JP2011127660A - Shift operating device of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift operating device of an automatic transmission, which efficiently transmits force to a shift fork while reduced in size and in costs. <P>SOLUTION: This shift operating device of the automatic transmission includes: an actuator case 98; a pinion shaft 94 supported on the bottom wall and the ceiling wall of the actuator case 98; a worm wheel 93 fixed coaxially with the pinion shaft 94 between the ceiling wall and bottom wall; a worm 100 rotatably driven by a motor 92; a pinion 94c formed on the pinion shaft 94; a fork shaft 95 meshing with the pinion 94c and supported to move in the axial direction; a shift fork 91; and a support member 97, the proximal end of which is fixed to the bottom wall of the actuator case 98, and the distal end of which is projected in the transmission case. The support member 97 includes an opening 97g provided at a position where the pinion 94c and a rack part 95a mesh with each other, and supports the tip end of the pinion shaft 94. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a shift operation device for an automatic transmission for a vehicle.

  2. Description of the Related Art Conventionally, several automatic transmissions based on gear-type manual transmissions, which are considered to have good power transmission efficiency, have been proposed as automatic transmissions for vehicles such as automobiles. For example, as shown in Patent Document 1, a gear speed change mechanism (hereinafter referred to as a shift operation device) is driven by a motor, and a fork shaft provided in the shift operation device and a shift fork connected to the fork shaft are reciprocated in the axial direction. In some cases, a shift clutch sleeve engaged with the shift fork is operated to switch the gear stage. Patent Document 1 does not show details of the shift operation device, but in general, there is a structure shown in FIG. 5 in order to reduce the size of the shift operation device.

  In the device shown in FIG. 5, the motor is disposed outside the peripheral wall of the transmission case, and the rotation shaft of the motor is disposed along the outer surface of the transmission case. In this way, the outer shape of the shift operation device is reduced in size so that the motor does not jump out. A pinion shaft formed coaxially with a worm wheel meshing with a worm provided on the rotating shaft of the motor is configured to be rotated by the motor via the worm wheel. Then, the fork shaft having a rack portion meshing with the pinion formed at the tip of the pinion shaft is reciprocated, and the shift fork fixed to the fork shaft moves the sleeve of the shift clutch and appropriately switches each gear stage. At this time, one end of the pinion is rotatably supported by the cover of the actuator case, and the intermediate part is supported by the peripheral wall of the transmission case. The tip protrudes into the transmission case in which the fork shaft and shift fork are housed, and meshes with the rack portion of the fork shaft. In this way, the outer shape of the shift operating device is reduced by arranging the pinion vertically in the transmission case.

JP 2007-331654 A

  However, in the case shown in FIG. 5, the pinion protrudes into the transmission case and meshes with the rack portion of the fork shaft in a cantilever state. Thus, for example, when a large load is input from the fork shaft to the pinion part, the pinion shaft bends with the peripheral wall part of the transmission case, which is one of the support points, as a fulcrum, and the tooth surfaces of the pinion and the rack are engaged with each other There is a possibility that the force may not be sufficiently transmitted to the fork shaft, and the engagement between the tooth surfaces becomes incomplete, so an unexpected load may be applied to the tooth surface and affect the strength. .

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a shift operation device for an automatic transmission that can efficiently transmit force to a fork shaft while being small in size and low in cost.

In order to solve the above-described problem, a feature of the invention according to claim 1 is that a transmission case that houses a transmission, and an actuator that is formed outside the transmission case with a part of a peripheral wall of the transmission case as a bottom wall A case, a pinion shaft supported by the bottom wall and a ceiling wall of the actuator case facing the bottom wall, and a worm wheel fixed coaxially to the pinion shaft between the ceiling wall and the bottom wall A worm meshed with the worm wheel and driven to rotate by a motor, a pinion formed in the transmission case on the pinion shaft, and a rack portion meshed with the pinion in the axial direction in the transmission case. A fork shaft that is movably supported, and the fork shaft A shift operation device for an automatic transmission comprising a fixed shift fork, and a support member having a base end fixed to the bottom wall of the actuator case and a tip projecting into the transmission case. The member includes an opening at a position where the pinion and the rack portion of the fork shaft mesh with each other, and supports the tip of the pinion shaft.

  In order to solve the above-described problem, the invention according to claim 2 is characterized in that, in claim 1, an annular protrusion is provided on the bottom wall so as to be coaxial with the pinion shaft, and protrudes into the actuator case. A concave portion into which the annular protrusion enters is formed on a side surface of the worm wheel on the bottom wall side, and a seal member is interposed between an inner peripheral hole of the annular protrusion and the pinion shaft.

