JP2010255703A - Transmission and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve the problem of being hardly fittable when a phase is not exactly fitted in synchronous fastening since a clearance of a spline is small, though a spline clutch is suitable for transmission of large torque capacity. <P>SOLUTION: Then, the number of components and cost are restrained using the spline clutch with a fitting guide tooth, and high speed fastening can be performed without increasing the labor of maintenance without an abrasion part. The transmission operable at a high speed and having high reliability is provided by being combined with a method for controlling the speed of an intermediate shaft so as not to impair durability. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a transmission configuration and control method, and more particularly to a transmission configuration and control method using a spline coupling clutch.

  Conventionally known transmission clutches, also known as dog clutches and pawl clutches, do not require power such as hydraulic pressure to maintain the coupled state once coupled, so the input torque can be reduced to the output side without loss. Can communicate. For this reason, it is used in a manual transmission (hereinafter abbreviated as MT), and further applied to an automated manual transmission called automatic MT or robotized MT. (See Patent Document 1).

  The manual transmission switches the transmission gear stage while the power from the engine is cut off by the friction clutch, and releases the meshing clutch of the front gear and connects the meshing clutch of the next gear. However, in a transmission without a synchronizer, the meshing clutch of the next gear is in a state in which the rotation speed of the claws on both sides is the same, that is, not in a synchronized state unless it is a coincidence. Then, the relative rotational speeds are equalized by this friction and are coupled when they are synchronized.

  In manual transmissions for passenger cars, in the past, an operation called a double clutch was performed to synchronize the meshing clutch of the next gear, and the gears were connected so as not to make a sound. At present, a method of synchronizing quickly with a friction ring called a synchronizer equipped with a synchromesh mechanism has been generalized so that gear shifting can be performed without requiring such an advanced driving technique. (Refer nonpatent literature 1).

  In large transmissions such as diesel vehicles and large special work vehicles, the transmission torque is much larger than that of passenger cars. There is also used a simple meshing clutch as shown in FIG. 1, particularly a spline clutch having a large transmission capacity. This is fitted with a spline 101 provided on the shaft 100 and provided with a slider 102 which is movable in the axial direction. The slider 102 has a spline 103 formed on the outer periphery thereof. On the other hand, the shaft 100 is provided with transmission gears 104 and 106 so as to be rotatable, and the gears 104 and 106 are provided with inner peripheral splines 105 and 107 which mesh with the outer peripheral spline 103 of the slider. For example, if the slider 102 is moved to the left and the outer peripheral spline 103 is engaged with the inner peripheral spline 105 of the gear 104, the torque from the shaft 100 can be transmitted to the gear 104.

  This method can be designed to have a spline meshing length larger than that of the dog clutch, and is therefore suitable for large-capacity large industrial vehicles.

  However, since the conventional spline clutch cannot be engaged unless the phases of the sprocket clutch 105 and the male spline 103 of the slider are exactly matched to each other, it takes time to achieve synchronization and it is difficult to make a quick shift. there were.

While it is required to synchronize in about 0.5 seconds to shift one after another while the vehicle is accelerating, such a high-speed response control is performed with a large transmission having a gear with a large moment of inertia. Is very difficult. At present, the engaging claws are pressed and coupled while controlling the rotational speed with an accuracy of about ± 30 (min ⁻¹ ), but sometimes the fastening time is greatly increased.

  As a method for shortening the meshing time, the applicant previously proposed a spline clutch with a fitting guide tooth. (See Patent Document 2).

  That is, as shown in FIG. 2, the fitting guide teeth 108 are provided on the side end surface of the spline 103 provided on the outer periphery of the slider 102, and at the same time, the same fitting guide teeth 109 are provided on the side end surface of the inner peripheral spline 105 on the gear side. Is provided.

  An example of the fitting guide teeth is shown in FIG. FIG. 3A shows a male spline with a groove on the outer periphery, and FIG. 3B shows a female spline with a groove on the inner periphery. In this example, every second tooth protrudes about 2 (mm) from the other teeth in the axial direction to form guide teeth 108 and 109.

  FIG. 4 illustrates the operation of the fitting guide teeth. In this example, every other tooth is projected to form guide teeth. FIG. 4A schematically shows a state where the guide teeth are in contact with each other, and is a contact form in the case of the worst luck. However, since both male and female splines are rotating relative to each other, both guide teeth can be removed immediately and fall into the groove as shown in FIG. 4 (b), and the next guide tooth collides as shown in FIG. 4 (c). Move up. Then, since the relative rotational speed becomes 0 and synchronizes, the entire spline can be fitted as shown in FIG.

  FIG. 5 shows the ease of fastening. FIG. 5A shows a conventional spline clutch. The spline gap g is, for example, 200 (μm). If the diameter of the spline is φ100 (mm), the gap of 200 (μm) is 0.13 degrees when converted to an angle. FIG. 5B is an example of a spline clutch with guide teeth, and the angle θ of the gap of the guide tooth portion is about 3.5 degrees, so that it is about 27 times easier to bite than FIG. I understand that.

