JP5637979B2 - Transmission clutch - Google Patents

Description

  The present invention relates to a transmission clutch which is disposed between an inner shaft and an outer shaft of a transmission disposed inside and outside a coaxial axis and a prime mover and transmits torque of the prime mover to the inner shaft and the outer shaft.

  The so-called AMT (automatic manual transmission) is an automatic transmission such as AT (automatic transmission) that can be performed automatically by the actuator in the MT (manual transmission). is there. However, since the AMT shifts with the clutch disposed between the engine and the input shaft of the transmission being disengaged, the driving force of the engine is not transmitted to the drive wheels during the shift, There is a problem that so-called “torque loss” occurs and the drive feeling is lowered.

  Therefore, the first drive side shaft is connected to the crankshaft of the engine through the main clutch means, and one end of the second drive side shaft that is directly connected to the crankshaft and fitted inside the drive side shaft is provided. A sub clutch means is provided at the other end, and when the main clutch means is engaged, the torque is transmitted from the first drive side shaft to the driven side shaft via the gear train of a predetermined gear stage, and the main clutch means At the time of gear shifting to be disengaged, the sub-clutch means is engaged in a sliding state and the torque of the second drive side shaft is directly transmitted to the driven side shaft to prevent torque loss during gear shifting. 1 is known.

  Further, by disposing an independent hydraulic clutch between the common outer clutch to which torque from the engine is input and the first main shaft and the second main shaft that are fitted inside and outside in the radial direction, respectively. Japanese Patent Application Laid-Open Publication No. 2004-228667 discloses that torque can be selectively transmitted to the shaft and the second main shaft.

Japanese Patent Laid-Open No. 9-14420 JP 2010-276172 A

However since those described in Patent Document 1 is provided with the main clutch means and the sub clutch means are provided separately on both ends of the drive-side shaft, moreover actuator dedicated both clutch means are each The components of both clutch means cannot be made common, causing problems such as an increase in the number of parts, an increase in size, and an increase in weight.

  Moreover, although what was described in the said patent document 2 can aim at size reduction by sharing the clutch outer of two hydraulic clutches, two hydraulic clutches each have a dedicated hydraulic actuator. Therefore, there was a limit to downsizing.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to provide a transmission clutch capable of controlling engagement and disengagement of two clutches with a single actuator.

In order to achieve the above object, according to the invention described in claim 1, the transmission is arranged between the inner shaft and outer shaft of the transmission arranged inside and outside the coaxial axis and the prime mover, and the torque of the prime mover is transmitted to the inner shaft. A transmission clutch that transmits to a shaft and the outer shaft, and is movable in the axial direction from a first clutch disk connected to the inner shaft from the prime mover side in a clutch cover connected to the prime mover. A center plate, a second clutch disk connected to the outer shaft, a pressure plate movable in the axial direction, and a clutch piston driven in the axial direction by an actuator are disposed in order, and the second clutch disk and The clutch piston and the front of the pressure plate radially outside A first elastic body is disposed between the center plates, and when the clutch piston moves toward the center plate side, the center plate is pressed through the first elastic body, and the center plate and the clutch cover are moved between the center plate and the clutch cover. by clamping the first clutch disc, thereby transmitting torque of said prime mover to said inner shaft, the further movement of the clutch piston, while transmitting torque of said prime mover to said inner shaft, said center plate and said A transmission clutch is proposed in which the torque of the prime mover is transmitted to the outer shaft by sandwiching the second clutch disk between pressure plates.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, a transmission clutch is characterized in that a second elastic body is disposed between the clutch piston and the pressure plate. Proposed.

  According to a third aspect of the present invention, in addition to the configuration of the second aspect, the first elastic body has a larger axial length than the second elastic body. Is proposed.

  According to the invention described in claim 4, in addition to the configuration of claim 2 or claim 3, the spring constant of the first elastic body is not less than the spring constant of the second elastic body. A transmission clutch is proposed.

  According to the invention described in claim 5, in addition to the structure of any one of claims 1 to 4, the center plate is axially movable on the inner peripheral surface of the clutch cover, and A transmission clutch is proposed which is spline-fitted so as not to rotate.

According to the invention described in claim 6, in addition to the configuration of any one of claims 1 to 5, a one-way clutch that connects the inner shaft and the outer shaft to each other is provided, and the one-way A clutch for a transmission is proposed in which the clutch is engaged at least when the rotational speed of the inner shaft exceeds the rotational speed of the outer shaft.

  The first outer shaft 14A of the embodiment corresponds to the outer shaft of the present invention, the first clutch spring 82 of the embodiment corresponds to the first elastic body of the present invention, and the second clutch spring of the embodiment. 83 corresponds to the second elastic body of the present invention, the engine E of the embodiment corresponds to the prime mover of the present invention, and the automatic manual transmission T of the embodiment corresponds to the transmission of the present invention.