  In order to solve the above-mentioned problem, the invention according to claim 3 is characterized in that, in claim 2, a stepped hole is formed in the bottom wall coaxially with the pinion shaft, and the support member is formed of the stepped hole. And the flange portion formed at the base end portion is fitted with the inner peripheral hole and the flange portion is sandwiched between the step portion of the stepped hole. The support member is fixed to the bottom wall by locking the snap ring in the inner peripheral hole.

  In order to solve the above-described problem, the invention according to claim 4 is characterized in that, in any one of claims 1 to 3, the transmission is supported by a shaft body so as to be rotatable coaxially with the transmission case. A first input shaft and a second input shaft in which a plurality of drive-side gears are coaxially arranged, and a first output shaft in which a plurality of driven-side gears are rotatably supported by the transmission case. And a dual clutch having a second output shaft, a first clutch that transmits the rotational driving force of the prime mover to the first input shaft, and a second clutch that transmits the rotational driving force to the second input shaft. It is a clutch type automatic transmission.

  According to the first aspect of the present invention, the pinion shaft is supported at both ends by the ceiling wall of the actuator case and the support member fixed to the bottom wall of the actuator case. As a result, the pinion shaft is supported at both ends, and there is little risk of bending even when a load is applied from a direction orthogonal to the pinion shaft. Therefore, the force is efficiently transmitted to the fork shaft, the shift fork is efficiently moved, and the gear can be switched. Further, since the pinion shaft is not deformed and the force is efficiently transmitted to the fork shaft, there is no possibility that the tooth surfaces come into contact with each other and affect the strength of the tooth surfaces. Furthermore, since the tip of the pinion shaft is supported using a separate member called a support member, it is not necessary to change the shape of the transmission case by casting, processing, etc., and it is possible to cope with low costs.

  According to the second aspect of the present invention, since the concave portion which is a space is provided inside the worm wheel and the seal member is accommodated in the space portion, the axial length of the pinion shaft can be shortened by the thickness of the seal member. . As a result, the pinion shaft becomes more difficult to bend, and the force can be more efficiently transmitted to the fork shaft, and the size and weight can be reduced.

According to the invention of claim 3, the support member is fixed so that the flange portion is sandwiched between the step portion of the stepped hole provided in the bottom wall of the actuator case and the snap ring, and the movement in the axial direction is restricted. ing. As described above, since the support member can be fixed by a simple method, the cost can be reduced.

  According to the invention of claim 4, the shift operation device is applied to a dual clutch type automatic transmission. Many dual clutch automatic transmissions have two or more output shafts, and it is necessary to provide a shift operation device for each output shaft. As a result, the number of shift operation devices required for an automatic transmission with one output shaft is increased, and the merit when the shift operation device is reduced in size and cost is further increased.

It is the perspective view which looked at transmission case 11 and clutch housing 12 of case 10 concerning this embodiment from the side. It is 2-2 sectional drawing in FIG. 1 is a skeleton diagram showing an overall structure of a transmission 1. FIG. It is sectional drawing of the shift operation apparatus 90 which concerns on this invention. It is sectional drawing which shows the conventional shift operation apparatus.

  Hereinafter, a transmission 1 according to an embodiment of the present invention will be described with reference to FIGS. As shown in FIGS. 1 to 3, the transmission 1 is a seven-speed forward dual-clutch automatic transmission, and in the axial direction within the case 10, a first input shaft 21, a second input shaft 22, a first input shaft 21. An output shaft 31 and a second output shaft 32 are provided. Further, in the case 10, as shown in FIG. 3, the dual clutch 40, the drive gears 51 to 57 for each shift stage, the final reduction drive gears 58 and 68, the driven gears 61 to 67 for each shift stage, the reverse gear 70, And a ring gear 80.

  As shown in FIG. 1, the case 10 includes a transmission case 11 and a clutch housing 12. The transmission case 11 supports each shaft by a plurality of bearings and accommodates lubricating oil (not shown) for lubricating a lubricating portion including the plurality of gears. Further, each shift operation according to the present invention for driving the first to fourth shift clutches 101 to 104 provided on the first output shaft 31 and the second output shaft 32 in the transmission case 11 to switch the respective gear stages. Each device 90 is provided (see FIG. 2). The clutch housing 12 has an end face that faces the end face of the transmission case 11, and is fixed to the transmission case 11 by bolt fastening. The clutch housing 12 supports each shaft by a plurality of bearings and accommodates a dual clutch 40 therein.

  The first input shaft 21 is formed in a hollow shaft shape and is rotatably supported with respect to the transmission case 11 and the clutch housing 12 by a bearing. Further, on the outer peripheral surface of the first input shaft 21, a portion that supports the bearing and a plurality of external tooth splines are formed. A first speed drive gear 51 and a third speed drive gear 53 are directly formed on the first input shaft 21. The fifth speed drive gear 55 and the seventh speed drive gear 57 are press-fitted into the external splines formed on the outer peripheral surface of the first input shaft 21 by spline fitting. Further, the first input shaft 21 is formed with a connecting portion that is connected to the first clutch 41 of the dual clutch 40.

