JP2014031857A - Multi-shaft transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To configure a countershaft transmission in such a manner that need for continuously applying force is not necessary for continuous engagement of a clutch during running.SOLUTION: A multi-shaft transmission mechanism includes a driving shaft 35 on the side of a prime mover and an output shaft 36 on the side of a drive shaft, a plurality of input shafts 31, 32 and one countershaft 33 arranged between the driving shaft 35 and the output shaft 36, a clutch 40 for transmitting/blocking driving force, gears arranged among the input shafts 31, 32, the countershaft 33 and the output shaft 36 for each gear position, and a synchronizer 50 for connecting the gears into a rotation transmissive state depending on the selected gear position. On torque transmission passages A, B leading via the input shafts 31, 32 between the clutch 40 and the output shaft 36, one-way clutches 41, 42 are arranged which are changeable over between an engaging state and a disengaging state with respect to a driving force transmitting direction, respectively.

Description

  The present invention relates to an automobile transmission, and more particularly to a multi-shaft transmission.

  A DCT (dual clutch transmission) is known as a countershaft transmission (multi-shaft transmission). The DCT is characterized by two torque transmission paths, and these two paths are switched by a dedicated clutch called a dual clutch.

  The two torque transmission paths are one or a plurality of input shafts located on the input side of the engine and the like, a counter shaft arranged in parallel thereto, a clutch, a gear arranged on those shafts, and a shaft and a gear. And a synchronizer (synchronizing means) for selectively connecting the output shaft and the output shaft such as a drive shaft.

  For example, in the DCT shown in FIG. 11, the torque transmission path for six-speed shifting is divided into two systems: an odd-numbered torque transmission path for 1, 3 and 5 speeds and an even-numbered torque transmission path for 2, 4 and 6 speeds. I know.

  In the configuration of the apparatus, on the input side, the shaft-shaped first input shaft 1 and the cylindrical second input shaft 2 are arranged coaxially. The first input shaft 1 is fastened via the first clutch 7 and the second input shaft 2 is fastened via the second clutch 8 so as to be able to transmit rotation to and from the drive shaft 5 of the engine. The fastening can be released (separated).

  The first clutch 7 and the second clutch 8 constituting the dual clutch 9 are arranged concentrically independently of each other or in parallel in the axial direction, and the clutch plates included in each of them move in the axial direction. Thus, the clutch plates facing each other are brought into contact with and separated from each other, and the fastening and release of the fastening are switched.

  Moreover, the 1st countershaft 3 and the 2nd countershaft 4 are arrange | positioned in parallel with respect to the 1st input shaft 1 and the 2nd input shaft 2, Furthermore, the output shaft 6 is arrange | positioned in parallel with them.

  A first speed drive gear 11, a third speed drive gear 13, and a fifth speed drive gear 15 for setting a forward gear are attached to the first input shaft 1. A first speed driven gear 21, a third speed driven gear 23, and a fifth speed driven gear 25 that can mesh with the gears 11, 13, and 15 are attached.

  Further, a second speed drive gear 12, a fourth speed drive gear 14, and a sixth speed drive gear 16 for setting the forward gear are attached to the second input shaft 2. A second speed driven gear 22, a fourth speed driven gear 24, and a sixth speed driven gear 26 that can be engaged with the gears 12, 14, and 16 are attached.

  The final drive gears 27 and 28 attached to the first countershaft 3 and the second countershaft 4 can mesh with the final driven gear 10 attached to the output shaft 6.

  When performing a shift using these two torque transmission paths, a gear corresponding to the next shift speed of the currently connected shift speed (for example, a gear corresponding to the first speed or the third speed when traveling in the second speed) is used. It is set to the standby state.

  In other words, when starting from the stopped state at the first speed, the gear corresponding to the first speed is set in advance, the predetermined synchronizer operation is finished by a synchronizer (not shown), and the corresponding gears can transmit rotation between the corresponding shafts. I ’m waiting for you. If the driver performs a start operation, the first clutch 7 on the first input shaft 1 side is engaged. In this state, the rotation is transmitted from the drive shaft 5 to the first speed drive gear 11, the first speed driven gear 21, the first countershaft 3, the final drive gear 27, the final driven gear 10, and the output shaft 6, and the vehicle moves forward. .

  When shifting up from the first speed to the second speed, the gear corresponding to the second speed is already set, and a predetermined synchronizer operation is finished by a synchronizer (not shown) so that the corresponding gears can transmit rotation between the corresponding shafts. I'm waiting for you. When the driver performs a shift operation, the first clutch 7 on the first input shaft 1 side is disengaged and the second clutch 8 on the second input shaft 2 side is engaged. In this state, the rotation is transmitted from the drive shaft 5 to the second speed drive gear 12, the second speed driven gear 22, the second countershaft 4, the final drive gear 28, the final driven gear 10, and the output shaft 6, and the vehicle moves forward. .

  Thus, since the countershaft transmission has a torque transmission path divided into a plurality of paths, when the vehicle enters an area where the vehicle travels at a new gear position, the clutch of one torque transmission path is released. By engaging the clutch of the other torque transmission path, the speed change operation can be completed immediately. At this time, at the same time as the shift to a certain shift stage is completed, the gear of another torque transmission path corresponding to the adjacent shift stage finishes the synchronization and enters the standby state in preparation for the shift to the next shift stage. In. The same applies to subsequent shifts. In other words, the gear shifting operation can be completed in a short time by switching between a plurality of torque transmission paths alternately (see, for example, Patent Documents 1 to 3).

JP-A-6-221347 Japanese Patent No. 3531301 JP 2007-57043 A

  In this type of sub-shaft transmission (DCT) called DCT, a dedicated clutch called a dual clutch must be used. In dual clutches, two friction clutches are arranged concentrically independently or in parallel in the axial direction, and the clutch plates included in each clutch move in the axial direction to contact the opposing clutch plates. , They are separated, and the fastening and opening of the fastening are switched.

  For this reason, the dual clutch has a problem that a force must always be applied by hydraulic pressure, an actuator or the like in order to keep the clutch engaged during traveling.

  Therefore, an object of the present invention is to provide a structure in which it is not necessary to always apply force by hydraulic pressure, an actuator, or the like in order to keep the clutch engaged during traveling in the countershaft transmission (multi-shaft transmission). .

  In order to solve the above-described problems, the present invention relates to a so-called friction type dual clutch in a multi-shaft transmission in an engaged state with respect to a one-way clutch capable of switching in one direction, that is, a driving force transmission direction from a prime mover. A mechanism that uses multiple one-way clutches that can be switched to a non-engaged state is substituted.

That is, the conventional dual clutch is a friction type, but the present invention is not a friction type, and the present invention is a mechanical clutch that uses an engagement / disengagement function between the inner and outer races by an engagement element. It was adopted. In addition, the mechanical clutch is a one-way clutch that can be switched between an engaged state and a disengaged state in the driving force transmission direction from the prime mover.
By using this one-way clutch, one of a plurality of torque transmission paths can be set as a torque transmission path to the output shaft with respect to the input of the driving force, and the other can be set to idle with respect to the input.

In addition, according to this configuration, gears corresponding to each torque transmission path can be connected to each other so that a plurality of torque transmission paths can be simultaneously formed as preparation for the next shift-up or shift-down. However, if the clutches of the two torque transmission paths are both engaged, the clutch is locked, so that one of the clutches is engaged and the other is released. Thus, the high-speed gear can be connected in advance for acceleration or the low-speed gear can be connected in advance for deceleration to prepare for the next shift.
The gears are prepared for connection by, for example, automatically detecting the increase or decrease of a predetermined speed of the vehicle automatically at the time of shifting operation at the preceding stage, or by the accelerator or brake being depressed automatically. The control unit of the computer can be set to automatically connect the adjacent high-speed and low-speed gears in conjunction with the operation.

  Therefore, according to this configuration, by connecting the gear of the next shift stage in advance, the time for disengaging the clutch at the time of upshifting can be reduced, and quick acceleration can be achieved, and the downshifting at the time of downshifting can be performed quickly. can do. When engine brake is used, engine brake with a lower gear can be used immediately by a quick downshift.

The one-way clutch transmits only the rotation in one direction when the engagement state is selected for the relative rotation in the driving force transmission direction from the prime mover on the input side to the drive shaft side on the output side.
However, the one-way clutch can be configured to switch the engagement direction between one direction and the other direction. The other direction is a relative rotation in a direction opposite to the driving force transmission direction. With such a configuration, by switching the engagement direction to the other direction, it becomes non-engaged with respect to the relative rotation in one direction, the input of driving force through the clutch is cut off, and the output side It is also possible to control whether or not to transmit the rotation and load from the (drive shaft side) to the clutch and the engine.

