JP2003530521A - Improved power transmission or transmission and clutch and gear assembly therefor - Google Patents

Abstract

(57) [Summary] A power transmission device 64 includes a drive shaft 12 on which at least three drive gears 30 to 40 are mounted, and a driven shaft 28 which is provided around the driven shaft 28. A driven shaft 28 capable of receiving rotational power from the drive shaft 12 by means of the driven gears 14 to 24, and at least one such gear 30 to 30 on the drive shaft 12 or the driven shaft 14. The engagement of the drive shaft 12 or the driven shaft 14 with 40 or 14 to 24 is mediated by the clutch device 66.

Description

Detailed Description of the Invention

FIELD OF THE INVENTION The present invention relates to power transmission devices. In particular, the power transmission of the present invention is intended for use in environments where it is desirable to have minimal gear ratio change indications.

BACKGROUND OF THE INVENTION Known manual power transmission devices typically rely on a synchronizing cone, which induces friction between the drive shaft and a particular gear,
The synchronization of the rotating speeds of the synchronizing cones makes it possible to enable a transition between gear ratios. This approach adds some complexity to the drive train, which in turn leads to cost and maintenance issues. Alternatively, the programmable logic controller, microprocessor, computer or engine management system may increase the engine speed in the up-change and throttle the engine in the down-change with the throttle control while the engine is disconnected from the load by the clutch device. Similar results can be achieved by reducing the number of revolutions. However, interruption of power transfer from the engine to the load is often undesirable, especially during acceleration.

In a conventional automatic power transmission device, the engagement of a specific gear is mediated by a clutch device, whereby the shaft speed and the engine speed can be synchronized. One significant drawback of such an arrangement is that such an arrangement requires constant hydraulic pressure.

In other systems that avoid the need to interrupt power transmission, such as the constant mesh gearboxes described in PCT / AU98 / 00181 (International Publication No. WO98 / 41779), engines that involve switching in gear ratios. Changes in rotational speed can have an undesired effect on the driver's perception of driving smoothness.

One object of the present invention is to significantly overcome the aforementioned problems associated with gear ratio changes associated with the prior art.

[0006] As used herein, unless the context otherwise requires, "comprising" and "comprising" and the like means including the subject matter, but excluding other matter. do not do.

Further, unless the context requires otherwise, the term “starting clutch” as used herein means a clutch that mediates power transfer from the engine to the power transmission.

DISCLOSURE OF THE INVENTION According to the present invention, a drive shaft provided with at least three gears and a corresponding gear that is a driven shaft and is provided around the driven shaft allows At least one such gear wheel provided around the drive shaft or the driven shaft, and the drive shaft or the driven shaft capable of receiving rotational power. A power transmission device is provided in which engagement with the driven shaft is mediated by a clutch device.

Preferably, the drive gear and the driven gear provided on each of the drive shaft and the driven shaft have different diameters. Usually, there are several drive or driven gears of intermediate diameter between the drive or driven gear of maximum diameter and the drive or driven gear of minimum diameter provided on each shaft. It is provided in.

[0010] Preferably, engagement between at least the drive gear having the maximum diameter and the drive shaft or engagement between at least the driven gear having the minimum diameter and the driven shaft is mediated by the clutch device.

In one highly preferred embodiment of the present invention, both the driving or driven gear with the largest diameter and both the driving or driven gear with the smallest diameter, the driving shaft or the driven shaft. Engagement with is mediated by one or more clutch devices.

In one embodiment of the present invention, both the drive gear or the driven gear having the largest diameter, the drive gear or the driven gear having the smallest diameter, and the drive shaft or the driven shaft are included. Are engaged by separate clutch devices.

Preferably, the clutch device or each clutch device includes both the drive gear or the driven gear and the drive shaft or the driven shaft on which the drive gear or the driven gear is provided. It is releasably engageable.

In an alternative embodiment of the invention, both the drive gear or the driven gear with the largest diameter and both the drive gear or the driven gear with the smallest diameter, the drive shaft or the driven shaft. Both engagements with and are mediated by a single clutch device.

Preferably, maximum and minimum diameter drive and driven gears are provided around the clutch pack to form a clutch and gear assembly, the clutch pack being independent of each of the gears. Releasably engageable, thus engaging the clutch housing with one of the gears causes the clutch pack to engage the gear with the drive shaft or the driven shaft. Make it possible to mediate.

In one embodiment of the invention, the clutch pack includes at least one clutch plate rotatably fixed to the shaft but axially slidable along the shaft and a clutch housing. At least one clutch plate is fixed, and the clutch housing is independently rotatable about the drive shaft or the driven shaft.

[0017]   Power transmission to the drive shaft can be mediated by a starting clutch.

Preferably said drive gear or said driven gear is selectively engaged with said drive shaft or said driven shaft, thus engaging a higher gear ratio,
When changing up a gear, one should induce or allow spontaneous disengagement of smaller gear ratios. More preferably, the means used for selectively engaging the drive gear or the driven gear with the drive shaft or the driven shaft changes the gear by engaging a smaller gear ratio. If so, it is intended to induce or allow spontaneous disengagement of a larger gear ratio.

In this way, the gear is selectively engaged with the shaft by, for example, the pawl device described in PCT / AU98 / 00181 (International Publication No. WO98 / 41779), the bidirectional roller type clutch device, or the like. It

In the present invention, in a clutch and a gear assembly including a clutch pack and two gears provided around an axis, the clutch pack is arranged between the gear and the gear, Of the gears and the clutch housing, the clutch pack causes the engagement between the shaft and the gears. There is further provided a clutch and gear assembly that allows the engagement to be intervened.

In one embodiment of the invention, the clutch pack includes at least one clutch plate rotatably fixed to the shaft but axially slidable along the shaft and a clutch housing. And at least one clutch plate that is fixed, the clutch housing being independently rotatable about the axis.

Preferably, a plurality of clutch plates are provided rotatably fixed to the shaft and slidable in the axial direction along the shaft, and the same number of clutch plates are provided in the clutch. It is provided fixed to the housing, and thus the clutch plates fixed to the shaft are interleaved with the clutch plates fixed to the clutch housing.

The means used for the clutch housing to be releasably engaged with any of the gears are described in our earlier PCT / AU97 / 00024 (International Publication No. WO 97/26468) (shaft and selection). Gear device with mechanically locked gear) or PCT / AU98 / 00181 (International Publication No. WO98 / 41779) (preloaded constant mesh gearbox) or Australian provisional application PP5034
(Method and apparatus for controlling engagement and disengagement of gears) or PP5035
Similar to the methods disclosed in (Methods and Devices for Engagement and Disengagement of Gears), the contents of these documents are hereby incorporated by reference.

Alternatively, the means used to releasably engage the clutch housing with any of the gears are used to engage the gears in a standard manual gearbox. A synchronizing cone and dog ring assembly similar to the means described above and controlled by a selector fork mediates engagement of each of the gears with the clutch assembly.

The power transmission device of the present invention is PCT / AU98 / 00181 (International Publication Number WO
98/41779), a continuously meshing gearbox of the type described in US Pat. And conventional power transmissions, including standard synchronous mesh manual power transmissions.

In the present invention, at least three drive gears are provided around the drive shaft, and the gears are constantly in meshing engagement with corresponding driven shafts provided around the driven shaft. Forming a gear pair of at least a low gear ratio, a gear ratio of an intermediate gear ratio and a high gear ratio of a gear ratio that sequentially increases, wherein the drive gear or the driven gear of each gear pair is the drive gear or the driven gear. The drive shaft or the driven shaft that is attached is selectively engageable, and at least the drive gear or the driven gear of the high speed gear pair and the engagement of the drive shaft or the driven shaft are Mediated by a clutch device, when the method changes from the low speed gear pair to the intermediate speed gear pair, from the gear ratio of the low speed gear pair to the gear ratio of the intermediate speed gear pair A step of requesting to change the gear ratio, and a torque derived from the high gear ratio in addition to the torque derived from the engine inertia resulting from the reduction of the engine speed in order to adapt to the intermediate gear ratio. To partially connect the high-speed gear pair by partially applying the clutch device, and also a view of the drive shaft or the driven shaft from the drive shaft or the driven shaft. By disengaging or enabling disengagement of the drive gear or the driven gear, it is possible to disengage the low speed gear pair at the same time or simultaneously disengage the low speed gear pair. Ensuring that there is a gradual decrease from the level of torque supplied by the low speed gear pair to the level of torque supplied by the intermediate speed gear pair. In order to control the degree of application of the clutch device, to ensure that the rotational speed of the driven shaft is synchronized with the intermediate speed gear, and to disengage the clutch device. And a step of connecting the intermediate speed gear pair by connecting at least the drive gear or the driven gear of the drive shaft or the driven shaft from the drive shaft or the driven shaft. A method for control of a power transmission device of the invention is provided.

