JP2655935B2 - Multiple clutch structure and transmission using the multiple clutch structure - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention (Industrial application field) The present invention selects, for example, a power transmission by a plurality of transmission gear trains in a countershaft type transmission in which a plurality of transmission gear trains are arranged in parallel between parallel shafts. The present invention relates to a clutch structure for performing the operation.

2. Description of the Related Art A transmission having a plurality of power transmission paths, for example, a countershaft type transmission has been well known as a transmission for an automobile (see, for example, Japanese Patent Publication No. 57-23822). ).

In the countershaft type transmission, a plurality of transmission gear trains meshing with each other are arranged in parallel between two parallel shafts, and a clutch for transmitting power by each transmission gear train is provided for each transmission gear train. Are arranged. In this case, since the transmission gear train and the clutch are arranged in parallel in the axial direction, there is a problem that the axial dimension of the transmission tends to be long. In particular, there is a problem that as the number of gears increases, the size in the transmission direction increases in proportion to this.

For this reason, the applicant of the present invention has provided a countershaft type transmission in which a third shaft is provided in addition to the two parallel shafts, and a transmission gear train is provided between the third shaft and the third shaft. Machine (Japanese
And a countershaft type transmission in which a plurality of countershafts are arranged in parallel with each other so as to surround an input shaft, and a transmission gear train is arranged between the input shaft and each countershaft. (Kaihei 1-3303341).

(Problems to be Solved by the Invention) In such a countershaft type transmission, the transmission gear train and the clutch can be arranged in parallel in a direction perpendicular to the shaft, so that the axial size of the transmission is reduced. There is an advantage that it can be achieved. However,
Accordingly, there is a problem that the dimension in the direction perpendicular to the axis of the transmission, that is, the dimension in the width direction and the vertical direction of the transmission is increased.

In view of such a problem, the present invention can provide a transmission that can reduce the axial dimension of the transmission and does not increase the dimension in the direction perpendicular to the shaft. An object of the present invention is to provide a clutch structure that can be used.

B. Configuration of the Invention (Means for Solving the Problems) To achieve the above object, a multiple clutch structure of the present invention
A clutch structure for arranging a plurality of gear trains in parallel between two mutually parallel shafts and selecting a predetermined power transmission path from a plurality of power transmission paths formed by the gear trains. A thin cylinder member fixed to the shaft,
A first piston member slidably inserted into a cylinder hole formed in the cylinder member and integrally rotating with the cylinder member; and a first piston member slidably inserted into an insertion hole formed in the first piston member. The second that rotates integrally with one piston member
A piston member, a first gear member rotatably disposed on one of the shafts to form one of the gear trains, and a relative rotation on one of the shafts with respect to the first gear member. A second gear member arbitrarily arranged to form another gear train, and engaged by a pressing force from a first piston member receiving operating hydraulic pressure to connect the cylinder member and the first gear member; The clutch includes a first clutch and a second clutch that engages with a pressing force from a second piston member that receives the operating oil pressure to connect the cylinder member and the second gear member.

The multiple clutch structure of the present invention includes a plurality of piston members disposed in a second piston member sequentially in a nested manner in a similar relationship to the first and second piston members in addition to the first and second piston members. And a plurality of gear members disposed on one of the shafts so as to be rotatable and relatively rotatable relative to each other to form a plurality of gear trains, and are engaged by the pressing force from each piston member. And a plurality of clutches for selectively connecting the cylinder member and the gear member.

In any of the above-described multiple clutch structures, the connecting member that connects the gear member and the clutch is configured by circumferential members that are rotatably movable relative to each other and that are disposed concentrically on one of the shafts. .

In addition, the transmission according to the present invention selects a predetermined power transmission path from a plurality of gear trains arranged in parallel between two mutually parallel shafts and a plurality of power transmission paths formed by the plurality of gear trains. And a plurality of gear trains are fixedly mounted on one of the shafts so that the cylinder members are back to back with each other. And arranged on both sides of the multiple clutch structure.