JP-A-2-39661 Japanese Patent Application No. 2007-278831

Synchronization mechanism: Automotive Technology Handbook Volume 2 210: Automotive Engineering Society, issued on March 1, 1991

However, if it is fastened because it is easy to bite, the following problems occur. Conventionally, it is fastened at a relative rotational speed of about ± 30 (min ⁻¹ ) as described above. However, even if it is fastened at a relative rotational speed of about 27 times ± 810 (min ⁻¹ ), it has the same probability. Although it can be fastened, the impact torque due to the moment of inertia of the gear becomes very large, and the fitting guide teeth that receive this impact torque have a small number of teeth and a thin tooth thickness, so the durability is significantly impaired. It will be. Further, an impact sound is generated when the fitting guide teeth come into contact.

  Also, in the case of fastening with the load connected, load torque is applied as soon as the fitting guide teeth are engaged with each other, so that a larger torque is applied to the fitting guide teeth together with the impact torque. The problem of durability and sound becomes more serious.

  For this reason, it cannot be considered for the general public to use the spline clutch with guide teeth instead of the synchromesh mechanism in the manual transmission. When installing in a manual transmission, be sure to adjust the rotation speed by operating the double clutch, and when you put the shift lever, be sure to depress the clutch, so if you are a race car driven by a professional driver This is feasible.

  Therefore, in the present invention, by providing a fitting guide tooth for promoting synchronization on the side surface of the spline, a transmission that can be fastened with rough synchronization control and that is durable and has no problem in terms of noise is provided. The purpose is to do.

  That is, an object of the present invention is to provide an automatic transmission that can be surely fastened in a short time, has a low cost configuration, is highly reliable, and is small for a torque capacity.

In order to achieve the above object, the present invention provides:
An input shaft, at least one intermediate shaft, and an output shaft;
An input gear is provided on the input shaft, and a plurality of output gears are provided on the output shaft,
The intermediate shaft is provided with a plurality of speed change gears that mesh with any of the output gears to form a gear stage,
The intermediate shaft is provided with at least two splines driven in the axial direction by respective driving means, and sleeves fitted to the splines,
Each sleeve has one fitting guide tooth on the outer periphery, and the other fitting guide tooth on the inner periphery of each speed change gear. One fitting guide tooth meshes with the other fitting guide tooth. Multiple mating guide teeth can be formed,
Corresponding to the formation of any of the fitting guide teeth, one of the shift stages is formed,
A rotation speed control means for controlling the rotation speed of the intermediate shaft is provided,
When the speed control means performs a speed change operation from one speed to another speed, control is performed to bring the speed of the intermediate shaft closer to the speed of the speed change gear that forms the other speed. Made,
There is provided a transmission characterized in that the sleeve is driven by a driving means, and accordingly, the engagement of the fitting guide teeth is formed with a gear for shifting in the driving direction.

In order to achieve the above object, the present invention provides:
An input shaft, two intermediate shafts, and an output shaft;
An input gear on the input shaft, a plurality of output gears on the output shaft, an intermediate gear that meshes with the input gear on each intermediate shaft, and a gear stage that meshes with one of the output gears on each of the two intermediate shafts A gear for shifting is provided,
Each intermediate shaft is provided with two splines driven in the axial direction by the respective driving means, and a sleeve fitted to each spline,
Each sleeve has one fitting guide tooth on the outer periphery and the other fitting guide tooth on the inner periphery of each intermediate gear. One fitting guide tooth meshes with the other fitting guide tooth. A plurality of mating guide teeth can be formed,
One of the gear positions is formed corresponding to the formation of any of the fitting guide teeth,
A rotation speed control means for controlling the rotation speed of any of the intermediate shafts or the rotation speed of both of the intermediate shafts is provided,
When the rotation speed control means controls the rotation speed of one intermediate shaft to be close to the rotation speed of the other intermediate shaft, one of the sleeves is driven by the drive means, and accordingly, the intermediate gear in the drive direction. The transmission is characterized in that the engagement of the fitting guide teeth is formed between the transmission and the gear.

  According to the present invention, the rotation speed control means includes a motor having a take-out gear on a rotation shaft, a ring gear meshing with the take-out gear, and a gear fixed to one intermediate shaft, and the other intermediate A transmission comprising: a differential gear connected to a shaft by a gear train.

  Further, according to the present invention, the rotation speed control means includes a rotation speed control gear provided on each intermediate shaft, a friction clutch provided on the rotation speed control gear, and a brake device provided on each intermediate shaft. Provided is a transmission characterized by being configured.

  Further, the present invention provides a transmission characterized in that the rotational speed control means includes a rotational speed control gear provided on an intermediate shaft and an auxiliary clutch provided in the rotational speed control gear. .

