JP3462200B2 - Power transmission device for vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle power transmission device having an automatic transmission based on the structure of a manual transmission.

[0002]

2. Description of the Related Art A manual transmission (MT), which is operated by a driver to perform a gear shift operation, includes an input shaft connected to an engine, to which a plurality of drive gears are mounted, and a plurality of driven gears that form a pair with the drive gears. A drive gear is attached and an output shaft connected to the drive wheel is provided, and a plurality of shift gear trains are provided between the input shaft and the output shaft. In this MT, after disengaging the clutch at the time of shifting, from among a plurality of shifting gear trains,
A gear change operation, that is, a shift change is performed by manually switching a switching mechanism such as a synchromesh mechanism to switch the pair of gears for transmitting power.

When the shift change and the clutch operation are performed by the hydraulic actuator, an automatic transmission based on the structure of the manual transmission can be obtained. This type of automatic transmission has a smaller number of parts and is easier to reduce the weight in comparison with a normal torque converter automatic transmission (AT) having a planetary gear or the like in the automatic transmission mechanism, and the transmission of the drive system is easy. It has the advantage of high efficiency.

This type of automatic transmission (Automated Manual Transmission; hereinafter referred to as AMT) having a plurality of transmission gear trains.
Abbreviated) as a main clutch that switches between a crank shaft and an input shaft between a connected state and a disconnected state,
There is disclosed a hydraulic multi-plate clutch type bypass clutch for preventing torque breakage by transmitting torque from an input shaft to an output shaft during a gear shift operation (for example, Japanese Patent Laid-Open No. 2000-55184). .

In an MT-based automatic transmission having a plurality of shift gear trains, that is, an AMT, the engagement state of the dry clutch type main clutch is changed as necessary, and the bypass clutch is hydraulically changed during shifting. By engaging, it is possible to suppress a sudden drop in the output torque at the time of shifting and to mitigate the shift shock.

[0006]

The AMT having the bypass clutch has an advantage that it is possible to suppress a sudden drop in the output torque because the bypass clutch is engaged during gear shifting. It is preferable to shorten the time for power switching via the bypass clutch at the time of gear shift as much as possible. In particular, when the engine performs an upshift operation during high-speed rotation, in order to smoothly switch the gear train that transmits power by the switching mechanism, the drive gear and the driven gear are synchronized and the input shaft, that is, the engine side. It is necessary to reduce the rotation speed of as fast as possible and accurately. In such a case, in order to perform speed change operation quickly, it is necessary to rapidly reduce the rotation of the input shaft to the target synchronous rotation speed with high accuracy.In engine control using the bypass clutch and electronically controlled throttle, There is a problem in that there is a limit to lowering in a short time.

On the other hand, as disclosed in Japanese Unexamined Patent Publication No. 4-203669, a brake is provided on the input shaft to suppress excessive rotation of the engine and perform synchronous operation during upshifting, and a synchronous clutch is operated during downshifting. Such a technique is disclosed.

However, in the upshift, the clutch is engaged to transmit the rotation of the engine to the input shaft in the disengaged state at the time of shifting, and the brake is operated so as to achieve the engine rotation of the selected shift stage, and at the time of downshifting. The synchronization clutch is activated to synchronize. Therefore, during an upshift gear shift when the engine is rotating at a high rotation speed, it is not possible to suppress the drop in the torque during the gear shift while reducing the engine speed in a short time, which causes a problem. In other words, from 1st speed to 2nd speed,
Since the clutch engagement between the engine and the transmission is released at the time of a gear shift with a large change in the driving force such as the second gear to the third gear, the transmission of torque is interrupted and a gear shift shock occurs, which makes it impossible to perform a smooth gear shift. Occurs.

SUMMARY OF THE INVENTION An object of the present invention is to enable speed change operation in an automatic transmission having a bypass clutch.

[0010]

According to the present invention, there is provided a power transmission device for a vehicle, from an input shaft provided with a plurality of drive gears to an output shaft provided with a plurality of driven gears meshing with the drive gears. A power transmission device for a vehicle, comprising a bypass clutch for transmitting power during a shift, and performing smooth shift by performing connection / disconnection control of the bypass clutch and engine control by an electronically controlled throttle during a shift. A torque converter arranged between the crankshaft and the input shaft, and incorporated in the torque converter,
A lock-up clutch that directly connects the turbine shaft of the torque converter and the crank shaft, and is provided between the output element of the torque converter and the input shaft, and from the crank shaft to the input shaft, if necessary. An input clutch for selectively transmitting and disconnecting power, and the torque
The impeller shell components inside the converter stator
Provided between the fixing member that supports the reaction torque of the stator
And a brake mechanism that is connected to the crankshaft system and that reduces the rotation of the crankshaft according to the operating state during gear shifting in conjunction with engine control by an electronically controlled throttle.

