JP2607996B2 - Manual transmission for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention comprises an auxiliary transmission capable of establishing two types of transmission systems, high speed and low speed, corresponding to a predetermined forward gear, and selectively sliding corresponding to a reverse gear. The present invention relates to a manual transmission for a vehicle having a reverse idle gear of the type, and more particularly to a manual transmission for a vehicle capable of reducing the biting sound of the reverse idle gear when a reverse gear is established.

[0002]

2. Description of the Related Art Normally, in order to establish a reverse gear in a manual transmission for a vehicle, a reverse idle gear supported on a reverse idle shaft is slid in an axial direction with a reverse shift fork, and the reverse idle gear is provided on an input shaft. The reverse drive gear is engaged with a reverse driven gear provided on the output shaft. Since the shift change to the reverse gear is performed in a state where the vehicle is stopped, the reverse gear generally does not include a synchronization mechanism as provided in the forward gear.

While the output shaft connected to the drive wheels stops rotating while the vehicle is stopped, the input shaft is short due to inertia even when the clutch is disengaged to disconnect the engine. In order to continue the time rotation, when performing a shift change to the reverse gear, the reverse idle gear provided on the input shaft rotating by the inertia does not smoothly mesh with the reverse idle gear. is there.

Therefore, just before the reverse idle gear is slid in the axial direction to engage the reverse drive gear and the reverse driven gear in order to establish the reverse gear, the synchronization mechanism of the predetermined forward gear is operated for a short time. It is known that the rotation due to the inertia of the input shaft is braked, and then the reverse idle gear meshes with the reverse drive gear and the reverse driven gear (for example, JP-A-61-248942, JP-B-61-3987). Gazette).

[0005]

In a two-shaft manual transmission having an input shaft and an output shaft, the second to fourth gears of the first to fourth forward gears are changed to the auxiliary gears. There is known a mechanism that realizes a multi-speed shift of seven forward speeds by further shifting the gear to two higher and lower speeds by a mechanism (for example, see Japanese Patent Application Laid-Open No.
0-30849).

[0006] In such a manual transmission, the rotation of the input shaft is hard to stop compared to a normal manual transmission having no auxiliary transmission mechanism due to the inertial mass of the auxiliary transmission mechanism connected to the input shaft.
When the reverse gear is established, as described above, when the synchronization mechanism of the predetermined forward gear is operated for a short time to brake the rotation of the input shaft, a large load is likely to be applied to the synchronization mechanism.

The present invention has been made in view of the above circumstances, and in a manual transmission for a vehicle having an auxiliary transmission mechanism, a synchronization mechanism of a predetermined forward gear is operated for a short time when a reverse gear is established. It is an object of the present invention to minimize the increase in the load acting on the synchronization mechanism when trying to brake the rotation of the input shaft by using the brake.

[0008]

In order to achieve the above object, the present invention provides an input shaft and an output shaft disposed in parallel with each other, and a synchronous mechanism supported on the input shaft so as to be relatively rotatable. A gear shaft connected to the output shaft via a main transmission gear train for a forward gear stage, and a sub-transmission mechanism capable of selectively establishing a two-high / low transmission system between the input shaft and the gear shaft. A manual transmission for a vehicle, comprising: a hydraulic clutch capable of connecting the input shaft and the gear shaft on the input shaft, and reducing the rotation of the input shaft to transmit the rotation to the gear shaft. The input shaft and the gear shaft are directly connected to each other by engagement of the hydraulic clutch, and the sub-transmission gear train is provided with a one-way clutch that allows the gear shaft side to over rotate. Establish a high-speed transmission system for the auxiliary transmission mechanism, and By releasing the pressure clutch, the input shaft and the gear shaft are connected via the sub-transmission gear train to establish a low-speed transmission system of the sub-transmission mechanism, and for the reverse gear, without passing through the sub-transmission mechanism. A manual transmission for a vehicle having a reverse gear train having a selective sliding reverse idle gear between an input shaft and an output shaft, wherein the main transmission gear train is interlocked with a shift operation to the reverse shift stage. Synchronizing mechanism interlocking means for operating any one of the synchronizing mechanisms, detecting means for detecting a shift operation to the reverse gear, and engaging the hydraulic clutch in accordance with an output of the detecting means, Control means for establishing a high-speed transmission system of the mechanism.

[0009]

Embodiments of the present invention will be described below with reference to the drawings.

As shown in FIGS. 1 to 5, a vehicle transmission M
Has an input shaft Ms connected in series to the engine E via a speed change clutch C, an output shaft Cs and a sub shaft Ss arranged in parallel to the input shaft Ms. The shift clutch C is housed inside the clutch case 1 joined to the right side of the crankcase of the engine E, and the input shaft Ms, the output shaft Cs, and the auxiliary shaft Ss are joined to the right side of the clutch case 1. A transmission case right cover 3 is joined to the right side of the transmission case 2.

The speed change clutch C includes a crankshaft 4
And the input shaft Ms
A clutch disc 7 connected to a left end of the clutch disc via a damper 6, and is normally engaged by pressing a facing 10 of the clutch disc 7 between the pressure plate 9 and the clutch wheel 5 with a diaphragm spring 8. The engagement is released by pressing the release bearing 12 leftward with the release fork 11 during gear shifting.

A gear shaft 13 is rotatably fitted around the outer periphery of the right half of the input shaft Ms. A clutch inner 15 of a hydraulic clutch 14 described later is integrated with the gear shaft 13 at the right end of the gear shaft 13. Splined so that they can rotate.
The input shaft Ms has a clutch case 1 at the center left portion.
And a roller bearing 17 provided on the outer wall of the clutch inner 15 on the end wall of the transmission case 2 at a portion near the right end thereof. The left end of the output shaft Cs is supported on the end wall of the clutch case 1 via a roller bearing 18, and the right end is supported on the end wall of the transmission case 2 via a ball bearing 19. The left end of the sub shaft Ss is supported on the end wall of the clutch case 1 via a ball bearing 20, and the right end is supported on the side wall of the transmission case 2 via a roller bearing 21.