According to the configuration of the first aspect, the first clutch disk connected to the inner shaft, the axially movable center plate, and the outer shaft are connected to the inside of the clutch cover connected to the prime mover from the prime mover side. The second clutch disk, the axially movable pressure plate, and the clutch piston driven in the axial direction by the actuator are arranged in order, and the clutch piston and the center are disposed radially outside the second clutch disk and the pressure plate. Since the first elastic body is disposed between the plates, when the clutch piston is moved to the center plate side, the center plate is pressed through the first elastic body to sandwich the first clutch disk between the center plate and the clutch cover. by, the torque of the prime mover to the inner shaft It reached it possible, when further moving the clutch piston to the center plate side, while transmitting torque from the prime mover to the inner shaft, by sandwiching the second clutch disc between the center plate and pressure plate, the outer torque of the prime mover Can be transmitted to the shaft. As a result, only by driving the clutch piston with a single actuator, the torque of the prime mover is not transmitted to the inner shaft or the outer shaft, the state of transmitting only to the inner shaft, and both the inner shaft and the outer shaft. The transmission state can be selected , which can contribute to the reduction in size and weight of the transmission clutch.

  According to the second aspect of the present invention, since the second elastic body is disposed between the clutch piston and the pressure plate, the contact surface pressure rapidly increases at the moment when the second clutch disc is sandwiched between the center plate and the pressure plate. Can be prevented, and the occurrence of vibration and noise can be suppressed.

  According to the third aspect of the present invention, since the first elastic body is longer in the axial direction than the second elastic body, when the clutch piston makes a stroke, the second elastic body moves the second clutch through the pressure plate. Before pressing the disc, the first clutch disc can be pressed by the first elastic body through the center plate.

  According to the fourth aspect of the invention, since the spring constant of the first elastic body is equal to or greater than that of the second elastic body, the second clutch disk is sandwiched between the center plate and the pressure plate by the second elastic body. Before, it is possible to sufficiently increase the resilience of the first elastic body to sufficiently ensure the contact surface pressure of the clutch cover and the pressure plate with respect to the first clutch disk.

  According to the fifth aspect of the present invention, since the center plate is spline-fitted to the inner peripheral surface of the clutch cover so as to be axially movable and non-rotatable, the torque input from the prime mover to the clutch cover is applied to the inner shaft and the outer shaft. Can be transmitted reliably.

Further, according to the configuration of the sixth aspect, the one-way clutch that connects the inner shaft and the outer shaft to each other is provided, and the one-way clutch is engaged at least when the rotational speed of the inner shaft exceeds the rotational speed of the outer shaft. Even when this torque is transmitted only to the inner shaft, the torque can be output to the outer shaft via the one-way clutch.

Transmission skeleton diagram. FIG. 2 is an enlarged view of part 2 of FIG. 1. FIG. 3 is an enlarged view of part 3 of FIG. 2. The schematic diagram which shows the power transmission path | route of a transmission. Explanatory drawing of the power transmission path | route at the time of the in-gear of neutral-> 1st gear stage. The engagement table of each engagement element at the time of in-gear at neutral → first gear. Explanatory drawing of the power transmission path | route at the time of the upshift of 1st gear stage-> 2nd gear stage. The engagement table | surface of each engagement element at the time of the upshift of 1st gear stage-> 2nd gear stage. Explanatory drawing of the power transmission path | route at the time of upshift of 2nd gear stage-> 3rd gear stage. The engagement table | surface of each engagement element at the time of upshift of 2nd gear stage-> 3rd gear stage. Explanatory drawing of the power transmission path | route at the time of upshift of 3rd gear stage-> 4th gear stage. The engagement table | surface of each engagement element at the time of upshift of 3rd gear stage-> 4th gear stage. Explanatory drawing of the power transmission path | route at the time of upshift of 4th gear stage-> 5th gear stage. The engagement table | surface of each engagement element at the time of upshift of 4th gear stage-> 5th gear stage. Explanatory drawing of the power transmission path | route at the time of upshift of 5th gear stage-> 6th gear stage. The engagement table | surface of each engagement element at the time of upshift of 5th gear stage-> 6th gear stage. Explanatory drawing of the power transmission path | route at the time of downshift of 6th gear stage-> 5th gear stage. The engagement table | surface of each engagement element at the time of downshift of 6th gear stage-> 5th gear stage. Explanatory drawing of the power transmission path | route at the time of downshift of 5th gear stage-> 4th gear stage. The engagement table | surface of each engagement element at the time of downshift of 5th gear stage-> 4th gear stage. Explanatory drawing of the power transmission path | route at the time of downshift of 4th gear stage-> 3rd gear stage. The engagement table | surface of each engagement element at the time of downshift of 4th gear stage-> 3rd gear stage. Explanatory drawing of the power transmission path | route at the time of downshift of 3rd gear stage-> 2nd gear stage. The engagement table | surface of each engagement element at the time of downshift of 3rd gear stage-> 2nd gear stage. Explanatory drawing of the power transmission path | route at the time of downshift of 2nd gear stage-> 1st gear stage. The engagement table | surface of each engagement element at the time of downshift of 2nd gear stage-> 1st gear stage. The table | surface which shows the necessity of torque assist according to the kind of transmission, and the availability. The time chart explaining the torque transmission at the time of gear shifting. The time chart explaining the torque transmission at the time of the conventional speed change. Explanatory drawing of the structure of a main clutch and an actuator. Explanatory drawing of an effect | action of a main clutch and an actuator. The graph which shows the relationship between the stroke of a clutch piston, and clutch capacity.