The second input shaft 22 is formed in a hollow shaft shape, and is rotatably supported on the outer periphery of a part of the first input shaft 21 via a plurality of bearings. The transmission case 11 and the clutch housing are supported by the bearings. 12 is supported rotatably. That is, the second input shaft 22 is disposed so as to be rotatable relative to the first input shaft 21 concentrically. Similarly to the first input shaft 21, a portion for supporting the bearing and a plurality of external gears are formed on the outer peripheral surface of the second input shaft 22. A second speed drive gear 52, a fourth speed drive gear 54 and a sixth speed drive gear 56 are formed on the second input shaft 22. Further, the second input shaft 22 is formed with a connecting portion that is connected to the second clutch 42 of the dual clutch 40.

  The first output shaft 31 is rotatably supported with respect to the transmission case 11 and the clutch housing 12 by a bearing, and is disposed in parallel to the first input shaft 21 in the transmission case 11. In addition, a final reduction drive gear 58 is formed on the outer peripheral surface of the first output shaft 31, and a portion that supports the bearing and a plurality of external splines are formed. The clutch hubs 201 of the first and third shift clutches 101 and 103 are press-fitted into the external spline of the first output shaft 31 by spline fitting. As shown in FIG. 2, shift operation devices 90 for driving the first and third shift clutches 101 and 103 are provided on the peripheral wall of the transmission case 11 in the vicinity of the first and third shift clutches 101 and 103, respectively. ing. The final reduction drive gear 58 meshes with a ring gear 80 of a differential (differential mechanism). The ring gear 80 is arranged on the internal combustion engine E / G side in the axial direction among the gears arranged in the transmission case 11.

  Further, the first output shaft 31 is formed with a support portion that supports the first-speed driven gear 61, the third-speed driven gear 63, the fourth-speed driven gear 64, and the reverse gear 70 so as to be freely rotatable.

  The first-speed driven gear 61 is meshed with a first-speed drive gear 51 formed on the first input shaft 21 and is always rotating when the first input shaft 21 rotates. When the first input shaft 21 does not rotate, the first output shaft 61 is driven by the rotation of the first output shaft 31 that rotates together with the final reduction drive gear 58 that is always rotated during traveling. 31 is supported. That is, the first speed driven gear 61 always rotates when the vehicle travels.

  The third speed driven gear 63 is meshed with a third speed drive gear 53 formed on the first input shaft 21 and is always rotated when the first input shaft 21 rotates. When the first input shaft 21 does not rotate, the third-speed driven gear 63 is rotated along with the rotation of the first output shaft 31 that rotates together with the final reduction drive gear 58 that is always rotated during traveling, like the first-speed driven gear 61. It always rotates when the vehicle is running.

  The 4-speed driven gear 64 is meshed with a 4-speed drive gear 54 formed on the second input shaft 22 and is always rotated when the second input shaft 22 rotates. When the second input shaft 22 does not rotate, the 4-speed driven gear 64 is rotated together with the final reduction drive gear 58 that always rotates during traveling, like the first-speed and third-speed driven gears 61, 63. It is always rotated when the vehicle is driven by the rotation of the vehicle 31.

  Further, the reverse gear 70 is always meshed with a small-diameter gear 62a formed integrally with a second-speed driven gear 62 that is supported on the second output shaft 31 so as to be free to rotate. Thus, when the second speed drive gear 52 of the second input shaft 22 meshed with the second speed driven gear 62 is rotated by the second input shaft 22, the reverse gear 70 is also rotated simultaneously. When the second input shaft 22 does not rotate, the reverse gear 70 rotates together with the final reduction drive gear 58 that always rotates during traveling, like the first, third, and fourth driven gears 61, 63, and 64. The output shaft 31 is rotated and is always rotated when the vehicle travels.

The second output shaft 32 is supported by a bearing so as to be rotatable with respect to the transmission case 11 and the clutch housing 12, and is disposed in the transmission case 11 in parallel with the first input shaft 21. Further, as with the first output shaft 31, a final reduction drive gear 68 is formed on the outer peripheral surface of the second output shaft 32, and a portion for supporting the bearing and a plurality of external splines are formed. The clutch hubs 201 of the second and fourth shift clutches 102 and 104 are press-fitted into the external spline of the second output shaft 32 by spline fitting. Shift operation devices 90 for driving the second and fourth shift clutches 102 and 104 are provided on the peripheral wall of the transmission case 11 in the vicinity of the second and fourth shift clutches 102 and 104, respectively. The final reduction drive gear 68 meshes with a differential ring gear 80. Further, the second output shaft 32 is formed with a support portion that supports the second-speed driven gear 62, the fifth-speed driven gear 65, the sixth-speed driven gear 66, and the seventh-speed driven gear 67 so as to be freely rotatable.