In the vehicle power transmission device of the present invention, power is transmitted from an input shaft provided with a plurality of drive gears to an output shaft provided with a plurality of driven gears meshing with the drive gears at the time of gear shifting. A power transmission device for a vehicle, comprising a bypass clutch, which enables smooth gear shifting by performing engagement / disengagement control of the bypass clutch and engine control by an electronically controlled throttle during gear shifting, wherein a crankshaft of the engine and the input shaft are provided. Between the torque converter arranged between the torque converter and the lockup clutch, which is incorporated in the torque converter and which directly connects the crankshaft and the input shaft, and between the output element of the torque converter and the lockup clutch. provided, relative to the input shaft from the output element, the input clutch which performs the blocking and selectively transmitting power as required, before The stator inner torque converter
Supports reaction torque of impeller shell components and stator
A brake mechanism provided between the crank shaft system and the crank shaft system for reducing the rotation of the crank shaft according to the operating state during gear shifting in cooperation with engine control by an electronically controlled throttle. Is characterized by.

According to the present invention, the brake mechanism is operated in conjunction with the engine control to reduce the engine speed smoothly and accurately, so that the speed change operation can be performed more quickly by synchronizing the engine speed and the output shaft speed. Can be performed, and the shift time can be shortened.

By providing the brake mechanism inside the stator of the torque converter, the axial dimension of the device can be reduced, and the versatility can be improved.

[0014]

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a skeleton diagram showing a vehicle power transmission device according to an embodiment of the present invention, and FIG. 2 is an enlarged sectional view showing a main part of FIG.

The engine 1 shown in FIG. 1 is provided with an electronically controlled throttle 2 for adjusting the engine torque and the engine speed. Normally, an output signal from the electronic control unit according to the depression amount of an accelerator pedal (not shown) is provided. The electronically controlled throttle 2 is opened and closed to control the engine. Further, the electronically controlled throttle 2 can be opened / closed as needed to perform engine control irrespective of the depression amount of the accelerator pedal, based on a map or the like preset according to the detected operating state.

The vehicle power transmission device for transmitting the power generated by the engine 1 to the drive wheels is a four-wheel drive power transmission device vertically arranged in the vehicle and is connected to the engine 1. It has an input shaft 3 and an output shaft 4 which is parallel to the input shaft 3 and is connected to driving wheels, and these are incorporated in a transmission case 5 so as to face the traveling direction of the vehicle. The input shaft 3 is connected to a crankshaft 7 of the engine 1 via a torque converter 6.

First and second speed driving gears 11 and 12 are fixed to the input shaft 3, and third to fifth speed driving gears 13 to 15 are rotatably attached. First and second driven gears 21 and 22 are rotatably attached to the output shaft 4, and third to fifth driven gears 23 to 25 are fixed. Each drive gear 1
Reference numerals 1 to 15 are transmission gear trains that mesh with the corresponding driven gears 21 to 25, and the shift operation is performed by switching the transmission gear trains that transmit power. A drive gear 16 for backward movement is further fixed to the input shaft 1.

The output shaft 4 is provided with a first synchromesh mechanism 31 between a first-speed driven gear 21 and a second-speed driven gear 22. The input shaft 3 is provided with a second synchromesh mechanism 32 between a third speed drive gear 13 and a fourth speed drive gear 14, and a fifth speed drive gear 15
A third synchromesh mechanism 33 is provided adjacent to.

The synchromesh mechanism 31 has a synchromesh 31a fixed to the output shaft 4 and a synchromesh 31b which is constantly meshed with the synchromesh 31a.
When 1b is engaged with the spline 21a integrally formed with the first-speed driven gear 21, the gear ratio is set to the first speed, and conversely, the spline 22a integrally formed with the second-speed driven gear 22 is formed. When meshed, the second speed is set.

The other synchromesh mechanisms 32, 33 are
Synchro hubs 32a and 33a fixed to the input shaft 3,
Synchro sleeve 32 that always meshes with these
b and 33b, and by meshing these with any of the corresponding splines 13a, 14a, and 15a, the gear ratio is set from the third speed to the fifth speed.

The driven gear 26 for retreating is attached to the synchro sleeve 31b of the first synchromesh mechanism 31, and the reciprocating driven gear 26 is attached to the idler shaft (not shown) parallel to the input shaft 3 and the output shaft 4. An idler gear (not shown) is axially slidably mounted at a position where the drive gear 16 and the driven gear 26 mesh with each other and a position where the gear mesh is disengaged. Therefore, the synchronizing sleeve 31
When the idler gear is slid while b is in the neutral position,
The idler gears are the drive gear 16 and the driven gear 26 for backward movement.
And the rotation of the input shaft 3 is transmitted to the output shaft 4 in the opposite direction.

