JP3705067B2 - Multi-speed transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a multi-stage transmission capable of multi-stage shifting and downsizing.
[0002]
[Prior art]
A parallel two-shaft comprising a plurality of sets of meshing gear pairs provided on the input shaft and the output shaft, and a plurality of shift clutches selectively engaged to form a power transmission path via the gear pairs. One type of constantly meshing transmission is a gear on the input shaft side of the gear pair fixed to a sleeve shaft concentrically provided to be rotatable relative to the input shaft. A low-speed mode in which a hydraulic clutch for directly connecting them, a reduction gear mechanism for operatively connecting them, and a one-way clutch that allows over-rotation of the sleeve shaft are provided, and the hydraulic clutch is released In the high-speed mode in which the sleeve shaft is rotated at a lower speed than the input shaft and the hydraulic clutch is engaged, the sleeve shaft is rotated together with the input shaft, so that the number of the gear pairs is larger. Format multi-speed device capable of multi-speed number is known. For example, this is a vehicular multi-stage transmission described in Japanese Patent Publication No. 5-32613. According to this, in an always-mesh transmission that has better fuel efficiency than an automatic transmission that uses a plurality of planetary gear units, the number of sets of gear pairs is less than the number of shift stages, and therefore the advantage of being relatively compact There is.
[0003]
[Problems to be solved by the invention]
By the way, especially in vehicles, there is no need for further weight reduction and high space efficiency. In the conventional multi-speed transmission for vehicles, in addition to the conventional constant mesh transmission, the hydraulic clutch and Since the reduction gear mechanism is provided, the axial dimension of the transmission cannot be reduced to a certain extent. For example, in a vehicle, it may not be applicable to the FF transaxle.
[0004]
The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a multi-stage transmission capable of further reducing the axial dimension.
[0005]
[Means for Solving the Problems]
  In order to achieve this object, the gist of the present invention is to provide a vehicle multistage provided in a power transmission path, which includes an input shaft for inputting power and an output shaft for outputting the power. A transmission comprising: (a) a front-stage rotary shaft provided rotatably around an axis parallel to the input shaft; and a rear-stage rotary shaft provided rotatably around an axis parallel to the output shaft; (B) a plurality of sets of front-stage gear pairs that are provided on the input shaft and the front-stage rotation shaft and that are made of gears meshing with each other and have different gear ratios; and (c) are provided on the output shaft and the rear-stage rotation shaft, A plurality of rear-stage gear pairs that are made up of gears that mesh with each other and have different gear ratios; and (d) each of the front-stage gear pairs and the rear-stage gear pairs is provided to form a power transmission path via the gear pairs. Selectively engage (E) a central clutch that is provided between the front rotary shaft and the rear rotary shaft and connects or releases the front rotary shaft and the rear rotary shaft.See (f) The transmission clutch is provided on a rotating shaft on which one gear of the gear pair is attached so as to be relatively rotatable, and is relatively non-rotatable and axially movable in a state adjacent to the one gear. A circular plate-like first friction member partially attached to the one gear side so as not to rotate relative to the one gear side, and an inner peripheral side action located on the inner and outer peripheral sides thereof and protruding toward the one gear side A pair of clutch members having a projection and an outer-side acting projection and a pair of first members supported by the one gear so as to be movable in the radial direction and not relatively movable in the circumferential direction with the first friction member sandwiched from the radial direction. Two friction members, and the inner peripheral side acting projection provided on the inner gear and the outer peripheral side of the pair of second friction members via an elastic member so as to be movable in the radial direction. And sliding contact with the outer side acting projection And a pair pressing member with a more inclined surfaces for pressing the second friction member of the pair to the first friction member sideThere is.
[0006]
【The invention's effect】
  In this way, since the central clutch is used to open the power transmission path during the shift operation period, the main (hydraulic) clutch used between the conventional multi-stage transmission and the engine is unnecessary. In addition, since a multi-stage transmission can be obtained without using a sleeve shaft and a reduction gear mechanism for reducing and rotating the sleeve shaft, the axial dimension of the multi-stage transmission is reduced and the size is reduced. Therefore, for example, it can be easily applied to the FF transaxle in a vehicle. Further, the multi-stage transmission is lightened by the amount that the hydraulic clutch, the sleeve shaft, and the reduction gear mechanism are not used.Further, when the clutch member is moved to one gear side, the pair of second friction members pinch the first friction member to quickly engage the speed change clutch, while the clutch member By being operated to move away from one gear, the clamping force of the pair of second friction members to the first friction member is released, and the speed change clutch is quickly released.