  The second speed driven gear 62 is meshed with a second speed drive gear 52 formed on the second input shaft 22 and is always rotating when the second input shaft 22 rotates. When the second input shaft 22 does not rotate, the second-speed driven gear 62 is rotated by the rotation of the second output shaft 32 that rotates together with the final reduction drive gear 68 that is always rotated during traveling, and always rotates when the vehicle travels.

  The 5-speed driven gear 65 is meshed with a 5-speed drive gear 55 formed on the first input shaft 21 and is always rotating when the first input shaft 21 rotates. When the first input shaft 21 does not rotate, the fifth speed driven gear 65 is rotated along with the rotation of the second output shaft 32 that rotates together with the final reduction drive gear 68 that is always rotated during traveling, like the second speed driven gear 62. It always rotates when the vehicle is running.

  The 6-speed driven gear 66 is meshed with a 6-speed drive gear 56 formed on the second input shaft 22 and is always rotated when the second input shaft 22 rotates. When the second input shaft 22 does not rotate, the 6-speed driven gear 66 is rotated together with the final reduction drive gear 68 that always rotates during traveling, similarly to the 2-speed and 5-speed driven gears 62, 65. It is rotated by the rotation of 32 and always rotates when the vehicle travels.

  Further, the seventh-speed driven gear 67 is always meshed with a seventh-speed drive gear 57 that is supported on the second output shaft 32 so as to be free to rotate. Thereby, when the 7-speed drive gear 57 of the first input shaft 21 meshed with the 7-speed driven gear 67 is rotated by the first input shaft 21, the 7-speed driven gear 67 is also rotated simultaneously. When the first input shaft 21 does not rotate, the seventh-speed driven gear 67 is rotated along with the rotation of the second output shaft 32 that rotates together with the final reduction drive gear 68 that always rotates during traveling, and always rotates during vehicle traveling.

  As shown in FIG. 3, the dual clutch 40 includes a first clutch 41 that transmits the rotational driving force of the internal combustion engine E / G (corresponding to the “motor” of the present invention) to the first input shaft 21, and the internal combustion engine E. And a second clutch 42 that transmits the driving force of / G to the second input shaft 22. The dual clutch 40 is accommodated in the clutch housing 12 on the right side of FIG. 1 and is concentric with the first input shaft 21 and the second input shaft 22. The first clutch 41 is connected to the connecting shaft portion of the first input shaft 21, and the second clutch 42 is connected to the connecting shaft portion of the second input shaft 22. Then, the first and second input shafts 21 and 22 are sequentially operated on the first and second input shafts 21 and 22 on the basis of the vehicle control command to switch the connection with the internal combustion engine E / G, thereby enabling high-speed shift. Changes are possible.

  As shown in FIG. 3, the ring gear 80 is meshed with the final reduction drive gear 58 and the final reduction drive gear 68 so as to be always rotationally connected to the first output shaft 31 and the second output shaft 32. The ring gear 80 is connected to the drive wheels via a rotating shaft 80a that is pivotally supported by the case 10 and a differential mechanism (not shown).

Next, the first to fourth shift clutches 101 to 104 will be described. The first shift clutch 101 is disposed between the first speed driven gear 61 and the third speed driven gear 63 in the axial direction of the first output shaft 31. The second shift clutch 102 is disposed between the second speed driven gear 62 and the sixth speed driven gear 66 in the axial direction of the second output shaft 32. The third shift clutch 103 is disposed between the fourth speed driven gear 64 and the reverse gear 70 in the axial direction of the first output shaft 31. Further, the fourth shift clutch 104 is disposed between the fifth speed driven gear 64 and the seventh speed driven gear in the axial direction of the first output shaft 31.

  First, the first shift clutch 101 is press-fitted and fixed to the clutch hub 201 splined to the first output shaft 31, the first-speed engagement member 205 press-fitted to the first-speed driven gear 61, and the third-speed driven gear 63. The third-speed engaging member 205, the synchronizer ring 203 interposed between the clutch hub 201 and the left and right engaging members 205, 205, and the outer periphery of the clutch hub 201 are spline-engaged so as to be axially movable. This is a well-known synchromesh mechanism comprising a sleeve 202 and alternately connecting the driven gears 61 and 63 to the first input shaft 21.