Preferably, the clutch device is first engaged to a higher degree and then
Allowed to slip in increasing degrees.

The change request can be initiated by the user or the engine / powertrain management system.

Preferably, an increase in engine power is applied while the clutch device is engaged, which enables the high speed gear pair to generate the required torque level.

The clutch device or each clutch device of the power transmission device of the present invention includes the drive gear or the driven gear and the drive shaft or the driven shaft provided with the drive gear or the driven gear. And both are releasably engageable, and then partially engaging the high speed gear pair by partially applying the clutch device to provide torque from the high gear ratio. In combination, the method includes the additional step of applying an appropriate pressure to the clutch device to engage the clutch device with the gear while the clutch device is disengaged from the gear.

When the engagement between at least the driving gear or the driven gear of the high speed gear pair and the driving shaft or the driven shaft is also mediated by a clutch device, the method of the present invention is performed at the high speed. A step of requesting a change of the gear ratio from the gear ratio provided by the high speed gear pair to the gear ratio provided by the intermediate speed gear pair when changing from the gear pair to the intermediate speed gear pair; By partially applying the clutch device to provide braking torque from the low gear ratio in addition to braking torque to engine inertia resulting from an increase in engine speed to match the ratio. A step of partially coupling the pair of low speed gears, at least the drive of the drive shaft or the driven shaft from the drive shaft or the driven shaft Disengaging or enabling disengagement of a gear or the driven gear enables simultaneous disengagement of the high speed gear pair or simultaneous disengagement of the high speed gear pair. Controlling the degree of application of the clutch device to ensure a gradual increase from the level of braking torque supplied by the high speed gear pair to the level supplied by the intermediate speed gear pair. A step of ensuring that the rotational speed of the driven shaft is synchronized with the intermediate speed gear, a step of disengaging the clutch device, a drive shaft from the drive shaft or the driven shaft, Engaging at least the drive gear or the driven gear of the shaft or the driven shaft to engage the intermediate speed gear pair.

Preferably, the clutch device is initially allowed to engage to a higher degree and then to slip to an increasing degree.

The clutch device or each clutch device of the power transmission device of the present invention includes the drive gear or the driven gear and the drive shaft or the driven shaft provided with the drive gear or the driven gear. And releasably engageable with each other, and then partially applying the clutch arrangement to partially supply the high speed gear pair to provide torque from the high gear ratio. Engaging and the method includes the additional step of applying appropriate pressure to the clutch device to engage the clutch device with the gear while the clutch device is disengaged from the gear. .

The degree of application of the clutch device is controlled based on engine data, a signal from a torque sensor, a signal from an acceleration sensor, or a combination thereof.

According to the present invention, the gears provided on the respective shafts have different diameters, and the present invention is applied to a constant mesh type gear box containing gears, wherein the gear box has a rotation direction and Means are provided for operable engagement between the gears and the gears in the counter-rotational direction, and thus of the clutch device or each clutch device in the rotation direction and the counter-rotational direction. Engagement of the means for actuatable engagement induces said gear or each gear to rotate in relation to said axis, said gear or each gear being in said direction of rotation relative to said axis. By disengaging the means for operatively engaging the gears or gears in the direction of rotation and the direction of reverse rotation, the gears or gears are prevented from rotating in the reverse rotation direction, The shaft rotates independently of the shaft To the counter-rotational direction of the gear or each gear, and the means of engagement for actual engagement of the gear or each gear in the rotational direction, and the counter-rotational direction of the gear or each gear. The disengagement of the means for actual engagement of causes the gear or each gear to rotate in relation to the shaft, the gear or each gear relative to the shaft. Means for enabling rotation in said counter-rotational direction, engagement of means for actual engagement in said counter-rotational direction and actual engagement of said gear or each gear in said rotational direction By the disengagement of, the gear or each gear,
A method for controlling the invention, which is capable of rotating with respect to the shaft, but which prevents the gear or each gear from rotating in the counter-rotating direction with respect to the shaft, When changing up a gear, disengaging the means for operable engagement in the reverse direction of rotation of the currently selected gear, and by partially engaging the clutch, A gear wheel of a larger diameter provided around a drive shaft is temporarily partially engaged with the drive shaft, or the gear wheel of the smallest diameter provided around the driven shaft. Temporarily engaging the driven shaft with the driven shaft, the gear being operable in the rotational direction of the currently selected gear while the gear is temporarily partially engaged. Disengage the means for engagement Or allowing the gear to be disengaged, if the engine speed is reduced to match the desired higher gear shaft speed, then the desired higher gear Engaging means for actuatable engagement in said rotational direction and said counter-rotating direction while simultaneously disengaging said larger diameter gear from said drive shaft by means of a clutch. A method for controlling a power transmission device of the present invention is provided including.

[0036]   Preferably, the larger diameter gear is the largest diameter gear.

INDUSTRIAL APPLICABILITY The present invention is applied to a constant mesh type gear box containing a gear, and the gear box is
Means are provided for operable engagement between said gears in said rotational and counter-rotating directions, and thus in said rotational direction and said counter-rotating direction or each said gear. Engagement of the means for operable engagement of the gears induces the gears or each gear to rotate in relation to the shaft, the gears or each gear rotating counter to the shaft. And disengaging the means for operable engagement of the gears or gears in the rotational direction and the counter-rotational direction, the gears or gears independently of the shaft. Engagement of means for rotating and preventing reverse rotation with respect to said axis, said means for actual engagement of said gear or each gear in said direction of rotation;
Disengagement of said gear or means for actual engagement of said gears in said counter-rotational direction induces said gears or gears to rotate in relation to a front shaft, said gears or The respective gears allow counter-rotation with respect to said axis, the engagement of the means for actual engagement in said counter-rotational direction and the actual engagement of said gear or each gear in said rotational direction. Disengagement of the means for engagement allows the gear or gears to rotate relative to the shaft, but the gear or gears rotate counter to the shaft. Blocking, said gears provided on each shaft have different diameters, such that a clutch device mediates the engagement of the smallest and largest diameter gears with said drive shaft or said upper left homologous. The control method of the present invention is applied to When changing down a gear by means for a lower reverse operative engagement, the step of requesting a change and the currently selected gear operable engagement in said rotational direction. A means for disengaging the means for: a smaller diameter gearwheel provided around said drive shaft by means of a clutch,
Temporarily partially engage the drive shaft, or temporarily partially engage the driven shaft with the gear having the largest diameter around the driven shaft. Disengaging the means for operable engagement of the selected gear in the counter-rotational direction while the gear is temporarily partially coupled, or Allowing the selected gear to be disengaged, in the reverse direction of rotation of the selected gear while the gear is temporarily partially engaged. Disengaging the means for operable engagement of, or allowing the selected gear to disengage, once the engine speed is lower than desired. The shaft rotation speed of the Means for operable engagement with the reverse rotation direction and the rotation direction of the lower and the gear engaged, while at the same time, the clutch,
Disengaging the smaller diameter gear from the drive shaft.

[0038]   Preferably, the smaller diameter gear is the smallest diameter gear.