Further, as described above, in either case where the switching between engagement and disengagement is only in one direction, or in both directions, the one-way clutch is in response to relative rotation in both directions in the circumferential direction. It is desirable that it can be set in a state where it is not engaged.
For example, when the one-way clutch is ON for the input of driving force, it is locked in one direction (transmits torque), is free in the other direction (torque is not transmitted), and is free in both directions when the one-way clutch is OFF. (Torque non-transmission). In the ON state, the engagement direction can be switched to one direction or the other direction.
Note that the switching of the engagement direction in the ON state is not always necessary, but it is desirable to provide it when the effect of engine braking is expected.

  Such one-way clutches that can be switched between the engaged state and the disengaged state with respect to the direction in which the driving force is transmitted from the prime mover are arranged at the input side ends of the plurality of torque transmission paths.

  This one-way clutch engagement state and engagement direction can be switched by applying an external force in the circumferential direction with a motor or solenoid to the cage that holds the engagement element in the circumferential direction. You can set the position.

Further, in the countershaft transmission using the conventional dual clutch, since one clutch and the other of the clutches of the two systems of torque transmission paths are set in one shift operation, In particular, there is a problem that clutch control (so-called half-clutch) in a low speed region is difficult.
However, in the multi-shaft transmission having such a configuration, since the one-way clutch is used as the torque transmission path switching means, the one-way clutch of each torque transmission path depends on the magnitude of the rotational direction and relative rotational speed. Switching is performed between the engaged state and the disengaged state, and a shift is performed. For this reason, the problem that the clutch control in the low speed region is difficult does not occur.

Further, according to this configuration, a general mechanical clutch such as a sprag clutch or a roller clutch can be used without using a special clutch such as a conventional dual clutch.
Since a general mechanical clutch is used, for example, when the clutch control unit that controls the engagement direction of the clutch is operated and the control unit is turned off, the clutch is connected (the one-way clutch is in an ON state) and controlled. When the power is turned on, the clutch can be set not to be engaged (one-way clutch is in an OFF state).
With such a configuration, the vehicle can run even if the power supply or hydraulic pressure is lost, and similarly, no energy is required to keep the clutch engaged. That is, in order to keep the clutch engaged during traveling, it is possible to have a structure in which it is not necessary to constantly apply force by hydraulic pressure, an actuator, or the like.

Further, according to this configuration, it is possible to select not to transmit the acceleration torque from the drive shaft by setting the one-way clutch. In this case, no disturbance is applied to a prime mover such as an engine or a motor as a drive source. This makes it easier to control the number of revolutions and half-clutch control during automatic shifting.
For the same reason, the presence or absence of engine braking can be selected. For this reason, when a regenerative brake by a generator is used in a hybrid car or an electric vehicle, extra energy is not deprived by the resistance of the engine brake and the motor.

The present invention uses a one-way clutch that can be switched between an engaged state and a non-engaged state with respect to the driving force transmission direction from the prime mover, so that any one of a plurality of torque transmission paths can be input to the driving force. The torque transmission path to the output shaft can be set so that the other is idle with respect to its input.
For this reason, by previously connecting the gear of the next shift stage, it is possible to reduce the time for disengaging the clutch at the time of upshifting, and to accelerate quickly and to quickly downshift at the time of downshifting. When engine brake is used, engine brake with a lower gear can be used immediately by a quick downshift.

Overall schematic diagram showing one embodiment of the present invention Main part schematic diagram showing the same embodiment The torque transmission path | route in each gear stage of the Example is shown, (a) is 1st speed, (b) is 2nd speed, (c) is 3rd speed, (d) is 4th speed, (e) Is the fifth speed, (f) is a schematic diagram showing the sixth speed. Sectional view showing ON state of one-way clutch Sectional view showing the OFF state of the one-way clutch (A) is an enlarged view of the main part of FIG. 4, (b) is an enlarged view of the main part of FIG. 5, (c) is an enlarged view of the main part showing an example of a roller clutch that can be adopted as a one-way clutch. Overall schematic diagram showing another embodiment The torque transmission path | route in each gear stage of another Example is shown, (a) is 1st speed, (b) is 2nd speed, (c) is 3rd speed, (d) is 4th speed, (e ) Is the fifth speed, (f) is a schematic diagram showing the sixth speed. Simplified model of shifting operation (A)-(e) is a simplified model diagram of gear shifting operation Schematic diagram of conventional example

  As a form for implementing this invention, in the multi-shaft transmission used for the transmission for motor vehicles, the drive shaft arrange | positioned at the motor | power_engine side, the output shaft arrange | positioned at the drive shaft side, the said drive shaft, and the said output shaft, A plurality of input shafts disposed between the clutch, a clutch disposed between the drive shaft and a main input shaft that is one of the plurality of input shafts, and each other than the main input shaft A gear disposed for each gear position between the input shaft and the output shaft; and a synchronizer for connecting these gears in a state in which rotation can be transmitted according to the selected gear position; and the clutch and the output shaft. Via the multiple input shafts between On each torque transmission path may employ a multi-axis gear mechanism one-way clutch can be switched to the driving force transmission direction from the prime mover between an engaged state and a disengaged state are respectively arranged.

  As another configuration, in a multi-shaft transmission used for an automobile transmission, a drive shaft disposed on the prime mover side, an output shaft disposed on the drive shaft side, and between the drive shaft and the output shaft. A plurality of input shafts and one or a plurality of counter shafts, a clutch disposed between the drive shaft and a main input shaft which is one of the plurality of input shafts; Each input shaft other than the main input shaft, the gears arranged between the counter shaft and the output shaft for each gear position, and these gears are connected in a state where rotation can be transmitted according to the selected gear speed. A synchronizer, and the clutch and the output shaft. A one-way clutch that can be switched between an engaged state and a non-engaged state with respect to the driving force transmission direction from the prime mover is disposed on each torque transmission path via the plurality of input shafts to and from the engine. The configuration of the multi-shaft transmission mechanism can be adopted.

  In each of the above configurations, the input shafts other than the main input shaft are a main shaft input shaft and a hollow sub-shaft input shaft arranged coaxially on the outer periphery of the main shaft input shaft, and the main input shaft The main shaft input shaft and a multi-shaft transmission configuration in which the one-way clutch is disposed between the main input shaft and the sub shaft input shaft may be employed.

  In each of these configurations, the one-way clutch can be switched between an engaged state and a non-engaged state with respect to the driving force transmission direction from the prime mover and the opposite direction, respectively. It is possible to adopt a configuration that selectively allows either torque transmission from the drive side to the drive shaft side or torque transmission in the opposite direction.

  Further, in each of these configurations, the gears arranged for the respective shift stages among the respective input shafts, the respective counter shafts, and the output shafts correspond to the shift stages selected for the respective torque transmission paths. Gears can be connected simultaneously through both torque transmission paths, and in preparation for acceleration or deceleration when torque is transmitted from the drive shaft to the output shaft via one of the torque transmission paths. Further, it is possible to adopt a configuration in which a gear corresponding to the speed selected on the other torque transmission path is connected.

  In each of these configurations, a configuration is adopted in which a regenerative brake is provided on the drive shaft side of the output shaft or the output shaft as a brake means for reducing the rotation speed of each of the input shafts and the counter shafts. be able to.

  That is, in the conventional DCT, the engine brake can always be applied. However, in the clutch structure of the multi-shaft transmission mechanism having the above-described configurations, the output side depends on the engine speed depending on the setting of the one-way clutch. It is also possible to set so that the engine brake does not act on the input side. In such a case, a means for installing a regenerative brake that replaces the engine brake can be employed.

  Embodiments of the present invention will be described below with reference to the drawings. In the multi-shaft transmission M of this embodiment, as shown in the schematic diagram of FIG. 1, the torque transmission path of the 6-speed transmission is the odd-numbered torque transmission path of 1, 3 and 5 speeds, and 2, 4, 6 It is divided into two systems of even-speed torque transmission paths.

  As shown in FIG. 1, the configuration of the multi-shaft transmission M includes a drive shaft 35 disposed on the prime mover (engine) E side of the vehicle, an output shaft 36 disposed on the drive shaft side, and a drive shaft 35. A plurality of input shafts 30, 31, 32 and one countershaft 33 are provided between the output shaft 36.

The input shafts 30, 31, 32 are a main input shaft 30 disposed on the drive shaft 35 side, a main shaft input shaft 31 connected to the main input shaft 30 via a one-way clutch 41, and the main input shaft 30. And a countershaft input shaft 32 connected via a one-way clutch 42.
The main shaft input shaft 31 is constituted by a shaft, and the sub shaft input shaft 32 is a hollow cylindrical body arranged coaxially on the outer periphery of the main shaft input shaft 31. Each of these shafts 30, 31, 32, 33, and 36 is rotatably supported by a housing or the like via a bearing.