A main first speed gear 22 formed integrally with the input shaft Ms meshes with a counter first speed gear 23 rotatably supported on the output shaft Cs.
1 speed gear by coupling to the output shaft Cs by the sleeve 24 of the 1-2 speed synchronous driven mechanism S ₁ by-second speed shift fork 67 is established. The reverse drive gear 25 formed integrally with the input shaft Ms is slidably supported by a reverse idle shaft 26 and is driven by a reverse shift fork 69 via a reverse idle gear 27 (see FIGS. 1 and 5). It is connectable to a reverse driven gear 28 formed on the sleeve 24, whereby a reverse gear is established.

A main second speed gear 29 formed integrally with the gear shaft 13 meshes with a counter second speed gear 30 rotatably supported on the output shaft Cs, and the counter second speed gear 30 is connected to the 1-2 speed shift fork. second gear is established by coupling the output shaft Cs by the sleeve 24 of the 1-2 speed synchronous driven mechanism S ₁ by 67. On the gear shaft 13, a main third speed gear 31 and a main fourth speed gear 32 are rotatably supported.
2 meshes with a counter third speed gear 33 and a counter fourth speed gear 34 spline-coupled to the output shaft Cs. And selectively the main third speed gear 31 and the main fourth-speed gear 32 to the gear shaft 13 3-4 speed synchronous mechanism S sleeve 35 of ₂ driven by the 3-4 speed shift fork 68 provided on the gear shaft 13 , A third or fourth gear is established. The 1-2 speed synchronous mechanism S ₁ and 3-4 speed synchronous mechanism S ₂ is well known, and performs synchronous action by the frictional force of the blocking ring and the synchro cone due to the sliding of the sleeve 24 and 35.

The first to fourth speed gears 22,
29, 31, 32, and counter 1st to 4th gear 2
According to 3, 30, 33, and 34, the input shaft Ms and the output shaft Cs
A main transmission gear train Gm for selectively establishing the first to fourth shift speeds is configured therebetween. The reverse drive gear 25, the reverse idle gear 27, and the reverse driven gear 28 constitute a reverse gear train Gr.

Next, the structure of the subtransmission mechanism m for establishing a two-stage transmission system corresponding to the second to fourth speeds will be described.

A primary drive gear 36 formed integrally with the input shaft Ms meshes with a primary driven gear 37 rotatably supported on the sub shaft Ss, and a secondary drive gear 38 formed integrally with the sub shaft Ss is formed integrally with the gear shaft. Main 2 as a secondary driven gear formed in
The gear meshes with the speed gear 29. The number of teeth of the primary drive gear 36 is set smaller than the number of teeth of the primary driven gear 37 meshing with it, and the number of teeth of the secondary drive gear 38 is set larger than the number of teeth of the main second speed gear 29 (secondary driven gear) meshing with it. , Input shaft Ms
When the driving force is transmitted from the transmission to the gear shaft 13, the rotation speed is reduced to a reduction ratio of about 1.3 to 1.5 in total. The primary drive gear 36, primary driven gear 37, secondary drive gear 38, main 2
The speed gear 29 (secondary driven gear) forms a subtransmission gear train Gs. Primary driven gear 37 and counter shaft S
A one-way clutch 39 is interposed between s and s to allow only transmission of the driving force from the input shaft Ms to the sub shaft Ss and to block transmission of the driving force from the sub shaft Ss to the input shaft Ms. Is done.

At the right end of the input shaft Ms, the hydraulic clutch 1 is positioned so as to be located inside the transmission case right cover 3.
The input shaft Ms and the gear shaft 13 are mutually connected by the hydraulic clutch 14. The hydraulic clutch 14 is a clutch outer 40 fixed to the right end of the input shaft Ms.
And the clutch inner 1 fixed to the right end of the gear shaft 13.
5, a plurality of clutch discs 41 disposed between the clutch outer 40 and the clutch inner 15, a clutch piston 42 for pressing the clutch discs 41 to make close contact with each other, and urging the clutch pistons 42 in the engaging direction. And a return spring 44 for urging the clutch piston 42 in the non-engagement direction.

Therefore, by supplying pressure oil to the oil chamber 43, the input shaft Ms is connected to the gear shaft 13 via the clutch outer 40, the clutch disk 41, and the clutch inner 15.
And the input shaft Ms and the gear shaft 13 rotate integrally. At this time, the input shaft Ms and the gear shaft 13 are also connected via the auxiliary transmission gear train Gs.
9 is disengaged, power transmission via the auxiliary transmission gear train Gs is not performed. When the hydraulic clutch 14 is released, the rotation of the input shaft Ms is reduced by the auxiliary transmission gear train Gs and transmitted to the gear shaft 13 as described above.

A final drive gear 45 integrally formed at the left end of the output shaft Cs is input to a differential device D from a final driven gear 47 provided on the outer periphery of a differential case 46, and the output of the differential device D is transmitted to the clutch case 1. It is taken out from a left axle 49 supported by a ball bearing 48 and a right axle 51 supported by a ball bearing 50 on the transmission case 2.

As is apparent from FIG. 5, an output shaft Cs is arranged behind the input shaft Ms, and
A sub shaft Ss is disposed obliquely forward and downward about the input shaft Ms. The left and right axles 49 and 51 are disposed behind and below the output shaft Cs, and the reverse idle shaft 26 is connected to the input shaft Ms.
It is arranged above.