Another transmission according to the present invention includes a plurality of gear trains arranged in parallel between two parallel shafts, and a predetermined power transmission route from a plurality of power transmission routes formed by the plurality of gear trains. And a clutch for selecting one of the multiple clutches, wherein one of the multiple clutch structures is fixed such that its cylinder member is located substantially at the center of one of the shafts, and the other multiple clutch is The structure is fixed such that its cylinder member is located substantially at the center of the other shaft, and a plurality of gear trains are arranged separately on the left and right sides of both shafts.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

The skeleton of the countershaft type transmission having the clutch structure according to the present invention is as shown in FIG. This transmission has a torque converter 2 on its input shaft 3.
The torque converter 2 includes a pump 2a connected to the engine output shaft 1, a stator 2b fixed and held, and a turbine 2c connected to the transmission input shaft 3.

The transmission input shaft 3 is rotatably supported by a pair of bearings 6a and 6b, and the transmission output shaft 4 is rotatably supported by bearings 7a and 7b in parallel with the transmission input shaft 3 and at a predetermined distance. It is arranged. A total of six transmission gear trains for the first to fifth speeds and for the reverse are arranged between the two shafts 3 and 4. The transmission gear train includes first to fifth speed and reverse drive gears 11 to 16 disposed on the transmission input shaft 3, meshing with these drive gears 11 to 16, and on the transmission output shaft 4. Driven gears 21 to 26 for first to fifth speed and reverse are provided. The reverse drive gear 16 and the reverse driven gear 26 mesh with each other via an idler gear (not shown). The first to fifth speed drive gears 11 to 15 are rotatable relative to the transmission input shaft 3, and the first speed driven gears 21 to 26 are fixed to the transmission output shaft 4, and the reverse drive gear Reference numeral 16 is fixed to the transmission input shaft 3, and the reverse driven gear 26 is rotatable about the transmission output shaft 4.

A multiple clutch structure 30 for selectively transmitting power through the first to fifth speed transmission gear trains of the six gear trains is disposed on the transmission input shaft 3, and the reverse transmission gear train is provided. Dog clutch for reverse power transmission
18 is disposed on the transmission output shaft 4. The multiple clutch structure 30 is for selectively connecting the first to fifth drive gears 11 to 15 with the transmission input shaft 3 to selectively transmit power through the first to fifth gear trains. Therefore, it has first- to fifth-speed clutches 41 to 45. The detailed structure of the multiple clutch structure 30 will be described later.

The multiple clutch structure 30 includes a second and fourth gear trains arranged on the left side, and a first, third, and fifth gear trains arranged on the right side.
It is arranged between the speed and reverse gear trains. For this reason, a space is formed below the transmission output shaft 4, and a speed change control device (such as a speed change control valve) 9 is disposed in this space, so that the space can be effectively used and the size of the transmission can be reduced. I have to.

The first-speed gear train and the reverse gear train, which increase the shaft load, are arranged close to the bearings 6b, 7b, thereby minimizing the bending force and shaft deflection applied to the shafts 3, 4 as much as possible. Like that.

In the transmission having such a configuration, the clutches for the first to fifth speeds of the multiple clutch 30 and the dog clutch 18 for the reverse
Are selectively operated by the control oil pressure from the transmission control device 9 to transmit power through any of the transmission gear trains.
The power transmitted to the transmission output shaft 4 after the speed change is output to a differential mechanism (not shown) or the like via the output gear trains 5a and 5b.

The detailed structure of the multiple clutch 30 will be described with reference to FIG. FIG. 2 shows the structure of the right half of the multiple clutch 30,
That is, it is a half sectional view showing a structure of a portion having first-speed, third-speed and fifth-speed clutches 41, 43, and 45.

The multiple clutch structure 30 has a cylinder 31 fixed to the transmission input shaft 3, and has a cylinder hole 31b opened to the right in the cylinder 31. An internal spline 31a is formed.

