, when the upshift is performed by jumping from the first speed to the third speed, the first output from the input shaft 11 via the first speed transmission gear train of the drive gear 21 and the driven gear 31. While torque is being transmitted to the shaft 12, first, the synchro sleeve 41b of the first switching mechanism 41 is moved from the neutral position to the third speed position where it meshes with the spline 33a, and the hydraulic chamber 54c of the input clutch 51 is moved. Then, the hydraulic oil is supplied so as to gradually increase the transmission torque capacity of the input clutch 51 for a predetermined time. As a result, torque is transmitted from the two systems from the input shaft 11 to the first output shaft 12 via the first speed gear train and the third speed gear train. Here, since a faster rotational force is applied to the first speed driven gear 31 by the third speed driven gear 33 due to the difference in the gear ratio of the speed change gear train, the torque according to the engagement state of the input clutch 51 is applied. Is connected to the first output shaft 12 via the third speed gear train.
Be transmitted to.

When the transmission torque of the input clutch 51 becomes equal to the engine torque, the output clutch 55
Is released, and the synchronizing sleeve 42b of the second switching mechanism 42 is moved from the first speed position to the neutral position. When the input clutch 51 is completely engaged, the upshift to the third speed is completed, and the input shaft 11 is transmitted to the first output shaft 12 through 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 under the torque transmission 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. Moreover, the first
With the input clutch 51 engaged, the synchro sleeve 41b of the second switching mechanism 42 is moved from the neutral position to the position of the third speed and the synchro sleeve 42b of the second switching mechanism 42 of FIG.
Since the vehicle is moved to the neutral position, the drop in torque is suppressed, the shift shock is reduced, 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, the first
With the torque transmitted through the high speed gear train,
First, the synchronizing sleeve 41b of the first switching mechanism 41 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 input clutch 51 is connected to the hydraulic chamber 54c. The hydraulic oil is supplied so as to gradually increase the transmission torque capacity of 51, and the fastening operation is performed. As a result, the first output shaft 12 has a sixth
The torque is transmitted from the high speed transmission gear train and the two systems from the first speed transmission gear train. Here, since the transmission gear trains have different transmission ratios, the driven gear 3 of the first speed is used.
Since a fast rotational force is applied to the first gear by the sixth speed driven gear 36, when the input clutch 51 is engaged, torque corresponding to the engaged state is transmitted to the second output shaft 13 by the sixth speed gear train. To be done.

Then, when the transmission torque of the input clutch 51 becomes equal to the engine torque, the synchronizing sleeve 42b is moved to the neutral position. And the input clutch 5
The transmission torque of 1 is increased by a predetermined amount, and the engine speed is reduced to synchronize. Then, when the engine speed decreases to a speed equivalent to the fourth speed, the synchro sleeve 43b of the third switching mechanism 43 is moved from the neutral position to the synchro hub 4.
When it is moved to the position of the fourth speed where 3a and the spline 24a are meshed with each other, torque is transmitted through the two systems of the fourth speed gear train and the sixth speed gear train. Under the condition that torque is transmitted between the sixth speed gear train and the fourth speed gear train, the hydraulic oil supplied to the hydraulic chamber 54c of the input clutch 51 is drained to input the input clutch 5
When 1 is released and the synchronizing sleeve 41b of the first switching mechanism 41 is moved from the first speed position to the neutral position, the upshift to the fourth speed is completed.

In this way, during the upshift from the 1st speed to the 4th speed, the synchro sleeve 42b is moved to the neutral position with the load reduced and the synchro sleeve 43b is moved.
Engages with the spline 24a, so that the gear shifting operation is smoothly performed without applying an excessive load to the synchronizing sleeve 42b and the synchronizing sleeve 43b.
Moreover, when the synchronizing sleeve 42b is in the neutral position, power is transmitted to the first output shaft 12 via the input clutch 51 and the sixth speed gear train, so that the first to fourth speeds are changed.
It is possible to reduce a drop in driving force during upshifting to a high speed and suppress a 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 described. 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 the output clutch 55 is gradually engaged while moving to the position of the fourth speed meshing with the spline 24a provided on the drive gear 24, and the input clutch is opened when the transmission torque of the output clutch 55 becomes equal to the engine torque. The synchro sleeve 4 of the first switching mechanism 41 is gradually released.
By moving 1b to the neutral position
Can downshift quickly.