  The one-way clutches 41 and 42 are constituted by sprag clutches as shown in FIGS. That is, the one-way clutches 41 and 42 include a plurality of sprags as the engagement elements 45 between the inner surface 43a of the outer ring 43 and the outer surface 44a of the inner ring 44, and a retainer 46 that holds the engagement elements 45 along the circumferential direction. It is arranged.

  The retainer 46 includes an annular inner retainer 46 a that holds a portion of the engagement element 45 near the inner diameter via an elastic member 47, and an annular outer retainer 46 b that retains a portion of the engagement element 45 near the outer diameter. Become. The inner cage 46a and the outer cage 46b are separate bodies, and can be moved separately in the circumferential direction within a certain range.

The outer rings 43 of the one-way clutches 41 and 42 are connected to rotate integrally with the main input shaft 30.
The inner rings 43 of the one-way clutches 41 and 42 are connected to rotate integrally with the main shaft input shaft 31 and the sub shaft input shaft 32, respectively. The main shaft input shaft 31 or the sub shaft input shaft 32 itself may be the inner ring 43.

Each engagement element 45 operates to engage and release the engagement between the inner surface 43 a of the outer ring 43 and the outer surface 44 a of the inner ring 44. The engagement direction can be switched to one direction or the other direction.
That is, when the outer ring 43 and the inner ring 44 are relatively rotated in one circumferential direction, the outer ring 43 and the inner ring 44 are coupled by the engaging element 45, and when the outer ring 43 and the inner ring 44 are relatively rotated in the other circumferential direction, the outer ring 43 and the inner ring 44 are coupled. When the outer ring 43 and the inner ring 44 rotate relative to each other in the circumferential direction, the outer ring 43 and the inner ring 44 are coupled by the engagement element 45 and relatively rotated in one circumferential direction. Can be set to any state in which the outer ring 43 and the inner ring 44 are idle (an ON state described later). The one-way clutches 41 and 42 can also be set to a state in which the outer ring 43 and the inner ring 44 are idled even if the outer ring 43 and the inner ring 44 are rotated relative to each other in the circumferential direction (the OFF state described later). ).

  This switching is performed by applying an external force in the circumferential direction with a motor or solenoid to the inner cage 46a of the cage 46 that holds the mesh 45 along the circumferential direction. Can be set.

  For example, in the state shown in FIGS. 4 and 6A, when the outer ring 43 rotates relative to the inner ring 44 in the clockwise direction (hereinafter referred to as “one direction”), the engagement element 45 is When engaged with the outer ring 43 and the inner ring 44 and rotated relative to each other in the opposite direction (hereinafter referred to as “other direction”), both of them idle (ON state). In the state shown in FIG. 5 and FIG. 6B, both of the wheels rotate idly when the outer ring 43 rotates relative to the inner ring 44 in the counterclockwise direction and when it rotates in the opposite direction. (OFF state). As described above, the one-way clutches 41 and 42 can switch the engagement direction in one direction or the other direction in the relative rotation between the outer ring 43 and the inner ring 44, respectively, and in either one direction or the other direction. Can also be switched so as not to engage.

  In this embodiment, since the main shaft input shaft 31 and the sub shaft input shaft 32 are coaxially arranged, the one-way clutch having the same configuration with a slightly larger diameter is provided outside the one-way clutch 42 shown in FIGS. 41 is arranged coaxially. It should be noted that the axial positions of the one-way clutches 41 and 42 may be the same (concentric) or different.

  In this embodiment, sprag clutches are used as the one-way clutches 41 and 42. However, the one-way clutches 41 and 42 are engaged and disengaged between the inner and outer races by the engagement element, and the inside and outside by the wedge mechanism. Any mechanical clutch may be used as long as it engages and disengages between the races. In addition to the sprag clutch, for example, a roller clutch or a ratchet mechanism as shown in FIG. A one-way clutch 41 that can switch the engagement direction in one direction or the other direction and can be switched so as not to engage in either one direction or the other direction. 42 may be used.

  A clutch 40 is provided between the drive shaft 35 and the main input shaft 30. As the clutch 40, a friction clutch is employed. When the clutch plate moves in the axial direction, the clutch plate is brought into contact with or separated from the opposite clutch plate, and the fastening between the drive shaft 35 and the main input shaft 30 and the release of the fastening are switched. If the drive shaft 35 and the main input shaft 30 are fastened, the rotation by the driving force of the prime mover E is transmitted from the drive shaft 35 to the main input shaft 30. If the fastening is released, the rotational force is driven by the driving force of the prime mover E. The rotation is not transmitted from the drive shaft 35 to the main input shaft 30.

  One countershaft 33 is arranged in parallel with respect to the main shaft input shaft 31 and the sub shaft input shaft 32 arranged coaxially. Further, an output shaft 36 is arranged in parallel with the counter shaft 33.

  A first speed drive gear 11, a third speed drive gear 13, and a fifth speed drive gear 15 for setting a forward gear are attached to the main shaft input shaft 31. Further, a first speed driven gear 21, a third speed driven gear 23, and a fifth speed driven gear 25 that can mesh with the gears 11, 13, and 15 are attached to the counter shaft 33.

  Further, the second-speed drive gear 12, the fourth-speed drive gear 14, and the sixth-speed drive gear 16 for setting the forward gear are attached to the countershaft input shaft 32. The countershaft 33 is provided with a second speed driven gear 22, a fourth speed driven gear 24, and a sixth speed driven gear 26 that can mesh with the gears 12, 14, and 16.

  The final drive gear 27 attached to the countershaft 33 can mesh with the final driven gear 10 attached to the output shaft 36.

  Thus, a gear is arranged for each gear position between the main shaft input 31 or the sub shaft input shaft 32 which is an input shaft other than the main input shaft 30 and the counter shaft 33 and between the counter shaft 33 and the output shaft 36. Has been. The driving force can be transmitted between the respective shafts via the gears for each gear.

  And, corresponding to the gears of each gear, those gears can transmit the rotation between the shafts (a state where the driving force can be transmitted) and the states where the rotation cannot be transmitted (contribute to the transmission of the driving force). Shift clutches 51, 52, and 53 that are switched to the non-operating state. In this embodiment, a synchronizer 50 using a synchronous meshing device is employed as each of the shifting clutches 51, 52, 53. That is, each gear corresponding to each gear stage is provided with a synchronizer 50 that is connected to a state in which rotation can be transmitted and separated in a state in which rotation transmission is impossible according to the selected gear stage. .

  First, the first speed change clutch 51 is provided on the countershaft 33 as control means for the first speed. The first speed change clutch 51 corresponds to the sleeve 51a that rotates integrally with the counter shaft 33 and is movable in the axial direction of the counter shaft 33, the outer gear 51b that rotates together with the main shaft input shaft 31, and the outer gear 51b. In addition, a synchronizer ring (not shown), a synchronizer key (not shown), and the like that can rotate integrally with the sleeve 51a and move in the axial direction together with the sleeve 51a. The outer gear 51b is provided so as to be rotatable integrally with the first speed driven gear 21.

  On the inner periphery of the sleeve 51a, an inner gear for the first speed is formed at the end on the first gear driven gear 21 side. As the sleeve 51a moves in the axial direction, the outer gear 51b and the inner gear of the sleeve 51a are engaged and disengaged.

  When the outer gear 51b and the first gear inner gear of the sleeve 51a are engaged, the corresponding gear for the first gear (the first gear drive gear 11 and the first gear driven gear 21). ), It is possible to transmit rotation between the spindle input shaft 31 and the countershaft 33. Further, when the sleeve 51a moves in the axial direction and the engagement between the outer gear 51b and the inner gear of the sleeve 51a is released, in the first speed gear, the main shaft input shaft 31 and the counter shaft 33 It becomes impossible to transmit rotation between the two.

  The first speed change clutch 51 also functions as a third speed clutch. That is, the first speed change clutch 51 serves as a third speed control means, and rotates together with the sleeve 51a corresponding to the outer gear 51c that rotates integrally with the main shaft input shaft 31, and together with the sleeve 51a. It has a synchronizer ring (not shown) movable in the axial direction, a synchronizer key (not shown), and the like. The outer gear 51c is provided so as to be rotatable integrally with the third speed driven gear 23.

  On the inner periphery of the sleeve 51a, an inner gear for the third speed is formed at the end on the third gear driven gear 23 side. As the sleeve 51a moves in the axial direction, the outer gear 51c and the inner gear of the sleeve 51a are engaged and disengaged.