As described above, by providing the auxiliary transmission mechanism m provided on the output shaft Cs on the auxiliary shaft Ss, not only the axial dimension of the output shaft Cs is shortened, but also
A space is provided between the right end of the output shaft Cs and the transmission case right cover 3 for accommodating a hydraulic control system H described later.

Next, a change device for establishing the first to fourth speeds and the reverse speed will be described with reference to FIGS.

FIG. 6 shows the operation pattern of the change lever of the change device, where N is a neutral position, is a first speed position, is a second speed position, is a third speed position, is a fourth speed position, and R is a retreat position. .

In FIG. 7 and FIG. 8, the change rod 71 linked to the change lever is a transmission case 2
Slidably and rotatably supported. The operation arm 72 fixed to the tip of the change rod 71 is connected to a driven arm 73a formed integrally with the shift arm 73. The shift arm 73 is rotatably and slidably supported by a support shaft 75 supported by a support plate 74 fixed to the transmission case 2 and extending in a direction orthogonal to the change rod 71, and the change lever is moved in the select direction in FIG. A is operated by the rotation of the change rod 71 when operated in the shift direction A, and is rotated by the slide of the change rod 71 when operated in the shift direction B.

Three shift pieces 76, 77, 78 are arranged on the locus of movement of the drive arm 73b provided on the shift arm 73 as the shift arm 73 slides. And the drive arm 73b of the shift arm 73 is
At the time of selecting the position of the change lever, FIG.
Engages with the engaging groove 76a of the upper 1-2 speed shift piece 76, and engages with the engaging groove 77a of the central 3-4 speed shift piece 77 at the time of selecting the N position of the change lever, that is, the -position. When the R position of the change lever is selected, the engagement groove 7 of the lower reverse shift piece 78 is provided.
8a.

As is apparent from FIG.
Above the 1-2 speed shift piece 76, the 1-2 speed shift fork 67 engaged with the sleeve 24 of the 1-2 speed synchronous mechanism S _1, also 3-4 speed shift piece 77 of the center,
3 for engaging the sleeve 35 of the 3-4 speed synchronous mechanism S ₂
The −4 speed shift fork 68 and the lower reverse shift piece 78 are connected to a reverse shift fork 69 that engages with the reverse idle gear 27.

The drive arm 7 of the shift arm 73
7b engaged with the upper 1-2 speed shift piece 76.
, The 1-2 speed synchronizing mechanism S ₁ can be operated via the 1-2 speed shift fork 67 to the established position of the 1st or 2nd speed. If the drive arm 73b of the shift arm 73 is engaged with the central 3-4 speed shift piece 77 and rotated left and right, the 3-4 speed shift fork 6
The through 8 3-4 speed synchronous mechanism S ₂ to be able to operate to establish the position of the 3,4-speed shift stage. When the drive arm 73b of the shift arm 73 is engaged with the lower reverse shift piece 78 and rotated rightward, the reverse idle gear 27 is moved from the rest position through the reverse shift fork 69 to the reverse gear establishment position. Can operate.

Referring again to FIGS. 7 and 8, a pair of interlock plates 79 and 80 are provided on both sides of the drive arm 73b of the shift arm 73. These interlock plates 7
Reference numerals 9 and 80 are rotatably fitted to the boss 73c of the shift arm 73 and slidably fitted to a locking pin 81 fixed to the support plate 74 in a state parallel to the support shaft 75. Is done. Therefore, the interlock plates 79 and 80 can slide on the support shaft 75 together with the shift arm 73, but the support shaft 7
5 cannot rotate, and the rotation of the shift arm 73 is allowed.

Both ends of a stopper pin 82 parallel to the support shaft 75 are fixed to these interlock plates 79 and 80 by caulking.
It is arranged in a regulating recess 73d provided on one side of. Thus, when the shift arm 73 rotates, the restricting recess 73d abuts against the stopper pin 82, so that the rotation angle of the shift arm 73, and thus each of the shift forks 67, 68, 6
Nine shift strokes are regulated.

The interlocking plates 79 and 80 are opposed to each other with the leading end of the shift arm 73 therebetween.
0a, respectively, and these regulating claws 79a, 80
a indicates two shift pieces (for example, 7) other than one shift piece (for example, 78) with which the shift arm 73 is engaged.
6, 77) to prevent malfunction of the two shift pieces.

A first return spring 83 is contracted between the outer surface of one interlock plate 79 and the support plate 74. Further, an annular shoulder 75a is formed at the end of the support shaft 75 opposite to the interlock plate 79, and the position regulating plate faces the shoulder 75a and the end of the shift arm 73 adjacent thereto. A second return spring 85 is contracted between the outer surface of the position regulating plate 84 and the support plate 74. The set load of the second return spring 85 is
Is set larger than that of.

By the cooperation of the first and second return springs 83 and 85 and the position regulating plate 84, the drive arm 73b of the shift arm 73 is moved to a position corresponding to the N position of the change lever, ie, 3-4. It is constantly urged to a neutral position that engages with the speed shift piece 77. When the shift arm 73 is slid against the resilience of the first return spring 83, the drive arm 73b of the shift arm 73 is moved to the 1-2 speed shift piece 7.
6 and the shift arm 73 is connected to the second return spring 85.
, The drive arm 73 b of the shift arm 73 engages with the reverse shift piece 78. A detent mechanism 86 that moderates the sliding of the shift arm 73 is provided between the shift arm 73 and the support shaft 75.

As apparent from FIGS. 8 and 9, 1-
The 2nd speed shift piece 76, the 3-4 speed shift piece 77, and the reverse shift piece 78
Are fixed to a 1-2 speed shift rod (not shown), which is slidably supported by the 3rd speed shift rod 87, and a reverse shift rod 88.