Therefore, according to the vehicular automatic transmission of the present embodiment configured as described above, when the speed-changing gear trains in the first-speed and second-speed low-speed gear-shift gear trains are changed, While transmitting torque to the first output shaft 12 via the clutch 51 and the third speed gear train, when shifting the fourth and fifth speed gear trains in the high-speed gear train, the input clutch is used. By transmitting torque to the first output shaft 12 via the 51st and 6th speed gear trains, gear shock can be suppressed.

When upshifting from the first speed or the second speed to the third speed, the torque is transmitted to the first output shaft 12 via the input clutch 51 and the speed change gear train of the third speed, and the transmission torque is transmitted. The drop is suppressed, and even when the fourth speed or the fifth speed is upshifted to the sixth speed, the torque is transmitted from the sixth speed gear train to the first output shaft 12, and the drop in the transfer torque is suppressed. Excellent shift quality can be secured.

Further, the input clutch 51 is in neutral.
By releasing the engagement of both the output clutch 55 and the output clutch 55, the torque transmission from the input shaft 11 to the first output shaft 12 can be effectively blocked, and the start-up conventionally arranged between the engine and the input shaft can be performed. It is possible to discontinue the clutch, and it is not necessary to provide a bypass clutch for each of the intermediate speed ratio gear train and the minimum gear ratio gear train. Since the same input clutch 51 may be used during the upshift on the gear side, the transmission can be made compact and lightweight, and the elimination of the starting clutch can simplify the structure and improve the productivity. At the same time, an increase in the size and weight of the transmission is suppressed. In particular, by arranging the output clutch 55 coaxially with the first output shaft 12 arranged below, it is possible to effectively suppress the longitudinal length of the upper portion of the automatic transmission, which affects the floor of the vehicle body. It can be mounted on the vehicle body without being damaged or in a state where the influence is extremely suppressed, and the vehicle body mountability is significantly improved.

The present invention is not limited to the above-described embodiment, but various modifications can be made without departing from the spirit of the invention. For example, the input shaft 13 is provided with a drive gear for the sixth speed, and the second output shaft 13 is provided with a driven gear that meshes with the drive gear to form a gear train for the sixth speed, thereby forming an automatic transmission with seven speeds. You can also In this case, the sixth speed gear train on the input clutch 51 side becomes the seventh speed gear train. Similarly, it can be applied to other multi-stage transmissions.

[0086]

According to the vehicular automatic transmission of the present invention described above, the input shaft to which torque is transmitted from the engine, the first
The output shaft and the second output shaft are arranged in parallel to each other, and a drive gear train provided on the input shaft and a driven gear provided on the first output shaft form a transmission gear train to which torque is transmitted via an input clutch. An output clutch for transmitting the torque of the two output shafts to the first output shaft is provided, and a transmission gear train including a plurality of transmission gear trains by a plurality of drive gears provided on the input shaft and a driven gear provided on the second output shaft. When the transmission gear train forming the group and transmitting the torque by the switching mechanism is switched, the torque is transmitted to the first output shaft via at least one of the input clutch and the output clutch, so that the occurrence of the drop in the transmission torque is suppressed. Excellent shift quality is obtained.

Further, the torque transmission to the output shaft can be effectively blocked by releasing the engagement of the input clutch and the output clutch at the time of neutral, and it is interposed between the crankshaft of the engine and the input shaft. The starting clutch can be eliminated, and the same bypass clutch can be provided in the transmission gear train with the intermediate transmission ratio and the transmission gear train with the minimum transmission ratio, which simplifies the configuration and improves productivity. In addition, the size of the transmission is prevented from increasing and the weight of the transmission is suppressed from increasing, so that the vehicle mountability is improved.