  The sleeve 202 of the first shift clutch 101 is not engaged with any of the engagement members 205 and 205 in the neutral position. However, the fork shaft is driven in the axial direction by the operation of the shift operating device 90, and the sleeve 202 is shifted to the first speed driven gear 61 side by the shift fork 91 engaged with the annular groove on the outer periphery of the sleeve 202 fixed to the fork shaft. Then, the sleeve 202 is spline-engaged with the synchronizer ring 203 on the first speed driven gear 61 side. Then, the rotation of the first output shaft 31 and the first speed driven gear 61 is synchronized. Next, the synchronizer ring 203 is engaged with the external spline on the outer periphery of the first speed engagement member 205, and the first output shaft 31 and the first speed driven gear 61 are integrally connected to form the first speed stage. If the shift fork 91 shifts the sleeve 202 to the third speed driven gear 63 side by the shift operating device 90, the rotation of the first output shaft 31 and the third speed driven gear 63 is similarly synchronized, and then both are integrated. Are connected to form the third speed stage.

  The second to fourth shift clutches 102 to 104 are substantially the same in structure as the first shift clutch 101 and only have different attachment positions. The second shift clutch 102 selectively connects the second speed driven gear 62 and the sixth speed driven gear 66 to the second output shaft 32 to form the second speed stage and the sixth speed stage, and the third shift clutch 103 is the fourth speed driven gear. The gear 64 and the reverse gear 70 are selectively connected to the first output shaft 31 to form the fourth speed and the reverse speed, and the fourth shift clutch 104 outputs the fifth speed driven gear 65 and the seventh speed driven gear 67 to the first output. A fifth gear and a seventh gear are formed by selectively connecting to the shaft 31.

  Next, each shift operating device 90 according to the present invention for driving the first to fourth shift clutches 101 to 104 will be described with reference to FIG. Each shift operating device 90 has an actuator case 98, a pinion shaft 94, a worm wheel 93 formed coaxially with the pinion shaft 94, and a worm 100 that meshes with the worm wheel 93 and is rotationally driven by a motor 92. is doing. Each shift operating device 90 meshes with an oil seal 99 as a seal member supported by the pinion shaft 94, a support member 97 that supports the pinion shaft 94, a pinion 94c formed on the pinion shaft 94, and the pinion 94c. A fork shaft 95 provided with a rack portion 95a, and a shift fork 91 fixed to the fork shaft 95.

  The actuator case 98 has a rectangular bottom wall 98c sharing a part with the peripheral wall of the transmission case 11, a side wall 98g standing from the outer peripheral edge of the bottom wall 98c toward the outside of the transmission case 11, and a side wall 98g. The bottom wall 98c is in contact with the front end of the cover and the cover 98b is a ceiling wall facing the bottom wall 98c. The cover 98b is for preventing water and foreign matter from entering the inside of the actuator case 98, and is fixed to the side wall 98g by bolts or the like. An annular protrusion 98d is provided in the actuator case 98 so as to be coaxial with the pinion shaft 94 on the bottom wall 98c. A space 98f in the annular projecting portion 98d is constituted by an inner peripheral hole 98h and a bottom wall 98c. A stepped hole 98e is formed coaxially with the pinion shaft 94 in the bottom wall 98c in the annular projecting portion 98d, and the space 98f communicates with the inside of the transmission case 11 through the stepped hole 98e.

  The pinion shaft 94 is rotatably supported at both ends by a support hole 98a provided in the cover 98b of the actuator case 98 and a support hole 97e at the tip of the support member 97 fixed to the bottom wall 98c. A pinion 94 c is formed at the tip of the pinion shaft 94, and is disposed so as to protrude by a predetermined amount in the transmission case 11 together with the tip of the support member 97.

  The worm wheel 93 is integrally and coaxially fixed to the pinion shaft 94 between a cover 98b as a ceiling wall and a bottom wall 98c. On the side surface of the worm wheel 93 on the bottom wall 98c side, a concave portion 93a that is a space portion is formed. An annular protrusion 98d enters the recess 93a. In the recess 93a, an oil seal 99 as a seal member is liquid-tightly interposed between the inner peripheral hole 98h of the annular protrusion 98d and the pinion shaft 94. Thereby, the oil in the transmission case 11 is prevented from leaking outside. Since the oil seal 99 is thus disposed at the position of the recess 93 a of the worm wheel 93, the length of the pinion shaft 94 can be shortened by the mounting length of the oil seal 99.

  The worm wheel 93 is engaged with a worm 100 which is provided on a rotating shaft 92 a of the motor 92 and is driven to rotate by the motor 92. The rotating shaft 93 b of the worm wheel 93 is disposed orthogonal to the rotating shaft 92 a of the motor 92. In the motor 92, the rotating shaft 92a of the motor 92 is disposed along the bottom wall 98c of the actuator case 98 so that the coil portion 92b does not protrude outward in order to reduce the size of the transmission 1, and the bottom wall 98c is formed by a predetermined method. It is fixed to.