[0007]
Other aspects of the invention
Here, it is preferable that the speed change clutch is provided in a relatively non-rotatable manner on a rotation shaft to which one gear of the gear pair is mounted so as to be relatively rotatable, and an outer peripheral surface and an end portion of the outer peripheral surface in an axial direction. A clutch inner member having a pressure receiving protrusion that protrudes from the outer periphery to receive a pressing force, an inner peripheral surface integrally provided on the gear so as to face the outer peripheral surface, and an outer peripheral surface and an inner peripheral surface thereof. In order to sandwich the annular friction plate between the plurality of annular friction plates and the pressure receiving projections, which are provided so as to be relatively non-rotatable and movable in the axial direction. The clutch comprises a pressing portion that extends and an operation portion that extends from the inner peripheral end of the pressing portion in a direction parallel to the rotational axis, and is rotatable about the circumferential axis between the pressing portion and the operating portion. An actuating lever provided on the inner member; The annular friction plate is provided concentrically with the rotating shaft, and engages with the operating portion of the operating lever to rotate the operating portion toward the inner peripheral side. Provided to be movable in the axial direction of the rotary shaft between a clutch engagement position for pinching between the clutch and a clutch disengagement position that allows the operation part to be rotated to the outer peripheral side apart from the operation part. The shift ring is provided. According to this configuration, the shift gear is moved to the clutch engagement position or the clutch release position by the speed change actuator, and the meshing speed change clutch or the gear between the one gear and the rotating shaft to which the gear is attached is provided. Compared with a synchronous mesh type transmission clutch or the like, it is quickly connected or released.
[0008]
Preferably, the pressing portion of the operating lever is supported in a rotatable manner around a radial axis and has a partially cylindrical shape having a larger radius of curvature than that between the radial axis. A pressing roller having a pressing curved surface is provided. According to this configuration, the pressing portion of the operating lever presses the annular friction plate between the pressure receiving protrusion of the inner member of the clutch in response to the shift ring being moved to the clutch engagement position, thereby pressing the pressing portion. When the relative rotation occurs between the roller and the annular friction plate pressed by the roller, the pressing roller is rotated to further increase the clamping force with respect to the annular friction plate. .
[0010]
Preferably, the pair of second friction members are provided so as to be rotatable around a pin provided on the one gear so as to be positioned between the second friction members in the radial direction and the first friction member. It is connected to a pair of links located on the downstream side relative to the member. If it does in this way, a pair of 2nd friction members have the advantage that a pinching pressure is raised further based on relative rotation with the 1st friction member in the clutch engagement state which pinches the 1st friction member.
[0011]
Preferably, the front-stage rotary shaft and the rear-stage rotary shaft of the vehicular multi-stage transmission are provided so as to be located on the same axis center and are operatively connected only through the central clutch. In this way, it is only necessary to provide a central clutch located on the same axis as a power transmission device for connecting the front-stage rotary shaft and the rear-stage rotary shaft to each other, so that the multistage transmission for a vehicle becomes lighter. In addition, the size is further reduced in the cross-sectional direction orthogonal to the axial direction.
[0012]
Preferably, the input and output shafts of the vehicular multi-stage transmission are provided so as to be located on the same axis. In this way, the size is further reduced in the cross-sectional direction orthogonal to the axial direction of the vehicular multi-stage transmission.
[0013]
Preferably, there is provided a shift actuator for switching the shift clutch and the central clutch, respectively, and an automatic shift control device for controlling the shift actuator to execute the shift operation of the vehicular multi-stage transmission. The automatic shift control device includes a shift command output means for outputting a shift command based on the actual load or requested output of the prime mover and the vehicle speed from a previously stored shift diagram, and a shift command from the shift command output means. The clutch release means for releasing the central clutch and the shift clutch that have been engaged until output, and then the shift clutch engagement for engaging the shift clutch for establishing the gear ratio represented by the shift command. And a central clutch for engaging the central clutch when the transmission clutch is engaged. Those having a coupling means. If it does in this way, the gear stage of the said multistage transmission for vehicles will be switched automatically and promptly.
[0014]
Preferably, the automatic transmission control device suppresses the output of the prime mover simultaneously with or prior to the release of the central clutch by the clutch release means, and the engagement of the central clutch by the central clutch engagement means. At the same time or in advance, it includes engine output suppression means for changing the output of the prime mover in the direction of returning. In this way, since the output of the prime mover input to the input shaft is suppressed during the shift operation of the multi-stage transmission, the shift shock is suitably mitigated.
[0015]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0016]
FIG. 1 is a skeleton diagram showing a vehicle drive device or an automatic transmission to which a multi-stage transmission or multi-stage transmission according to the present invention is applied. In FIG. 1, a crankshaft 14 of a vehicle prime mover 12 such as an internal combustion engine (engine) operated by a liquid fuel such as gasoline, a gas fuel such as LPG, or an electric motor operated by electric energy is a multistage shift for a vehicle. The output of the vehicle prime mover 12 is connected to the input shaft 16 of the device 10 and is transmitted from the output shaft 18 of the multi-stage transmission 10 to a driving wheel (not shown) via a differential gear device (not shown). Yes. In other words, the vehicular multi-stage transmission 10 is inserted in a power transmission path from the prime mover 12 to the drive wheels.