In particular, the first clutch with the output clutch arranged below
By arranging it on the output shaft, the length of the upper part of the automatic transmission in the front-rear direction can be effectively suppressed, and it can be mounted on the vehicle body without being affected by the floor of the vehicle body or with the influence being extremely suppressed. It is possible to significantly improve the vehicle mountability.

[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.

[Explanation of symbols]

1 engine 2 crankshaft 3 Torque converter 11 Input axis 12 First output shaft 13 Second 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 input clutch 55 Output clutch

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F16H 63:10 F16H 63:10 F term (reference) 3J028 EA21 EA25 EB07 EB13 EB37 EB62 EB66 FA06 FB05 FC32 FC42 FC63 GA02 HA13 HA22 HB01 HB02 HB17 HC03 HC08 3J552 MA04 MA12 MA30 NB04 PA02 RA04 RA07 RA11 SA03 SA18 SA26 SB38 SB40 VA02W VA32W VA37W 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; an input shaft for transmitting torque from an engine; and a drive wheel arranged parallel to the input shaft. A first output shaft for transmitting torque to the input shaft, a second output shaft arranged in parallel with the input shaft and the first output shaft, a drive gear rotatably provided on the input shaft, and the first output shaft.
A transmission gear train formed by a driven gear that is provided on the output shaft and meshes with the drive gear, an input clutch that transmits the torque of the input shaft to the transmission gear train, and a torque of the second output shaft From a plurality of transmission gear trains formed by an output clutch transmitting to an output shaft, a plurality of drive gears provided on the input shaft, and a plurality of driven gears provided on the second output shaft and meshing with the drive gears And a switching mechanism arranged corresponding to each transmission gear train that switches the transmission gear train that transmits torque from the input shaft to the first output shaft or the second output shaft among the plurality of transmission gear trains. Torque is transmitted from the input shaft to the first output shaft by the engagement of the input clutch and the transmission of the switching mechanism, and the input shaft is engaged by the engagement of the output clutch and the transmission of the switching mechanism. Torque transmission to the first output shaft via the second output shaft from the first output shaft, and torque transmission to the first output shaft via at least one of the input clutch and the output clutch during gear shifting. . 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 input shaft and the first output shaft. The switching mechanism corresponding to the transmission gear train is switched to the transmission state, and the transmission gear train between the input shaft and the first output shaft transmits the torque from the input shaft to the first output shaft for a predetermined time by engaging the input clutch. 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 input shaft to the output shaft, and at the predetermined rotation speed The corresponding switching mechanism is switched to the transmission state and the transmission gear train in the transmission gear train group is shifted from the transmission gear train in the transmission state to the transmission gear train arranged between the input shaft and the first output shaft, which is the shift target. When changing the The switching mechanism corresponding to the target gear train is switched to the transmission state, and the input clutch is engaged so that the target gear between the input shaft and the first output shaft causes a torque for a predetermined time from the input shaft to the first output shaft. Is disengaged, the output 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 transmission state is arranged between the input shaft and the first output shaft. When shifting from the shift gear train to the shift gear train in the shift gear train group as the shift target, the switching mechanism corresponding to the shift gear train of the shift target is switched to the transmission state and the input clutch is engaged by engaging the output clutch. A torque transmission from the input shaft to the first output shaft for a predetermined time by the transmission gear train of the transmission target between the output shaft and the output shaft, and disengages the input clutch in the torque transmission state, and transmits the transmission. Claim, characterized in that for releasing the switching mechanism corresponding to the shift gear train of state 1
An automatic transmission for a vehicle according to item 1. 