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

  As shown in FIG. 1, the transmission T for a six-stage automobile is a so-called AMT (automatic manual transmission), which automatically shifts by operating a shift sleeve of a parallel shaft type manual transmission with an actuator. It is.

  The transmission T includes a main shaft 11 and a counter shaft 12 that are arranged in parallel to each other. The main shaft 11 is divided into five in the axial direction and an outer periphery of the inner shaft 13. And an outer shaft group composed of first to fifth outer shafts 14A, 14B, 14C, 14D, and 14E that are fitted so as to be relatively rotatable.

  An integrated main clutch Cm and an assist clutch Ca are disposed between the crankshaft 15 of the engine E and one end side of the main shaft 11, and when the main clutch Cm is engaged, the crankshaft 15 is connected to the first outer clutch. When coupled to the shaft 14A and engaged with the assist clutch Ca, the crankshaft 15 is coupled to the inner shaft 13.

  The main clutch Cm and the assist clutch Ca are switched between a state in which they are engaged together, a state in which they are both disengaged, and a state in which the assist clutch Ca is engaged and the main clutch Cm is disengaged. This is possible, and the state where the main clutch Cm is engaged and the assist clutch Ca is disengaged does not occur.

  On the other end side of the main shaft 11, a double pinion type planetary gear mechanism P that connects the inner shaft 13 and the fifth outer shaft 14E is disposed. The planetary gear mechanism P includes a sun gear 16 fixed to the inner shaft 13, a carrier 18 fixed to the casing 17, a ring gear 20 connected to the fifth outer shaft 14E via a one-way clutch 19, a carrier 18 A plurality of inner pinions 21 that are rotatably supported and meshed with the sun gear 16, and a plurality of outer pinions 22 that are rotatably supported by the carrier 18 and mesh with the ring gear 20 simultaneously. The planetary gear mechanism P is connected so that the inner shaft 13 and the fifth outer shaft 14E rotate in the same direction, and the rotational speed of the fifth outer shaft 14E is slightly lower than the rotational speed of the inner shaft 13. (For example, 1.00 rotation: 0.99 rotation).

  The one-way clutch 19 is engaged when the rotation speed on the outer race side connected to the planetary gear mechanism P exceeds the rotation speed on the inner race side connected to the fifth outer shaft 14E, and in other cases Disengage. Therefore, when the inner shaft 13 and the fifth outer shaft 14E rotate at the same speed, the rotation speed on the outer race side is decelerated by the planetary gear mechanism P, so the rotation speed on the outer race side is the rotation on the inner race side. The one-way clutch 19 is disengaged when the number becomes less than a few. Further, when the inner shaft 13 rotates and the fifth outer shaft 14E stops, the inner race side stops even if the rotation speed on the outer race side is decelerated by the planetary gear mechanism P. Therefore, the one-way clutch 19 is engaged. Match. When the fifth outer shaft 14E rotates and the inner shaft 13 stops, the one-way clutch 19 is disengaged, but such a situation does not occur in the present embodiment.

  A first speed drive gear 31 is fixed to the fifth outer shaft 14E, a second speed drive gear 32 is supported on the fourth outer shaft 14D so as to be relatively rotatable, and a third speed drive gear 33 is relatively rotatable on the third outer shaft 14C. The 4-speed drive gear 34 is supported on the second outer shaft 14B so as to be relatively rotatable, and the 5-speed drive gear 35 and the 6-speed drive gear 36 are supported on the first outer shaft 14A so as to be relatively rotatable.