The output shaft 4 is a hollow shaft, and the front wheel output shaft 34 is incorporated therein, and the output shaft 4 and the front wheel output shaft 3 are provided.
4 is connected by a center differential device 35, and the front wheel output shaft 34 is connected by a front differential device 36 to a drive shaft for front wheels (not shown). Further, the center differential device 35 is connected to a rear wheel output shaft 39 via a drive gear 37 and a driven gear 38, and the rear wheel output shaft 39 is a drive shaft for the rear wheels via a rear differential device (not shown). (Not shown).

A drive-side bypass gear 17 is rotatably attached to the input shaft 3, and a driven-side bypass gear 27 is fixed to the output shaft 4. These gears 17, 27 maintain a predetermined gear ratio. While always meshing. Input shaft 3
Is provided with a bypass clutch 18, and the bypass clutch 18 is a clutch hub 20 fixed to the input shaft 3.
And the clutch drum 19 fixed to the bypass gear 17
And have. Clutch drum 19 and clutch hub 2
The power of the input shaft 3 is transmitted to the output shaft 4 via the bypass clutch 18 by pressing a plurality of driving and non-driving clutch disks that are alternately provided at 0 and 0, respectively. The bypass clutch 18 operates in a state in which the driving and non-driving clutch discs are pressed by hydraulic pressure to transmit power, and in a state in which the clutch disc is released to cut off transmission of power.

As shown in FIG. 2, the torque converter 6 has a pump side outer shell 42 provided with a pump impeller 41 and a front cover 43 fixed to the outer shell 42. The front cover 43 is integrated with the crankshaft 7. It is fixed to the drive plate 44. A turbine runner 45, which is arranged so as to face the pump impeller 41, is directly connected to a turbine shaft 46 by spline coupling, and the turbine shaft 46 is rotatably incorporated inside a hollow support shaft 47. A stator 49 is attached via the clutch 48. The pump outer shell 42 and the front cover 43 are input elements of the torque converter 6, and the turbine runner 45 and the turbine shaft 46 are output elements of the torque converter 6.

The turbine shaft 46 is fitted with a lock-up clutch 51 that pushes against the front cover 43 to transmit engine torque, and one side of the lock-up clutch 51 has the lock-up clutch 51. A supply chamber or an apply chamber 51a to which a control hydraulic pressure for pressing is applied is provided, and a release chamber or a release chamber 51b for releasing the engaged state is provided on the other side. The hydraulic pressure supplied to the release chamber 51b is applied through the apply chamber 51a. The lock-up clutch 51
Is released and the torque converter 6 enters an operating state. On the other hand, by supplying hydraulic pressure to the apply chamber 51a, the release chamber 51a
By lowering the hydraulic pressure in b, the clutch disc 52 of the lockup clutch 51 is pressed by the front cover 43 to be in the lockup state. The lock-up clutch 51 is engaged when the vehicle speed becomes a predetermined value or more based on a map such as a vehicle speed and an accelerator opening which are preset by an experiment. In this way, the power of the crankshaft 7 is transmitted to the turbine shaft 46 via the torque converter 6 or the lockup clutch 51.

An input clutch 53 is provided between the turbine shaft 46 and the input shaft 3, and the input clutch 5 is provided.
3 is a clutch drum 54 fixed to the turbine shaft 46
And a clutch hub 55 fixed to the input shaft 3 via a spline. Clutch drive disk 54a and clutch hub 5 mounted on the clutch drum 54
The turbine shaft 46 and the input shaft 3 are brought into a fastened state by engaging the clutch driven disc 55a attached to the turbine shaft 5, and when the engagement is released, the turbine shaft 46 and the input shaft 3 are released.
Is in the released state.

As shown in FIG. 2, a clutch piston 56 is mounted in the clutch drum 54, and when the oil pressure is supplied to the oil chamber 56a, the clutch drive disk 54a and the clutch driven disk 55a are brought into an engaged state to stop the oil pressure supply. Then, the spring force of the spring member 57 releases the engagement.

An oil pump 59 is mounted on a support wall 58 integrated with the transmission case 5, and the rotor of this oil pump 59 is connected to an extension member of the pump side outer shell 42 of the torque converter 6 so as to be able to transmit power. , The outer shaft 4 on the pump side by the crankshaft 7
It is rotationally driven via 2. The hydraulic oil discharged from the oil pump 59 is converted into a predetermined hydraulic pressure and supplied to hydraulic operating devices such as the torque converter 6, the bypass clutch 18, the input clutch 53, and the hydraulic actuator described above, and also supplied to each lubrication unit. . Oil pump 5 driven by engine via torque converter 6
9 may be provided, or instead of this, an oil pump driven by an electric motor may be provided.

A brake mechanism 61 is provided on the outer side of the pump side outer shell 42.
1 is a rotor fixed to the pump side outer shell 42, that is, a brake disc 62, and the brake disc 6
The caliper 63 is mounted on the transmission case 5.