The boss portion 78b of the reverse shift piece 78
The pin 78c implanted in the transmission case 2
9 engages with the cam groove 69a of the reverse shift fork 69 pivotally supported. Accordingly, when the reverse shift piece 78 slides in the direction of the arrow a in FIG. 9 integrally with the reverse shift rod 88, the reverse shift fork 69 whose cam groove 69a is pressed by the pin 78c swings in the direction of the arrow b. The reverse idle gear 27 slides in the direction of arrow c to mesh with the reverse drive gear 25 and the reverse driven gear 28. A backlight switch 90 is provided at the right end of the reverse shift rod 88, and detects sliding of the reverse shift rod 88 in the direction of arrow a when establishing the reverse gear.

A 3-4 speed shift rod 87 disposed in parallel with the reverse shift rod 88 is provided with a detent mechanism 92 having three concave portions 87a, 87b, 87c with which a ball 91 is engaged. Boss 68a of 3-4 speed shift fork 68 fixed to 3-4 speed shift rod 87
The arm portion 68b extending from the arm is slidably fitted to the reverse shift rod 88. And the arm 68
b, three recesses 8 of the reverse shift rod 88
A detent mechanism 94 having a ball 93 fitted to 8a, 88b, 88c is provided.

The reverse shift pieces 78 and 3-
When the four-speed shift piece 77 is in the neutral position shown in FIG. 9, the ball 91 of the detent mechanism 92 is
7b, the ball 93 of the detent mechanism 94 is fitted into the central recess 88b. When the 3-4 speed shift piece 77 and the 3-4 speed shift rod 87 slide in the direction of arrow d in order to establish the 3rd speed, the balls 91, 93 of the detent mechanisms 92, 94 are respectively recessed.
7c, 88a, and 3-4 to establish the fourth gear.
When the speed shift piece 77 and the 3-4 speed shift rod 87 slide in the direction of the arrow e, the balls 91, 93 of the detent mechanisms 92, 94 fit into the recesses 87a, 88c, respectively. When the reverse shift piece 78 and the reverse shift rod 88 are slid in the direction of arrow a to establish the reverse gear, the ball 93 of the detent mechanism 94 is
8b to the recess 88a.

As is clear from FIGS. 10 and 11,
3-4 speed shift fork 68-4 when the reverse gear is established
A concave portion 79b is provided on one side of the regulating claw 79a of the interlock plate 79 in order to regulate the movement of the prescribed small stroke in the direction of establishing the speed change stage. Therefore, when the 3rd-4th speed shift fork 68 is slightly driven in the direction of establishing the 4th speed, the part of the 3rd-4th speed shift piece 77 is
9b, and the small stroke movement of the 3-4 speed shift fork 68 is defined by the contact of the interlock plate 79 with the regulating claw 79a (see FIG. 11B).

The opposing corners of the shift arm 73 and 3-
Each of the corners of the fourth speed shift piece 77 has a slope 73
e, 77b are formed. When the change lever is returned from the R shift position to the N position in FIG. 6 to release the establishment of the reverse gear, first, the drive arm 7 of the shift arm 73 is moved.
3b moves the reverse shift piece 78 so as to return the reverse idle gear 27 to the rest position. Then, the shift arm 73 and the interlock plate 7 are operated by the cooperation of the first and second return springs 83 and 85 and the position regulating plate 84.
9 and 80 are returned to the neutral position corresponding to the N position in FIG. 6, and in the process, the slope 73e of the shift arm 73 is set to 3-4.
The 3-4 speed shift piece 77 can be returned to the original position by abutting against the slope 77b of the speed shift piece 77 (see FIG. 11C).

When the shift arm 73 occupies the neutral position,
The recess 79b of the regulating claw 79a of the interlock plate 79 is
It faces the second speed shift piece 76. Therefore, in order to prevent the 1-2 speed shift piece 76 from entering the concave portion 79b, a stopper 76b facing the outer surface of the regulating claw 79a is provided on the outer surface of the 1-2 speed shift piece 76. Projected integrally. Therefore, even when the concave portion 79b faces the 1-2 speed shift piece 76, the stopper 76b
The contact between the first and second speed shift forks 67 in the direction of establishing the second speed stage can be prevented by the contact between the control claws 79a and the outer surface of the regulating claw 79a (see FIG. 11A).

Next, a hydraulic control system H for controlling the hydraulic clutch 14 will be described.

As is apparent from FIG. 3, an oil pump shaft 52 driven by the crankshaft 4 is coaxially disposed inside the input shaft Ms, and extends from the transmission case right cover 3 to the outside. At the right end of 52,
A trochoid oil pump 53 is mounted and covered by a pump case 54. The hydraulic control system H is housed inside the right cover 3 of the transmission case. By disposing the hydraulic control system H near the oil pump 53 in this way, not only can the oil passage be shortened, but also the maintenance performance can be improved by centrally disposing the hydraulic system.

As is apparent from FIGS. 12 and 13,
The hydraulic control system H controls the hydraulic clutch 14 with the discharge oil of the oil pump 53 that pumps up oil from an oil tank 55, and includes a regulator valve 56, a relief valve 57, a modulator valve 58, a CPC valve (clutch pressure control valve). 5
9, a shift valve 60, an accumulator 61, a shift solenoid 62, a duty solenoid 63, filters 64, 65, 66 and the like.

FIG. 14 is a block diagram of an electronic control system, which is an electronic control unit U having a microcomputer.
, A vehicle speed sensor, a clutch switch, a neutral switch, an engine speed sensor, a throttle opening sensor, and a water temperature sensor are connected in addition to the backlight switch 90. The clutch switch is provided on the clutch pedal, and detects that the clutch pedal is depressed, that is, that a shift change operation is performed. The neutral switch is provided inside the transmission, and is turned on when the change lever passes through the neutral position to detect that a shift change operation is performed. The neutral switch is provided in consideration of the fact that there is a driver who performs a shift change without stepping on the clutch pedal. When at least one of the clutch switch and the neutral switch is turned on, it is determined that a shift change is performed.