[0017]
The multi-stage transmission 10 is a kind of a constant mesh transmission, and an input shaft 16 and an output shaft 18 that are rotatably supported so as to be located on the same axis in the housing 20, and their inputs A front-stage rotary shaft 22 provided rotatably around an axis parallel to the shaft 16, a rear-stage rotary shaft 24 provided rotatably around an axis parallel to the output shaft 18, the input shaft 16 and the front-stage A plurality of sets (three pairs in this embodiment) of front gear pairs 26, 28, and 30, which are provided on the rotary shaft 22, are composed of gears meshing with each other and have different gear ratios, and the output shaft 18 and the rear rotary shaft 24. And a plurality of sets (four pairs in this embodiment) of rear gear pairs 32, 34, 36, and 38 having gears that mesh with each other and having different gear ratios, and the front gear pairs 26, 28, and 30 described above. Shift clutches FC1, FC2, FC3, RC1, RC2, which are provided in the rear gear pairs 32, 34, 36, 38, respectively, and are selectively engaged via the gear pairs to form a power transmission path, RC3, RC4, and a central clutch CC provided between the front rotary shaft 22 and the rear rotary shaft 24 and connecting or releasing the front rotary shaft 22 and the rear rotary shaft 24 to each other are provided.
[0018]
Of the gears 26a and 26b, 28a and 28b, 30a and 30b constituting the front gear pairs 26, 28 and 30, respectively, one gear 26a, 28a and 30a is fixed to the input shaft 16, and the other gear 26b. , 28b, 30b are provided on the front rotary shaft 22 so as to be relatively rotatable. Of the gears 32a and 32b, 34a and 34b, 36a and 36b, and 38a and 38b constituting the rear gear pairs 32, 34, 36, and 38, one of the gears 32a, 34a, 36a, and 38a is the output shaft 18. The other gears 32 b, 34 b, 36 b, 38 b are provided so as to be rotatable relative to the rear-stage rotating shaft 24. The central clutch CC is a dry single plate type or a wet multi-plate type having a large torque capacity equivalent to the largest torque capacity among the shift clutches FC1, FC2, FC3, RC1, RC2, RC3, RC4. An automatic clutch such as a magnetic powder type electromagnetic clutch is engaged or disengaged in accordance with a command from the speed change control device 52 by a clutch actuator 48 such as a hydraulic cylinder, a pneumatic or negative pressure cylinder, or an electromagnetic solenoid.
[0019]
FIG. 2 is a diagram for explaining the multi-stage transmission 10 in detail. In FIG. 2, both ends of the input shaft 16 are rotatably supported by the housing 20 via a pair of bearings 40, and the output shaft 18 is also supported by the housing 20 at both ends of the input shaft 18 via a pair of bearings 42. It is rotatably supported. Further, both ends of the front rotary shaft 22 are rotatably supported by the housing 20 via a pair of bearings 44, and both ends of the rear rotary shaft 24 are also supported by the housing 20 via a pair of bearings 46. Is supported rotatably. Of the pair of bearings 44, 46, the one located on the central clutch CC side is not shown.
[0020]
The shift clutches FC 1, FC 2, FC 3, RC 1, RC 2, RC 3, RC 4 are gears 26 b, 28 b, 30 b provided to be rotatable relative to the front-stage rotary shaft 22 and gears provided to be rotatable relative to the rear-stage rotary shaft 24. 32b, 34b, 36b, 38b are provided adjacent to the front rotary shaft 22 and the gears according to a command from the speed change control device 52 by a speed change actuator 50 such as a hydraulic cylinder, pneumatic or negative pressure cylinder, electromagnetic solenoid. 26b, 28b, 30b, and the latter rotating shaft 24 and the gears 32b, 34b, 36b, 38b are connected or opened. The shift clutches FC1, FC2, FC3, RC1, RC2, RC3, and RC4 are configured similarly to each other so that a mechanism that allows quick engagement operation and release operation is adopted and the size is reduced. The following description will be made with reference to FIG. 3 showing the configuration of the transmission clutch FC1.