In order to achieve the above object, the present invention provides:
An input shaft, at least one intermediate shaft, and an output shaft;
An input gear is provided on the input shaft, and a plurality of output gears are provided on the output shaft,
The intermediate shaft is provided with a plurality of speed change gears that mesh with any of the output gears to form a gear stage,
The intermediate shaft is provided with at least two splines driven in the axial direction by respective driving means, and sleeves fitted to the splines,
Each sleeve has one fitting guide tooth on the outer periphery, and the other fitting guide tooth on the inner periphery of each speed change gear. One fitting guide tooth meshes with the other fitting guide tooth. Multiple mating guide teeth can be formed,
Corresponding to the formation of any of the fitting guide teeth, one of the shift stages is formed,
A transmission control method provided with a rotation speed control means for controlling the rotation speed of the intermediate shaft,
When the speed control means performs a speed change operation from one speed to another speed, the speed of the intermediate shaft is made closer to the speed of the speed change gear that forms the other speed. A characteristic control method is provided.

In order to achieve the above object, the present invention provides:
An input shaft, two intermediate shafts, and an output shaft;
An input gear on the input shaft, a plurality of output gears on the output shaft, an intermediate gear that meshes with the input gear on each intermediate shaft, and a gear stage that meshes with one of the output gears on each of the two intermediate shafts A gear for shifting is provided,
Each intermediate shaft is provided with two splines driven in the axial direction by the respective driving means, and a sleeve fitted to each spline,
Each sleeve has one fitting guide tooth on the outer periphery and the other fitting guide tooth on the inner periphery of each intermediate gear. One fitting guide tooth meshes with the other fitting guide tooth. A plurality of mating guide teeth can be formed,
One of the gear positions is formed corresponding to the formation of any of the fitting guide teeth,
A transmission control means provided with a rotation speed control means for controlling the rotation speed of any of the intermediate shafts, or the rotation speed of both of the intermediate shafts,
The rotational speed control means controls the rotational speed of one intermediate shaft to approach the rotational speed of the other intermediate shaft, and one of the sleeves is driven by the driving means. There is provided a control means characterized in that the engagement of the fitting guide teeth is formed therebetween.

  According to the method of the present invention, since there is no need to use a frictional synchronization device such as a synchronizer ring, maintenance work is not required, and a highly responsive meshing clutch is used to configure a transmission that responds at high speed. Can be very useful in industry.

It is explanatory drawing which shows the structure of the spline clutch in a prior art example. It is explanatory drawing which shows the whole structure of the spline clutch with a fitting guide tooth in a prior art example. It is explanatory drawing which shows the structure of the guide tooth of a spline clutch with a fitting guide tooth. It is explanatory drawing which shows operation | movement of the guide tooth of a spline clutch with a fitting guide tooth. It is explanatory drawing which shows the difference in the synchronizing operation of a spline clutch and a spline clutch with a fitting guide tooth. 1 is a system configuration diagram showing a skeleton showing a configuration of a transmission and a control system according to a first embodiment of the present invention. FIG. It is torque transmission path explanatory drawing which shows the example of the speed change process in 1st Example of this invention. It is torque transmission path explanatory drawing which shows the example of the speed change process in 1st Example of this invention. It is torque transmission path explanatory drawing which shows the example of the speed change process in 1st Example of this invention. It is a skeleton figure which shows the structure of the transmission which shows 2nd Example of this invention. It is torque transmission path explanatory drawing which shows the example of the speed change process in 2nd Example of this invention. It is torque transmission path explanatory drawing which shows the example of the speed change process in 2nd Example of this invention. It is a skeleton figure which shows the structure of the transmission which shows 3rd Example of this invention. It is torque transmission path explanatory drawing which shows the example of the speed change process in 3rd Example of this invention. It is torque transmission path explanatory drawing which shows the example of the speed change process in 3rd Example of this invention. It is torque transmission path explanatory drawing which shows the example of the speed change process in 3rd Example of this invention.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a transmission using a meshing clutch with fitting guide teeth according to the present invention will be described below with reference to the accompanying drawings.

  A first embodiment of the present invention will be described with reference to FIGS. FIG. 6 is a system configuration diagram of an active transmission that changes the engine torque from gear to gear by the torque of the motor.

  The output of the engine 1 is input to the input shaft 3 of the transmission 2. The input shaft 3 has a forward gear train 33 and a reverse gear train 34 as input gears arranged in parallel. When the input shaft 3 is driven to rotate, both gear trains 33 and 34 are always driven. Has been. The forward gear train 33 includes an input gear 35 fixed to the input shaft 3, and a first gear 36 and a second gear 37 that mesh with the input gear 35. The reverse gear train 34 includes an input gear 38 fixedly fitted to the input shaft 3, reversing gears 39 and 40 having the same specifications that respectively mesh with the input gear 38, a third gear 41 that meshes with the reversing gears 39 and 40, and A fourth gear 42 is provided.

  This system is suitable for transmissions for railway vehicles that run in the same way in both directions.

  A first intermediate shaft 43 and a second intermediate shaft 44 are arranged in parallel with the input shaft 3. The first gear 36 and the third gear 41 are installed on the first intermediate shaft 43 so as to be relatively rotatable, and the second gear 37 and the fourth gear 42 are installed on the second intermediate shaft 44 so as to be relatively rotatable. Yes. The first intermediate shaft 43 and the second intermediate shaft 44 have a first clutch 45 and a second clutch 46 that can be selectively engaged between the forward gear train 33 and the reverse gear train 34, respectively. It is arranged. In the first clutch 45 and the second clutch 46, the male spline provided on the outer periphery of the sleeve that shifts on the spline provided on each shaft meshes with the female spline provided on the first to fourth gears. In this way, it is engaged / released. Therefore, to accurately describe the clutch operation, it should be referred to as “shifting the sleeve of the first clutch 45”, but in the following, it will be simply described as “shifting the first clutch 45”.