The present invention is applied to a constant mesh type gear box containing a gear,
Means are provided for operable engagement between said gear and said gear in rotational and counter-rotating directions, and thus in said gear or each gear in said rotational and counter-rotating directions. Engagement of the means for operable engagement of causes the gear or gears to rotate in relation to the shaft, the gear or gears counter rotating with respect to the shaft. And disengaging the means for operatively engaging the gears or gears in the direction of rotation or the direction of reverse rotation causes the gears or gears to rotate independently of the shaft. And disengagement of the means for operatively engaging the gears or gears in the rotational direction and the counter-rotational direction to prevent reverse rotation with respect to the shaft The gear rotates independently of the axis and is opposite to the axis. Engagement of means for operative engagement in said direction of rotation and disengagement of means for actual engagement of said gear wheel or each gear wheel in said reverse direction of rotation. And that induces said gear or each gear to rotate in relation to said shaft, allowing said gear or each gear to counter-rotate with respect to said shaft, in fact in said counter-rotating direction. The engagement of the means for engaging and the disengagement of the means for actually engaging the gear or each gear in the direction of rotation, wherein the gear or each gear is relative to the shaft. Although it is possible to rotate, said gear or each gear prevents reverse rotation with respect to said shaft, said gears provided on each shaft having different diameters, The power supply to the input shaft is mediated by the starting clutch, The method is currently selected as the step of requesting a change when changing down the gear by means for actuating engagement in said rotational direction under load, such as overtaking or acceleration. Disengaging the means for operable engagement of the gear in the reverse direction of rotation, and wherein the starting clutch temporarily slips through intermediation of power transmission to the driven shaft. Enabling, temporarily interrupting the power supply to the power transmission, and disengaging the means for operable engagement of the currently selected gear in the rotational direction. Engaging the means for operable engagement in the rotational direction, and then engaging the means for operable engagement in the reverse rotational direction of the desired lower gear. From the above And a step of locking the clutch.

Preferably, the power supply to the power transmission device is cut off for a period of 10 ms.

More preferably, the method of the present invention is implemented in the form of a programmable logic controller, microprocessor, computer, or engine / transmission management system. The step of requesting a gear change can be initiated automatically by a programmable logic controller, microprocessor, computer, or engine / transmitter management system, or manually.

INDUSTRIAL APPLICABILITY The present invention is applied to a constant mesh type gear box containing a gear, wherein the gear box is
Means are provided for operable engagement between said gear and said gear in rotational and counter-rotating directions, and thus in said gear or each gear in said rotational and counter-rotating directions. Engagement of the means for operative engagement of causes the gear or gears to rotate in relation to the shaft, the gear or gears counter rotating with respect to the shaft. And disengaging the means for operable engagement of the gear or each gear in the rotational direction and the counter-rotational direction causes the gear or each gear to rotate independently of the shaft. Engagement of means for allowing actual rotation of said gear or of each gear in said direction of rotation, allowing reverse rotation with respect to said axis,
Disengaging the gear or means for the actual engagement of each gear in the reverse direction of rotation induces rotation of the gear or each gear with respect to the shaft, The respective gears allow counter-rotation with respect to said axis, the engagement of the means for actual engagement in said counter-rotational direction and the actual engagement of said gear or each gear in said rotational direction. Engagement of the means for engagement and disengagement of the means for the actual gear in the direction of rotation of the gear or each gear means that the gear or each gear rotates with respect to the shaft. However, the gears or the respective gears prevent reverse rotation with respect to the shafts, and the gears provided on each shaft have different diameters. The method is to rotate the load under load as in the case of overtaking or acceleration. A change-down of the gear by means of an actuatable engagement in a direction, a step of requesting a change and Disengaging the means, reducing engine power, disengaging the means for actual engagement of the currently selected gear in the direction of rotation, engine power Recovering and engaging means for operable engagement of the desired lower gear in the rotational direction, and then actual engagement of the desired lower gear in the reverse rotational direction. Engaging means for.

Said means for actuatable engagement are provided in the form of at least one pair of pawl members comprising a forward pawl member and a reverse pawl member provided in said shaft or said gear or each gear, The forward pawl member is positively engageable with a leading surface of a substantially complementary recess in the opposing surface while the opposing surface rotates relative to the pawl member, and The pawl member is capable of positively engaging a follow-up surface of a substantially complementary recess in the facing surface during rotation of the facing surface relative to the pawl member, the control method of the invention being provided. When changing gears, the steps of disengaging the reverse gear pawls of the currently selected gear, and the partial engagement of the clutch Large diameter gear and the drive shaft Temporarily and partially, or
Temporarily partially engaging the driven shaft with the smallest diameter gear provided around the driven shaft; and temporarily engaging the gear with the gear. While disengaging the forward pawl of the currently selected gear or allowing the forward pawl to disengage, and the engine speed is higher than desired. Engaging the forward and reverse pawls of the desired higher gear while being reduced to match the shaft speed of the gear, while at the same time
Disengaging the larger diameter gear from the drive shaft with a clutch.

Said means for actuatable engagement are provided in the form of at least one pair of pawl members comprising a forward pawl member and a reverse pawl member provided in said shaft or said gear wheel or each gear wheel. The forward claw member is capable of positively scrubbing the leading surface of a substantially complementary recess in the facing surface during rotation of the facing surface relative to the claw member, It is possible for the reverse pawl member to positively engage the following surface of the substantially complementary recess in the facing surface during rotation of the counter surface relative to the pawl member, and the clutch device is The intermediary of engagement between the minimum diameter gear and the maximum diameter gear and the drive shaft or the driven shaft is such that the control method according to the present invention is such that When changing down the gear by A step of requesting change, a step of disengaging the forward pawl gear that is currently selected, the clutch, the gear smaller in diameter than is provided around the drive shaft,
Temporarily partially engaging the drive shaft or temporarily partially engaging the largest diameter gear provided around the drive shaft and the driven shaft. And disengaging the reverse pawl of the selected gear while the gear is temporarily partially engaged, or disengaging the reverse pawl. Enabling step, once the engine speed is increased to match the desired lower gear shaft speed, the selected lower gear forward and reverse pawls are engaged. Engaging, while simultaneously disengaging the smaller diameter gear from the drive shaft by means of a clutch.

The means for actuatable engagement are provided in the form of at least one pair of pawl members, comprising a forward pawl member and a reverse pawl member provided in the shaft or the gear or each gear. The forward pawl member is positively engageable with a leading surface of a substantially complementary recess in the facing surface during rotation of the facing surface relative to the pawl member, The reverse pawl member is capable of positively engaging a follow-up surface of a substantially complementary recess in the opposed surface while the opposed surface is rotated relative to the pawl member, and from the power source. The power supply to the input shaft is mediated by a starting clutch, and when the control method of the present invention changes down the gear by the forward pawl under load, such as in the case of overtaking or accelerating, it is more detailed. Requires a change The step of disengaging the reverse direction claw of the currently selected gear, and the starting clutch can temporarily slip by intervening power transmission to the driven shaft. A step of temporarily interrupting the power supply to the power transmission device, a step of disengaging the forward pawl of the currently selected gear, and a step of disengaging the desired lower gear. Engaging the forward pawl, then engaging the reverse pawl and locking the firing clutch.

The means for actuatable engagement are provided in the form of at least one pair of pawl members comprising a forward pawl member and a reverse pawl member provided in the shaft or the gear or each gear. The forward pawl member is positively engageable with a leading surface of a substantially complementary recess in the facing surface during rotation of the facing surface relative to the pawl member, The reverse pawl is capable of positively engaging a trailing surface of a substantially complementary recess in the facing surface during rotation of the facing surface relative to the pawl member, If the control method changes down the gear with the forward pawl under load, such as in the case of overtaking or acceleration, more specifically, the step of requesting a change and the reverse of the currently selected gear. Disengage the direction claw A step of reducing engine power; a step of disengaging the forward pawl of the currently selected gear; a step of restoring engine power; a forward direction of the desired lower gear. Engaging a pawl and then engaging the reverse pawl.

The invention will now be described, by way of example only, with reference to three embodiments of the invention and the accompanying figures.