[0021]
In FIG. 3, the gear 26 b is supported by the front rotary shaft 22 via a bearing 54 so as to be relatively rotatable. The transmission clutch FC1 is provided so as not to rotate relative to the front rotary shaft 22 to which one gear 26b of the gear pair 26 is attached by a spline or the like. The outer peripheral surface 56 and the shaft of the outer peripheral surface 56 are provided. A clutch inner member 60 having a pressure receiving projection 58 for projecting from the end in the center direction to the outer peripheral side and receiving a pressing force, and an inner peripheral surface integrally provided on the gear 26 b so as to face the outer peripheral surface 56 62, and the outer peripheral surface 56 and the inner peripheral surface 62 thereof are engaged with protrusions 64 and 66 provided in parallel to the rotational axis direction, respectively, so that they cannot be rotated relative to each other and can move in the axial direction. In order to sandwich the annular friction plates 68 and 70 between the plurality of annular friction plates 68 and 70 provided to overlap each other in the rotational axis direction and the pressure receiving projection 58, the radial direction And an operating portion 74 extending in a direction parallel to the rotational axis from the inner peripheral end of the pressing portion 72, and a pin 76 is provided between the pressing portion 72 and the operating portion 74. Is provided at the operating portion 74 of the operating lever 78 and is provided concentrically with the actuating lever 78 provided on the clutch inner member 60 so as to be rotatable about a tangential axis orthogonal to the radial direction. The annular friction plates 68 and 70 are pinched between the pressure receiving projection 58 and the pressing portion 72 of the operating lever 78 by engaging with the inclined surface 80 and rotating the operation portion 74 to the inner peripheral side. Moves in the axial direction of the front rotary shaft 22 between the clutch engagement position and the clutch disengagement position that allows the operating portion 74 to rotate outwardly from the operating portion 74 in the direction of the rotational axis. Possible It is obtained by a Futoringu 82. FIG. 3 shows a state in which the clutch is engaged.
[0022]
The pressing portion 72 of the actuating lever 78 is supported by a pin 83 so as to be rotatable about a substantially radial axis, and has a partially cylindrical shape having a larger radius of curvature than that between the radial axis. A plurality of pressing rollers 86 formed with a pressing curved surface 84 are provided at equal intervals in the circumferential direction. Further, between the pressing roller 86 and the annular friction plates 68 and 70, an annular sliding member 88 that is fitted to the clutch inner member 60 so as to be relatively rotatable with a predetermined sliding resistance is interposed. Since the center of curvature of the pressing curved surface 84 is located on the side farther from the pressing curved surface 84 than the pin 83, the pressing roller 86 moves from the neutral state shown in FIG. 4 (a) to the locked state shown in FIG. 4 (b). Accordingly, the distance between the contact point P of the pressing curved surface 84 with respect to the annular sliding member 88 and the pin 83 is increased.
[0023]
For this reason, in the clutch release state in which the pressing portion 72 does not clamp the annular friction plates 68 and 70, no relative rotation occurs between the pressing roller 86 and the annular friction plate 68 to which the pressing roller 86 is directly pressed. 4A (in this case, a slight gap is formed between the pressing roller 86 and the annular sliding member 88), and the central portion of the pressing curved surface 84 is close to the annular sliding member 88. It is assumed that However, when the clutch is engaged and the torque is higher than the sliding resistance of the annular sliding member 88, the annular sliding member 88 is rotated relative to the clutch inner member 60 against a predetermined sliding resistance. Since the pressing roller 86 that contacts the annular sliding member 88 is rotated around the pin 83 to the posture shown in FIG. 4B, for example, the annular friction plates 68 and 70 are pressed against the pressing portion 72 of the operating lever 78 and the pressure receiving force. The projecting portion 58 is clamped with a larger force to be locked, and the speed change clutch FC1 is quickly engaged. When the torque is low even in the clutch engaged state, the pressure roller 86 maintains the posture shown in FIG. 4A and torque is transmitted through the annular friction plates 68 and 70.
[0024]
A shift fork 92 is engaged with an outer peripheral groove 90 formed on the outer peripheral surface of the shift ring 82 so as to be relatively rotatable, and the shift fork 92 is operated by the speed change actuator 50 in the direction of the rotation axis. Thus, the transmission clutch FC1 is engaged and released. The pressure receiving protrusion 58 is movable within a predetermined distance in the direction of the rotational axis and is biased by a spring 94 with a relatively strong preload to a predetermined distance from the pressure receiving surface 96 of the pressure receiving protrusion 58. A receiving member 98 protruding only is provided. As a result, the engagement shock is alleviated, or the changes and variations in the thickness of the annular friction plates 68 and 70 are absorbed, so that the responsiveness does not change.
[0025]
The multi-speed transmission 10 configured as described above is selected from one gear pair selected from a plurality of pairs of front gears 26, 28, and 30 provided at the front stage and rear gear pairs 32, 34, 36, and 38. A power transmission path from the input shaft 16 to the output shaft 18 through the front-stage rotary shaft 22 and the rear-stage rotary shaft 24 is achieved by the single gear pair, so the number n of the front-stage gear pairs_fAnd number of rear gear pairs n_rMultiplication value of (n_f× n_r) Is obtained. For example, in this embodiment, n_f= 3, n_r= 4, so that a multi-speed shift with 12 forward speeds can be obtained. Therefore, as the number of stages increases, the axial dimension is shortened. For example, in the case of 16 stages or more, the number of gear pairs is less than half the number of stages.