  The first intermediate shaft 43 is given forward rotation or reverse rotation from the gear (36 or 41) engaged by the selective shift of the first clutch 45, and the second intermediate shaft 44 is provided with the second clutch 46. Forward or reverse rotation is provided from the gear (37 or 42) on the side engaged by selective shifting. These clutch sleeves are connected to clutch actuators (Act1 to Act2), which are driving means, by a link mechanism, and are given thrust in the direction of engagement.

  An output shaft 47 is arranged in parallel with the first intermediate shaft 43 and the second intermediate shaft 44. A first transmission gear stage 48 and a third transmission gear stage 50 are disposed between the first intermediate shaft 43 and the output shaft 47, and a second transmission gear is provided between the second intermediate shaft 44 and the output shaft 47. A gear stage 49 and a fourth transmission gear stage 51 are arranged. In each of the transmission gear stages 48 to 51, different gear diameters (the number of teeth) are determined in order to generate a rotational output on the output shaft 47 at a predetermined transmission ratio. In each of the transmission gear stages 48 to 51, the gears disposed on the intermediate shafts 43 and 44 are rotatable relative to the intermediate shafts 43 and 44, but the gears disposed on the output shaft 47 are output. The shaft 47 is fixedly fitted.

  In the first intermediate shaft 43, a third clutch 52 that can be selectively engaged is disposed between the first transmission gear stage 48 and the third transmission gear stage 50. In the second intermediate shaft 44, a fourth clutch 53 that can be selectively engaged is disposed between the second transmission gear stage 49 and the fourth transmission gear stage 51. In the third clutch 52 and the fourth clutch 53, the male spline provided on the outer periphery of the sleeve that shifts on the spline provided on each shaft is changed to the female spline provided on the first to fourth transmission gears. Engage / release by engaging. These clutch sleeves are connected to clutch actuators (Act3 to Act4), which are driving means, by a link mechanism, and are given thrust in the engaging direction.

  With the above transmission gear stage configuration, when the third clutch 52 is shifted to the first transmission gear stage 48 with the first clutch 45 shifted to the forward gear train 33 side, the rotation of the input shaft 3 is the first. When the third clutch 52 is shifted to the third transmission gear stage 50 side and output to the output shaft 47 via the first intermediate shaft 43 and the first transmission gear stage 48, the rotation of the input shaft 3 is The output is output to the output shaft 47 through the first intermediate shaft 43 and the third transmission gear stage 50 at the third forward speed. At this time, the second clutch 46 is placed in the neutral position. Further, when the fourth clutch 53 is shifted to the second transmission gear stage 49 side with the second clutch 46 shifted to the forward gear train 37 side, the rotation of the input shaft 3 causes the second intermediate shaft 44 and the second intermediate shaft 44 to rotate. When the fourth clutch 53 is shifted to the fourth transmission gear stage 51 side, it is output to the output shaft 47 via the transmission gear stage 49 at the forward second gear stage. The output is output to the output shaft 47 through the fourth shift gear stage 51 at the fourth forward shift speed. At this time, the first clutch 45 is placed in the neutral position.

  When the first clutch 45 or the second clutch 46 is engaged on the reverse side, the output is output at each gear position in the reverse direction.

  A differential device 54 is disposed at the end of the second intermediate shaft 44, and a ring gear 55 of the differential device 54 is provided on a take-out shaft 57 that is a rotating shaft provided in a generator motor 58 that is an electric motor. The take-out gear 56 is engaged. A connection gear train 59 that is a gear train is disposed between the first intermediate shaft 43 and the differential device 54, and the rotational speed of the ring gear 55 of the differential device 54 is equal to the rotational speed of the first intermediate shaft 43. And the second intermediate shaft 44 are connected so as to be a half of the difference in rotational speed.

  A shift control device 60 is provided for the transmission having such a structure, and generates operation commands for the clutch actuators (Act1 to Act4) and generates torque commands for the generator motor 58 and the engine 1, respectively. To do.

  As described above, the rotation speed control device includes the electric motor including the take-out shaft 57 that is the rotation shaft provided with the take-out gear 56, the ring gear 55, the connection gear train 59 that is the gear train, and the differential device 54. Composed.

  The speed change operation in the speed change system of FIG. 6 will be described by taking as an example the case of upshifting from the first speed traveling as one speed to the second speed as another speed. During the first speed traveling, as shown in FIG. 7, the first clutch 45 is shifted to the first gear 36 side of the forward gear train 33, and the third clutch 52 is shifted to the first transmission gear stage 48 side. . In order to upshift to the second speed, it is necessary to engage the second speed gear during the first speed traveling as preparation for shifting, and details will be described later. Since the second clutch 46 is released, there is no problem even if the fourth clutch 53 is shifted to the second transmission gear stage 49 side.