The electronic control unit U is provided with shift position discriminating means, second to fourth speed shift maps, high-speed transmission / low-speed transmission system discriminating means, and an accumulator back pressure / clutch pressure control map. The shift solenoid 62 and the duty solenoid 63 are controlled by the electronic control unit U.

Next, the operation of the embodiment of the present invention having the above configuration will be described.

In FIG. 1, when the sleeve 24 moves to the left in conjunction with the operation of the change lever, the counter 1
The first gear is established by coupling the high speed gear 23 to the output shaft Cs, and the driving force of the crankshaft 4 of the engine E is changed from the speed change clutch C → the input shaft Ms → the first first gear 22 → the first first gear 23 → The power is transmitted to the left and right axles 49 and 51 via the output shaft Cs → the final drive gear 45 → the final driven gear 47 → the differential device D.

When the sleeve 24 is moved rightward,
The counter second speed gear 30 is coupled to the output shaft Cs, and the second speed is established. A high-speed transmission system and a low-speed transmission system of the subtransmission mechanism m can be established at the second speed, and the hydraulic clutch 1
At the time of engagement of 4, the high-speed transmission system of the subtransmission mechanism m is established.
That is, when the hydraulic clutch 14 is engaged, the gear shaft 13 rotatably supported on the input shaft Ms is integrally connected to the input shaft Ms, and the main second speed gear 29 provided on the gear shaft 13 is connected to the input shaft Ms. Be combined. As a result, the engine E
The driving force of the crankshaft 4 is as follows: transmission clutch C → input shaft Ms → hydraulic clutch 14 → gear shaft 13 → main second speed gear 29 → counter second speed gear 30 → output shaft Cs → final drive gear 45 → final driven gear 47 →
The power is transmitted to the left and right axles 49 and 51 via the differential device D. At this time, the input shaft Ms and the gear shaft 13 are also connected via the auxiliary transmission gear train Gs. However, since the gear shaft 13 is over-rotated when the gear shaft 13 is coupled to the input shaft Ms, The one-way clutch 39 interposed in the transmission gear train Gs is disengaged, and the sub-transmission gear train Gs does not substantially function.

On the other hand, when the hydraulic clutch 14 is released, the low-speed transmission system of the subtransmission mechanism m is established. That is, when the hydraulic clutch 14 is released, the input shaft Ms and the gear shaft 13 are cut off, and the input shaft Ms and the gear shaft 13 are connected via the auxiliary transmission gear train Gs, and the crankshaft 4 of the engine E The driving force is the transmission clutch C → the input shaft Ms → the primary drive gear 36 → the primary driven gear 37 → the one-way clutch 39 → the sub shaft Ss → the secondary drive gear 38 → the main second speed gear 29 (secondary driven gear) → the counter second speed gear 30 → The power is transmitted to the left and right axles 49 and 51 via the output shaft Cs → the final drive gear 45 → the final driven gear 47 → the differential device D. Thus, by engaging or disengaging the hydraulic clutch 14 when establishing the second speed, a high-speed transmission system and a low-speed transmission system can be selectively established in the subtransmission mechanism m.

When the sleeve 35 is driven to the left, the main third speed gear 31 is connected to the gear shaft 13 to establish the third speed, and when the sleeve 35 is driven to the right, the main fourth speed gear 32 is shifted to the gear. Coupled to the shaft 13, a fourth gear is established. When the third speed and the fourth speed are established, the hydraulic clutch 14 is engaged to couple the gear shaft 13 to the input shaft Ms, as in the case where the second speed is established. A low-speed transmission system can be established by establishing a high-speed transmission system and releasing the hydraulic clutch 14 and connecting the input shaft Ms and the gear shaft 13 via the auxiliary transmission gear train Gs.

The reverse gear is established by sliding the reverse idle gear 27 provided on the reverse idle shaft 26 to mesh with the reverse drive gear 25 of the input shaft Ms and the reverse driven gear 28 of the output shaft Cs. You.

Next, the operation of the hydraulic circuit for controlling the hydraulic clutch 14 will be described with reference to FIG.

The pressure of the oil pumped from the oil tank 55 by the oil pump 53 is regulated by a regulator valve 56 to a predetermined line pressure, and a part of the surplus oil is supplied as lubricating oil, and the rest is a relief valve 57. To the oil tank 55. The line pressure is further reduced at the modulator valve 58 to become a control pressure,
It is supplied to a shift valve 60 and an accumulator 61.
By separating the line pressure and the control pressure in this manner, the degree of freedom of control can be increased. The control pressure supplied to the accumulator 61 and the CPC valve 59 is regulated by a duty solenoid 63 whose duty is controlled in accordance with the torque of the engine E.

When the shift solenoid 62 is driven leftward to engage the hydraulic clutch 14 and establish a high-speed transmission system in the subtransmission mechanism m, the control pressure generated by the modulator valve 58 acts on the shift valve 60. Then, the shift valve 60 opens. As a result, the line pressure generated by the regulator valve 56 is transmitted through the CPC valve 59 and the shift valve 60 to the oil chamber 4 of the hydraulic clutch 14.
3 to engage the hydraulic clutch 14. At this time, the control pressure regulated according to the operating state of the engine E by the duty solenoid 63 acts as a back pressure on the CPC valve 59.
In the above, the line pressure supplied to the hydraulic clutch 14 can be finely controlled, and the shift shock during the operation of the hydraulic clutch 14 is reduced. Also, the hydraulic clutch 14
The line pressure accumulates in the accumulator 61 at the time of engagement to reduce the shift shock. At that time, the control pressure regulated according to the operating state of the engine E by the duty solenoid 63 is used as the back pressure of the accumulator 61. Because of the action, the shift shock can be more effectively reduced.