As shown in FIG. 2, the caliper 63 is a caliper body 6 attached to the transmission case 5.
4 and the caliper body 64 has two
Two hydraulic cylinders 65a and 65b are provided. Hydraulic pistons 66a and 66b are attached to the hydraulic cylinders 65a and 65b, respectively.
Brake pads 67a and 67b are attached to 6a and 66b so as to sandwich the brake disc 62 therebetween.

Therefore, each hydraulic cylinder 65
When hydraulic oil is supplied to the insides of a and 65b according to the operating state,
The brake disc 62 includes brake pads 67a and 67b.
And the rotation of the crankshaft 7 will decrease,
For example, when the brake mechanism 61 is actuated during upshifting, in addition to preventing torque cutoff during engagement due to engagement of the bypass clutch 18, the electronic control throttle 2 reduces the engine speed to a predetermined speed. When the brake mechanism 61 is operated while interlocking with the engine control to be performed, the rotation of the input shaft 3, that is, the crankshaft 7 is reduced to a predetermined value in a short time, and the gear shift operation can be smoothly and quickly performed. Moreover, since the brake mechanism 61 applies the braking force to the crankshaft 7 outside the pump-side outer shell 42 of the torque converter 6,
The braking force is applied at a position distant from the center of the crankshaft 7 in the radial direction, and a large braking force can be obtained without applying a large pressing force to the brake pads 67a and 67b.

FIG. 3 is a block diagram showing a shift control circuit of the above-described vehicle power transmission device. Speed change controller 7
0 is an engine speed sensor 71 that detects the rotation speed of the crankshaft 7, a throttle opening sensor 72 that detects the opening of a throttle valve, a vehicle speed sensor 73 that detects the traveling speed of the vehicle, and a driver's operation selects The inhibitor switch 74 for detecting the range such as the drive range and the neutral range, and the brake sensor 75 for detecting the depression of the brake pedal to detect the sudden braking operation are input with the detection signal. There is.

The hydraulic pressure for operating the above-mentioned bypass clutch 18, lock-up clutch 51, input clutch 53 and brake mechanism 61 is the same as the valve control unit 7.
The pressure is regulated by a solenoid valve provided at 6. The valve control unit 76 is controlled by a signal from the shift controller 70. The axial meshing movement of the synchronizing sleeves 31b, 32b and 33b is
The hydraulic pressure is controlled by a plurality of hydraulic actuators 77, and hydraulic pressure regulated by an electromagnetic valve provided in the valve control unit 76 is supplied to the hydraulic actuator 77.

A memory provided in the speed change controller 70 stores a speed change table having parameters such as vehicle speed and throttle opening. The engine speed, accelerator opening, vehicle speed, input shaft speed, and gear position. A traveling state is detected by a signal such as a position, and a gear shifting operation is automatically performed according to the traveling situation.

When the neutral range is selected by the select lever provided in the room while the engine is driven, both the lockup clutch 51 and the input clutch 53 are set to the released state.

When the forward drive range is selected by the select lever, the select lever is connected to a manual valve of a hydraulic control mechanism provided in a transmission (not shown) and configured to supply hydraulic pressure to the input clutch 53. 53 is brought into an engaged state by hydraulic pressure.
At this time, the operation priority order of the input clutch 53 is such that the synchro sleeve 31b is engaged with the spline 21a by the hydraulic actuator so that the first speed gear train is brought into the power transmission state, and then the input clutch 5 is operated.
Actuate hydraulic pressure to engage 3. As a result, the power of the engine is the torque converter 6 and the input clutch 53.
Is transmitted to the input shaft 3 via the vehicle and the vehicle travels. At that time, the power is amplified by the torque amplification action of the torque converter 6 and transmitted to the input shaft 3.

As the accelerator opening increases, the electronically controlled throttle 2 opens, and the upshift gear shift operation is performed as the vehicle speed increases, and the downshift occurs as the vehicle speed decreases and the accelerator pedal is deeply depressed for a kickdown operation. The shift shift operation is performed, and the shift change is automatically performed according to the shift pattern preprogrammed in the shift control unit.

When an upshift is performed, the engagement of the bypass clutch 18 is started with the engagement state of the input clutch 53 being variably controlled according to the operating state, and the engagement of the bypass clutch 18 is started. The transmission torque capacity is controlled to gradually increase. Therefore, for example, when shifting from the first speed to the second speed,
Bypass clutch 1 with the input clutch 53 still engaged
The transmission torque capacity of No. 8 is gradually increased, and at the same time, the electronic control throttle 2 reduces the engine speed to a predetermined speed corresponding to the gear ratio of the second speed and synchronizes the speed with the synchronizing sleeve 31b of the second speed. It meshes with the spline 22a of the driven gear 22. At this time, the power is transmitted from the input shaft 3 to the output shaft 4 via the drive-side and driven-side bypass gears 17 and 27 having a predetermined gear ratio by the engagement of the bypass clutch 18, and the power from the engine is transmitted. Since it is not cut off, it is possible to eliminate the drop in torque during shifting.