  When the outer gear 51c and the inner gear for the third speed of the sleeve 51a are engaged, corresponding gears for the third speed (the third speed drive gear 13 and the third speed driven gear 23). ), It is possible to transmit rotation between the spindle input shaft 31 and the countershaft 33. Further, when the sleeve 51a moves in the axial direction and the engagement between the outer gear 51c and the inner gear of the sleeve 51a is released, in the third speed gear, the main shaft input shaft 31 and the countershaft 33 It becomes impossible to transmit rotation between the two.

  An intermediate position in the axial direction between the state in which the inner gear of the sleeve 51a is engaged with the outer gear 51b for the first speed and the state in which the inner gear is engaged with the outer gear 51c for the third speed (hereinafter referred to as a neutral position). )), The inner gear of the sleeve 51a is not engaged with any of the outer gears 51b and 51c.

  Next, the second speed change clutch 52 is provided on the countershaft 33 as control means for the fifth speed. The second speed change clutch 52 corresponds to the sleeve 52a that rotates integrally with the countershaft 33 and is movable in the axial direction of the countershaft 33, the outer gear 52b that rotates integrally with the main shaft input shaft 31, and the outer gear 52b. A synchronizer ring (not shown), a synchronizer key (not shown), and the like that rotate integrally with the sleeve 52a and move in the axial direction together with the sleeve 52a are provided. The outer gear 52b is provided so as to be integrally rotatable with the fifth speed driven gear 25.

  On the inner periphery of the sleeve 52a, an inner gear for the fifth speed is formed at the end of the driven gear 25 for the fifth speed. When the sleeve 52a moves in the axial direction, the outer gear 52b and the inner gear of the sleeve 52a are engaged and disengaged.

  When the outer gear 52b is engaged with the inner gear for the fifth speed of the sleeve 52a, the corresponding gear for the fifth speed (the fifth speed drive gear 15 and the fifth speed driven gear 25). ), It is possible to transmit rotation between the spindle input shaft 31 and the countershaft 33. Further, when the sleeve 52a moves in the axial direction and the engagement between the outer gear 52b and the inner gear of the sleeve 52a is released, in the fifth speed gear, the main shaft input shaft 31 and the counter shaft 33 It becomes impossible to transmit rotation between the two.

  The second speed change clutch 52 also functions as a second speed clutch. That is, the second speed change clutch 52 serves as a second speed control means, and rotates integrally with the sleeve 52a corresponding to the outer gear 52c rotating integrally with the countershaft input shaft 32, and the sleeve 52a. And a synchronizer ring (not shown) movable in the axial direction, a synchronizer key (not shown), and the like. The outer gear 52c is provided so as to be rotatable integrally with the second speed driven gear 22.

  On the inner periphery of the sleeve 52a, a second-speed inner gear is formed at the end of the second-speed driven gear 22 side. When the sleeve 52a moves in the axial direction, the outer gear 52c and the inner gear of the sleeve 52a are engaged and disengaged.

  When the outer gear 52c and the second speed inner gear of the sleeve 52a are engaged, corresponding gears for the second speed (the second speed drive gear 12 and the second speed driven gear 22). ), Rotation transmission can be performed between the countershaft input shaft 32 and the countershaft 33. Further, when the sleeve 52a moves in the axial direction and the engagement between the outer gear 52c and the inner gear of the sleeve 52a is released, in the second speed gear, the auxiliary shaft input shaft 32, the counter shaft 33, It is impossible to transmit rotation between the two.

  The sleeve 52a has an inner gear (neutral position) in an axially intermediate position between the state in which the inner gear engages with the outer gear 52b for the fifth speed and the state in which it engages with the outer gear 52c for the second speed. The inner gear 52a is not engaged with any of the outer gears 52b and 52c.

  Next, the third speed change clutch 53 is provided on the countershaft 33 as control means for the fourth speed. The third speed change clutch 53 rotates integrally with the countershaft 33 and is movable in the axial direction of the countershaft 33, an outer gear 53b that rotates integrally with the countershaft input shaft 32, and an outer gear 53b thereof. Correspondingly, it has a synchronizer ring (not shown), a synchronizer key (not shown), etc. that rotate integrally with the sleeve 53a and can move in the axial direction together with the sleeve 53a. The outer gear 53b is provided so as to be integrally rotatable with the fourth speed driven gear 24.

  On the inner periphery of the sleeve 53a, an inner gear for the fourth speed is formed at the end on the fourth speed driven gear 24 side. When the sleeve 53a moves in the axial direction, the outer gear 53b and the inner gear of the sleeve 53a are engaged and disengaged.

  When the outer gear 53b is engaged with the inner gear for the fourth speed of the sleeve 53a, the corresponding gear for the fourth speed (the fourth speed drive gear 14 and the fourth speed driven gear 24). ), Rotation transmission can be performed between the countershaft input shaft 32 and the countershaft 33. Further, when the sleeve 53a moves in the axial direction and the engagement between the outer gear 53b and the inner gear of the sleeve 53a is released, the sub-shaft input shaft 32, the counter shaft 33, It is impossible to transmit rotation between the two.

  The third speed change clutch 53 also functions as a sixth speed clutch. That is, the third speed change clutch 53 is an outer gear 53c that rotates integrally with the countershaft input shaft 32 as a sixth speed control means, and rotates integrally with the sleeve 53a and corresponds to the outer gear 53c. And a synchronizer ring (not shown) movable in the axial direction, a synchronizer key (not shown), and the like. The outer gear 53c is provided so as to be rotatable integrally with the sixth speed driven gear 26.

  On the inner periphery of the sleeve 53a, an inner gear for the sixth speed is formed at the end on the driven gear 26 side for the sixth speed. When the sleeve 53a moves in the axial direction, the outer gear 53c and the inner gear of the sleeve 53a are engaged and disengaged.

  When the outer gear 53c and the inner gear for the sixth speed of the sleeve 53a are engaged, the corresponding gear for the sixth speed (the sixth speed drive gear 16 and the sixth speed driven gear 26). ), Rotation transmission can be performed between the countershaft input shaft 32 and the countershaft 33. Further, when the sleeve 53a moves in the axial direction and the engagement between the outer gear 53c and the inner gear of the sleeve 53a is released, in the sixth gear, the auxiliary shaft input shaft 32, the counter shaft 33, It is impossible to transmit rotation between the two.

  The sleeve 53a has an inner gear (neutral position) in an axially intermediate position between the state in which the inner gear engages with the outer gear 53b for the fourth speed and the state in which it engages with the outer gear 53c for the sixth speed. The inner gear 53a is not engaged with any of the outer gears 53b and 53c.

  Further, a drive gear back 19 that is a reverse gear is rotatably attached to the countershaft input shaft 32. A driven gear back 29, which is also a reverse gear, is rotatably attached to the counter shaft 33. The drive gear back 19 can transmit rotation to the driven gear back 29 via an idler gear back 39 rotatably supported by a housing or the like via a bearing. This rotation transmission corresponds to the reverse travel of the vehicle. If the idler gear back 39 is engaged with the drive gear back 19 and the driven gear back 29, the rotation can be transmitted in the reverse direction. Further, when the engagement is released, the rotation cannot be transmitted.

  The multi-shaft transmission M is configured as described above, and a plurality of torque transmission paths A and B capable of selectively switching the driving force path are disposed between the clutch 40 and the output shaft 36. That is, the torque transmission path A from the clutch 40 via the main input shaft 30, the main shaft input shaft 31, the counter shaft 33, and the output shaft 36, and the main input shaft 30, the sub shaft input shaft 32, and the counter shaft 33 from the clutch 40. The torque transmission path B via the output shaft 36 is arranged.

  Switching between the torque transmission paths A and B is performed by one-way clutches 41 and 42. That is, by controlling the state of the engagement element 45 of the one-way clutches 41, 42, one of the plurality of torque transmission paths A, B is used as a torque transmission path to the output shaft for driving force input, Can be set to idle for that input.

  Therefore, two sets of gears are provided between the countershaft 33 and the input shafts 31 and 32, that is, the corresponding gears of the torque transmission paths A and B are formed so that a plurality of torque transmission paths A and B are formed simultaneously. You can keep them connected.

However, if the one-way clutches 41 and 42 of the two torque transmission paths A and B are both engaged with each other with respect to the input of the driving force, the one-way clutches 41 and 42 will be locked. And the other is not engaged with the driving force. As a result, while traveling by the driving force transmitted through one torque transmission path A, the high-speed gear is preliminarily prepared for the other torque transmission path B in preparation for acceleration, or the low-speed gear is preliminarily prepared for deceleration. Can be connected.
The gears are prepared for connection, for example, automatically at the time of the shifting operation in the preceding stage, by automatically detecting the increase or decrease in the predetermined speed of the vehicle, or by the control unit of the accelerator or brake. The controller of the computer can be set to automatically connect the gears corresponding to the adjacent high-speed and low-speed gears in conjunction with an operation such as stepping on.