When the shift solenoid 62 is driven rightward to release the hydraulic clutch 14 and establish a low-speed transmission system in the subtransmission mechanism m, the modulator valve 5
8 is released to the oil tank 55, the shift valve 60 is closed, and the accumulator 6
The oil in 1 is discharged to the oil tank 55 via the shift valve 60, the oil pressure does not act on the oil chamber 43, and the hydraulic clutch 14 is released.

Next, control of the shift solenoid 62 and the duty solenoid 63 will be described with reference to FIG.

First, when a shift position is determined based on signals from a vehicle speed sensor, a clutch switch, an engine speed sensor, and a neutral switch, a second- to fourth-speed shift map corresponding to the shift position is read. Next, a vehicle speed sensor, an engine speed sensor,
It is determined whether a high-speed transmission system or a low-speed transmission system should be established in the subtransmission mechanism m based on a signal from the throttle opening sensor and a water temperature sensor, that is, based on an operating state such as a generated torque of the engine E. . When the selection of the high-speed transmission system or the low-speed transmission system is made, the appropriate back pressure of the accumulator 61 and the operating pressure of the hydraulic clutch 14 are retrieved from the accumulator back pressure / clutch pressure control map.
Is duty controlled. The shift solenoid 62 is ON / OFF controlled based on the selection of the high-speed transmission system or the low-speed transmission system, and the hydraulic clutch 14 is engaged to establish the high-speed transmission system, or the hydraulic pressure is established to establish the low-speed transmission system. The clutch 14 is released.

FIG. 15 shows the second to fourth speed shift map. In general, a high-speed transmission system is used when the vehicle speed is high and the throttle opening is small, and the low-speed transmission system is used when the vehicle speed is small and the throttle opening is large. A transmission system is used.
The shift-up characteristic from the low-speed transmission system to the high-speed transmission system (shown by a solid line) and the shift-down characteristic from the high-speed transmission system to the low-speed transmission system (shown by a broken line) have hysteresis.
By selectively establishing the low-speed transmission system and the high-speed transmission system at the second to fourth gears, it is possible to achieve both a reduction in fuel consumption during high-speed running and an increase in torque during low-speed running.

The electronic control unit U operates the hydraulic clutch 14 to prevent the reverse idle gear 27 from ringing when the reverse gear is established, to reduce the synchronous load during a shift change operation, and to prevent the reverse when the vehicle starts moving. It has a function to control engagement and release.

First, the function of preventing the reverse idle gear 25 from ringing when the reverse gear is established will be described with reference to FIG.
This will be described with reference to the flowchart of FIG.

When the shift clutch C is released and the change lever is shifted to the position R in FIG. 6, the above-described change mechanism shown in FIGS. 7 and 8 causes the reverse shift piece 78 and the reverse shift rod 88 shown in FIG. Arrow a
Slide in the direction. Then, the reverse shift fork 69 in which the cam groove 69a is pressed by the pin 78c provided on the reverse shift piece 78 swings in the direction of arrow b,
The reverse idle gear 27 moves in the direction of the arrow c from the rest position to the operating position where it meshes with the reverse drive gear 25 and the reverse driven gear 28, and a reverse gear train Gr for the reverse gear is established.

At this time, the backlight switch 90 is turned on by the sliding of the reverse shift rod 88 in the direction of arrow a.
Then, the signal is input to the electronic control unit U (step S1). The arrow a of the reverse shift rod 88
The sliding in the direction causes the central recess 8 of the detent mechanism 94 to move.
8b is pressed, and as a result, 3-4
The speed shift fork 68 slides slightly in the direction of arrow e integrally with the 3-4 speed shift rod 87. In other words, the 3-4 speed shift fork 68 slightly moves from the position indicated by the solid line to the position indicated by the chain line, that is, in the direction in which the 4th speed is established, and brakes the inertia-rotating input shaft Ms to reverse the speed. 3-4 speed synchronous mechanism S ₂ in order to prevent gear noise of the idle gear 27 is slightly operated. At this time, the strokes of the 3-4 speed shift fork 68 and the 3-4 speed shift rod 87 are defined by the notches 79b of the interlock plate 79 described with reference to FIG. Here, the braking of the input shaft Ms by the 3-4 speed synchronous mechanism S ₂ is so performed effectively, hydraulic clutch 14 in the following manner is controlled.

The electronic control unit U, which has received the ON signal of the backlight switch 90, operates the shift solenoid 62.
Is driven to engage the hydraulic clutch 14, and when a predetermined time measured by a timer elapses (step S3), the hydraulic clutch 14 is released (step S4). Then, while the hydraulic clutch 14 is engaged, the reverse shift speed is established by sliding of the reverse idle gear 27.

When the hydraulic clutch 14 is released, a low-speed transmission system is established via the sub-transmission gear train Gs of the sub-transmission mechanism m, so that the rotation of the input shaft Ms is reduced and transmitted to the gear shaft 13. As a result, the torque of the gear shaft 13 increases. Therefore, first brake the gear shaft 13 by temporarily operating the 3-4 speed synchronous mechanism S _2, even if an attempt transmitting the braking force of the gear shaft 13 to the input shaft Ms via the auxiliary transmission gear train Gs , to brake the gear shaft 13 which torque is increased by the speed reduction is difficult, so that a large load applied to that much 3-4 synchronizing mechanism S _2. On the other hand, when the hydraulic clutch 14 is engaged as in the present invention, the input shaft Ms and the gear shaft 13 are integrally connected and the deceleration by the auxiliary transmission gear train Gs is not performed. Also does not occur. Therefore, 3-4
When braking the gear shaft 13 by temporarily operating the speed synchronization mechanism S _2, it is possible to easily brake the gear shaft 13 without applying a large load to the 3-4 speed synchronous mechanism S _2.