A fifth-speed piston 32 is slidably fitted in the cylinder hole 31d, and a fifth-speed hydraulic chamber 32c formed by being covered by the fifth-speed piston 32 in the cylinder hole 31b has a fifth-speed oil. Road 3a is in communication. The fifth speed piston 32 has an insertion hole 32b opened to the right.
An internal spline 32a is formed on the inner surface on the open end side of the slab. A third-speed piston 33 is slidably fitted in the insertion hole 32b of the fifth-speed piston 32, and a third-speed hydraulic chamber formed by being covered by the third-speed piston 33 in the insertion hole 32b. A third speed oil passage 3b communicates with 33c. This 3
The speed piston 33 is formed with an insertion hole 33b opened to the right, and an internal spline 3 is formed on the inner surface of the opening end side of the insertion hole 33b.
3a is formed. Similarly, a first-speed piston 34 is slidably fitted in an insertion hole 33b of the third-speed piston 33, and a first-speed hydraulic pressure formed by being covered by the first-speed piston 34 in the insertion hole 33b. The first speed oil passage 3c communicates with the chamber 34c.

As can be seen from this configuration, in the multiple clutch 30, a plurality of pistons are sequentially inserted in a cylinder hole in a nested manner and are arranged so as to overlap in the radial direction, thereby shortening the axial length of this portion. ing.

The first-speed piston 34 also has an insertion hole 34b opened to the right.
The balance piston 35 is fitted into the insertion hole 34b. The balance piston 35 is prevented from moving to the right by a retaining ring 35a at an inner peripheral end thereof, and a balance spring is provided in a balance hydraulic chamber 35b covered by the balance piston 35 in the insertion hole 34b. 36 are provided. The balance hydraulic passage 35d communicates with a balance oil passage 3d.

On the transmission input shaft 3, there is also a needle bearing 5
A first-speed connecting member 39 is rotatably supported by 1, 51. The first-speed connecting member 39 is connected to the first-speed drive gear 11 at the right end by a spline 39b, whereby the first-speed drive gear 11 is rotatable relative to the transmission input shaft 3. I have. An insertion hole for the third-speed piston 33 is provided on the outer peripheral surface of the left end of the first-speed connecting member 39.
An external spline 39a is formed opposite the internal spline 33a formed on the inner surface of the 33b, and both splines 33a, 39a are formed.
A first-speed clutch 41 is disposed between the first and second gears. And 1
The right end face of the speed piston 34 faces the first speed clutch 41 from the side.

Further, the third speed connecting member 38 is rotatably supported on the first speed connecting member 39 by needle bearings 52,52.
Are arranged. The third-speed connecting member 38 is connected to the third-speed drive gear 13 at the right end by a spline 38b, so that the third-speed drive gear 13 is rotatable relative to the transmission input shaft 3. Connection member for 3rd gear 38
An outer spline 38a is formed on the outer peripheral surface of the left end portion of the spline 32a, which faces the inner spline 32a formed on the inner surface of the insertion hole 32b of the fifth speed piston 32. A clutch 43 is provided. The right end face of the third-speed piston 33 faces the third-speed clutch 43 from the side.

Similarly, on the third speed connecting member 38, the fifth speed connecting member 3 is rotatably supported by needle bearings 53,53.
7 are arranged. The fifth-speed connecting member 37 is connected to the fifth-speed drive gear 15 at the right end by a spline 37b, so that the fifth-speed drive gear 15 is rotatable relative to the transmission input shaft 3. I have. An external spline 37a is formed on the outer peripheral surface of the left end portion of the fifth speed connecting member 37 so as to face the internal spline 31a formed on the inner surface of the cylinder hole 31b of the cylinder 31.
A fifth-speed clutch 45 is disposed between a and 37a. The right end face of the fifth speed piston 32 is connected to the fifth speed clutch 45.
And oppose from the side.