  When the second-speed gear is engaged, as shown in FIG. 8, when the generator motor 58 generates torque, the differential motor 54 connects the first motor shaft 58 to the first intermediate shaft 43 via the connection gear train 59. In addition to transmitting torque, the torque of the generator motor 58 is also transmitted from the other end of the differential device 54 to the second intermediate shaft 44. At this time, if the direction of the torque transmitted to the first intermediate shaft 43 is made opposite to the direction of the torque that the engine 1 drives the first intermediate shaft 43, the first transmission gear transmitted from the engine in FIG. The driving torque of the stage 48 decreases, while the torque transmitted to the second intermediate shaft 44 gives a driving force to the output shaft 47 via the second transmission gear stage 49. This operation looks as if the torque transmitted from the engine 1 to the first intermediate shaft 43 is transmitted to the second intermediate shaft 44 via the connection gear train 59 and the differential 54. That is, the torque can be shifted between the intermediate shafts 43 and 44 by the generator motor 58 and the differential device 54. When all of the engine output transitions to the second intermediate shaft 44, the torque of the first transmission gear stage 48 is lost, and the third clutch 52 can be released.

  When the third clutch 52 is released, the rotational speed of the first intermediate shaft 43 is not constrained by the first gear, so that the rotational speed of the generator motor 58 can be changed. If the rotational speed is reduced to 0 while the generator motor 58 is in charge of all the engine torque, the rotational speed of the first intermediate shaft 43 and the rotational speed of the second intermediate shaft 44 become equal, as shown in FIG. The second clutch 46 is synchronized and the second clutch 46 can be engaged. This state is called an inertia phase. When the torque of the generator motor 58 is removed, all the engine torque is transmitted from the second clutch 46 → the second intermediate shaft 44 → the fourth clutch 53 → the second speed gear to the output shaft 47, and the upshift to the second speed is completed.

  In such a shift process, it is necessary to synchronize and connect the clutch in two stages of the gear shift preparation stage for engaging the second gear during the first speed traveling and the inertia phase.

In the shift preparation stage (pre-phase), as shown in FIG. 7, the fourth clutch 53 is shifted to the second shift gear stage 49 side. When the vehicle speed at this time is 40 (km / h), a certain transmission In this example, the rotation speed of the second gear is 960 (min ⁻¹ ). On the other hand, the rotational speed of the sleeve of the fourth clutch 53 is the rotational speed of the second intermediate shaft 44. As described above, the rotational speed of the ring gear of the differential device 54 is doubled from the rotational speed of the first intermediate shaft 43. It is what I subtracted. Therefore, if the generator motor 58 is stopped, the motor rotates in the reverse direction at the rotational speed of the first intermediate shaft 43 [1382 (min ⁻¹ ) in this example]. Therefore, if the generator motor 58 is turned so that the rotation speed of the second intermediate shaft 44 is 960 (min ⁻¹ ), the spline of the fourth clutch 53 is in a synchronized state. That is, in this example of the transmission, if the number of revolutions of the generator motor 58 is set to 483 (min ⁻¹ ), the splines are synchronized.

In the inertia phase, the rotational speed of the first intermediate shaft 43 is initially 1382 (min ⁻¹ ), but when the rotational speed of the generator motor 58 is reduced to 0, the rotational speed of the first intermediate shaft 43 is 960 (min ^{− 1} ) Since the clutch engagement control during gear shifting has been conventionally controlled by finely controlling the rotation of the generator motor 58 to ± 30 (min ⁻¹ ) or less with the synchronization point as the center, it is synchronously coupled. It took a long time to reach the synchronized state, but if the spline clutch with a fitting guide tooth according to the present invention was used, the rotation of the generator motor 58 was only roughly controlled, and the rest was provided on the side surface of the spline. Since the fitting guide teeth forcibly synchronize, they can be coupled in a very short time. However, if the rotation control of the generator motor 58 is roughly controlled by 27 times, the impact torque when the fitting guide teeth are forcibly synchronized is large. For example, if the rotation control is about ± 100 (min ⁻¹ ). The impact torque is small, and it can be within a range where there is no problem in terms of durability and noise.

  As a result, the shift time can be greatly shortened, and not only the shift feeling can be improved, but also the regenerative braking time can be lengthened by a crisp operation, and the fuel consumption can be improved.

  A second embodiment of the present invention will be described with reference to FIGS. FIG. 10 is a skeleton diagram schematically showing the configuration of a transmission called a twin clutch type automatic MT.

  The output of the engine 1 is input to the input shaft 3 of the transmission 2. An input gear 35 fixed to the input shaft 3, a first gear 36 that is a rotational speed control gear that meshes with the input gear 35, and a second gear 37 that is a rotational speed control gear are provided. Is provided with a first input friction clutch 61, and the second gear 37 is provided with a second input friction clutch 62. The first input friction clutch 61 is connected to a first intermediate shaft 43 having an odd-numbered transmission gear train, and the second input friction clutch 62 is connected to a second intermediate shaft 44 having an even-numbered transmission gear train. A first speed gear 63, a third speed gear 67, and a fifth speed gear 71 are rotatably installed on the first intermediate shaft 43. A second speed gear 65, a fourth speed gear 69, and a sixth speed gear 74 are rotatably installed on the second intermediate shaft 44.