[0026]
The shift control device 52 includes a signal indicating the load on the prime mover 12 from a sensor 100 that detects the load (required output) on the prime mover 12 such as the accelerator opening θ, the fuel injection amount, the intake pipe negative pressure, and the intake air amount. , And the rotational speed of the crankshaft 14 or the rotational speed N of the input shaft 16_INThe rotational speed N of the input shaft 16 from the sensor 102 that detects (r.p.m.)_IN, And a rotational speed N of the output shaft 18 corresponding to the vehicle speed V._OUTThe rotational speed N of the output shaft 18 from the sensor 104 that detects_OUTThe shift control device 52 limits the fuel injection amount from the fuel injection valve, retards the ignition timing by the ignition timing adjustment device, A signal for suppressing the output of the prime mover 12 is output to the output suppressing device 106 such as limiting the throttle valve opening.
[0027]
The shift control device 52 is a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, etc., and processes input signals in accordance with a program stored in the ROM in advance using a temporary storage function of the RAM. The transmission 10 is controlled. The electronic control unit, for example, makes a shift determination based on the actual load of the prime mover 12 and the vehicle speed V from a pre-stored shift diagram, and outputs a shift output signal for realizing the determined shift to perform a multi-stage shift. Shifting of the device 10 is executed.
[0028]
FIG. 5 is a flowchart for explaining a main part of the control operation of the shift control device 52. In step (hereinafter, step is omitted) SA1 in FIG. 5, it is determined whether or not a shift determination is made during traveling. For example, a gear ratio achieved by a gear pair 28 comprising a gear 28a having 23 teeth and a gear 28b having 77 teeth, and a gear pair 34 comprising a gear 34a having 24 teeth and a gear 34b having 76 teeth, is 1. A gear pair 30 consisting of a gear 30 having a number of teeth 29 and a gear 30b having a number of teeth 71, a gear 32a having a number of teeth 28, and a gear 32b having a number 72 of teeth is achieved from a gear stage of .057. It is determined whether or not an upshift determination has been made during acceleration traveling to a gear stage having a transmission gear ratio of 0.95. If the determination of SA1 is negative, this routine is terminated. If the determination is positive, the output of the prime mover 12 is temporarily suppressed by, for example, the output suppression device 106 in SA2 corresponding to the prime mover output suppression control start means. Is done. Next, at SA3 corresponding to the clutch release means, the front-stage transmission clutch, such as FC2, the rear-stage transmission clutch, such as RC2, and the central clutch CC, which have been engaged to establish the previous gear stage, are quickly released almost simultaneously. . Thereby, the power transmission in the center clutch CC, the gear pair 28, and the gear pair 34 is eliminated. At this stage, the input shaft rotational speed N_IN, Output shaft rotation speed N_OUT, The rotational speed N of the front rotary shaft 22_F, The rotational speed N of the rear stage rotating shaft 24_R, Rotation speed N of gear 28b_b28, Rotation speed N of gear 30b_b30, The rotational speed N of the gear 32b_b32, Rotation speed N of gear 34b_b34There is not much change from the value immediately before shifting, for example, 2000r.p.m., 1890r.p.m., 597r.p.m., 597r.p.m., 597r.p.m., 816r.p.m., 735r.p.m., 597r.p.m.
[0029]
Next, at SA4 corresponding to the shift clutch engaging means, the front clutch FC3 and the rear clutch RC1 are used to switch to the gear stage at which the shift is determined, that is, to the gear stage at which the gear ratio becomes 0.95 by power transmission by the gear pairs 30 and 32. Are engaged. At this stage, since the central clutch CC is not engaged, it is still in the neutral period, and the output shaft rotational speed N_OUTIs maintained at about 1890 r.p.m. and is an upshift during acceleration, the input shaft rotation speed N_INIncreases to about 2500 r.p.m., for example, but when the motor output is suppressed, the increase is significantly suppressed. In this state, the rotation speed N of the front rotating shaft 22 is achieved by the engagement of the front clutch FC3 and the rear clutch RC1._FChanges from 597 r.p.m. to 1020 r.p.m., and the rotational speed N of the rear rotating shaft 24_RChanges from 597 r.p.m. to 735 r.p.m., the rotational speed N of the gear 28b._b28, Rotation speed N of gear 30b_b30, The rotational speed N of the gear 32b_b32, Rotation speed N of gear 34b_b34Are 746r.p.m., 1020r.p.m., 735r.p.m., 597r.p.m.
[0030]
Subsequently, in SA5 corresponding to the central clutch engaging means, the central clutch CC is engaged and power transmission is resumed. As a result, the rotational speed N of the front-stage rotary shaft 22_FIs the rotational speed N of the rear stage rotating shaft 24_RThe same value as 735 r.p.m. and the input shaft rotation speed N_INIs reduced from 2500 r.p.m. to 1801 r.p.m. and at the same time the rotational speed N of the gear 28b._b28From 746 r.p.m. to 508 r.p.m., the rotational speed N of the gear 30b_b30Is reduced from 1020 r.p.m. to 735 r.p.m.
[0031]
In SA6 corresponding to the motor output suppression control ending means, the output suppression control of the prime mover 14 by the output suppression device 106 started in SA1 is terminated, and the output of the prime mover 14 becomes the operation amount of the accelerator pedal and the engine rotation speed. N_EBy returning to the value corresponding to, it is changed so as to return toward the output before the shift.