Since the structures of the first-speed, third-speed and fifth-speed clutches 41, 43, and 45 are similar, the fifth-speed clutch 45 will be described as an example. The clutch 45 includes a plurality of clutch plates 45b and a clutch disk 45c alternately arranged between the retaining ring 45a and the right end of the fifth speed piston 32. The clutch plate 45b is engaged with the internal spline 31a of the cylinder 31, and the clutch disc 45c is engaged with the external spline 37a of the fifth speed connecting member 37. Therefore, when a predetermined clutch oil pressure is supplied into the fifth-speed hydraulic chamber 32c through the fifth-speed oil passage 3a, the fifth-speed piston 32 is pressed rightward by receiving this hydraulic pressure, The part presses the clutch plate 45b and the clutch disc 45c against the retaining ring 45a. As a result, the clutch plate 45b and the clutch disc 45c are frictionally engaged, and the cylinder 31 and the fifth-speed connecting member 37 are connected. As a result, the fifth-speed drive gear 15 is connected to the transmission input shaft 3 to rotate integrally, and power transmission is performed by the fifth-speed gear train.

The same applies to the third-speed clutch 43 and the first-speed clutch 41. When the clutch oil pressure is supplied into the third-speed hydraulic chamber 33c through the third-speed oil passage 3b, the pressing force of the third-speed piston 33 causes The third-speed clutch 43 can be engaged to transmit power through the third-speed transmission gear train, and the first-speed oil passage 3c
When the clutch hydraulic pressure is supplied to the first-speed hydraulic chamber 34c through the first-speed hydraulic chamber 34c, the first-speed clutch 41
Can be transmitted to perform power transmission by the first-speed transmission gear train.

Further, in this embodiment, the first-speed piston receives the spring force of the balance spring 36 disposed in the balance hydraulic chamber 35b and the balance hydraulic pressure supplied to the balance hydraulic chamber 35b via the balance oil passage 3d. The pistons 32, 33, and 34 are pushed back to the left by the balance oil pressure acting on the pistons 34, thereby reliably pushing back the pistons on which the clutch hydraulic pressure is not acting.

Although only the right half of the multiple clutch 30 is shown in FIG. 2, the left half has the same configuration, and a description thereof will be omitted.

Next, another embodiment of the countershaft type transmission using the clutch structure according to the present invention will be described with reference to FIG.

This transmission also has, on its input shaft 53, a pump 2a connected to the engine output shaft 1, a fixedly held stator 2b, and a toque converter 2 composed of a turbine 2c connected to the transmission input shaft 53.

The transmission input shaft 53 and output shaft 54 each have a pair of bearings.
It is rotatably supported by 6a, 6b and 7a, 7b, respectively. A total of six transmission gear trains for the first to fifth speeds and for the reverse are arranged between the two shafts 3 and 4. The transmission gear train is provided with first to fifth speed and reverse drive gears 61 to 66 disposed on a transmission input shaft 53, meshes with these drive gears 61 to 66, and is provided on a transmission output shaft 54. Driven gears 71 for 1st to 5th speed and reverse arranged
~ 76. Note that the reverse drive gear 66
And the reverse driven gear 76 mesh with each other via an idler gear (not shown).

Here, the drive gear 6 for first speed, second speed and reverse
1, 62, 66 are rotatable relative to the transmission input shaft 3, and are used to selectively connect these gears to the transmission input shaft 53. First, second and reverse clutches 91, 92, 96
Is attached to the transmission input shaft 53. The first, second and reverse driven gears 71, 72, 76 are fixed to the transmission output shaft 54.

The third to fifth speed drive gears 62, 64, 65 are fixed to the transmission input shaft 53, and the third to fifth speed driven gears 73, 74, 75 are provided.
Is rotatably mounted on the transmission output shaft 54.
Therefore, these driven gears 73, 74, 75 and the transmission output shaft
A second multiple clutch 82 having third-, fourth-, and fifth-speed clutches 93, 94, and 95 for selectively connecting the clutch to the transmission 54 is mounted on the transmission output shaft 54.

The first and second multiple clutches 81 and 82 have the same configuration as that shown in FIG. 2 and selectively operate the first to fifth speed and reverse clutches 91 to 96 incorporated therein to select one of them. Is transmitted by the transmission gear train. The power transmitted to the transmission output shaft 54 after shifting in this manner is output to a differential mechanism (not shown) or the like via the output gear trains 55a and 55b.