  The speed change gears of the respective stages mesh with the corresponding speed change output gears 77 to 82, and the speed change output gears 77 to 82 are fixedly fitted to the output shaft 47.

  The first intermediate shaft 43 is provided with a spline clutch for switching between the first speed gear 63 and the third speed gear 67, and a clutch sleeve 52 is provided so as to be movable in the axial direction. The first speed gear 63 is provided with a first speed gear spline 64 as a female spline that can mesh with the clutch sleeve 52. Similarly, the third speed gear 67 is provided with a third speed gear spline 68 as a female spline that can mesh with the clutch sleeve 52.

  Further, the first intermediate shaft 43 is similarly provided with a clutch sleeve 73 that is movable in the axial direction, and the fifth gear 71 is a fifth-speed gear spline 72 as a female spline that can mesh with the clutch sleeve 73. Is provided.

  The clutch sleeves 52 and 73 are moved in the left-right axial direction by a shift fork which is a driving means (not shown), and meshed with the first-speed gear spline 64, the third-speed gear spline 68 or the fifth-speed gear spline 72, thereby The stage can be switched.

  Similarly, the second intermediate shaft 44 is provided with a clutch sleeve 53 for switching between the second speed gear 65 and the fourth speed gear 69, and further provided with a clutch sleeve 76 corresponding to the sixth speed gear 74. ing.

  A brake device 83 and a brake device 84 are provided between the first intermediate shaft 43 and the second intermediate shaft 44 between the transmission case and the transmission case.

  Thus, the first gear 36 that is the rotational speed control gear, the first input friction clutch 61 that is provided in the first gear 36, the second gear 37 that is the rotational speed control gear, and the second gear 37 are provided. The second input friction clutch 62, the brake device 83, and the brake device 84 constitute a rotation speed control means.

  The speed change operation in the speed change system of FIG. 10 will be described by taking as an example the case of upshifting from the first speed traveling as one speed to the second speed as another speed. During the first speed traveling, as shown in FIG. 11, the first input friction clutch 61 is engaged and the clutch sleeve 52 is shifted to the first speed gear 63 side. In order to upshift to the 2nd speed, the clutch sleeve 53 is engaged with the 2nd speed gear 65 during the 1st speed traveling as preparation for shifting. Since the second input friction clutch 62 is released, there is no problem even if the clutch 53 is shifted to the second transmission gear 65 side.

  Next, as shown in FIG. 12, when the first input friction clutch 61 is loosened while the second input friction clutch 62 is engaged, the torque transmitted from the engine 1 to the first intermediate shaft 43 is applied to the second intermediate shaft 44. Since all the engine torque passes through the second speed gear 65, the torque of the first speed gear 63 becomes zero, the clutch sleeve 52 can be pulled out, and the upshift to the second speed is completed.

  In such a speed change process, it is necessary to synchronize the clutch in the speed change preparation stage in which the second speed gear is engaged during the first speed travel.

In the shift preparation stage (pre-phase), the clutch sleeve 53 is shifted to the second transmission gear 65 side as shown in FIG. 11. If the vehicle speed at this time is 40 (km / h), an example of a certain transmission Then, the rotation speed of the second gear is 960 (min ⁻¹ ). On the other hand, the rotational speed of the clutch sleeve 53 is the rotational speed of the second intermediate shaft 44. This is determined by the balance of the drag friction between the second input friction clutch 62 and the clutch plate of the brake device 84. It is a town.

Therefore, if the hydraulic pressures of the second input friction clutch 62 and the brake device 84 are adjusted so that the rotation speed of the second intermediate shaft 44 is 960 (min ⁻¹ ), the clutch sleeve 53 is in a synchronized state.

Although there is a large error in the rotational speed control by the clutch hydraulic pressure, if a spline clutch with a fitting guide tooth is used, even if it deviates considerably from 960 (min ⁻¹ ), it can be reliably engaged in a short time.

At this time, if the rotation control of the second intermediate shaft 44 is too rough, the impact torque when the fitting guide teeth are forcibly synchronized is large. For example, the rotation control is set to about ± 100 (min ⁻¹ ). Then, the impact torque is small, and it can be within a range where there is no problem in terms of durability and noise.

  For this reason, there is an effect that the shift time can be greatly shortened and the shift feeling is improved.

  A third embodiment of the present invention will be described with reference to FIGS. FIG. 13 is a skeleton diagram schematically showing a configuration of a transmission called an assist clutch type automatic MT. Members having the same functions as those of the other embodiments are denoted by the same reference numerals.

  The output of the engine 1 is transmitted to the intermediate shaft 43 via the input friction clutch 61. A first speed gear 63, a second speed gear 65, a third speed gear 67, a fourth speed gear 69, and a fifth speed gear 71 as a rotation speed control gear are rotatably installed on the intermediate shaft 43.

  The transmission gears of the respective stages mesh with the corresponding transmission output gears 77 to 81, and the transmission output gears 77 to 81 are fixedly fitted to the output shaft 47.