  The support member 97 is arranged coaxially with the pinion shaft 94 and the worm wheel 93, and a part of the tip side of the pinion shaft 94 is accommodated in the support member 97. The support member 97 has a flange portion 97c on the base end side, and a support hole 97e for rotatably supporting the tip end 94b of the pinion shaft 94 at the tip end. The support member 97 is fitted into the stepped hole 98 e and protrudes into the transmission case 11. Further, the outer peripheral surface of the flange portion 97c of the support member 97 is fitted and held in an inner peripheral hole 98h of an annular protrusion 98d provided on the bottom wall 98c. At this time, the flat surface on the bottom wall 98c side of the flange portion 97c is in contact with the stepped portion 98k of the stepped hole 98e. The snap ring 81 is engaged with the snap ring groove 98j of the inner peripheral hole 98h so as to sandwich the flange portion 97c with the stepped portion 98k, thereby restricting the movement of the support member 97 in the axial direction. . That is, a part of the snap ring 81 protrudes into the space 98f of the annular protrusion 98d, and the protruded part interferes with the flange portion 97c to restrict the movement of the support member 97 in the axial direction. At this time, a knock pin (not shown) is inserted from the flange portion 97c of the support member 97 to the stepped portion 98k in order to restrict the rotation of the support member 97 around the axis.

  The support member 97 includes an opening 97g at a position where the pinion 94c of the pinion shaft 94 and the rack portion 95a of the fork shaft 95 are engaged with each other. What if the opening 97g is formed in such a shape and size that the pinion 94c and the rack 95a can be reliably engaged and the fork shaft 95 can move smoothly in the axial direction without interference? Any shape may be used. For example, a large opening that reaches the flange 97c may be used, and many portions of the pinion shaft 94 may be exposed in the transmission case 11.

  In order to restrict the rotation of the support member 97, the shape of the cylindrical portion other than the collar portion 97c and the collar portion 97c may be regulated without using a knock pin. Further, the movement restriction in the axial direction may not be a snap ring but may be bolt tightening or the like.

Each fork shaft 95 is supported in the transmission case 11 in parallel with the first output shaft and the second output shaft, and is disposed so as to be capable of reciprocating in the axial direction as the pinion shaft 94 rotates. As described above, each fork shaft 95 is formed with a rack portion 95a, and the rack portion 95a and the pinion 94c of the pinion shaft 94 are engaged with each other through the opening 97g of the support member 97. A shift fork 91 is fixed to each fork shaft 95, and each shift fork 91 is engaged with each sleeve 202 of each shift clutch 101-104.

  Next, operations and effects in the configuration of the above-described embodiment will be described. When the transmission 1 is started, the control device of this embodiment is configured so that the first and second clutches 41, 42 of the dual clutch 40 and the clutches according to the operating state of the vehicle such as the accelerator opening, the engine speed, and the vehicle speed. Each shift clutch 101-104 is operated and a gear stage is switched suitably. In the inoperative state, the first and second clutches 41 and 42 of the dual clutch 40 are both released, and the shift clutches 101 to 104 are in the neutral position.

  When the internal combustion engine E / G is started in the stop state and the shift lever (not shown) of the gear transmission is set to the forward position, the control device performs the first shift for switching between the first speed stage and the third speed stage. In order to drive the clutch 101, the motor 92 of the shift operating device 90 is rotated in a predetermined direction. As a result, the worm 100 provided on the rotation shaft 92a of the motor 92 and the worm wheel 93 meshing with the worm 100 are sequentially rotated. The worm wheel 93 is decelerated at a predetermined reduction ratio and is rotated about the rotation axis. When the worm wheel 93 is rotated, the pinion shaft 94 formed integrally with the worm wheel 93 is rotated, and the pinion 94c formed at the tip of the pinion shaft 94 is rotated to mesh with the pinion 94c. The rack portion 95a to be moved linearly. As a result, the fork shaft 95 in which the rack portion 95a is formed and the shift fork 91 fixed to the fork shaft 95 are linearly moved in the axial direction of the fork shaft 95. The sleeve 202 of the first shift clutch 101 with which the shift fork 91 is engaged is slid in the direction of the first speed driven gear 61, and the slid sleeve 202 is rotated by sliding the synchro gear 203 of the first speed driven gear 61. Are engaged with the first-speed driven gear 61 to form the first gear. At this time, the other shift clutches are in the neutral position.

  At this time, the end portion 94a of the pinion shaft 94 is supported by the support hole 98a provided in the cover 98b of the actuator case 98, and the tip 94b is supported by the support hole 97e on the tip side of the support member 97. Thus, since the pinion shaft 94 is supported at both ends, even if the pinion 94c meshes with the rack portion 95a of the fork shaft 95 and receives a load from the rack portion 95a, the pinion shaft 94 bends or There is no escape and power can be transmitted efficiently.