  Therefore, according to this configuration, by connecting the gear of the next shift stage in advance, the time for disengaging the clutch at the time of upshifting can be reduced, and quick acceleration can be achieved, and the downshifting at the time of downshifting can be performed quickly. can do.

  In addition, as shown in FIG. 2, the part which concerns on the one-way clutches 41 and 42 of the multi-shaft transmission M can be made into a module N so that it can be easily attached to and detached from the input side shaft and the output side shaft. Is possible. This attachment and detachment is possible, for example, by connecting the ends of the butted shafts with a coupling 48 or the like. The connection position between the module N and the shafts by the coupling 48 or other connection means can be freely set.

  Hereinafter, the shift control of the multi-shaft transmission M will be described.

When the forward first speed is set by the multi-shaft transmission M, the clutch 40 and all the shift clutches 51, 52, 53 are disengaged (set to the neutral state), and then the first shift clutch 51 is moved to the first speed. Engage side. In this state, the clutch 40 is connected.
As a result, as indicated by an arrow in FIG. 3A, the driving force of the prime mover E passes from the main input shaft 30 through the torque transmission path A to the one-way clutch 41, the main shaft input shaft 31, and the first speed drive. It is transmitted to the output shaft 36 via the gear 11, the first speed driven gear 21, the counter shaft 33, the final drive gear 27, and the final driven gear 10. Thus, the first speed of the multi-shaft transmission M is set.

  The first speed gear ratio is a gear ratio corresponding to the gear ratio between the first speed drive gear 11 and the first speed driven gear 21 and the gear ratio between the final drive gear 27 and the final driven gear 10.

  In the traveling state of the first speed, preparation for shifting to the second speed of the torque transmission path B can be performed. When the second forward speed is set, the third speed change clutch 53 is engaged with the second speed side. In this state, the rotation of the counter shaft 33 is transmitted to the countershaft input shaft 32 through the second speed driven gear 22 and the second speed drive gear 12. At this time, the rotational speed of the countershaft input shaft 32 is faster than the rotational speed of the main shaft input shaft 31, and the one-way clutch 42 is set not to be engaged with the rotation of the countershaft input shaft 32. This setting can be dealt with by turning off the one-way clutch 42.

  Here, the one-way clutch 42 is temporarily turned off because the one-way clutch of the next torque transmission path to be shifted up remains ON and the corresponding gear of the torque transmission path is connected. This is because there is a case where the gear is shifted up without going through the half-clutch state. For example, if you are running at 2nd speed and connect the 3rd speed gear while the clutch is on, the 2nd and 3rd speed will be connected at the same time. It is because it leads to. Such a shift-up is not preferable because the engine is overloaded and the engine stall may occur because the half-clutch state is not sandwiched.

  In downshifting, appropriate preparation for the next shift stage can be made even if the one-way clutches 41 and 42 of the two torque transmission paths A and B are kept in the ON state.

When shifting up to the second speed, the clutch 40 is disengaged, and then the first shift clutch 51 is disengaged. At this time, the auxiliary shaft input shaft 32 rotates faster than the main shaft input shaft 31 due to inertia. Then, the clutch 40 is connected.
As a result, as indicated by an arrow in FIG. 3B, the driving force of the prime mover passes through the torque transmission path B and passes from the main input shaft 30 to the one-way clutch 42, the countershaft input shaft 32, and the second speed drive. It is transmitted to the output shaft 36 via the gear 12, the second speed driven gear 22, the counter shaft 33, the final drive gear 27, and the final driven gear 10. Thus, the second speed of the multi-shaft transmission M is set.

  The gear ratio of the second speed is a gear ratio corresponding to the gear ratio of the second speed drive gear 12 and the second speed driven gear 22 and the gear ratio of the final drive gear 27 and the final driven gear 10. At this time, since the first speed change clutch 51 is disconnected, no interference (lock) occurs between the torque transmission paths A and B even after the speed change to the second speed.

  In this second speed traveling state, preparation for shifting to the third speed of the torque transmission path B can be performed. When the third forward speed is set, the second speed change clutch 52 is engaged with the third speed side. In this state, the rotation of the countershaft 33 is transmitted to the main shaft input shaft 31 through the third speed driven gear 23 and the third speed drive gear 13. At this time, the one-way clutch 41 is set so as not to be engaged with the rotation of the spindle input shaft 31. This setting is dealt with by turning the one-way clutch 41 in the OFF state as in the case described above. Therefore, no interference (lock) occurs between the torque transmission paths A and B even after preparation for shifting to the third speed.

When shifting up to the third speed, the clutch 40 is disengaged, and then the second shift clutch 52 is disengaged. At this time, the main shaft input shaft 31 rotates faster than the sub shaft input shaft 32 due to inertia. Then, the clutch 40 is connected.
As a result, as indicated by an arrow in FIG. 3C, the driving force of the prime mover passes through the torque transmission path A and passes from the main input shaft 30 to the one-way clutch 41, the main shaft input shaft 31, and the third speed drive gear. 13, the third speed driven gear 23, the counter shaft 33, the final drive gear 27, and the final driven gear 10 are transmitted to the output shaft 36. Thus, the third speed of the multi-shaft transmission M is set.

  The speed ratio of the third speed is a speed ratio corresponding to the gear ratio of the third speed drive gear 13 and the third speed driven gear 23 and the gear ratio of the final drive gear 27 and the final driven gear 10. At this time, since the second shift clutch 52 is disconnected, no interference (lock) occurs between the torque transmission paths A and B even after the shift to the third speed.

  The same applies to the upshifting from the third speed to the fourth speed, the upshifting from the fourth speed to the fifth speed, and the upshifting from the fifth speed to the sixth speed. The driving force transmission path is shown in FIGS. 3 (d) to 3 (f). Since the speed change procedure is the same as that described above, a description thereof will be omitted.

  FIG. 3 (d) shows the state of the fourth speed, and as indicated by the arrow in the figure, the driving force of the prime mover passes through the torque transmission path B from the main input shaft 30 to the one-way clutch 42, the countershaft. It is transmitted to the output shaft 36 via the input shaft 32, the fourth speed drive gear 14, the fourth speed driven gear 24, the counter shaft 33, the final drive gear 27, and the final driven gear 10. Thus, the fourth speed of the multi-shaft transmission M is set.

  FIG. 3 (e) shows the state of the fifth speed, and as indicated by the arrow in the figure, the driving force of the prime mover passes through the torque transmission path A and passes from the main input shaft 30 to the one-way clutch 41, the spindle input. It is transmitted to the output shaft 36 via the shaft 31, the fifth speed drive gear 15, the fifth speed driven gear 25, the counter shaft 33, the final drive gear 27, and the final driven gear 10. Thus, the fifth speed of the multi-shaft transmission M is set.

  FIG. 3 (f) shows the state of the sixth speed, and as indicated by the arrow in the figure, the driving force of the prime mover passes through the torque transmission path B, passes from the main input shaft 30 to the one-way clutch 42, the countershaft. It is transmitted to the output shaft 36 via the input shaft 32, the sixth speed drive gear 16, the sixth speed driven gear 26, the counter shaft 33, the final drive gear 27, and the final driven gear 10. Thus, the sixth speed of the multi-shaft transmission M is set.

  The same applies to the downshifting. The downshifting from the sixth speed to the fifth speed, the downshifting from the fifth speed to the fourth speed, and the subsequent downshifting between all gears are the same procedure. Then, while traveling with the driving force through the torque transmission path A, the gear of the next gear stage is prepared through the torque transmission path B, and when traveling with the driving force through the torque transmission path B, the torque transmission path This is possible by preparing the gear for the next gear stage through A.

  That is, the gears arranged for the respective shift stages among the input shafts 31, 32, the counter shaft 33, and the output shaft 36 are gears corresponding to the shift stages selected for the respective torque transmission paths A, B. The torque transmission paths A and B can be connected at the same time. When torque is transmitted from the drive shaft 35 to the output shaft 36 via one of the torque transmission paths A and B, preparation for acceleration or deceleration is provided. Thus, the gear corresponding to the speed selected on the other torque transmission path B, A is connected.