  The intermediate shaft 43 is provided with a spline clutch for switching between the first speed gear 63 and the second speed gear 65, and a sleeve 52 is provided so as to be movable in the axial direction. The first speed gear 63 is provided with a female spline that can mesh with the sleeve 52. Similarly, the second speed gear is provided with a female spline that can mesh with the sleeve 52.

  Further, the intermediate shaft 43 is similarly provided with a sleeve 53 that is movable in the axial direction, and can switch between the third speed gear 67 and the fourth speed gear 69.

  The sleeves 52 and 53 are moved in the left-right axis direction by a shift fork which is a driving means (not shown) and coupled to the first speed gear 63 or the second speed gear 65, or the third speed gear 67 or the fourth speed gear 69. By doing so, the gear position can be switched.

  The 5-speed gear 71 is not provided with a spline clutch but is provided with an assist clutch 85 that is an auxiliary clutch and can be coupled to the intermediate shaft 43.

  In this way, the rotation speed control means is constituted by the fifth speed gear 71 that is the rotation speed control gear and the assist clutch that is the auxiliary clutch provided in the fifth speed gear 71.

  The speed change operation in the speed change system of FIG. 13 will be described by taking as an example a case where an upshift is performed from the first speed, which is one speed, to the second speed, which is another speed. During the first speed traveling, as shown in FIG. 14, the input friction clutch 61 is engaged and the clutch sleeve 52 is shifted to the first speed gear 63 side.

  If the hydraulic pressure of the assist clutch 85 for the fifth gear is increased to upshift to the second gear, the torque transmitted to the fifth gear 71 gradually increases and the torque transmitted to the first gear 63 decreases. When the total engine torque shifts to the fifth speed gear 71, the torque of the first speed gear 63 becomes zero and the clutch sleeve 52 can be removed. As shown in FIG. Driving with torque.

In such a shift process, the rotational speed of the intermediate shaft 43 during traveling at the first speed is 1382 (min ⁻¹ ) in an example of a transmission when the vehicle speed is 40 (km / h). The rotation speed of the second gear 65 at this time is 960 (min ⁻¹ ). Therefore, in order to engage the second speed gear after the clutch sleeve 52 is pulled out from the first speed gear 63, the rotational speed of the intermediate shaft 43 is reduced from 1382 (min ⁻¹ ) to 960 (min ⁻¹ ). Thus, the clutch sleeve 52 needs to be synchronously coupled.

If the hydraulic pressure of the 5-speed assist clutch 85 is adjusted to a half-clutch state, the rotation speed of the intermediate shaft 43 is directed to the 5-speed rotation speed 395 (min ⁻¹ ) at 40 (km / h). As shown in FIG. 16, the clutch sleeve 52 is synchronized with the second speed gear 65 when passing 960 (min ⁻¹ ) in the middle. The number of revolutions controlled by the fifth-speed clutch hydraulic pressure is controlled as slowly as possible to maintain the synchronized state for a long time, but the clutch sleeve 52 has only one chance to be engaged with the second-speed gear 65. Shifting may fail.

However, if a spline clutch with a fitting guide tooth is used, the intermediate shaft 43 can be reliably fitted when the rotational speed thereof passes 960 (min ⁻¹ ).

However, if the clutch sleeve 52 is shifted to the second speed gear 65 side when the rotational speed of the intermediate shaft 43 is far from the synchronized state with the second speed gear 65, the fitting guide teeth are forcibly synchronized. Therefore, if the clutch sleeve 52 is shifted in a synchronized state of ± 100 (min ⁻¹ ), for example, the impact torque is small and can be within a range where there is no problem in terms of durability and noise. .

  Therefore, there is an effect that the shift control can be surely performed and the shift feeling is improved.

  Although the present invention has been described for a case where it is applied to a large-sized industrial vehicle or a railway vehicle, it is not limited to an industrial vehicle as long as it is a transmission using a similar meshing clutch, and is applied to an automated manual transmission of an automobile. Can be similarly implemented.

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Transmission, 3 ... Input shaft, 33 ... Forward gear train, 34 ... Reverse gear train, 35, 35 ', 38 ... Input gear, 36 ... First gear, 37 ... Second gear, 39, 40 ... reverse reverse gear, 41 ... third gear, 42 ... fourth gear, 43 ... first intermediate shaft, 44 ... second intermediate shaft, 45 ... first clutch, 46 ... second clutch, 47 ... output Axis 48 ... first transmission gear stage 49 ... second transmission gear stage 50 ... third transmission gear stage 51 ... fourth transmission gear stage 52 ... third clutch 53 ... fourth clutch 54 ... differential 55, ring gear, 56 ... take-out gear, 57 ... take-out shaft, 58 ... generator motor, 59 ... connecting gear train, 60 ... transmission control device, 61 ... first input friction clutch, 62 ... second input friction clutch, 63 ... 1st gear, 64 ... 1st gear spline, 65 ... 2nd gear, 66 ... Speed gear spline, 67 ... 3rd gear, 68 ... 3rd gear spline, 69 ... 4th gear, 70 ... 4th gear spline, 71 ... 5th gear, 72 ... 5th gear spline, 73 ... Clutch sleeve, 74 ... 6-speed gear, 75... 6-speed gear spline, 76... Clutch sleeve, 77 to 82, 96... Shifting output gear, 83 and 84.