When power is transmitted through the bypass clutch 18, synchronization can be achieved while preventing a torque from falling from the input shaft 3 to the output shaft 4. However, the brake mechanism 61 can be operated as necessary during upshift gear shifting. When the crankshaft 7 is braked by operating in conjunction with the engine control by the electronically controlled throttle 2, the input shaft 3 can be accurately lowered in a short time to a predetermined rotational speed,
Both gear mechanisms can be quickly synchronized for shifting from the low speed stage to the high speed stage. On the other hand, even in the case of a downshift, the engine rotation can be increased because it is interlocked with the engine control by the electronically controlled throttle 2, and smooth and quick rotation synchronization can be performed.

As described above, the input clutch 53 is in the engaged state when the vehicle starts and is in the engaged state when the vehicle is running, but the input clutch 53 is engaged during the downshift when the gear shift operation is performed. If so, the engine speed remains reduced due to the drag torque. Therefore, by setting the input clutch 53 to the slip control state of the half clutch during the downshift, the engine speed can be increased during the downshift.

For example, when the vehicle is traveling at a low speed or a medium speed under the high speed stage of the fourth speed or the fifth speed, the engine speed is low, so that the riding comfort is deteriorated due to the influence of the engine torque fluctuation. . Therefore, under such a running state, if the input clutch 53 is coupled in a torque capacity state in which torque can be transmitted, the input clutch can function as a damper, and engine torque fluctuations are transmitted to the drive system. Is prevented. As a result, it is possible to prevent deterioration of the riding comfort and improve the riding comfort.

Since the lockup clutch 51 is arranged in the torque converter 6, the valve control unit 7
It is necessary to supply hydraulic pressure to the lockup clutch 51 from a solenoid valve provided in 6 through a long oil passage. Further, the lock-up clutch 51 is operated by the difference in hydraulic pressure between the apply chamber 51a and the release chamber 51b. Therefore, when the oil temperature is low, the lock-up clutch 51 is strongly influenced by the viscosity of the oil. Becomes less responsive,
It takes time from the output of the switching signal from the connected state to the released state until the lockup clutch 51 is actually switched from the connected state to the released state. For this reason, even if the lockup clutch 51 is switched from the connected state to the released state at the time of sudden braking, it takes time until the lockup clutch 51 is actually released due to poor responsiveness. During this period, if the engine speed is reduced while the engine and the input shaft 3 are still connected, engine stall may occur.

On the other hand, the input clutch 53 is composed of a hydraulic clutch, and the piston chamber, that is, the oil chamber 5
When the hydraulic pressure is supplied to 6a, the input clutch 53 is engaged, and when the oil in the oil chamber 56a is discharged, the input clutch 53 is opened.
Moreover, the input clutch 53 is the lockup clutch 51.
Since it is arranged at a position relatively close to the solenoid valve provided in the valve control unit 76, the oil passage from the solenoid valve to the input clutch 53 is locked by the lockup clutch 5.
It is shorter than the oil passage up to 1, and the input clutch 53 has excellent responsiveness. Therefore, at the time of sudden braking, the lockup clutch 51 remains connected and the input clutch 5
By releasing 3, the lock-up clutch 51 and the input clutch 53 can share the roles, the sudden decrease in the engine speed can be prevented, and the engine stall can be prevented.

FIG. 4 shows the engine speed Ne and the torque T0 of the output shaft 4 during the upshift from the first speed to the second speed.
4 is a time chart showing changes in

In FIG. 4, the shift position indicates the meshing position of the synchronizing sleeve 31b, and the synchronizing sleeve 3b
1b moves from the position of the first speed that meshes with the driven gear 21 of the first speed via the spline 21a to the position of the second speed that meshes with the driven gear 22 of the second speed via the spline 22a via the neutral position. .

When the shifting operation is performed, the drive gear 11
First, from the state in which power is transmitted through the first and second gears of the driven gear 21, the bypass clutch 1
When the control hydraulic pressure is supplied to the hydraulic chamber 8 of No. 8, it is changed to a one-phase state in which power is transmitted through two systems of the first speed gear train and the gear trains of the bypass gears 17 and 27.

Here, the first speed driven gear 21 and the bypass gear 27 are fixed on the same output shaft, but each has a predetermined gear ratio, and the first speed drive gear 11 is provided.
Since the rotation of the bypass gear 17 rotates faster than the drive gear 11 due to the gear ratio, the torque corresponding to the engagement state is transmitted from the bypass gears 17 and 27 when the bypass clutch 18 is engaged. .

Next, the synchro sleeve 31b is in a neutral position in which only the synchro hub 31a is engaged, that is, in a two-phase state. Under this state, the bypass gears 17 and 27 are provided.
The power is transmitted from the input shaft 3 to the output shaft 4 via the gear train, and the electronically controlled throttle 2 is controlled to close so that the engine speed, that is, the rotation of the input shaft 3 is reduced and synchronized. Then, at this time, the brake mechanism 61 is actuated to brake the engine speed, that is, the crankshaft 7, so that the synchronization time can be shortened.