BEST MODE FOR CARRYING OUT THE INVENTION FIG. 1 shows a power transmission device or transmission 10 according to one embodiment of the present invention. The six claw gears 14, 1
6, 18, 20, 22, and 24 are provided, and thus the pawl gears 14, 16
, 18, 20, 22 and 24 are allowed to rotate freely and independently about the drive shaft 12. The pawl gears are of the known type and each pawl gear is provided with forward and reverse pawls (not shown) as disclosed in PCT / AU98 / 00181. If required, the pawl gears 14, 16,
18, 20, 22 and 24 are PCT / AU98 / 00181 or PCT / A
U97 / 00024 and also Australian provisional application PP5054 or PP503
It is possible to engage and disengage the drive shaft 12 by means (not shown), such as the means disclosed in FIG. Means for engaging and disengaging the pawl gear are provided within a hollow bore 26 that extends through at least a portion of the drive shaft 12.

The power transmission device 10 further comprises a drive shaft 28 around which a series of six gears 30, 32, 34, 36, 38 and 40 are provided, thus gearing Allow 30, 32, 34, 36, 38 and 40 to rotate relative to the driven shaft 38.

Claw gears 14, 16, 18, 20, 22, and 24 provided on the drive shaft 12
Respectively engage complementary gears 30, 32, 34, 36, 38 and 40 on the driven shaft 28, which results in a series of six gear pairs 44, 46, 48, 50, 5
2 and 54 are formed. The gear pairs 44, 46, 48, 50, 52 and 54 enable power transmission from the drive shaft 12 to the driven shaft 28, and the pawl gear 14 on the drive shaft 12 in which one gear of the gear pair is provided. , 16, 18, 20, 22 and 24, and the relative diameter of the gears 30, 32, 34, 36, 38 and 40 on the driven shaft 28 on which the other gear is provided is provided by the gear pair. Determine the gear ratio to be used.

The transmission of rotational energy from the drive shaft 12 to the gear 14 is mediated by a hydraulic clutch pack 56 of known type. The hydraulic pressure to the clutch pack 56 is the drive shaft
It is supplied by a tube 58 arranged in the two hollow holes 26. Similarly, drive shaft 1
Transmission of rotational energy from 2 to the gear 24 is mediated by the hydraulic clutch pack 60. The hydraulic clutch pack 60 is supplied with hydraulic pressure by a pipe 62 in the hollow hole 26 of the drive shaft. Power transmission from a power source (not shown) to the drive shaft is mediated by the starting clutch pack 63.

The engagement and disengagement between the pawl gears 14, 16, 18, 20, 22 and the drive shaft 12 is controlled by a programmable logic controller (not shown) to the clutch packs 56 and 60. The same applies to the supply of hydraulic pressure.

A method for controlling the power transmission device 10 will be described below as a motor vehicle (not shown).
Described in relation to use within.

When accelerating from rest, the first gear pair 44 is typically washed by the user (not shown) or the engine / transmission management system (not shown). Gear 14 is driven by drive shaft 12 by known means for engaging and disengaging pawl gears.
Is engaged with. As a result, the rotational energy supplied to the drive shaft 12 is changed to the gear 1
4 and then to the gear 30 and further to the driven shaft 28. Control of power transmission from the power source (not shown) to the drive shaft 12 is accomplished by conventional means (not shown), such as a clutch or torque converter, disposed between the power source and the drive shaft 12. Be done

If higher gear ratios are required by the user or the engine / powertrain management system, the gear reverse pawls of the first gear pair 44 are disengaged from the drive shaft 12. The gear 24 is driven by the drive shaft 12 due to the partial engagement of the clutch pack 60.
Partially engaged with. Rotational energy is in this case transmitted from the drive shaft 12 to the driven shaft 28 by the sixth gear pair 54. As a result, the engine speed is reduced, which allows the frontward claws of the gear 14 to be retracted.

When the engine speed is reduced, and thus the engine speed approximately matches the shaft speed of the desired gear ratio, as determined by the engine / transmitter management system, the desired gear ratio is achieved. Gears of the second gear pair 46, such as the gears 16 of the second gear pair 46, are engaged with the drive shaft 12 and the gears 24 are simultaneously engaged with the clutch pack 60.
Disengagement by means of which a substantially smooth transition between gear ratios is achieved.

The transition to the sixth gear pair 54 cannot be supported by the temporary engagement of a larger gear ratio, since such a larger gear ratio is not provided. Is. Instead, the transition is smoothed by the clutch pack 60. In the clutch pack 60, the shaft speed is almost matched to the engine speed, and then,
The pawls of the gear 24 engage the drive shaft 12 which allows the clutch pack 60 to be disengaged until the need for hydraulic power is reduced.

When the reverse pawl is under load, the transition from a higher gear ratio to a lower gear ratio, for example, during engine braking, from the gear ratio corresponding to the fourth gear pair 50 to the third gear ratio. The transition to the gear ratio corresponding to gear pair 48 is done by a similar procedure. When the switching request is made by the user or the engine / power transmission management system, the forward pawl of gear 20 of fourth gear pair 50 is disengaged from drive shaft 12.

Temporarily, gear 14 is driven by drive shaft 12 due to partial engagement of clutch pack 56.
Partially engaged with. At this point, the rotational energy is transmitted from the drive shaft 12 to the driven shaft 28 by the first gear pair 44. As a result, the engine speed is increased, which allows the reverse life of the gear 20 to be pulled.

When the engine speed is increased to an appropriate level, as determined by the engine / powertrain management system, the gears 18 of the third gear pair 48 will move to the drive shaft 1
2 is engaged and the gear 14 is disengaged by the clutch pack 60, whereby a substantially smooth transition between gear ratios is achieved.

The transition to the first gear pair 44 cannot be assisted by a temporary engagement of a smaller gear ratio, since such a smaller gear ratio is not provided. Is. Instead, the transition is smoothed by the clutch pack 56. The clutch pack 56 has a shaft rotational speed that approximately matches the engine rotational speed, and then the pawls of the gear 14 engage the drive shaft 12 so that the clutch pack 56 can be disengaged. Is engaged until.

When the forward pawl is under load, during a transition from a higher gear ratio to a lower gear ratio, eg, overtaking or climbing, from the gear ratio corresponding to the fourth gear pair to the third gear ratio. The shift to the gear ratio corresponding to the pair 48 uses the starting clutch pack 63.

The reverse pawl of gear 20 of fourth gear pair 50 is disengaged from drive shaft 12 when a switch is requested by the user or the engine / powertrain management system. The starting clutch pack 63 is allowed to slip, which increases the engine speed. The power supply to the power transmission device 10 is interrupted for a period of about 10 ms, the forward pawl of the gear 20 of the fourth gear pair is disengaged from the drive shaft, and then the forward pawl of the gear 18 and the reverse gear. The direction claw is engaged with the drive shaft 12, and the clutch plate 63 is locked.

The second embodiment of the present invention is substantially the same as the power transmission device 10, with the exception of the power transmission device 10.
The clutch pack 56 is absent in the second embodiment and like numerals refer to like parts. How to change up and down under load
It is the same as the method described above. However, due to the lack of the clutch pack 56, the approach to down change is necessarily different while the reverse pawl is under load, eg during acceleration or engine braking.

For example, switching from the gear ratio corresponding to the fourth gear pair 50 to the gear ratio corresponding to the third gear pair 48 is as follows. Switching by user or engine /
When requested by the power transmission device management system, the gear 20 of the fourth gear pair 50 is disengaged from the drive shaft 12 and the power transmission device is temporarily in the disengaged gear state. .

An increase in engine speed is then applied by temporarily opening the throttle valve under the control of the engine / powertrain management system. When the engine speed is adapted to the appropriate shaft speed at smaller gear ratios, as determined by the engine / transmission management system, the gears 18 and 24 will move to the drive shaft 12
And 28 respectively.

2 and 3, a power transmission device according to a third embodiment of the present invention is shown. The power transmission device 64 is substantially the same as the power transmission device 10, and the same numerals are
The same parts are shown. However, the pawl gears 14, 16, 18, 20, 22, and 24 are
Gears 30, 32, 34, 36, 38 and 40, which are provided around the drive shaft 28,
It is fixed around the drive shaft 12. Further, the clutch packs 56 and 60 are
Replaced by a single clutch pack 66, gear pair 44, 46, 48, 50, 52
And 54 are reordered so that the clutch pack 66 is positioned between the gears 14 and 24 on the driven shaft 28, as best shown in FIG. 68 is formed. In addition, the clutch pack 63 is missing.