The effect of the above operation will be described with reference to FIG. Returning change lever to N position at time t ₁ by stepping on the clutch pedal, rotation of the input shaft Ms shifting clutch C is released starts to decelerate. Then back at time t ₂ by a shift operation to the reverse gear position light switch 90
Is turned on, the hydraulic clutch 14 is engaged and
- fourth speed synchronous mechanism S ₂ is actuated the rotation of the input shaft Ms is decelerated rapidly, it stops at time t _3. Therefore,
Reverse idle gear 27 has reached the operating position at time t ₄ is meshed with the reverse drive gear 25 and reverse driven gear 28 without gear noise, reverse gear is established smoothly.

On the other hand, if the engagement of the hydraulic clutch 14 and the operation of the 3-4 speed synchronizing mechanism S ₂ are not performed, the time t ₄ when the reverse idle gear 27 reaches the operating position as shown by the chain line.
, The rotation of the input shaft Ms does not stop, and the times t _{4 to} t
Gear noise will occur between the _five .

Next, the synchronous load reducing function at the time of a shift change operation will be described.

[0068] Clutch switch or neutral
The gear position through the auxiliary transmission mechanism m, that is, 2
When a shift change from the first gear to the fourth gear is detected,
The shift solenoid 62 is activated by a command from the slave control unit U.
Activated, 1-2 speed synchronization mechanism S ₁Or 3-4 speed synchronous machine
Structure S_TwoHydraulic clutch only during the synchronization action by
H is forcibly released.

By the way, in order to perform a shift change,
Release clutch C and shift lever to neutral position N
When returned, the clutch disk 7 of the shift clutch C
The shaft Ms, the auxiliary transmission gear train Gs, and the gear shaft 13
Rotate for a while. At this time, if the hydraulic clutch 14
Are engaged, the input shaft Ms and the gear shaft 13 are integrally connected.
The first and second speed synchronizing mechanisms S₁There
Is the 3-4 speed synchronization mechanism S _TwoIs the clutch disk 7,
All of the power shaft Ms, the auxiliary transmission gear train Gs, and the gear shaft 13
It is necessary to synchronize the rotation of. As a result, 1-
2-speed synchronization mechanism S ₁Or 3-4 speed synchronization mechanism S_TwoLoad of
Not only adversely affects its durability,
The shift load increases and the shift feeling deteriorates.

However, when the hydraulic clutch 14 is forcibly released at the time of a shift change, the connection between the input shaft Ms and the gear shaft 13 is released, so that it is not necessary to synchronize the rotation of the input shaft Ms and the rotation of the clutch disk 7. And said 1
-Second speed synchronizing load mechanism S ₁ or 3-4 speed synchronous mechanism S ₂ can be reduced. That is, the hydraulic clutch 1
By releasing the gear 4, the gear shaft 13 integrally having the main second speed gear (secondary driven gear) 29 and the main
The secondary drive gear 38 that meshes with the speed gear 29 becomes better if by synchronizing only the rotation of the countershaft Ss having integrally load of the 1-2 speed synchronous mechanism S ₁ or 3-4 speed synchronous mechanism S ₂ is significantly To be reduced.

When an upshift to the second to fourth speed is performed, the input shaft Ms and the input shaft Ms are connected via the one-way clutch 39 even if the engagement of the hydraulic clutch 14 is released as described above. Since the shaft 13 is coupled, the above-described effect of reducing the synchronous load cannot be obtained. However, since synchronization effect during upshift is one which originally decelerate the rotation of the input shaft Ms, even without even the action of the 1-2 speed synchronous mechanism S ₁ or 3-4 speed synchronous mechanism S _2,
This is achieved to some extent by the frictional force of each part.
Therefore, the engagement of the one-way clutch 39 during the upshift does not cause any practical problem.

[0072] In contrast, for synchronizing operation when a downshift is intended to forcibly increase the rotation of the input shaft Ms, the synchronization effect is 1-2 speed synchronous mechanism S ₁ or 3-
Will be entirely dependent on the action of the fourth speed synchronization mechanism S _2. Therefore, when the downshift a large synchronization effect is needed, if not necessary to synchronize the rotation of the input shaft Ms and the clutch disc 7 as described above, the 1-2 speed synchronous mechanism S ₁ or 3-4 speed synchronization mechanism S ₂
Can be greatly reduced.

Next, a description will be given of the backward movement preventing function at the time of starting.

In a vehicle equipped with a manual transmission, if both the brake releasing operation and the shifting clutch C engaging operation are not properly coordinated when starting up a slope, the engine E will stop or the gravity will cause the vehicle to lose its intention. May move in the opposite direction. In order to avoid such inconvenience, when starting, that is, when the vehicle speed detected by the vehicle speed sensor is, for example, 4 km / h or less, the electronic control unit U forcibly engages the hydraulic clutch 14 to start the transmission M. A lock state is set, thereby avoiding the inconvenience.

For example, when the vehicle is in a standby state in a state where the first speed is established and the shift clutch C is released when the vehicle starts moving forward on an uphill, the hydraulic clutch 14 is forcibly applied because the vehicle speed is naturally 4 km / h or less. Engages. Considering the state in which the first gear is established and the hydraulic clutch 14 is engaged, the rotation of the drive wheels is shifted from the output shaft Cs to the first gear by the vehicle trying to move backward on the slope by gravity. To the input shaft Ms, and drives the input shaft Ms in a direction opposite to the normal direction. As a result, the one-way clutch 39 is engaged, and the torque of the input shaft Ms is changed from the primary drive gear 36 → primary driven gear 37 → one-way clutch 39 → sub shaft Ss → secondary drive gear 38 → main second speed gear 29 (secondary driven gear).
→ gear shaft 13 → transmitted to the input shaft Ms via the hydraulic clutch 14. That is, a closed power transmission system is formed between the input shaft Ms and the sub shaft Ss. As a result, the input shaft Ms is locked, preventing the vehicle from retreating against the driver's intention without operating the brake. Is done.