[0032]
As described above, according to the vehicular multi-stage transmission 10 of the present embodiment, the central clutch CC provided between the front-stage rotary shaft 22 and the rear-stage rotary shaft 24 opens the power transmission path during the shift operation period. Therefore, the main clutch used between the conventional multi-stage transmission and the engine becomes unnecessary. Further, since a multi-stage speed change can be obtained without using a sleeve shaft and a reduction gear mechanism for decelerating and rotating the sleeve shaft, the axial dimension of the multi-stage speed change device is reduced and the size is reduced. Therefore, it can be easily applied to the FF transaxle. Further, the multi-stage transmission 10 is lightened by the amount that the main clutch, the sleeve shaft, and the reduction gear mechanism are not used.
[0033]
Further, according to the present embodiment, the front speed change clutch FC1 is provided on the front stage rotation shaft 22 to which one gear 26b of the gear pair 26 is attached so as to be relatively rotatable, and the outer peripheral face 56 and its outer peripheral face. A clutch inner member 60 having a pressure receiving projection 58 that projects from the end in the axial direction of the axis 56 to the outer peripheral side and receives a pressing force, and an inner gear integrally provided on the gear 26 b so as to face the outer peripheral surface 56. A circumferential surface 62, a plurality of annular friction plates 68, 70 provided on the outer circumferential surface 56 and the inner circumferential surface 62 so as to be relatively unrotatable and movable in the axial direction, respectively; A pressing portion 72 extending in the radial direction to clamp the annular friction plates 68 and 70 between the protrusion 58 and an operation portion 74 extending from the inner peripheral end of the pressing portion 72 in a direction parallel to the rotation axis. Consist of An operating lever 78 provided on the clutch inner member 60 so as to be rotatable around a circumferential axial center between the pressing portion 72 and the operating portion 74 is provided concentrically with the front stage rotary shaft 22. Clutch mechanism that engages with the operation portion 74 and rotates the operation portion 74 inward to clamp the annular friction plates 68 and 70 between the pressure receiving projection 58 and the pressing portion 72 of the operating lever 78. A shift ring provided so as to be movable in the axial direction of the front rotary shaft 22 between a joint position and a clutch disengagement position that allows the operation unit 74 to be rotated to the outer peripheral side while being separated from the operation unit 74 82. Therefore, when the shift ring 82 is moved to the clutch engagement position or the clutch release position by the speed change actuator 50, the gear 26b and the front rotary shaft 22 to which the gear 26b is attached are engaged with the mesh type speed change clutch or synchronization. It is quickly connected or released as compared with a mesh type transmission clutch or the like.
[0034]
Further, according to the present embodiment, the pressing portion 72 of the operating lever 78 is supported so as to be rotatable around the radial axis and has a radius of curvature larger than that between the radial axis. Since the pressing roller 86 having the partially cylindrical pressing curved surface 84 is provided, the pressing portion 72 of the operating lever 78 is moved to the annular friction plate 68 in response to the shift ring 82 being moved to the clutch engagement position. , 70 between the pressure receiving protrusion 58 of the clutch inner member 60 and the predetermined frictional movement of the pressing portion 72 and the annular friction plate 70 pressed by the pressing portion 72, that is, the ridge 64 on the outer peripheral surface 56. When relative rotation occurs between the annular sliding member 88 that is slidably fitted by resistance, the pressing roller 86 rotates to further increase the pinching pressure against the annular friction plates 68 and 70. Lock ) There is an advantage to be a state.
[0035]
Further, according to this embodiment, the front-stage rotary shaft 22 and the rear-stage rotary shaft 24 of the vehicular multi-stage transmission 10 are provided so as to be located on the same axial center, and are operated only through the central clutch CC. Therefore, it is only necessary to provide a central clutch CC located on the same axis as a power transmission device for connecting the front rotary shaft 22 and the rear rotary shaft 24 to each other. Is further reduced in weight and further reduced in size in the cross-sectional direction orthogonal to the axial direction.
[0036]
Further, according to this embodiment, the input shaft 16 and the output shaft 18 of the vehicular multi-stage transmission 10 are provided so as to be located on the same axial center, so that the shaft of the vehicular multi-stage transmission 10 is provided. The size is further reduced in the cross-sectional direction orthogonal to the direction. Further, when the transmission gear ratio r = 1, a clutch that directly connects the input shaft 16 and the output shaft 18 can be provided.
[0037]
According to this embodiment, the shift actuator 50 for switching the shift clutches FC and RC and the central clutch CC and the shift operation of the vehicular multistage transmission 10 are automatically controlled by controlling the shift actuator 50. A shift control device 52 to be executed automatically. When the shift control device 52 makes a shift determination based on a load or required output of an actual prime mover and a vehicle speed V from a pre-stored shift diagram, Clutch releasing means for releasing the central clutch CC and the shift clutches FC, RC that have been engaged until the next, and then the shift clutch for engaging the shift clutches FC, RC for establishing the shift gear stage for which the shift is determined When the engaging means and the shift clutches FC and RC are engaged, the central clutch CC is engaged. Central since those having a clutch engaging means, the gear position of the vehicular mechanical transmission 10 is automatically and quickly switched.