The clutch pack 66 consists of several clutch plates 70 fixed to the driven shaft 28 and several clutch plates 72 fixed to the clutch housing 74, thus 72 are interleaved with clutch plates 74, as best shown in FIG. The clutch housing 74 is independently rotatable about the drive shaft 28, and
Claw arrangements 76 and 78 similar to those disclosed in CT / AU98 / 00181.
The engagement means in the form of each of these are releasably engageable with each of the gears 14 and 24 independently. By engaging the clutch housing 74 with either the gear 14 or 24, the clutch pack 66 can mediate the engagement between the gear 14 or 24 and the driven shaft 28.

The control method of the power transmission device 64 is almost the same as that of the power transmission device 10, except that the clutch pack 66 serves as the clutch packs 56 and 60. When the clutch pack 66 is required to mediate power transfer from the driven shaft 28 to the gear 14, the clutch housing 74 is releasably engaged with the gear 14 by the pawl arrangement 76 and disengaged from the gear 24. Then the hydraulic pressure is applied. Similarly, when the clutch pack 66 is required to mediate power transfer from the driven shaft 28 to the gear 24, the clutch housing 74 is releasably engaged with the gear 24 by the pawl arrangement 78. Disengaged from 14, then hydraulic pressure is applied.

In addition, when accelerating from rest, the first gear pair 44 is typically selected by a user (not shown) or an engine / powertrain management system (not shown). The gear 14 is engaged with the clutch housing 74 by the pawl arrangement 74.
As a result, the rotational energy supplied to the drive shaft 12 is transmitted by the clutch pack 66 to the gear 14, and thus to the gear 30, and further to the driven shaft 28.

Further, when the forward pawl is under load, the transition from a higher gear ratio to a lower gear ratio, for example, during overtaking or climbing, changes from the gear ratio corresponding to the fourth gear pair 50 to The shift to the gear ratio corresponding to the gear ratio 48 of 3 is that the starting clutch pack 63
Due to the lack of, inevitably different.

The reverse pawl of the gear 20 of the fourth gear pair 50 is disengaged from the drive shaft 12 when a switch is requested by the user or the engine / powertrain management system. Engine power is reduced and the forward pawl of gear 20 of fourth gear pair 50 is disengaged from the drive shaft. Engine power is then restored and then gear 1
Eight forward and reverse pawls are engaged with the drive shaft 12.

FIG. 4 shows a clutch assembly 80 according to a fourth embodiment of the present invention. The clutch assembly 80 is substantially the same as the clutch assembly 68 of the power transmission device 64, and the same numerals indicate the same parts.

However, the pawl arrangements 76 and 78 that mediate the engagement of the gear wheels 14 and 24 with the clutch housing 74 are lacking. Instead, conventional manual synchronization assemblies 82 and 8
4 are provided, and the synchronization assemblies 82 and 84 each include a synchronizing cone 84 and a dog ring 88 provided around the shift 28. The clutch assembly 80 further includes a fork actuator 90.

The operation of the clutch assembly 80 is similar to the operation of the clutch assembly 68 of the power transmission device 64. When the clutch pack 66 is required to mediate power transmission from the driven shaft 28 to the gear 14, the clutch housing 74 is moved toward the gear 14 by the fork actuator 90. A synchronizing cone 86 arranged between the clutch housing 74 and the gear 14 adjusts the rotation speed of the clutch housing 74. As the fork actuator 90 moves the clutch housing 74 toward the gear 14, the dog ring 88 engages and the clutch plate 70 contacts the clutch plate 72, thereby engaging the clutch pack 66. The clutch is applied until the new gear ratio synchronization is correct for engagement. When the new gear is engaged, the clutch pack 66 is quickly disengaged by the hydraulic pressure relief valve (not shown). This arrangement has the advantage that no automatic power transmission fluid is required.

Although the present invention has been described in the context of a constant mesh gearbox, the invention is not limited to standard synchronous mesh manual gearboxes or other types of gearboxes, including conventional automatic transmissions. It is also very preferably applicable to

The method of the present invention is further illustratively a constant meshing step ratio power transmission (not shown), the power transmission having a drive shaft and a driven shaft, Each of the drive shaft and the driven shaft is provided with six drive gears or driven gears, respectively, and the drive gears and the driven gears are respectively in the first, second, third, and constant meshing engagements. It has been described in relation only to power transmission devices forming the fourth, fifth and sixth gear pairs. The drive gear is releasably engageable with the drive shaft by a pawl type mechanism as described in PCT / AU98 / 00181 (International Publication No. WO98 / 41779), and with the driven gear of the sixth gear pair. The engagement with the driven shaft is mediated by the support clutch.

The gear ratio switching described in this example corresponds to the switching from the first gear pair to the second gear pair by the sixth gear pair. Thus, for the purposes of this example, the first gear pair corresponds to the low speed gear pair described in the summary of the invention and the second gear pair corresponds to the intermediate speed gear pair. Gear pair 6 corresponds to the high speed gear pair.

FIG. 15 shows the acceleration, which is produced by the transmission, when the first gear pair is engaged, and which is proportional to the torque, which corresponds to about 0.6 g. About 0.
At 10 seconds, a request to switch gear ratios is initiated by the user or engine / transmitter management system.

The sixth gear pair is engaged by the support clutch, which spontaneously disengages the first gear pair. In conventional power transmissions, the disengagement of the first pair of gears significantly reduces the available torque, causing an undesirable temporary deceleration. However, the engagement of the sixth gear pair and the concomitant increase in power from the engine, combined with the engine inertia, facilitates the transition to the second gear. At first,
The support clutch is applied at a high level to provide the required torque and then once the shaft speed synchronization is achieved until the second gear pair is engaged in about 0.56 seconds. It is applied to the extent that it decreases.

This reduction in the extent to which the support clutch is applied is most clearly shown in FIG. First, the clutch is applied such that the sixth gear pair provides a torque of approximately 1250 Nm. However, by the time the second gear pair is engaged in about 0.56 seconds, the torque delivered by the support clutch has dropped to about 700 Nm.

FIG. 7 shows that due to the maintenance of torque during the transition between gear pairs, the vehicle speed is higher and the ride comfort is similar or better to the automatic transmission. In particular, it is shown that the utilization of power is significantly more efficient than manual or automatic transmissions.

[0083]   Modifications and variations obvious to those skilled in the art are deemed to be within the scope of the invention.

[Brief description of drawings]

FIG. 1 is a schematic cross-sectional view of a first embodiment of a power transmission device of the present invention, and particularly shows a high-end clutch pack and a low-end clutch pack arranged on a drive shaft. A series of bevel gears are disposed between the low end clutch pack and the complementary bevel gears on the drive shaft.

FIG. 2 is a schematic diagram of a state S diagram of a third embodiment of the power transmission device of the present invention, in particular, a maximum diameter gear and a minimum diameter gear arranged on the drive shaft and arranged around the drive shaft. Figure 6 shows a single clutch pack located between the diameter gears.

[Figure 3]   FIG. 3 is a schematic diagram of the clutch pack of FIG. 2.

FIG. 4 is a schematic cross-sectional view of a clutch pack for a power transmission device according to a fourth embodiment of the present invention.

FIG. 5 is a diagram of changes in acceleration as a function of time associated with the transition from a low speed gear pair to a higher gear ratio intermediate speed gear pair in a power transmission system to which the method of the present invention is applied. is there.

FIG. 6 is a diagram of the extent of application of a support clutch that mediates engagement of a drive or driven gear of a high speed gear pair with a drive or driven shaft during the transition of FIG.