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; an input shaft for transmitting torque from an engine; and a drive wheel arranged parallel to the input shaft. A first output shaft for transmitting torque to the input shaft, a second output shaft arranged in parallel with the input shaft and the first output shaft, a pair of drive gears rotatably provided on the input shaft, and the first output shaft. And a medium speed gear train and a highest speed gear train having different gear ratios, which are formed by a pair of driven gears that are respectively engaged with the drive gears, and the torque of the input shaft to the medium speed gears. An input clutch for transmitting to the transmission gear train and the highest speed transmission gear train, an output clutch for transmitting torque of the second output shaft to the first output shaft, a plurality of drive gears provided on the input shaft, and Provided on the second 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 the 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 input shaft. A plurality of drive gears provided and a plurality of driven gears provided on the second output shaft and meshing with the drive gears, the gear ratio being smaller than the gear ratio of the middle-speed gear train and the highest-speed gear. High-speed-stage-side gear train group consisting of a plurality of gear trains having a gear ratio larger than the gear ratio of the train, and torque transmission from the input shaft to the first output shaft or the second output shaft of the plurality of gear trains A transmission mechanism arranged to correspond to each transmission gear train for switching the transmission gear train to be operated, and by engaging the input clutch and transmitting the transmission mechanism, the middle speed gear train or the highest speed gear train. Then, torque is transmitted from the input shaft to the first output shaft, and the transmission of the output clutch and the switching mechanism causes the transmission gear train of the low speed stage side transmission gear train group or the high speed stage side transmission gear train group and the input shaft via the second output shaft. Is transmitted from the input shaft to the first output shaft via at least one of the input clutch and the output clutch during gear shifting. 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 input clutch is engaged to transmit the torque from the input shaft to the first output shaft for a predetermined time by the intermediate speed gear train, and the transmission state is maintained in the torque transmission state. Release the transmission of the switching mechanism corresponding to the speed change gear train and continue from the input shaft to the first
With the torque being transmitted to the output shaft and at a predetermined rotation speed, the changeover mechanism corresponding to the gearshift gear train of the gear shift target is switched to the power transmission state, and the gearshift gear in the power transmission state in the low speed side gear train When shifting from the train to the medium speed shift gear train which is the shift target, the switching mechanism corresponding to the shift target middle gear shift gear train is switched to the transmission state, and the intermediate clutch shift gear train is engaged by engaging the input clutch. Torque is transmitted from the input shaft to the first output shaft for a predetermined period of time, the output clutch is disengaged in the torque transmission state, and the transmission of the switching mechanism corresponding to the transmission gear train in the transmission state is released. When shifting from the medium-speed gear train to the gear train in the high-speed gear train group that is the target of gear shifting, the switching mechanism corresponding to the gear train of the gear target is switched to the transmission state and output. When the clutch is engaged, torque is transmitted from the input shaft to the first output shaft for a predetermined time by the speed change gear train as the shift target, and the input clutch is disengaged in the torque transmitted state, and the medium speed shift gear train in the transmitted state. When the transmission of the switching mechanism corresponding to is released, and when shifting is performed from the transmission gear train in the transmission state in the high speed side transmission gear train group to the transmission gear train in the high speed stage side transmission gear train group as the shift target , The switching mechanism corresponding to the highest speed side speed change gear train is switched to the transmission state, and the torque is transmitted from the input shaft to the first output shaft for a predetermined time by the highest speed side speed change gear train by engaging the input clutch. In this state, the transmission of the switching mechanism corresponding to the transmission gear train in the transmission state is released, the torque is continuously transmitted from the input shaft to the first output shaft, and the transmission speed is changed at a predetermined rotation speed. When the speed change gear train is switched to the transmission state and the speed change gear train in the high speed side speed change gear train group is changed to the highest speed change gear train to be the gear change target, The switching mechanism corresponding to the high-speed gear train is switched to the transmission state, and the input clutch is engaged to transmit the torque from the input shaft to the first output shaft by the highest-speed gear train for a predetermined time and output in the torque transmission state. The automatic transmission for a vehicle according to claim 3, wherein the clutch is disengaged and the transmission of the switching mechanism corresponding to the transmission gear train in the transmission state is released. 5. The speed change gear train of the low speed side speed change gear train is 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. A gear train, wherein the shift gear trains of the high-speed stage shift gear trains 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 shift gear train. It is a gear train, The automatic transmission for vehicles of Claim 3 or 4 characterized by the above-mentioned.