When the rotational speed of the engine is reduced to the rotational speed corresponding to the second speed, the synchro sleeve 31b is moved from the state in which only the synchro hub 31a is engaged to the state in which the synchro hub 31a and the spline 22a are engaged. , A three-phase state in which power is transmitted via two systems of the second speed gear train and the gear trains of the bypass gears 17 and 27. Sync sleeve 31b is spline 22a
, The braking torque of the brake mechanism 61 is released, and the braking force by the brake mechanism 61 is not applied to the crankshaft 7 in the three-phase state.

Under this three-phase state, the bypass clutch 1
The hydraulic pressure supplied to 8 is drained to bypass clutch 18
Is released and the power transmission state is cut off, the upshift to the second speed is completed. As a result, power is transmitted from the input shaft 3 to the output shaft 4 via the second speed transmission gear train.

In this way, during the upshift, the bypass clutch control and the engine control are simultaneously performed, and when the engine speed drops to the speed corresponding to the second speed, the synchro sleeve 31b meshes with the spline 22a. A gear shift operation can be performed smoothly without causing gear squeal. In addition, when the synchronizing sleeve 31b is in the neutral position, power is transmitted through the bypass clutch 18, so that the first speed to the second speed, the second speed to the third speed, etc., in which the driving force changes greatly, are particularly large. It is possible to reduce the decrease in driving force, which is a problem at the time of upshifting, that is, the occurrence of torque shortage.

In FIG. 4, the chain double-dashed line indicates the brake mechanism 6.
1 shows a change in the engine speed when 1 is not operated, and a solid line shows a change when the brake mechanism 61 is operated. As can be seen from these comparisons, when the brake mechanism 61 is operated, the time for transmitting power from the input shaft 3 to the output shaft 4 only by the bypass clutch 18, that is, the time in the two-phase state can be reliably and accurately shortened. Therefore, the shift time can be shortened.

Although FIG. 4 shows changes in engine speed and torque during upshifting from the first speed to the second speed, the upshift operation from the second speed to the other speed such as the third speed is similar. By operating the brake mechanism 61, the gear shifting operation at the time of upshift gear shifting can be quickly performed. However, if the gear ratio of the bypass gears 17 and 27 of the bypass clutch 18 is selected to be equivalent to the fourth speed, the bypass clutch 18 is used when performing an upshift operation in a high speed stage such as an upshift from the fourth speed to the fifth speed.
Since the influence of the drop in the driving force is small at this time, the gear shift operation may be performed with the bypass clutch 18 released.

On the other hand, when the downshift is performed, the drop of the output torque does not cause a serious problem in the running performance, so that the power transmission to the input shaft may be cut off by the input clutch 53. Further, during downshifting as well as during upshifting, the bypass clutch 18 is engaged, and at the same time, engine control and braking control of the brake mechanism 61 are performed to drive the power in the two systems of the transmission gear train and the bypass gear train. The synchronization at the time of downshift may be performed smoothly and promptly while controlling the transmission and the power transmission only by the bypass clutch 18.

FIG. 5 is a skeleton diagram showing a vehicle power transmission device according to another embodiment of the present invention. In FIG. 5, members common to those shown in FIG. The reference numeral is attached.

In this power transmission device, the brake mechanism 61 is provided outside the clutch drum 54, which is a component of the input clutch 53, and has a plurality of spline holes 81 formed integrally with the transmission case 5. It is formed on the circumference. Outer peripheral splines of a plurality of driven discs 81a are fitted in the plurality of spline holes 81, and a drive disc 54b that is in contact with the driven disc 81a is attached to spline teeth formed on the outside of the clutch drum 54 so as to be able to transmit power. . As a result, the braking torque of the brake mechanism 61 is adjusted by adjusting the engagement force between the driven disks 81a and the drive disks 54b, which are alternately arranged by the hydraulic pressure. As shown in FIG. 5, by using the outer peripheral member of the clutch drum 54 of the input clutch 53 as a component of the brake mechanism 61, the brake mechanism 61 can be integrally formed on the same axis as the input clutch 53. It is possible to reduce the axial size of the peripheral device and improve versatility. In order to smoothly control the rotation of the crankshaft 7 of this power transmission device, the brake mechanism 61 is operated while the lockup clutch 51 that is directly connected to the crankshaft 7 and rotated is engaged. That is, the lockup clutch 51 is engaged to integrate the crankshaft 7 to the input clutch 53, and the engine power can be directly transmitted to the input shaft 3. Particularly, in the medium to high speed operation range,
There is no power transmission loss, which is effective for improving fuel efficiency and smooth shifting.

FIG. 6 is a skeleton diagram showing a vehicle power transmission device according to another embodiment of the present invention, and FIG. 7 is shown in FIG.
It is sectional drawing which expands and shows the principal part.