FIG. 7 shows a conventional 6-speed manual transmission and a 6-speed automatic transmission and 6 to which the present invention is applied.
FIG. 3 is a vehicle speed versus time diagram for comparison with a high speed, constant mesh, stepped ratio transmission.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F16H 59:56 F16H 59:56 (31) Priority claim number PP 9065 (32) Priority date March 1999 8th (1999.3.8) (33) Priority claiming country Australia (AU) (31) Priority claiming number PQ 1483 (32) Priority date July 7, 1999 (1999.7.7) (33) ) Priority claiming countries Australia (AU) (81) Designated countries EP (AT, BE, CH, CY, DE, DK, ES, FI, FR, GB, GR, IE, IT, LU, MC, NL, PT , SE), OA (BF, BJ, CF, CG, CI, CM, GA, GN, GW, ML, MR, NE, SN, TD, TG), AP (GH, GM, KE, LS, MW, SD, S L, SZ, TZ, UG, ZW), EA (AM, AZ, BY, KG, KZ, MD, RU, TJ, TM), AE, AL, AM, AT, AU, AZ, BA, BB, BG, BR, BY, CA, CH, CN, CR, CU, CZ, DE, DK, DM, EE, ES, FI, GB, GD, GE, GH, GM, HR, HU, ID, IL, IN, IS , JP, KE, KG, KP, KR, KZ, LC, LK, LR, LS, LT, LU, LV, MD, MG, MK, MN, MW, MX, NO, NZ, PL, PT, RO, RU, SD, SE, SG, SI, SK, SL, TJ, TM, TR, TT, TZ, UA, UG, US, UZ, VN, YU, ZA, ZW F terms (reference) 3J028 EA21 EB08 EB62 FB05 FC33 FC42 FC63 GA01 HA13 3J552 MA04 MA05 MA13 NA01 NB01 PA02 PA06 RA02 SA26 SB37 UA03 UA08 VA41W VB04W VC02W

Claims (45)