  If the accelerator opening increases and the internal combustion engine E / G exceeds a predetermined low rotational speed, the control device gradually increases the engagement force of the first clutch 41 of the dual clutch 40 in accordance with the accelerator opening. Thus, the drive torque is transmitted from the first clutch 41 to the differential ring gear 80 via the first input shaft 21, the first speed gear trains 51 and 61, the first shift clutch 101, the first output shaft 31, and the final reduction drive gear 58. The car starts to run at the first speed.

If the operating state of the vehicle becomes suitable for the second speed traveling due to an increase in the accelerator opening, the control device performs the second speed and the sixth speed as in the case of the first shift clutch 101 described above. In order to drive the second shift clutch 102 for switching to the high speed stage, the motor 92 of the shift operating device 90 is rotated to slide the sleeve 202 of the second shift clutch 102. As a result, the sleeve 202 is meshed with the synchronizer ring 203 of the driven gear 62 to form the second speed, and the dual clutch 40 is switched to the second clutch 42 side to switch to the second speed travel. Then, the sleeve 20 of the first shift clutch 101
Slide 2 away. As a result, the drive torque is transmitted from the second clutch 42 to the differential ring gear 80 through the second input shaft 22, the second speed gear trains 52 and 62, the shift clutch 102, the second output shaft 32, and the final reduction drive gear 68. The car travels at the second speed. At this time, since the pinion shaft 94 is supported at both ends in the same manner as described above, even if the pinion shaft 94 is engaged with the rack portion 95a of the fork shaft 95 and receives a load, the pinion shaft 94 bends or escapes from the engagement portion. It can transmit power efficiently.

  At this time, the first-speed driven gear 61 that meshes with the first-speed drive gear 51 formed on the first input shaft 21 stops the rotation of the first input shaft 21, and the shift operation device 90 operates to operate the shift clutch. 101 sleeve 202 is slid to a neutral state.

  Similarly, in the third speed to the seventh speed, the control device sequentially selects the gear position according to the operation state of the vehicle by the operation of each shift operation device 90 and alternately switches the first clutch 41 and the second clutch 42. The vehicle is selected and traveled at a gear position suitable for the state.

  If the shift lever of the gear transmission is set to the reverse position while the internal combustion engine E / G is stopped, the control device detects it. In the same manner as described above, the control device rotates the motor 92 of the shift operation device 90 for the third shift clutch 103 in order to drive the third shift clutch 103 for switching between the fourth speed and the reverse speed. Then, the sleeve 202 of the third shift clutch 103 is slid in the direction of the reverse gear 70 and meshed with the synchronizer ring 203 of the reverse gear 70 while synchronizing the rotation, and the reverse gear is set so that the other clutches are in the neutral position. Form. At this time, the reverse gear 70 is always meshed with a small-diameter gear 62a formed integrally with the driven gear 62 of the shift stage. As a result, the drive torque from the second clutch 42 through the second input shaft 22, the second gear trains 52, 62, 62a, the reverse gear 70, the third shift clutch 103, the first output shaft 31, and the final reduction drive gear 58. Then, the vehicle is transmitted to the differential ring gear 80, and the automobile starts to reverse.

  As is clear from the above description, in the present embodiment, the pinion shaft 94 is supported at both ends by the cover 98b as the ceiling wall of the actuator case 98 and the support member 97 fixed to the bottom wall 98c of the actuator case 98. Has been. As a result, the pinion shaft 94 is supported at both ends, and there is little risk of bending even when a load is applied from a direction orthogonal to the pinion shaft 94. Therefore, the force is efficiently transmitted to the fork shaft 95, the shift fork 91 is efficiently moved, and the gear stage can be switched. Further, since the pinion shaft 94 is not deformed and the force is efficiently and surely transmitted to the fork shaft 95, there is no possibility that the tooth surfaces come into contact with each other and affect the strength of the tooth surfaces. Furthermore, since the other end of the support member 97 is used to support the tip end of the pinion shaft 94, it is not necessary to change the shape of the transmission case 11, and the cost can be reduced.

  Further, in this embodiment, since a space is provided in the worm wheel 93 and the oil seal 99 as a seal member is accommodated in the space, the axial length of the pinion shaft 94 is equal to the thickness of the oil seal 99. Can be shortened. As a result, the pinion shaft 94 becomes more difficult to bend, and the force is efficiently transmitted to the fork shaft 95, and the size and weight can be reduced.

  In the present embodiment, the support member 97 has the flange portion 97c sandwiched between the step portion 98k of the stepped hole 98e provided in the actuator case bottom wall 98c and the snap ring 81, and moves in the axial direction. Is regulated and fixed. Thus, since the support member 97 can be fixed by a simple method, it can respond at low cost.