[0038]
Preferably, the shift control device 52 includes a motor output suppression control starting unit that suppresses the output of the motor 12 substantially simultaneously with or prior to the opening of the central clutch by the clutch releasing unit, and a central clutch engaging unit. Includes a motor output suppression control ending means for ending the output suppression control of the prime mover 12 and returning the output substantially simultaneously with or prior to the engagement of the central clutch CC. In this way, during the shifting operation of the multi-stage transmission 10, the output of the prime mover input to the input shaft 16 is suppressed and the rotational speed N of the prime mover 12 is reduced._EIs limited, so that the shift shock is suitably mitigated.
[0039]
Next, another embodiment of the present invention will be described. In the following description, the same reference numerals are given to portions common to the above-described embodiment, and the description is omitted.
[0040]
FIG. 6 shows another example of the shift clutch FC1. This speed change clutch FC1 is relatively non-rotatable by spline fitting or the like in a state adjacent to the one gear 26b on the front rotary shaft 22 to which one gear 26b of the gear pair 26 is attached via a bearing 54 so as to be relatively rotatable. An arc plate-shaped first friction member 110 that is provided so as to be relatively movable in the axial direction, and is attached to a part of the radial direction so as not to be relatively rotatable while projecting toward the one gear 26b, and the first friction member. A clutch member 116 having an inner peripheral side operation projection 112 and an outer peripheral side operation projection 114 which are located on the inner peripheral side and the outer peripheral side of 110 and project toward the one gear side, and the first friction member 110 sandwiched from the radial direction In this state, the pair of second friction members 118 supported by the one gear 26b so as to be movable in the radial direction and not relatively movable in the circumferential direction, and the pair of second friction members 11 The one gear 26b is provided so as to be movable in the radial direction while being located on the inner peripheral side and the outer peripheral side of the outer peripheral side by the sliding contact with the inner peripheral side operating projection 112 and the outer peripheral side operating projection 114. And a pair of pressing members 122 having inclined surfaces 120 for pressing the pair of second friction members 118 radially toward the first friction member 110 side. The pair of second friction members 118 are provided so as to be rotatable around a pin 124 parallel to a rotation axis fixed to the one gear 26b so as to be positioned between them in the radial direction. In addition, the first friction member 110 is rotatably connected to a pair of links 126 positioned on the downstream side relative to the first friction member 110.
[0041]
According to the transmission clutch FC1 of the present embodiment, the clutch member 116 is moved to the one gear 26b side by the shift fork 92, whereby the pair of second friction members 118 pinch the first friction member 110. While the transmission clutch FC1 is quickly engaged, the clutch member 116 is moved to the side away from the one gear 26b, so that the pair of second friction members 118 are clamped against the first friction member 110. Is released and the speed change clutch FC1 is quickly released.
[0042]
Further, the pair of second friction members 118 are provided so as to be rotatable around pins 124 provided on the gear 26 b so as to be positioned in the middle thereof in the radial direction and relative to the first friction member 110. Since the pair of second friction members 118 are connected to the pair of links 126 positioned on the downstream side of the rotation, the pair of second friction members 118 are in contact with the first friction member 110 in the clutch engagement state in which the first friction member 110 is clamped. Since the acting forces in the directions approaching each other are received based on the relative rotation, the clamping force of the first friction member 110 is further increased.
[0043]
FIG. 7 shows another example of the transmission clutch FC1 and shows a hydraulic transmission clutch. The speed change clutch FC1 is fitted to the front rotary shaft 22 to which one gear 26b of the gear pair 26 is attached so as to be relatively rotatable, and is parallel to the outer peripheral surface 130 and the outer peripheral surface 130 in parallel with the rotational axis. A clutch inner member 134 having a convex ridge 132, an inner peripheral surface 136 integrally provided on the gear 26 b so as to face the outer peripheral surface 130, and an inner peripheral surface 136 provided on the inner peripheral surface 136 in parallel to the rotation axis The ridges 138 are engaged with the ridges 132 and 138 so as not to rotate relative to each other in a state in which the outer circumferential surface 130 and the inner circumferential surface 136 are relatively unrotatable and movable in the axial direction. The annular friction plates 140 and 142 provided in an overlapping manner and the piston 144 provided in the clutch inner member 134 and pressing the annular friction plates 140 and 142 slide. A cylinder bore 146 fitted to the cylinder bore 146, an oil passage 148 provided in the clutch inner member 134 and the front rotary shaft 22 so as to communicate with the cylinder bore 146, and a gear so as to contact the back surface of the clutch inner member 134 And a back plate 150 which is fixed to 26b and receives a reaction force.