[Claims] 1. Receiving rotational power from a drive shaft by a drive shaft provided with at least three gears and a corresponding gear which is a driven shaft and is provided around the driven shaft. And a driven shaft that is capable of: at least one such gear provided around the drive shaft or the driven shaft; and the drive shaft or the driven shaft. The power transmission device is characterized in that the engagement of is intervened by a clutch device. 2. The power transmission device according to claim 1, wherein the drive gear and the driven gear provided on each of the drive shaft and the driven shaft have different diameters. 3. Several drive or driven gears of intermediate diameter are provided on each shaft of said drive or driven gear of maximum diameter and said drive or driven gear of minimum diameter. The power transmission device according to claim 2, which is provided between the power transmission device and the power transmission device. 4. Engagement of at least said drive gear of maximum diameter with said drive shaft,
Alternatively, the power transmission device according to any one of claims 1 to 3, wherein engagement of at least a driven gear having a minimum diameter and the driven shaft is mediated by a clutch device. 5. Engagement of both the drive gear or driven gear having the largest diameter and the drive gear or driven gear having the smallest diameter with the drive shaft or the driven shaft is one or more. The power transmission device according to any one of claims 1 to 3, which is mediated by a clutch device. 6. Engagement of both the drive gear or driven gear having the largest diameter and the drive gear or driven gear having the smallest diameter with the drive shaft or the driven shaft is separate from each other. The power transmission device according to claim 5, which is mediated by the clutch device. 7. The clutch device or each clutch device releases both the drive gear or the driven gear and the drive shaft or the driven shaft on which the drive gear or the driven gear is provided. 7. The power transmission device of claim 6, which is engagably engageable. 8. The engagement between the driving gear or the driven gear having the maximum diameter, the driving gear or the driven gear having the minimum diameter, and the driving shaft or the driven shaft, The power transmission device according to claim 5, which is mediated by a single clutch device. 9. Maximum and minimum diameter drive and driven gears are provided around the clutch pack to form a clutch and gear assembly, the clutch pack disengaged independently of each of the gears. Engageable, and thus, the clutch pack mediates engagement between the gear and the drive shaft or the driven shaft by engagement of the clutch housing and one of the gears. 9. The power transmission device according to claim 8, wherein the power transmission device is capable of performing. 10. The clutch pack includes at least one clutch plate rotatably fixed to the shaft but axially slidable along the shaft, and at least one clutch plate fixed to a clutch housing. The power transmission device according to claim 9, further comprising a clutch plate, wherein the clutch housing is independently rotatable around the drive shaft or the driven shaft. 11. The drive gear or the driven gear is selectively engaged with the drive shaft or the driven shaft, thus engaging a gear by a greater gear ratio or gear ratio engagement. 11. A power transmission device according to any one of claims 1 to 10, wherein in the case of a change up, a spontaneous disengagement of a smaller gear ratio is induced or enabled. 12. The means used to selectively engage the drive gear or the driven gear with the drive shaft or the driven shaft changes gears by engaging a smaller gear ratio. 12. When down, it is intended to induce or enable spontaneous disengagement of a larger gear ratio.
The power transmission device according to claim 1. 13. The method according to claim 1, wherein the gear is selectively engaged with the shaft by a pawl device, a bidirectional roller type clutch device, or the like. Power transmission device. 14. The power transmission device according to claim 1, wherein power transmission to the drive shaft is mediated by a starting clutch. 15. A clutch and gear assembly comprising a clutch pack and two gears provided around an axis, wherein the clutch pack is disposed between the gears and each of the gears. And is releasably engageable independently of the clutch pack by engagement of any of the gears with the clutch housing.
A clutch and gear assembly that is capable of mediating engagement between the shaft and the gear. 16. The clutch pack includes at least one clutch plate rotatably fixed to the shaft but axially slidable along the shaft, and at least one clutch plate fixed to a clutch housing. The clutch and gear assembly of claim 15, further comprising a clutch plate, wherein the clutch housing is independently rotatable about the shaft. 17. A plurality of clutch plates are rotatably fixed to the shaft and axially slidable along the shaft, and the same number of clutch plates are provided in the clutch housing. 17. The clutch plates fixed to the clutch shaft fixed to the shaft are thus interleaved with the clutch plates fixed to the clutch housing. The clutch and gear assembly described in. 18. The means used to selectively engage the clutch housing with any of the gears, such as a pawl device, a bidirectional roller type clutch device, or the like. A clutch and gear assembly according to any one of the preceding claims. 19. The means used to releasably engage the clutch housing with any of the gear wheels is in the form of a pair of synchronizing cone and dog ring assemblies controlled by a selector fork. The clutch and gear assembly according to any one of claims 15 to 17, wherein the clutch and the gear assembly are provided. 20. The control method for a power transmission device according to claim 1, wherein at least three drive gears are provided around the drive shaft, Is a gear pair having at least a low gear ratio, an intermediate gear ratio, and a high gear ratio, which are successively meshed with corresponding driven shafts provided around the driven shafts and which sequentially increase. The drive gear or driven gear of each gear pair is selectively engageable with the drive shaft or driven shaft to which the drive gear or the driven gear is mounted, and the high speed gear pair The engagement of at least the driving gear or the driven gear with the driving shaft or the driven shaft is mediated by a clutch device, and the method is changed from the low speed gear pair to the intermediate speed gear pair. That is, in the case of switching, the step of requesting to change the gear ratio from the gear ratio of the low speed gear pair to the gear ratio of the intermediate speed gear pair, and engine speed in order to adapt to the intermediate gear ratio. The high speed gear pair by partially applying the clutch device to supply torque from a high gear ratio in addition to torque from an engine inertia resulting from a reduction in engine speed. Partially coupling and disengaging or allowing disengagement of the drive gear or the driven gear from the drive shaft or the driven shaft By disengaging the low speed gear pair at the same time, or simultaneously enabling the low speed gear pair to be disengaged; Controlling the degree of application of the clutch device to ensure a gradual decrease from the level of torque to the level of torque supplied by the intermediate speed gear pair; and the rotational speed of the driven shaft. , A step of ensuring that the intermediate speed gear is synchronized, a step of disengaging the clutch device, and a step of disengaging the clutch device from the drive shaft or the driven shaft to at least the drive shaft or the driven shaft. Coupling the intermediate speed gear pair by coupling a gear or the driven gear. 21. The method of claim 20, wherein the clutch device is allowed to initially engage to a higher degree and then slip to an increasing degree. 22. An increase in engine power is applied while the clutch device is engaged, which enables the high speed gear pair to generate the required torque level. Or the method according to 21. 23. The clutch device or each clutch device includes both the drive gear or the driven gear, and the drive shaft or the driven shaft on which the drive gear or the driven gear is provided. Releasably engageable and then partially engaging the high speed gear pair by partially applying the clutch device to provide torque from a high gear ratio, the method comprising: 21. The method of claim 20 including the additional step of applying an appropriate pressure to the clutch device to engage the clutch device with the gear while the clutch device is disengaged from the gear. 23. A method according to any one of clause 22. 24. At least three gears are provided around the drive shaft,
Engagement of at least the drive gear and the driven gear of the low speed gear pair with the drive shaft or the driven shaft is also mediated by a clutch device, and the gear is provided around the driven shaft. At least low speed gear pairs, intermediate speed gear pairs and high speed gear pairs of successively increasing gear ratios, which are in continuous meshing engagement with corresponding corresponding driven gears, at least the drive gears of each gear pair or The driven gear is selectively engageable with the drive shaft or the driven shaft on which the drive gear or the driven gear is provided, and at least the driving gear or the driven gear of the high-speed gear pair. When engagement between a gear and the drive shaft or the driven shaft is mediated by a clutch device, and the method changes from the high speed gear pair to the intermediate speed gear pair, The step of requesting a change of the gear ratio from the gear ratio provided by the high speed gear pair to the gear ratio provided by the intermediate speed gear pair, and an increase in engine speed in order to comply with the intermediate gear ratio Partially coupling the low speed gear pair by partially applying the clutch arrangement to provide a braking torque from the low gear ratio in addition to a braking torque to the resulting engine inertia. , By disengaging or enabling disengagement of at least the drive gear or the driven gear of the drive shaft or the driven shaft from the drive shaft or the driven shaft, Disengaging at the same time or simultaneously enabling the high speed gear pair to disengage, and a braking torque provided by the high speed gear pair Controlling the degree of application of the clutch device to ensure a gradual increase from the level to the level supplied by the intermediate speed gear pair, the rotational speed of the driven shaft being the intermediate speed gear. To ensure that the clutch device is synchronized with, the step of disengaging the clutch device, and the drive shaft or the driven shaft to at least the drive gear or the driven shaft of the drive shaft or the driven shaft. Engaging the intermediate speed gear pair by engaging a gear. 25. The clutch device is initially engaged to a higher degree,
25. The method of claim 24, which is then allowed to slip to increasing degrees. 26. The clutch device or each clutch device includes both the drive gear or the driven gear and the drive shaft or the driven shaft on which the drive gear or the driven gear is provided. Releasably engageable, then
Partially engaging the high speed gear pair by partially applying the clutch device to provide torque resulting from the high gear ratio, the method wherein the clutch device engages from the gear. 26. A method as claimed in claim 24 or 25, comprising the additional step of applying a suitable pressure to the clutch device during disengagement to engage the clutch device with the gear. 27. The gears provided on each shaft have different diameters,
The invention applies to a constant mesh gearbox containing gears, said gearbox being provided with means for operable engagement between said gears in rotational and counter-rotating directions. Thus, the engagement of the means for operable engagement of the clutch device or each clutch device in the rotational direction and the counter-rotating direction is such that the gear or each gear is associated with the shaft. The rotation of the gear or each gear to prevent the gear from rotating in the rotation direction and the reverse rotation direction with respect to the shaft, Disengagement of the means for operable engagement of each gear allows the gear or each gear to rotate independently of the shaft and rotate in the counter-rotating direction relative to the shaft. , The gear or the times of each gear And engagement means for the actual engagement in the direction, the disengagement of the means for the actual actual engagement in the reverse rotational direction of the gear or the gear,
The gear or each gear induces rotation in relation to the shaft, allowing the gear or each gear to rotate in the counter-rotational direction with respect to the shaft, in the counter-rotational direction. The engagement of the means for actual engagement and the disengagement of the means for actual engagement of the gear or each gear in the rotational direction causes the gear or each gear to move relative to the shaft. It is possible to rotate by rotating, but the gear or each gear,