In the case of this example, since the multiple clutch is divided into two and separately attached to the input shaft 53 and the output shaft 54, as shown in the drawing, these can be arranged in a direction perpendicular to the shaft. Thus, the axial dimension can be reduced more than in the case of FIG.

In the case of this example, a clutch disposed on the transmission output shaft 54 (a clutch built in the second multiple clutch 82).
In order to receive the shifted torque, it is desirable to dispose a clutch for a transmission gear train with a small reduction ratio on the transmission output shaft 54 to minimize the clutch capacity. For this reason, in the present embodiment, the third to fifth speed clutches 93 to 95, which are the clutches for the high-speed transmission gear train, are arranged in the second multiple clutch 82 so that the clutch capacity is made as small as possible. I have.

The shaft load applied to the transmission output shaft 54 is greatest from the low-speed transmission gear train (for example, the first-speed and reverse gear trains) and the output gear trains 55a and 55b. It is desirable to dispose these gear trains separately on both ends of the shaft, so that bending load and shaft deflection applied to the shaft can be suppressed to a small value. For example, in the case of this example, the first-speed and reverse gear trains are at the right end,
The output gear train is arranged at the left end in close proximity to the bearing. This arrangement is the same in the case of the configuration shown in FIG.

In the above, the multiple clutch structure used for the countershaft type transmission has been described. However, the multiple clutch structure of the present invention is not limited to such a structure. For example, the multiple clutch structure is arranged in parallel in a planetary gear type transmission. The multiple clutch structure may be employed for a plurality of clutches.

C. Effect of the Invention As described above, the present invention arranges a plurality of gear trains in parallel between two axes parallel to each other, and converts a predetermined power transmission route from a plurality of power transmission routes formed by these gear trains. In the clutch structure for selection, a plurality of piston members are disposed in a cylinder type in a child type, and the clutch is selectively engaged by each piston member operated by receiving the supply of hydraulic oil to transmit power. Since the gear train to be used is selected, the axial length of the clutch structure can be reduced, and the axial dimension can be reduced without increasing the dimension perpendicular to the shaft. Can be.

Further, in the transmission of the present invention, a pair of multiple clutch structures are fixed to one of the shafts such that the cylinder members are back to back with each other, and a plurality of gear trains are provided on both sides of the pair of multiple clutch structures. With the arrangement, the axial dimension of the transmission can be reduced without increasing the dimension of the transmission in the direction perpendicular to the axis. In this case, as shown in FIG. 1, the other shaft is only provided with gears on both sides thereof, and the control valve is provided in a space facing the center of the other shaft. For example, the transmission can be configured to be more compact.

Similarly, in another transmission of the present invention, FIG.
As shown in (1), one multi-clutch structure is fixed so that its cylinder member is located substantially at the center of one of the shafts, and the other multi-clutch structure is fixed at the cylinder member at a substantially center of the other shaft. , And a plurality of gear trains are arranged separately on the left and right sides of both shafts. In this case, the axial dimension of the transmission is smaller than that of the transmission of FIG. It can be further shortened.

[Brief description of the drawings]

1 and 3 are skeleton diagrams showing a countershaft type transmission having a clutch structure according to the present invention, and FIG. 2 is a sectional view showing a clutch structure in the transmission of FIG. 1 in detail. 2 ... Torque converter, 3 ... Transmission input shaft 4 ... Transmission output shaft, 9 ... Transmission control device 11-16 ... Drive gear 21-26 ... Driven gear 30 ... Multiple clutch structure

Continuing from the front page (72) Inventor Kimihiko Kikuchi 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside the Honda R & D Co., Ltd. (72) Inventor Tsunefumi Niiyama 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside the Technical Research Institute (72) Inventor Yohanori Kumagai 1-4-1, Chuo, Wako-shi, Saitama Prefecture Inside the Honda R & D Co., Ltd. (72) Inventor Shinichi Sakaguchi 1-4-1, Chuo, Wako-shi, Saitama Honda Co., Ltd. In the laboratory (72) Inventor Tomoji Kumagai 1-4-1 Chuo, Wako-shi, Saitama Pref. Honda Technical Research Institute, Inc. (56) References JP-A-64-79452 (JP, A) JP-A-58-170925 (JP) , A) Japanese Utility Model 63-154842 (JP, U)