Furthermore, in this embodiment, the shift operation device 90 is applied to a dual clutch type automatic transmission. Many dual clutch automatic transmissions have two or more output shafts, and it is necessary to provide a shift operation device 90 for each output shaft. As a result, the number of shift operation devices 90 required for an automatic transmission with one output shaft is increased, and the merit when the shift operation device 90 is reduced in size and cost is further increased.

  In the above-described embodiment, four fork shafts 95 are provided, and the shift operation device 90 provided for each fork shaft 95 is operated to switch each gear stage. However, the present invention is not limited to this, and the number of fork shafts 95 may be more than four, and the number of set shafts is arbitrary.

  Further, in the above embodiment, when the shift operation device 90 is operated, the pinion shaft 94 is connected via the worm 100 having the rotation of the motor 92 on the rotation shaft 92 a of the motor 92 and the worm wheel 93 meshing with the worm 100. Communicated to. However, the present invention is not limited to this, and the motor 92 and the pinion shaft 94 may be rotationally connected in any manner. For example, it may be connected by a plurality of spur gears, or may be rotationally connected by a bevel gear or the like.

  In the above embodiment, the invention is embodied by the dual clutch type automatic transmission. However, the invention is not limited to this, and the present invention may be applied to a conventional single clutch type transmission having a single input shaft. Moreover, you may apply to the general automatic transmission provided with the torque converter.

  Further, the shift operation device 90 may be applied to other automatic transmissions such as motorcycles, instead of being applied to automatic transmissions for automobiles.

DESCRIPTION OF SYMBOLS 1 ... Transmission, 10 ... Case, 11 ... Transmission case, 12 ... Clutch housing, 21 ... 1st input shaft, 22 ... 2nd input shaft, 31 ... 1st 1 output shaft, 32 ... second output shaft, 40 ... dual clutch, 41 ... first clutch, 42 ... second clutch, 51 to 57 ... drive gear for gears, 58, 68 ... final reduction drive gear, 61-67 ... driven gear of gear stage, 62a ... small diameter gear, 70 ... reverse gear, 81 ... snap ring, 90 ... shift operation device, 91 ... shift fork, 92 ... motor, 93 ... worm wheel, 94 ... pinion shaft, 94c ... pinion, 95 ... fork shaft, 97 ... support member, 98 ...・ Actuator case, 99 ... Irushiru, 100 ... warm, 101 to 104 ... shift clutch.

Claims (4)

A transmission case that houses the transmission,
An actuator case formed outside the transmission case with a part of the peripheral wall of the transmission case as a bottom wall;
A pinion shaft supported by the bottom wall and the ceiling wall of the actuator case facing the bottom wall;
A worm wheel coaxially fixed to the pinion shaft between the ceiling wall and the bottom wall;
A worm meshed with the worm wheel and driven to rotate by a motor;
A pinion formed in the transmission case on the pinion shaft;
A fork shaft having a rack portion that meshes with the pinion and supported so as to be movable in the axial direction in the transmission case;
In a shift operation device for an automatic transmission comprising a shift fork fixed to the fork shaft,
A support member having a base end fixed to the bottom wall of the actuator case and a tip projecting into the transmission case;
A shift operation device for an automatic transmission, wherein the support member includes an opening at a position where the pinion and a rack portion of the fork shaft mesh with each other, and supports the tip of the pinion shaft.   2. The bottom wall according to claim 1, wherein an annular protrusion is provided in the actuator case so as to be coaxial with the pinion shaft, and a concave portion is formed on a side surface of the worm wheel on the bottom wall side. A shift operating device for an automatic transmission, wherein a seal member is interposed between an inner peripheral hole of the annular projection and the pinion shaft.   3. The step wall according to claim 2, wherein a stepped hole is formed coaxially with the pinion shaft, the support member is fitted into the stepped hole and protrudes into the transmission case, and is formed at the base end portion. The formed flange is fitted to the inner peripheral hole, and a snap ring that clamps the flange between the stepped hole and the stepped hole is engaged with the inner peripheral hole, whereby the support member is fixed to the bottom. A shift operation device for an automatic transmission, which is fixed to a wall. 4. The transmission according to claim 1, wherein the transmission includes a first input shaft and a second input shaft in which a shaft body is rotatably supported coaxially with the transmission case and a plurality of drive-side gears are coaxially disposed. An input shaft;
A first output shaft and a second output shaft that are rotatably supported by the transmission case and each of a plurality of driven gears is rotatably supported;
A dual clutch type automatic transmission comprising: a first clutch that transmits a rotational driving force of a prime mover to the first input shaft; and a dual clutch that has a second clutch that transmits the rotational driving force to the second input shaft. A shift operation device for an automatic transmission characterized by the above.

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