  In this embodiment, an engine is used as the prime mover E, and a regenerative brake 60 is provided in the middle of the output shaft 36 as a brake means for reducing the rotational speeds of the input shafts 30, 31, 32 and the counter shaft 33. Yes. The regenerative brake 60 has a function of converting rotation of the output shaft 36 into electric energy by a generator and reducing the electric energy to a battery (secondary battery).

  That is, in the conventional DCT, since a friction type single plate or a multi-plate clutch is used, shafts sandwiching the clutch are coupled to each other regardless of the rotational speed. For this reason, the rotational speed could be transmitted even when the rotational speed of the prime mover (engine) E was lower than the rotational speed of the tire (drive wheel).

However, in this embodiment, one-way clutches 41 and 42 are used instead of DCT. Therefore, for example, as shown in FIG. 6A, the one-way clutches 41 and 42 are locked clockwise (engaged state) and free counterclockwise (non-engaged state) in the ON state. Conceptually, if you set
Engine speed (inner wheel 44 speed)> Tire speed (outer wheel 43 speed)
If it is locked,
Engine speed (inner wheel 44 speed) <tire speed (outer wheel 43 speed)
If it is, it becomes free.
Therefore, even if the engine speed decreases, if the tire speed is high, the corresponding one-way clutches 41 and 42 are in a free state, so that the engine brake may not work. When such a situation is assumed, by providing the regenerative brake 60, the regenerative brake 60 can serve as a substitute for the engine brake and can exhibit a braking function.

  Even in such a case, in each of the one-way clutches 41 and 42 of the two torque transmission paths A and B, the engine direction is changed according to the engine speed and the tire speed by switching the engagement direction. If it is configured to be switchable so that either torque transmission to the drive shaft side or torque transmission in the opposite direction can be selectively allowed, the engine brake is set to operate when necessary. You can also

  Another embodiment will be described with reference to FIGS.

  As shown in the schematic diagram of FIG. 7, the multi-shaft transmission M of this embodiment includes two inputs other than the main input shaft 30 connected to the clutch 40 among the plurality of input shafts 30, 31, 32. The shafts 31 and 32 are arranged in parallel at a distance. That is, in the above-described embodiment, the two input shafts 31 and 32 are arranged coaxially, whereas in this embodiment, the input shafts 31 and 32 are arranged in parallel so as to be adjacent to each counter shaft 33. Yes.

  In this embodiment, the countershaft 33 in the above-described embodiment is omitted, and the output shaft 36 has the role of the countershaft 33. That is, the member corresponding to the counter shaft 33 and the output shaft 36 are integrated.

  The input shafts 30, 31, and 32 are configured such that the main input shaft 30 disposed on the drive shaft 35 side, the main shaft input shaft 31 connected to the main input shaft 30 via the one-way clutch 41, and the main input thereof. The point which consists of the shaft 30 and the countershaft input shaft 32 connected via the one-way clutch 42 is the same. Each shaft 30, 31, 32, 36 is rotatably supported by a housing or the like via a bearing.

  The one-way clutches 41 and 42 are also the same as the above-described embodiment in that they are constituted by sprag clutches as shown in FIGS.

  However, in this embodiment, the main shaft input shaft 31 and the sub shaft input shaft 32 are not coaxial but are arranged in parallel at a distance, so that the one-way clutches 41 and 42 shown in FIGS. The main shaft input shaft 31 and the sub shaft input shaft 32 that are arranged in parallel are respectively attached.

That is, the inner rings 44 of the one-way clutches 41 and 42 rotate integrally with the main shaft input shaft 31 or the sub shaft input shaft 32. The shafts 31 and 32 themselves may be the inner ring 44.
Further, the input driven gear 18 is provided so as to rotate integrally with each outer ring 43 of the one-way clutches 41 and 42. An input drive gear 17 attached so as to rotate integrally with the main input shaft 30 is engaged with the input driven gear 18.

  The same is true in that a clutch 40 is provided between the drive shaft 35 and the main input shaft 30. If the drive shaft 35 and the main input shaft 30 are fastened, the rotation by the driving force of the prime mover is transmitted from the drive shaft 35 to the main input shaft 30. If the fastening is released, the rotation by the driving force of the prime mover is In this state, the drive shaft 35 is not transmitted to the main input shaft 30.

  A first speed drive gear 11, a third speed drive gear 13, and a fifth speed drive gear 15 for setting a forward gear are attached to the main shaft input shaft 31. A first speed driven gear 21, a third speed driven gear 23, and a fifth speed driven gear 25 that can mesh with the gears 11, 13, and 15 are attached to the output shaft 36.

  Further, the second-speed drive gear 12, the fourth-speed drive gear 14, and the sixth-speed drive gear 16 for setting the forward gear are attached to the countershaft input shaft 32. A second speed driven gear 22, a fourth speed driven gear 24, and a sixth speed driven gear 26 that can mesh with the gears 12, 14, and 16 are attached to the output shaft 36.

  In this way, a gear is arranged for each gear position between the main shaft input 31 or the sub shaft input shaft 32 which is an input shaft other than the main input shaft 30 and the output shaft 36. It is possible to transmit the driving force between the shafts via a gear for each gear position.

Also, corresponding to the gears of each gear stage, these gears can transmit the rotation between the shafts (a state where power can be transmitted) and can not transmit the rotation (a state which does not participate in the transmission of power). ) And shifting clutches 51, 52, 53 are provided.
The configuration and operation of the transmission clutches 51, 52, and 53 are the same as those in the above-described embodiment, and thus description thereof is omitted.

  Further, a drive gear back 19 that is a reverse gear is rotatably attached to the countershaft input shaft 32. A driven gear back 29, which is also a reverse gear, is rotatably attached to the output shaft 36. The drive gear back 19 can transmit rotation to the driven gear back 29 via an idler gear back 39 rotatably supported by a housing or the like via a bearing. This rotation transmission corresponds to the reverse travel of the vehicle. If the idler gear back 39 is engaged with the drive gear back 18 and the driven gear back 29, the rotation can be transmitted in the reverse direction. Further, when the engagement is released, the rotation cannot be transmitted.

  The multi-shaft transmission M of this embodiment has these configurations, and a plurality of torque transmission paths A and B capable of selectively switching the driving force path are arranged between the clutch 40 and the output shaft 36. ing. That is, the torque transmission path A from the clutch 40 via the main input shaft 30, the main shaft input shaft 31, and the output shaft 36, and the torque from the clutch 40 via the main input shaft 30, the auxiliary shaft input shaft 32, and the output shaft 36. A transmission path B is arranged.

  Switching between the torque transmission paths A and B is performed by one-way clutches 41 and 42. That is, by controlling the state of the engagement elements of the one-way clutches 41, 42, one of the plurality of torque transmission paths A, B is used as a torque transmission path to the output shaft for driving force input, and the other is The point that it can set so that it may idle in the input is the same.

  As in the above-described embodiment, the portion related to the one-way clutches 41 and 42 of the multi-shaft transmission M is made into a module N so that it can be easily attached to and detached from the input side shaft and the output side shaft. Is possible.

  FIG. 8A shows the state of the first speed, and as indicated by the arrow in the figure, the driving force of the prime mover passes through the torque transmission path A, from the main input shaft 30 to the input drive gear 17 and the input. It is transmitted to the output shaft 36 through the driven gear 18, the one-way clutch 41, the main shaft input shaft 31, the first speed drive gear 11, and the first speed driven gear 21. Thus, the first speed of the multi-shaft transmission M is set.

  FIG. 8B shows the state of the second speed, and as indicated by the arrows in the figure, the driving force of the prime mover passes through the torque transmission path B from the main input shaft 30 to the input drive gear 17 and the input. It is transmitted to the output shaft 36 via the driven gear 18, the one-way clutch 42, the countershaft input shaft 32, the second speed drive gear 12, and the second speed driven gear 22. Thus, the second speed gear stage of the multi-axis transmission M is set.

  FIG. 8C shows the state of the third speed, and as indicated by the arrow in the figure, the driving force of the prime mover passes through the torque transmission path A, from the main input shaft 30 to the input drive gear 17 and the input. It is transmitted to the output shaft 36 through the driven gear 18, the one-way clutch 41, the main shaft input shaft 31, the third speed drive gear 13, and the third speed driven gear 23. Thus, the third speed of the multi-shaft transmission M is set.

  FIG. 8D shows the state of the fourth speed, and as indicated by the arrows in the figure, the driving force of the prime mover passes through the torque transmission path B, passes from the main input shaft 30 to the input drive gear 17 and the input. It is transmitted to the output shaft 36 via the driven gear 18, the one-way clutch 42, the countershaft input shaft 32, the fourth speed drive gear 14, and the fourth speed driven gear 24. Thus, the fourth speed of the multi-shaft transmission M is set.