Claims (6)

(57) [Claims] A plurality of gear trains arranged in parallel between two mutually parallel shafts for selecting a predetermined power transmission path from a plurality of power transmission paths formed by the plurality of gear trains; A clutch structure, comprising: a cylinder member fixedly mounted on one of the two shafts; and a cylinder member slidably inserted in a cylinder hole formed in the cylinder member in an axial direction and integrally rotating with the cylinder member. A first piston member, a second piston member inserted axially slidably into an insertion hole formed in the first piston member, and integrally rotating with the first piston member; A first gear member rotatably arranged on a shaft of the plurality of gear trains and constituting one of the plurality of gear trains; and a first gear member rotatably arranged on one of the shafts and No. 1 A rotatable relative member, the second constituting another gear train of the plurality of gear trains
A gear member, the first member having received an operating oil pressure supplied to the cylinder hole;
A first clutch that is engaged by a pressing force from a piston member to connect the cylinder member and the first gear member, and a pressing force from the second piston member that receives an operating oil pressure supplied to the insertion hole. A second clutch for engaging the cylinder member and connecting the second gear with the second gear. 2. A second connecting member that connects the second piston member and the second clutch is rotatably disposed on one of the shafts, and the first connecting member is mounted on the second connecting member. The multiple clutch structure according to claim 1, wherein a first connecting member that connects a piston and the second clutch is rotatably disposed. A plurality of gear trains arranged in parallel between two mutually parallel shafts for selecting a predetermined power transmission route from a plurality of power transmission routes formed by the plurality of gear trains. A clutch structure, comprising: a cylinder member fixedly mounted on one of the two shafts; and a cylinder member slidably inserted in a cylinder hole formed in the cylinder member in an axial direction and integrally rotating with the cylinder member. A first piston member, a second piston member inserted slidably in an axial direction into an insertion hole formed in the first piston member, and integrally rotating with the outer piston member; the first and second pistons A piston member group consisting of a plurality of piston members arranged in the second piston member sequentially in a nested manner with the same relationship as the members, and a rotatable and mutually rotatable shaft on one of the shafts; A plurality of gear members disposed rotatably relative to each other and constituting the plurality of gear trains, respectively, and engaged by a pressing force from the piston member which has received an operating oil pressure to engage the cylinder member and the gear member. A multiple clutch structure comprising a plurality of clutches selectively connected. 4. A plurality of connecting members for connecting the piston members constituting the piston member group and the plurality of clutches, respectively, are formed in a cylindrical shape, and are overlapped concentrically on any one of the shafts and are mutually opposed to each other. The multiple clutch structure according to claim 3, wherein the multiple clutch structure is rotatably disposed. 5. A plurality of gear trains arranged in parallel between two mutually parallel shafts, and a clutch for selecting a predetermined power transmission route from a plurality of power transmission routes formed by the plurality of gear trains. A transmission comprising: a pair of multiple clutch structures according to any one of claims 1 to 4 fixed to one of the two shafts such that the cylinder members are back-to-back with each other. A transmission using a multiple clutch structure, wherein the plurality of gear trains are disposed on both sides of the pair of multiple clutch structures. 6. A plurality of gear trains arranged in parallel between two mutually parallel shafts, and a clutch for selecting a predetermined power transmission route from a plurality of power transmission routes formed by the plurality of gear trains. A transmission having the multiple clutch structure according to any one of claims 1 to 4, wherein a cylinder member thereof is positioned substantially at the center of one of the two shafts. The multiple clutch structure according to any one of claims 1 to 4 is fixedly mounted such that a cylinder member thereof is located substantially at the center of the other of the two shafts. A transmission using a multiple clutch structure, wherein the transmission is provided separately on the left and right sides of the two shafts.