In this state, when the transmission clutch C is engaged and the input shaft Ms is rotated forward by the driving force of the engine E,
Since the one-way clutch 39 slips because the hydraulic clutch 14 is in the engaged state, the lock is released and the rotation of the input shaft Ms is performed via the first speed stage including the main first speed gear 22 and the counter first speed gear 23. And transmitted to the output shaft Cs. Thus, it is possible to easily start the vehicle without linking the brake release operation and the so-called half-clutch operation when starting on a slope.

Also, at the time of reverse start on a downhill, by establishing the reverse gear and forcibly engaging the hydraulic clutch 14, the input shaft Ms is locked to prevent unintended forward movement of the vehicle. Can be. Also in this case, the one-way clutch 39 is engaged by transmitting the driving force of the engine E to the input shaft Ms by engaging the transmission clutch C.
To release the lock, and the rotation of the input shaft Ms can be transmitted to the output shaft Cs via the reverse gear train Gr.

Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various small design changes can be made.

[0079]

As described above, according to the present invention, any one synchronous mechanism for the forward gear is operated in conjunction with the shift operation to the reverse gear, and the rotation of the input shaft via the gear shaft. , The reverse gear can be smoothly established without generating gear noise of the reverse idle gear. Further, the shift operation to the reverse gear is detected, the hydraulic clutch is engaged, and the input shaft and the gear shaft are integrally connected to establish a high-speed transmission system of the sub-transmission mechanism. The torque of the gear shaft does not increase due to the deceleration action. As a result, when the synchronous mechanism is operated to brake the gear shaft, the gear shaft can be easily braked without applying a large load to the synchronous mechanism, and the durability of the synchronous mechanism can be improved and the shift feeling can be improved. Can be improved.

[Brief description of the drawings]

FIG. 1 is a diagram of a vehicle transmission.

FIG. 2 is an external view of a vehicle transmission.

FIG. 3 is an enlarged view of a part of FIG. 2;

FIG. 4 is an enlarged view of a part of FIG. 2;

5 is a view in the direction of arrows in FIG. 2;

FIG. 6 shows a shift pattern.

FIG. 7 is a longitudinal sectional view of a change mechanism.

8 is a sectional view taken along line 8-8 in FIG. 7;

9 is a view taken in the direction of arrows 9-9 in FIG. 8;

FIG. 10 is a partial perspective view of a change mechanism.

FIG. 11 is an explanatory diagram of an operation.

FIG. 12 is a view taken along line 12-12 of FIG. 2;

FIG. 13 is a circuit diagram of a hydraulic control system.

FIG. 14 is a block diagram of an electronic control system.

FIG. 15 is a selection map for high-speed and low-speed transmission systems.

FIG. 16 is a flowchart of a hydraulic clutch operation.

FIG. 17 is a graph showing the input shaft speed at the time of establishing the reverse gear.

[Explanation of symbols]

Ms: Input shaft Cs: Output shaft Gm: Main transmission gear train Gs: Sub-transmission gear train Gr: Reverse gear train S _1: 1-2 speed synchronization mechanism S ₂ ··· 3-4 speed synchronizing mechanism U · · · electronic control unit (control means) m · · · · auxiliary transmission mechanism 13 · · gear shaft 14 · · hydraulic clutch 27 · · · reverse idle gear 39 · · ·・ One-way clutch 90 ・ ・ ・ Backlight switch (detection means) 94 ・ ・ ・ Detent mechanism (Synchronization mechanism interlocking means)

Claims (1)

(57) [Claims] 1. An input shaft (Ms) disposed parallel to one another.
And an output shaft (Cs) and a main transmission gear train (Gm) for a forward gear, which is rotatably supported on the input shaft (Ms) and has a synchronization mechanism (S ₁ , S ₂ ). A gear shaft (13) connected to the output shaft (Cs), and a subtransmission mechanism (m) capable of selectively establishing a two-stage high-low transmission system between the input shaft (Ms) and the gear shaft (13). A manual transmission for a vehicle comprising: a hydraulic clutch (14) capable of connecting the input shaft (Ms) and the gear shaft (13) on the input shaft (Ms); An auxiliary transmission gear train (Gs) capable of reducing the rotation of the shaft (Ms) and transmitting the rotation to the gear shaft (13) is provided, and the auxiliary transmission gear train (Gs) is allowed to over rotate on the gear shaft (13) side. And a one-way clutch (39) that engages with the hydraulic clutch (14). It said input shaft (Ms) and gear shaft (1
3) to establish a high-speed transmission system of the subtransmission mechanism (m), and release the hydraulic clutch (14) to connect the input shaft (Ms) and the gear shaft (13) to the subtransmission gear train ( G
s) to establish the low-speed transmission system of the subtransmission mechanism (m), and for the reverse gear, the input shaft (Ms) and the output shaft (Ms) are not connected through the subtransmission mechanism (m). (Cs) Selective sliding reverse idle gear (2)
7) a manual transmission for a vehicle provided with a reverse gear train (Gr) having the following configuration: 7) an arbitrary one of the synchronization mechanisms (Gm) of the main transmission gear train (Gm) interlocked with a shift operation to the reverse shift stage; S _1, S ₂₎ and the synchronizing mechanism interlocking means for operating (94), said detecting means for detecting a shift operation to the reverse gear position (90), the hydraulic clutch in response to the output of the detecting means (90) (1
And 4) a control means (U) for engaging the sub-transmission mechanism (m) to establish a high-speed transmission system of the sub-transmission mechanism (m).