  FIG. 8 (e) shows the state of the fifth speed, and as indicated by the arrow in the figure, the driving force of the prime mover passes through the torque transmission path A, from the main input shaft 30 to the input drive gear 17, the input drive gear 17. It is transmitted to the output shaft 36 via the driven gear 18, the one-way clutch 41, the main shaft input shaft 31, the fifth speed drive gear 15, and the fifth speed driven gear 25. Thus, the fifth speed of the multi-shaft transmission M is set.

  FIG. 8 (f) shows the state of the sixth speed, and as indicated by the arrow in the figure, the driving force of the prime mover passes through the torque transmission path B from the main input shaft 30 to the input drive gear 17 and the input. It is transmitted to the output shaft 36 via the driven gear 18, the one-way clutch 42, the countershaft input shaft 32, the sixth speed drive gear 16, and the sixth speed driven gear 26. Thus, the sixth speed of the multi-shaft transmission M is set.

  Since the shift control of the multi-shaft transmission M of this embodiment is the same as that of the above-described embodiment, the description thereof is omitted.

  Hereinafter, the shifting operation of the multi-shaft transmission M of the present invention will be described in order using the simplified models shown in FIGS. This speed change operation is an example, and other operation procedures may be employed.

  The main shaft input shaft 31 shown in the upper part of FIG. 9 is on the low speed side, and the sub shaft input shaft 32 shown in the lower part is on the high speed side. Now, a case is assumed where the torque transmission path A on the main shaft input shaft 31 side is shifted up to the torque transmission path B on the sub shaft input shaft 32 side. Here, a shift up from the first speed to the second speed is taken as an example.

First, during steady operation (cruising state without sudden acceleration / deceleration) through the torque transmission path A on the low-speed main shaft input shaft 31 side, the low-speed side is connected and the high-speed side is idle in FIG. 10 (a). State. That is, the one-way clutches 41 and 42 are both engageable with the driving force, but the gear (drive gear 11) on the torque transmission path A side is engaged with the main shaft input shaft 31, and the torque transmission path The B side gear (drive gear 12) is not engaged with the countershaft input shaft 32.
That is, the state is as follows.

(Low speed side torque transmission path A)
One-way clutch 41 ... ON
Gear ... ON
(High speed side torque transmission path B)
One-way clutch 42 ... ON
Gear ... OFF
(Relationship between drive shaft 35 and main input shaft 30)
Clutch 40 ... ON

The state in which the one-way clutches 41 and 42 are ON means that relative rotation in one direction (direction in which the outer ring 43 rotates to the right side in the drawing / rotation direction of the driving force) as shown in FIG. The outer ring 43 and the inner ring 44 are engaged (locked), and the outer ring 43 and the inner ring 44 are rotated with respect to relative rotation in the other direction (the direction in which the outer ring 43 rotates to the left side in the figure / the direction opposite to the rotational direction of the driving force). It is in a state where it is not engaged (free).
On the other hand, the state where the one-way clutches 41 and 42 are OFF means relative rotation in one direction (direction in which the outer ring 43 rotates to the right side in the drawing / rotation direction of the driving force) as shown in FIG. On the other hand, the outer ring 43 and the inner ring 44 are not engaged (free), and the outer ring is also against relative rotation in the other direction (the direction in which the outer ring 43 rotates to the left in the figure / the direction opposite to the rotational direction of the driving force). 43 and the inner ring 44 are not engaged (free).

  In this state, as shown in FIG. 10A, in the torque transmission path A on the low speed side main shaft input shaft 31 side, the portion indicated by x1 in the figure by the driving force from the engine (from the driving shaft 35 to the main shaft). If the rotation of the input shaft 31 (corresponding to the drive gear 11) is a medium number of rotations, the portion indicated by x2 in the figure (corresponding to the countershaft 33 and the output shaft 36) is decelerated from the number of rotations. This is the output speed.

  At this time, in the torque transmission path B on the high-speed side auxiliary shaft input shaft 32 side, the portion indicated by x3 in the drawing (corresponding to the auxiliary shaft input shaft 32) is rotated at a medium rotational speed by the driving force. The portion indicated by x4 in the figure (corresponding to the drive gear 12 of the countershaft input shaft 32) is merely idling because the rotation from the output side is transmitted, and the rotational speed is relative to the above-mentioned medium level. Small.

In preparation for the upshift, as shown in FIG. 10B, the one-way clutch 42 in the torque transmission path B on the high-speed side auxiliary shaft input shaft 32 side is turned off. This is because if the one-way clutch 42 is not turned off, it will be shifted up in the process described later.
That is, the following state is obtained.

(Low speed side torque transmission path A)
One-way clutch 41 ... ON
Gear ... ON
(High speed side torque transmission path B)
One-way clutch 42 ... OFF
Gear ... OFF
(Relationship between drive shaft 35 and main input shaft 30)
Clutch 40 ... ON

  In this state, since the one-way clutch 42 is OFF, no driving force is transmitted to the high-speed side auxiliary shaft input shaft 32, but the auxiliary shaft input shaft 32 rotates by inertia.

Then, the gear (drive gear 12) on the high-speed side auxiliary shaft input shaft 32 side is connected to the auxiliary shaft input shaft 32 in preparation for upshifting.
That is, the following state is obtained.

(Low speed side torque transmission path A)
One-way clutch 41 ... ON
Gear ... ON
(High speed side torque transmission path B)
One-way clutch 42 ... OFF
Gear ... ON
(Relationship between drive shaft 35 and main input shaft 30)
Clutch 40 ... ON

  In this state, since the one-way clutch 42 is OFF, the driving force is not transmitted to the high-speed side auxiliary shaft input shaft 32. Further, when the gear is connected, the rotation on the output side is transmitted to the auxiliary shaft input shaft 32 through the gear, but the one-way clutch 42 set to OFF is not engaged.

  FIG. 10B shows the magnitude relationship between the rotational speeds in this state. In this state, the part indicated by x1 and the part indicated by x2 in the figure remain unchanged. The portion indicated by x5 in the drawing is rotated at a relatively small rotational speed with respect to the above-mentioned medium, with the rotation from the output side being transmitted to the auxiliary shaft input shaft 32 and the drive gear 12.

  Next, as shown in FIG. 10 (c), the clutch 40 between the drive shaft 35 and the main input shaft 30 is turned off, and the input of the drive force is cut off. Then, the one-way clutch 42 is turned on in the torque transmission path B on the high-speed side auxiliary shaft input shaft 32 side. That is, the following state is obtained.

(Low speed side torque transmission path A)
One-way clutch 41 ... ON
Gear ... ON
(High speed side torque transmission path B)
One-way clutch 42 ... ON
Gear ... ON
(Relationship between drive shaft 35 and main input shaft 30)
Clutch 40 ... OFF

  In this state, the one-way clutch 42 is ON, but the clutch 40 is OFF, and the rotation speed on the output side (the auxiliary shaft input shaft 32) is relatively large, so the one-way clutch 42 is not engaged, No driving force is transmitted to the countershaft input shaft 32. The low-speed main shaft input shaft 31 with a high gear ratio rotates relatively fast (medium rotation).

  FIG. 10C shows the magnitude relationship between the rotational speeds in this state. In this state, the portion indicated by x6 in the drawing and the portion indicated by x7 in the drawing are not changed by the intermediate rotation. The part indicated by x2 in the figure does not change depending on the rotation speed on the output side. In the portion indicated by x8 in the figure, the main input shaft 30, the auxiliary shaft input shaft 32, and the drive gear 12 rotate integrally. However, since the driving force has not yet been transmitted, the rotational speed is a relatively small rotational speed with respect to the medium level.

  Next, as shown in FIG. 10 (d), the clutch 40 between the drive shaft 35 and the main input shaft 30 is set to a half-clutch state, and the driving force is gradually input while sliding the clutch. That is, the following state is obtained.

(Low speed side torque transmission path A)
One-way clutch 41 ... ON
Gear ... ON
(High speed side torque transmission path B)
One-way clutch 42 ... ON
Gear ... ON
(Relationship between drive shaft 35 and main input shaft 30)
Clutch 40 ... Half clutch / transition to ON state later

In this state, since the one-way clutch 42 is ON, the driving force is transmitted to the output side through the torque transmission path B on the high-speed side auxiliary shaft input shaft 32 side.
At this time, the one-way clutch 41 on the low-speed side is also ON, but the main shaft input shaft 31 is connected to the output side (the above-mentioned medium number of rotations) through the drive gear 11 and the driven gear 21. Relatively high. For this reason, the one-way clutch 41 is not engaged because the rotational speed of the inner ring 44 on the output side is relatively higher than that of the outer ring 43 on the input side. Therefore, the two torque transmission paths A and B are not locked.