[0044]
When the hydraulic pressure is not supplied into the cylinder bore 146 through the oil passage 148, the annular friction plates 140 and 142 are not clamped between the piston 144 and the gear 26b, and thus can be rotated relative to each other. Is released. However, when the hydraulic pressure is supplied into the cylinder bore 146, the annular friction plates 140 and 142 are clamped between the piston 144 and the gear 26b, and the transmission clutch FC1 is engaged.
[0045]
As mentioned above, although one Example of this invention was described based on drawing, this invention is applied also in another aspect.
[0046]
For example, in the multi-stage transmission 10 of the above-described embodiment, the input shaft 16 and the output shaft 18 are provided so as to be concentric with each other, but are not necessarily concentric. Similarly, the front rotary shaft 22 and the rear rotary shaft 24 are not necessarily concentric. In this case, a gear mechanism is provided between the central clutch CC and the front rotary shaft 22 or the rear rotary shaft 24.
[0047]
Further, the above-described front-stage transmission clutch FC and rear-stage transmission clutch RC may be electromagnetic clutches that use the magnetic attractive force of an electromagnet.
[0048]
The multi-stage transmission 10 of the above-described embodiment has three sets of gear pairs 26, 28, and 30 at the front stage and four sets of gear pairs 32, 34, 36, and 38 at the rear stage. The number of gear pairs can be changed as appropriate.
[0049]
In the shift control routine of FIG. 5 described above, SA2 may be executed after SA3. In the case of downshifting, SA5 is executed after SA6.
[0050]
In the above-described embodiment, the shift determination of the multi-stage transmission 10 is automatically performed. However, the shift may be automatically performed according to a signal from a manual shift lever.
[0051]
As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention implements in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram illustrating a vehicular power transmission apparatus including a multi-stage transmission according to an embodiment of the present invention.
2 is a cross-sectional view of a main part for explaining the multi-stage transmission apparatus of FIG. 1;
3 is a cross-sectional view of a main part for explaining the configuration of a transmission clutch provided in the multi-stage transmission of FIG. 1;
FIGS. 4A and 4B are diagrams showing a pressing roller provided in the speed change clutch of FIG. 3 from the radial direction, in which FIG. 4A shows an open state of the speed change clutch, and FIG. 4B shows an engaged state of the speed change clutch.
FIG. 5 is a flowchart illustrating a control operation of the speed change control device of FIG. 1;
6 is a cross-sectional view for explaining another example of a speed change clutch provided in the multi-stage speed change device of FIG. 1, corresponding to FIG.
7 is a cross-sectional view for explaining another example of a shift clutch provided in the multi-stage transmission apparatus of FIG. 1, and corresponds to FIG. 3;
[Explanation of symbols]
10: Multi-stage transmission
12: Motor
16: Input shaft
18: Output shaft
22: Previous rotation axis
24: Rear rotation axis
26, 28, 30: Front gear pair
32, 34, 36, 36: Rear gear pair
FC: Front shift clutch (shift clutch)
RC: Rear shift clutch (shift clutch)
CC: Central clutch

Claims (1)

A multi-stage transmission device provided in a power transmission path with an input shaft for inputting power and an output shaft for outputting the power;
A front-stage rotary shaft provided rotatably around an axis parallel to the input shaft, and a rear-stage rotary shaft provided rotatably around an axis parallel to the output shaft;
A plurality of sets of front-stage gear pairs that are provided on the input shaft and the front-stage rotation shaft and that are made up of gears that mesh with each other and that have different gear ratios;
A plurality of rear-stage gear pairs that are provided on the output shaft and the rear-stage rotation shaft, are composed of gears that mesh with each other and have different gear ratios;
A shift clutch provided on each of the front gear pair and the rear gear pair, and selectively engaged to form a power transmission path via the gear pair;
The front rotary shaft and provided between the rear stage rotary shaft, and a central clutch for connecting to or opened front gear rotational shaft and a subsequent rotary shaft to each other, seen including,
The speed change clutch is provided on a rotary shaft to which one gear of the gear pair is attached so as to be relatively rotatable, and is relatively non-rotatable and relatively movable in the axial direction in a state adjacent to the one gear. An arc plate-shaped first friction member that is partially attached to the one gear side so as not to be relatively rotatable, and an inner peripheral side action that is located on the inner peripheral side and the outer peripheral side and protrudes toward the one gear side. A pair of clutch members each having a projection and an outer-side acting projection and a pair of first members supported by the one gear so as to be movable in the radial direction and not relatively movable in the circumferential direction with the first friction member sandwiched from the radial direction. Two friction members, and the inner peripheral side acting projections, which are provided on the inner gear and the outer peripheral side of the pair of second friction members via an elastic member so as to be movable in the radial direction. And sliding contact with the outer-side acting projection Mechanical transmission, characterized in that those comprising a pressing member of the pair having an inclined surface for pressing the second friction member of the pair to the first friction member.

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