In the power transmission device shown in FIGS. 6 and 7, the brake mechanism 61 includes the impeller shell component inside the stator 49 of the torque converter 6 and the stator 49.
And a support shaft 47 that supports the reaction torque of The brake mechanism 61 includes a brake drum 82 fixed to the support shaft 47 by a spline, and a brake hub 83 fixed to the pump-side outer shell 42 that is an input element of the torque converter 6, and the brake drum 82 is connected to the brake drum 82. Brake driven disc 82 installed
A brake drive disk 83a that contacts a is mounted on the brake hub 83 so that power can be transmitted.

A brake piston 84 is incorporated in the brake drum 82 so as to be slidable in the axial direction.
4a to supply hydraulic oil to the brake discs 82a, 8
The braking torque of the brake mechanism 61 is adjusted by adjusting the engaging force of 3a. A spring force is applied to the brake piston 84 by a spring member 85 in the direction of releasing the engagement. In this power transmission device, since the brake mechanism 61 is provided inside the stator 49 of the torque converter 6, the axial downsizing of the device and versatility can be enhanced.

FIG. 8 is a skeleton diagram showing a vehicle power transmission device according to another embodiment of the present invention.

In this power transmission device, the brake mechanism 61 is formed between the outside of the pump-side outer shell 42 of the torque converter 6 and the transmission case 5 as in the case shown in FIGS. 1 and 2. . on the other hand,
The lockup clutch 51 is directly fixed to the input shaft 3 so that power can be transmitted, and when the lockup clutch 51 is engaged, the crankshaft 7 is directly connected to the input shaft 3. An input clutch 53 is incorporated between the lock-up clutch 51 and the outside of the turbine runner 45, which is an output element of the torque converter 6.

The input clutch 53 is the turbine runner 4
5 and a clutch drive disk 54a provided on the clutch drum 54.
A clutch drive disk 55a that is in contact with the clutch hub 55 is integrally formed with the clutch hub 55 so that power can be transmitted. Therefore, in this case, the rotation of the turbine liner 45 is transmitted to the input shaft 3 via the input clutch 53, and the input clutch 53 is disengaged to engage the lockup clutch 51, or the input clutch 53 is engaged. When the lockup clutch 51 is released, the rotation of the crankshaft 7 is directly transmitted to the input shaft 3.

FIG. 9 is a skeleton diagram showing a vehicle power transmission device according to another embodiment of the present invention.

In this power transmission device, the input clutch 53 is the turbine runner 45 as in the case shown in FIG.
Is provided between the output element of the lockup clutch 51 and the input element of the lockup clutch 51, and the brake mechanism 61 is provided on the inner peripheral surface of the stator 49 of the torque converter 6 as in the case shown in FIGS. 6 and 7.

In the power transmission device shown in FIGS. 8 and 9, the input clutch 53 is incorporated in the torque converter 6 so as to be rotatable integrally with the lockup clutch 51 and the turbine runner 45. The axial size has been reduced, and it can be easily adopted for any type of transmission, whether it is vertical or horizontal.
Versatility can be improved.

In the power transmission device shown in FIGS. 5 to 9, the same members as those in the power transmission device shown in FIGS. 1 and 2 are designated by the same reference numerals and their description is omitted. There is. Each power transmission device is an automatic transmission having a plurality of transmission gear trains, and is configured to transmit torque from the input shaft 3 to the output shaft 4 via the bypass clutch 18 at the time of gear shifting, The gear shift operation is performed in the same manner as in the case shown in FIGS. 1 and 2.

It is needless to say that the present invention is not limited to the above-mentioned embodiment, and various modifications can be made without departing from the scope of the invention.

For example, the bypass clutch 18 is provided on the input shaft 3, but it may be provided on the output shaft 4 in consideration of space and rotary inertia, and the size in the axial direction is shortened. For input shaft 3 and output shaft 4
Apart from this, another intermediate shaft provided in parallel therewith may be provided. Further, although the bypass gears 17 and 27 are set to the gear ratio corresponding to the third speed, they may be set to the gear ratio corresponding to the fourth speed or the fifth speed.

Although the synchromesh mechanisms 31 to 33 are used as the mechanism for switching the transmission gear train, the invention is not limited to this, and dog clutch switching or the like may be used.

In the illustrated embodiment, the number of shift speeds is 5 forwards, but any number of shift speeds can be set, and the present invention can be applied to a power transmission device having an auxiliary transmission. Can be applied.

Although the illustrated power transmission device is for a four-wheel drive vehicle, the present invention can be applied to an FF vehicle and an FR vehicle. Further, although the power transmission device shown in the figure has a vertical transmission, the present invention can also be applied to a horizontal type in which the input shaft and the output shaft are oriented in the vehicle width direction.