  Finally, the clutch 40 is shifted from the half-clutch state to the fully engaged ON.

  FIG. 10D shows the magnitude relationship between the rotational speed of the clutch 40 in the half-clutch state and the ON state. In this state, a portion indicated by x9 in the figure is a portion to which a driving force is input, and is the above-described moderate rotation. The part indicated by x2 in the figure does not change depending on the rotation speed on the output side. The portion indicated by x10 in the figure is a relatively large number of rotations with respect to the medium level.

  Finally, as shown in FIG. 10E, in the torque transmission path A on the low-speed main shaft input shaft 31 side, the gear connection is released, and the shift-up is completed. That is, the following state is obtained.

(Low speed side torque transmission path A)
One-way clutch 41 ... ON
Gear ... OFF
(High speed side torque transmission path B)
One-way clutch 42 ... ON
Gear ... ON
(Relationship between drive shaft 35 and main input shaft 30)
Clutch 40 ... ON

  In this state, the part indicated by x11 in FIG. 10 (e) is a moderate rotational speed on the input side. Thus, the rotational speed of the main shaft input shaft 31 on the low speed side decreases to a moderate rotational speed on the input side. The part indicated by x2 in the figure does not change depending on the rotation speed on the output side. Further, the drive gear 11 of the spindle input shaft 31 indicated by x12 is idling at a relatively high rotational speed.

  By such a speed change operation, the upshift and the downshift are repeated as appropriate. Although the simplified model in FIG. 10 does not describe gears, the shift to the reverse speed is performed when the vehicle is stopped. Therefore, after the vehicle stops (the output side rotation stops, When the idler gear back 39 is engaged with the drive gear back 19 and the driven gear back 29 while the rotation on the input side is stopped by the clutch 40 being turned off, rotation transmission in the reverse direction is possible (FIG. 1 and FIG. 1). (See FIG. 7 etc.)

In conventional DCT and general clutch type MT (manual transmission) vehicles, it is considered difficult to control various gears and clutches at the time of deceleration or shift down due to the influence of engine braking.
This is because the two parameters of the engine speed and the tire speed influence the clutch connection amount (degree of connection), and there is a dependency relationship between the clutch connection amount and the engine speed. Due to this dependency relationship, the clutch is required to be precisely connected (adjustment of the degree of connection). In other words, in a situation where the rotational speed of the engine increases while the rotational speed of the tire decreases, it is necessary to match the rotational speeds of the two accurately.

  In this respect, according to the present invention, it is easy to control various gears and clutches during downshifting. This is because in the multi-shaft transmission M of the present invention, the engine speed hardly fluctuates even if the tire speed decreases due to deceleration. Therefore, the control parameter at the time of downshifting is only the rotation speed of the tire. That is, the engine speed and the clutch connection amount are independent, and it is not necessary to finely adjust both.

Explaining that the engine speed hardly fluctuates during downshifting. Normally, not only the tire speed but also the engine speed is reduced during deceleration. At this time,
(Engine speed <tire speed) (a)
The engine speed will be reduced to maintain this condition.

  As long as the state of the formula (a) continues, the one-way clutches 41 and 42 do not transmit torque from the output side (tire side) to the input side (engine side). Therefore, even if the one-way clutches 41 and 42 are connected, the rotational speed of the tire does not affect the rotational speed of the engine. That is, the engine speed can be reduced in any state shown in FIG.

  Further, when accelerating again after the downshift, for example, the engine speed is increased in accordance with the tire speed, and in the vicinity where the above equation (a) does not hold, the half shown in FIG. If the clutch is engaged, smooth shifting can be achieved.

  In the simplified model shown in FIG. 10, the main shaft input shaft 31 and the sub shaft input shaft 32 are arranged in parallel and the counter shaft 33 is omitted as an example. Even in the configuration in which the countershaft input shaft 32 is coaxially arranged, and in the configuration in which the countershaft 33 is disposed between the main shaft input shaft 31 and the countershaft input shaft 32 and the output shaft 36, the operation at the time of shifting is the same. is there.

DESCRIPTION OF SYMBOLS 1 1st input shaft 2 2nd input shaft 3 1st counter shaft 4 2nd counter shaft 5 Drive shaft 6 Output shaft 7 1st clutch 8 2nd clutch 9 Dual clutch 10 Final driven gear 11 1st speed drive gear 12 2nd High-speed drive gear 13 Third-speed drive gear 14 Fourth-speed drive gear 15 Fifth-speed drive gear 16 Sixth-speed drive gear 17 Input drive gear 18 Input-driven gear 19 Drive gear back 21 First-speed driven gear 22 2nd speed driven gear 23 3rd speed driven gear 24 4th speed driven gear 25 5th speed driven gear 26 6th speed driven gears 27 and 28 Final drive gear 29 Driven gear back 30 Main input shaft (in Put shaft)
31 Spindle input shaft (input shaft)
32 Secondary shaft input shaft (input shaft)
33 counter shaft 35 drive shaft 36 output shaft 39 idler gear back 40 clutch 41, 42 one-way clutch 43 outer ring 44 inner ring 45 engagement element 46 retainer 46a inner retainer 46b outer retainer 47 elastic member 48 coupling 50 synchronizer 51 first shift Clutch 52 Second gear clutch 53 Third gear clutch 60 Regenerative brake E Engine (motor)
M Multi-axis transmission

Claims (6)

  In a multi-shaft transmission used for an automobile transmission, a drive shaft (35) disposed on the prime mover side, an output shaft (36) disposed on the drive shaft side, the drive shaft (35), and the output shaft (36 And a plurality of input shafts (30, 31, 32) arranged between the main shaft and one of the drive shaft (35) and the plurality of input shafts (30, 31, 32). A clutch (40) disposed between the input shaft (30) and each of the input shafts (31, 32) other than the main input shaft (30) and the output shaft (36) at each shift stage. A synchronizer (5 that connects these gears to a state in which rotation can be transmitted according to the gears to be arranged and the selected gear position. And a motor on each torque transmission path (A, B) passing through the plurality of input shafts (30, 31, 32) between the clutch (40) and the output shaft (36). One-way clutches (41, 42) that can be switched between an engaged state and a non-engaged state with respect to the direction in which the driving force is transmitted are respectively arranged.   In a multi-shaft transmission used for an automobile transmission, a drive shaft (35) disposed on the prime mover side, an output shaft (36) disposed on the drive shaft side, the drive shaft (35), and the output shaft (36 And a plurality of input shafts (30, 31, 32) and one or a plurality of counter shafts (33), the drive shaft (35) and the plurality of input shafts (30, 30). 31, 32), the clutch (40) disposed between the main input shaft (30), the input shafts (31, 32) other than the main input shaft (30), and the counter Gears arranged for each gear position between the shaft (33) and the output shaft (36), and selection A plurality of input shafts (30) between the clutch (40) and the output shaft (36). , 31, 32) on each torque transmission path (A, B), one-way clutch (41, 42) that can be switched between an engaged state and a non-engaged state in the driving force transmission direction from the prime mover. Are arranged, respectively.   The input shafts (31, 32) other than the main input shaft (30) are a main shaft input shaft (31) and a hollow sub-shaft input shaft (coaxially arranged on the outer periphery of the main shaft input shaft (31)). 32) between the main input shaft (30) and the main shaft input shaft (31) and between the main input shaft (30) and the sub shaft input shaft (32). 42. The multi-shaft transmission according to claim 1, wherein 42) is arranged.   The one-way clutches (41, 42) can be switched between an engaged state and a non-engaged state in the driving force transmission direction from the prime mover and the opposite direction, respectively. The multi-shaft transmission according to any one of claims 1 to 3, wherein the transmission of torque to the drive shaft side or torque transmission in the opposite direction is selectively permitted. mechanism.   The gears arranged for the respective shift stages between the input shafts (31, 32), the counter shafts (33, 34) and the output shaft (36) are connected to the torque transmission paths (A, B). It is possible to simultaneously connect the gears corresponding to the selected gear position via both torque transmission paths (A, B), and the drive shaft via one of the torque transmission paths (A, B). When torque is transmitted from (35) to the output shaft (36), gears corresponding to the gear stage selected in the other torque transmission path (B, A) are connected in preparation for acceleration or deceleration. The multi-shaft transmission according to any one of claims 1 to 4, wherein the multi-shaft transmission is provided.   As a brake means for reducing the rotational speeds of the input shafts (31, 32) and the counter shafts (33, 34), the output shaft (36) or the output shaft (36) is closer to the drive shaft. The multi-shaft transmission according to any one of claims 1 to 5, further comprising a regenerative brake (60).

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