Claims (7)

An input shaft, at least one intermediate shaft, and an output shaft;
An input gear is provided on the input shaft, and a plurality of output gears are provided on the output shaft,
The intermediate shaft is provided with a plurality of speed change gears that mesh with any of the output gears to form a gear stage,
The intermediate shaft is provided with at least two splines driven in the axial direction by respective driving means, and sleeves fitted to the splines,
Each sleeve has one fitting guide tooth on the outer periphery, and the other fitting guide tooth on the inner periphery of each speed change gear. One fitting guide tooth meshes with the other fitting guide tooth. Multiple mating guide teeth can be formed,
Corresponding to the formation of any of the fitting guide teeth, one of the shift stages is formed,
A rotation speed control means for controlling the rotation speed of the intermediate shaft is provided,
When the speed control means performs a speed change operation from one speed to another speed, control is performed to bring the speed of the intermediate shaft closer to the speed of the speed change gear that forms the other speed. Made,
The transmission is characterized in that the sleeve is driven by the driving means, and accordingly, the engagement of the fitting guide teeth is formed with the gear for shifting in the driving direction. An input shaft, two intermediate shafts, and an output shaft;
An input gear on the input shaft, a plurality of output gears on the output shaft, an intermediate gear that meshes with the input gear on each intermediate shaft, and a gear stage that meshes with one of the output gears on each of the two intermediate shafts. A gear for shifting is provided,
Each intermediate shaft is provided with two splines driven in the axial direction by the respective driving means, and a sleeve fitted to each spline,
Each sleeve has one fitting guide tooth on the outer periphery and the other fitting guide tooth on the inner periphery of each intermediate gear. One fitting guide tooth meshes with the other fitting guide tooth. A plurality of mating guide teeth can be formed,
One of the gear positions is formed corresponding to the formation of any of the fitting guide teeth,
A rotation speed control means for controlling the rotation speed of any of the intermediate shafts or the rotation speed of both of the intermediate shafts is provided,
When the rotation speed control means controls the rotation speed of one intermediate shaft to be close to the rotation speed of the other intermediate shaft, one of the sleeves is driven by the drive means, and accordingly, the intermediate gear in the drive direction. The transmission is characterized in that the engagement of the fitting guide teeth is formed between the transmission and the gear.   The rotation speed control means includes a motor having a take-out gear on a rotation shaft, a ring gear meshing with the take-out gear, a gear fixed to one intermediate shaft, and connected to another intermediate shaft by a gear train The transmission according to claim 1, wherein the transmission is constituted by a differential device.   The rotational speed control means includes a rotational speed control gear provided on each intermediate shaft, a friction clutch provided on the rotational speed control gear, and a brake device provided on each intermediate shaft. The transmission according to claim 1 or 2.   2. The transmission according to claim 1, wherein the rotational speed control means includes a rotational speed control gear provided on an intermediate shaft and an auxiliary clutch provided in the rotational speed control gear. An input shaft, at least one intermediate shaft, and an output shaft;
An input gear is provided on the input shaft, and a plurality of output gears are provided on the output shaft,
The intermediate shaft is provided with a plurality of speed change gears that mesh with any of the output gears to form a gear stage,
The intermediate shaft is provided with at least two splines driven in the axial direction by respective driving means, and sleeves fitted to the splines,
Each sleeve has one fitting guide tooth on the outer periphery, and the other fitting guide tooth on the inner periphery of each speed change gear. One fitting guide tooth meshes with the other fitting guide tooth. Multiple mating guide teeth can be formed,
Corresponding to the formation of any of the fitting guide teeth, one of the shift stages is formed,
A transmission control method provided with a rotation speed control means for controlling the rotation speed of the intermediate shaft,
When the speed control means performs a speed change operation from one speed to another speed, the speed of the intermediate shaft is made closer to the speed of the speed change gear that forms the other speed. Characteristic control method. An input shaft, two intermediate shafts, and an output shaft;
An input gear on the input shaft, a plurality of output gears on the output shaft, an intermediate gear that meshes with the input gear on each intermediate shaft, and a gear stage that meshes with one of the output gears on each of the two intermediate shafts A gear for shifting is provided,
Each intermediate shaft is provided with two splines driven in the axial direction by the respective driving means, and a sleeve fitted to each spline,
Each sleeve has one fitting guide tooth on the outer periphery and the other fitting guide tooth on the inner periphery of each intermediate gear. One fitting guide tooth meshes with the other fitting guide tooth. A plurality of mating guide teeth can be formed,
One of the gear positions is formed corresponding to the formation of any of the fitting guide teeth,
A transmission control means provided with a rotation speed control means for controlling the rotation speed of any of the intermediate shafts, or the rotation speed of both of the intermediate shafts,
The rotational speed control means controls the rotational speed of one intermediate shaft to approach the rotational speed of the other intermediate shaft, and one of the sleeves is driven by the driving means. Control means characterized in that engagement of the fitting guide teeth is formed between the two.

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