[0074]

According to the present invention, the engine torque is directly transmitted from the input shaft to the output shaft via the bypass clutch at the time of gear shifting, and the brake mechanism is operated in conjunction with the engine control. Since the engine speed is smoothly and accurately reduced, the speed change operation can be performed faster by synchronizing the engine speed and the output shaft speed, and the shift time can be shortened. By using the bypass clutch and the brake mechanism together, engine speed control can be achieved by a small device.

Since the degree of engagement of the lock-up clutch built into the torque converter can be controlled according to the running state during gear shifting to achieve smooth gear shifting, fast gear responsiveness can be achieved.

By providing the brake mechanism between the outer side of the pump-side outer shell of the torque converter and the transmission case, it is possible to obtain a required braking torque with a compact structure without increasing the size of the brake mechanism in the axial direction.

By providing the brake mechanism inside the stator of the torque converter, the axial size of the device can be reduced, and the versatility can be improved.

By providing the brake mechanism on the outside of the input clutch by using the member of the input clutch, it is possible to reduce the axial size of the device and improve versatility.

[Brief description of drawings]

FIG. 1 is a skeleton diagram showing a vehicle power transmission device according to an embodiment of the present invention.

FIG. 2 is a cross-sectional view showing an enlarged main part of FIG.

FIG. 3 is a block diagram showing a control circuit of the vehicle power transmission device.

FIG. 4 is a time chart showing an engine speed and a torque change of an output shaft during an upshift from first speed to second speed.

FIG. 5 is a skeleton diagram showing a vehicle power transmission device according to another embodiment of the present invention.

FIG. 6 is a skeleton diagram showing a vehicle power transmission device according to still another embodiment of the present invention.

FIG. 7 is a cross-sectional view showing an enlarged main part of FIG.

FIG. 8 is a skeleton diagram showing a vehicle power transmission device according to still another embodiment of the present invention.

FIG. 9 is a skeleton diagram showing a vehicle power transmission device according to still another embodiment of the present invention.

[Explanation of symbols]

1 engine 2 electronically controlled throttle 3 input axes 4 output shafts 5 transmission case 6 Torque converter 7 crankshaft 11-15 Drive gear 16 Drive gear for reverse 17 Drive-side bypass gear 18 Bypass clutch 21-25 Driven gear 26 Driven gear for reverse 27 By-pass gear on driven side 31-33 Synchromesh mechanism 41 Pump impeller 42 Outer shell on pump side 43 Front cover 45 turbine runner 46 turbine shaft 51 Lockup clutch 53 input clutch 54 clutch drum 55 Clutch hub 61 Brake mechanism

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI F16H 61/02 F16H 61/02 // F16H 59:70 59:70 63:20 63:20 (56) References JP 2000- 65199 (JP, A) JP 9-58303 (JP, A) JP 11-311310 (JP, A) JP 2000-55184 (JP, A) JP 6-280968 (JP, A) Kaihei 4-203669 (JP, A) Actual exploitation Sho 62-30938 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 41/00-41/28 B60K 17/00- 17/36 F16H 59/00-61/24 F16H 61/38-61/64 F16H 63/40-63/48 F16H 39/00-47/12

Claims (2)

(57) [Claims] 1. A bypass clutch for transmitting power during a gear shift from an input shaft provided with a plurality of drive gears to an output shaft provided with a plurality of driven gears meshing with the drive gears. A power transmission device for a vehicle, which enables smooth gear shifting by performing an on / off control of a bypass clutch and an engine control by an electronically controlled throttle, and a torque arranged between a crankshaft of the engine and the input shaft. A converter, a lockup clutch incorporated in the torque converter and directly connecting the turbine shaft of the torque converter and the crankshaft, and provided between the output element of the torque converter and the input shaft, the crankshaft An input clutch for selectively transmitting and disconnecting power from the input shaft to the input shaft, and the torque converter Impeller shell inside stator
A fixing member that supports the reaction torque of the component member and the stator;
And a brake mechanism that is connected to the crankshaft system and that reduces the rotation of the crankshaft according to the operating state during gear shifting in conjunction with engine control by an electronically controlled throttle. Vehicle power transmission device. 2. A bypass clutch for transmitting power during a shift from an input shaft provided with a plurality of drive gears to an output shaft provided with a plurality of driven gears meshing with the drive gears. A power transmission device for a vehicle, which enables smooth gear shifting by performing an on / off control of a bypass clutch and an engine control by an electronically controlled throttle, and a torque arranged between a crankshaft of the engine and the input shaft. A converter, a lockup clutch that is incorporated in the torque converter and that directly connects the crankshaft and the input shaft, and is provided between an output element of the torque converter and the lockup clutch, and the output element An input clutch that selectively transmits and disconnects power to and from an input shaft as needed, and a stator of the torque converter. Inner impeller shell
A fixing member that supports the reaction torque of the component member and the stator ;
And a brake mechanism that is connected to the crankshaft system and that reduces the rotation of the crankshaft according to the operating state during gear shifting in conjunction with engine control by an electronically controlled throttle. Vehicle power transmission device.