In order to prevent rotation in the reverse rotation direction with respect to the shaft and the method for controlling the present invention when changing gears, in the reverse rotation direction of the currently selected gear, Disengaging the means for actuatable engagement, and by partially engaging the clutch to provide a larger diameter gearwheel around the drive shaft and the drive shaft. Temporarily partially engaging, or temporarily partially engaging the gear having the smallest diameter around the driven shaft with the driven shaft; Means for disengaging the currently selected gear in the rotational direction while it is temporarily partially engaged, or said gear is disengaged. Steps that enable you to Means for operable engagement of said desired higher gear in said rotational direction and said counter-rotating direction, if the gin rotational speed is reduced to match the desired higher gear axial rotational speed While simultaneously disengaging the larger diameter gear from the drive shaft with a clutch. 28. The method of claim 27, wherein the larger diameter gear is the largest diameter gear. 29. The invention applies to a constant mesh gearbox containing gears, the gearbox being operable engagement between the gears in rotational and counter-rotating directions. Means are provided, and thus engagement of the means for operable engagement of the gears or gears in the rotational direction and the counter-rotational direction is such that the gears or gears are: Inducing rotation of the gear or gears relative to the shaft, preventing the gear or gears from rotating counter to the shaft, and actuating the gears or gears in the direction of rotation and the direction of counter rotation. Disengagement of the means for possible engagement prevents said gear or each gear from rotating independently of said shaft and counter-rotating with respect to said shaft, The engagement of the means for the actual engagement in the direction of rotation and the teeth Disengagement of the means for the actual engagement of the car or of each gear in said counter-rotational direction induces said gear or each gear to rotate in relation to the front axle, Engagement of the means for allowing the gear wheel to rotate counterclockwise with respect to said axis, the engagement of the means for actual engagement in said counter-rotational direction and the actual engagement of said gearwheel or of each gearwheel in said rotational direction And disengaging the means for permitting the gear or gears to rotate relative to the shaft, but preventing the gear or gears from rotating counter to the shaft. However, the gears provided on each shaft have different diameters, and the clutch device mediates the engagement between the smallest diameter gear and the largest diameter gear and the drive shaft or the upper left homogeneity. The control method of the present invention can be applied under load such as engine braking. When changing down a gear by means for actuating engagement in the reverse direction of rotation, a step of requesting a change, and a step for actuating engagement of the currently selected gear in said direction of rotation. Disengaging the means, a clutch having a smaller diameter gear wheel around the drive shaft,
Temporarily partially engage the drive shaft, or temporarily partially engage the driven shaft with the gear having the largest diameter around the driven shaft. Disengaging the means for operable engagement of the selected gear in the counter-rotational direction while the gear is temporarily partially coupled, or Allowing the selected gear to be disengaged, in the reverse direction of rotation of the selected gear while the gear is temporarily partially engaged. Disengaging the means for operable engagement of, or allowing the selected gear to disengage, once the engine speed is lower than desired. The shaft rotation speed of the Means for operable engagement with the reverse rotation direction and the rotation direction of the lower and the gear engaged, while at the same time, the clutch,
Disengaging the smaller diameter gear from the drive shaft.
Method. 30. The method of claim 29, wherein the smaller diameter gear wheel is the smallest diameter gear wheel. 31. The invention applies to a constant mesh gearbox containing a gear, the gearbox comprising an operable engagement between the gear and the gear in rotational and counter-rotating directions. Means are provided, and thus engagement of the means for operable engagement of the gear or each gear in the rotational direction and the counter-rotating direction,
The gear or each gear induces rotation in relation to the shaft, prevents the gear or each gear from rotating counter to the shaft, in the direction of rotation or the direction of reverse rotation Disengagement of said gear or means for operable engagement of each gear prevents said gear or each gear from rotating independently of said axis and counter rotating relative to said axis, Disengagement of the means for operative engagement of the gear or each gear in the rotational direction and the counter-rotational direction causes the gear or each gear to rotate independently of the shaft, Of the means for enabling reverse rotation with respect to each other, the engagement of the means for actuatable engagement in said rotational direction and the actual engagement of said gear wheel or each gear wheel in said reverse rotational direction. Disengagement means that the gear or each gear rotates in relation to the shaft Engaging the means or means for the actual engagement in said counter-rotating direction, allowing said gear or each gear to rotate counterclockwise with respect to said shaft, and said gear or each gear Disengaging the means for actual engagement in the direction of rotation allows the gear or each gear to rotate with respect to the shaft, the gear or each gear being Preventing reverse rotation with respect to the shaft, the gears provided on each shaft have different diameters so that the power supply from the power source to the input shaft is mediated by the starting clutch. The control method of the present invention comprises a step of requesting a change, when changing down a gear by means for an operable engagement in said rotational direction under load, such as overtaking or acceleration. The reverse of the gear selected in Disengaging the means for operable engagement in the rolling direction, and temporarily allowing the starting clutch to slip, intervening power transmission to the driven shaft. A step of temporarily shutting off power supply to the power transmission device; a step of disengaging a means for operable engagement of the currently selected gear in the rotational direction, Engaging means for operative engagement in said rotational direction, then engaging means for operative engagement in said reverse direction of said desired lower gear, said starting clutch Locking the method. 32. The method of claim 31, wherein the power supply to the power transmission is shut off for a period of 10 ms. 33. The power transmission device is applied to a constant mesh type gear box containing a gear, wherein the gear box is an operable linkage between the gear and the gear in a rotational direction and a reverse rotation direction. Means are provided for engaging the means for operable engagement of the gears or gears in the rotational direction and the counter-rotational direction such that the gears or gears , Induces rotation in relation to the axis,
Disengagement of the gear or each gear against reverse rotation with respect to the shaft and disengagement of the means for operable engagement of the gear or each gear in the rotational direction and the counter-rotating direction. Of the means for the actual engagement of said gear or each gear in said direction of rotation, allowing said gear or each gear to rotate independently of said shaft and counter-rotate with respect to said shaft. Engagement and disengagement of the gear or means for the actual engagement of each gear in the reverse direction of rotation induces rotation of the gear or each gear relative to the shaft. , The gear or each gear allowing counter-rotation with respect to the shaft, the engagement of the means for actual engagement in the counter-rotation direction and the rotation direction of the gear or each gear The engagement of the means for the actual engagement of said gears or said gears The disengagement of the means for the actual gear in the rolling direction allows the gear or each gear to rotate with respect to the shaft, but the gear or each gear with respect to the shaft. To prevent reverse rotation, the gears provided on each shaft have different diameters, and the control method of the present invention allows the control method to be used under load such as in the case of overtaking or accelerating. When changing down a gear by means of an actuatable engagement in the rotational direction, a step of requesting a change and a currently selected gear for the actuatable engagement in the reverse rotational direction. Disengaging the means, reducing engine power, disengaging the means for actual engagement of the currently selected gear in the direction of rotation, engine power Times Engaging the means for operatively engaging the desired lower gear in the rotational direction, and then engaging the actual engagement of the desired lower gear in the reverse rotational direction. Engaging the means for. 34. The means for actuatable engagement is provided in the form of at least one pair of pawl members comprising a forward pawl member and a reverse pawl member provided in the shaft or the gear or each gear. The forward pawl member is positively engageable with a leading surface of a substantially complementary recess in the facing surface during rotation of the facing surface relative to the pawl member, The reverse pawl member is capable of positively engaging a trailing surface of a substantially complementary recess in the opposing surface while the opposing surface rotates relative to the pawl member, The control method is provided around the drive shaft by disengaging the reverse gear pawl of the currently selected gear when changing up the gear, and by partially engaging the clutch. The larger diameter gear and the drive Temporarily partially engage the shaft, or
Temporarily partially engaging the driven shaft with the smallest diameter gear provided around the driven shaft; and temporarily engaging the gear with the gear. While disengaging the forward pawl of the currently selected gear or allowing the forward pawl to disengage, and the engine speed is higher than desired. Engaging the forward and reverse pawls of the desired higher gear while being reduced to match the shaft speed of the gear, while at the same time
29. Disengaging the larger diameter gear wheel from the drive shaft with a clutch. 35. The means for actuatable engagement is in the form of at least one pair of pawl members comprising a forward pawl member and a reverse pawl member provided in the shaft or the gear or each gear. And wherein the forward pawl member is capable of positively rubbing the leading surface of a substantially complementary recess in the opposing surface while the opposing surface rotates relative to the pawl member. The reverse pawl member is capable of positively engaging a trailing surface of a substantially complementary recess in the opposing surface while the opposing surface rotates relative to the pawl member, A device mediates the engagement of the minimum diameter gear and the maximum diameter gear with the drive shaft or the driven shaft, and the control method of the present invention provides the reverse rotation under load such as engine braking. When changing gear down with direction claw The step of requesting change, a step of disengaging the forward pawl gear that is currently selected, the clutch, the gear smaller in diameter than is provided around the drive shaft,
Temporarily partially engaging the drive shaft or temporarily partially engaging the largest diameter gear provided around the drive shaft and the driven shaft. And disengaging the reverse pawl of the selected gear or disengaging the reverse pawl while the gear is temporarily partially engaged. Enabling step, once the engine speed is increased to match the desired lower gear shaft speed, the selected lower gear forward and reverse pawls are engaged. 31. engaging, while simultaneously disengaging the smaller diameter gear from the drive shaft by means of a clutch. 36. The means for actuatable engagement is in the form of at least one pair of pawl members comprising a forward pawl member and a reverse pawl member provided in the shaft or the gear or each gear. And wherein the forward pawl member is capable of positively engaging a leading surface of a substantially complementary recess in the facing surface during rotation of the facing surface relative to the pawl member. , The reverse pawl member is capable of positively engaging a follow-up surface of a substantially complementary recess in the opposed surface while the opposed surface rotates relative to the pawl member, The power supply from the source to the input shaft is mediated by a starting clutch and when the control method of the present invention changes down the gear by the forward pawl under load, such as when overtaking or accelerating, In more detail, change And a step of disengaging the reverse direction claw of the currently selected gear, and the start clutch temporarily slips by mediating power transmission to the driven shaft. Enabling, temporarily interrupting the power supply to the power transmission, disengaging the forward pawl of the currently selected gear, and the desired lower gear Engaging the forward pawl, then engaging the reverse pawl and locking the firing clutch.
The method according to 1 or 32. 37. The means for actuatable engagement is in the form of at least one pair of pawl members comprising a forward pawl member and a reverse pawl member provided in the shaft or the gear or in each gear. And wherein the forward pawl member is positively engageable with a leading surface of a substantially complementary recess in the facing surface during rotation of the facing surface relative to the pawl member. The reverse pawl is capable of positively engaging a follow-up surface of a substantially complementary recess in the facing surface during rotation of the facing surface relative to the pawl member, If the control method of the invention changes down the gear with the forward pawl under load, such as in the case of overtaking or acceleration, more specifically, the step of requesting a change and the gear currently selected. Disengage the reverse claw A step of reducing engine power, disengaging the forward pawl of the currently selected gear, recovering engine power, the front of the desired lower gear. 34. Engaging a directional pawl, and then engaging the reverse pawl. 38. The method according to claim 1, wherein the degree of application of the clutch device is controlled on the basis of engine data, a signal from a torque sensor, a signal from an acceleration sensor, or a combination thereof. Method according to any one of the claims. 39. The method of any one of claims 1-38, wherein the method is implemented in the form of a programmable logic controller, microprocessor, computer, or engine / powertrain management system. The method described. 40. The method according to any one of claims 1 to 39, wherein the request for change is initiated by a user or an engine / powertrain management system. 41. A power transmission device substantially as described herein with reference to FIG. 42. A power transmission device substantially as described herein with reference to FIG. 2 or 3. 43. A power transmission device substantially as described herein with reference to FIG. 2 or 3. 44. A method of controlling a power transmission device substantially as described herein with reference to FIGS. 5-7. 45. A clutch and gear assembly substantially as described herein with reference to FIGS. 3 or 4.