  A first speed driven gear 37 that meshes with the first speed drive gear 31 is supported on the counter shaft 12 so as to be relatively rotatable, and a second speed driven gear 38 that meshes with the second speed drive gear 32 and a third speed drive gear 33 that meshes with the counter shaft 12. A 4-speed driven gear 40 meshing with the 4-speed drive gear 34 and a 5-speed driven gear 41 meshing with the 5-speed drive gear 35 and a 6-speed driven gear 42 meshing with the 6-speed drive gear 36 are fixedly provided.

  A final drive gear 43 fixed to the countershaft 12 meshes with a final driven gear 44 fixed to the case of the differential gear D, and left and right drive wheels W, W are connected to drive shafts 45, 45 extending from the differential gear D to the left and right. Is done.

  As is apparent from FIGS. 1 and 2, the first speed driven gear 37 can be coupled to the countershaft 12 via a first speed sleeve S1 (see FIG. 1), and the second speed drive gear 32 is connected via a second speed sleeve S2. The third speed drive gear 33 can be coupled to the third outer shaft 14C via a third speed sleeve S3, and the fourth speed drive gear 34 can be coupled to the second outer shaft 14D via a fourth speed sleeve S4. The 5-speed drive gear 35 and the 6-speed drive gear 36 can be connected to the first outer shaft 14A via a 5-speed-6th-speed sleeve S56. The 1st speed sleeve S1, the 2nd speed sleeve S2, the 3rd speed sleeve S3, the 4th speed sleeve S4, and the 5th speed-6th speed sleeve S56 are all formed of a known speed change sleeve having a synchromesh function.

  Between the fifth outer shaft 14E and the fourth outer shaft 14D, a first to second speed sleeve D12 is disposed, and between the fourth outer shaft 14D and the third outer shaft 14C, a second speed to third speed sleeve D23 is disposed. Is disposed between the third outer shaft 14C and the second outer shaft 14B, and the fourth gear -5 is disposed between the second outer shaft 14B and the first outer shaft 14A. A quick sleeve D45 is arranged. The 1st to 2nd sleeve D12, the 2nd to 3rd sleeve D23, the 3rd to 4th sleeve D34, and the 4th to 5th sleeve D45 are all sleeves having a dog clutch function.

  The 1st to 2nd speed sleeve D12, the 2nd to 3rd speed sleeve D23 and the 3rd to 4th speed sleeve D34 have basically the same structure, and have a 3-way function capable of switching between three states. ing.

  FIG. 3 shows the structure and function of the first to second speed sleeve D12 as a representative of the first to second speed sleeve D12, the second to third speed sleeve D23, and the third to fourth speed sleeve D34. is there. The fifth outer shaft 14E and the fourth outer shaft 14D have splines 51 and 52, respectively, and the sleeve 53 has a spline 54 that can be engaged with the splines 51 and 52. A dog hole 55 is formed on the right end surface of the sleeve 53, and a dog 56 with which the dog hole 55 can be engaged is formed on the left end surface of the second speed drive gear 32.

  3A, the fifth outer shaft 14E, the fourth outer shaft 14D, and the second speed drive gear 32 are each independently separated so as to be rotatable. In the neutral state of the sleeve 53 shown in FIG. 3B, the fifth outer shaft 14E and the fourth outer shaft 14D are coupled by the sleeve 53 while the second-speed drive gear 32 is separated from the fourth outer shaft 14D. 3C, when the sleeve 53 moves to the right, the fifth outer shaft 14E and the fourth outer shaft 14D are coupled by the sleeve 53, and the dog hole 55 and the dog 56 are engaged to bring the sleeve 53 into 2 positions. Coupled to the high-speed drive gear 32, eventually, the fifth outer shaft 14E, the fourth outer shaft 14D, and the second-speed drive gear 32 are integrally coupled.

  Similarly, according to the second to third speed sleeve D23, the coupling state of the fourth outer shaft 14D, the third outer shaft 14C and the third speed drive gear 33 can be switched to three states, and the third speed to the fourth speed According to the intermediate sleeve D34, the coupling state of the third outer shaft 14C, the second outer shaft 14B, and the fourth speed drive gear 34 can be switched to three states.

  Next, the operation at the time of shifting of the transmission T will be described with reference to FIGS.

  The transmission T of the present embodiment has a function of eliminating torque loss in which torque transmission is temporarily interrupted at the time of shifting. While each gear stage is established, the torque of the engine E is transmitted from the main clutch Cm to the drive wheels W and W via the first to fifth outer shafts 14A to 14E, but the main clutch Cm is engaged. During a shift where the torque transmission is interrupted and the torque transmission is interrupted, the torque of the engine E is transmitted to the drive wheels W and W via the assist clutch Ca, the inner shaft 13 and part of the first to fifth outer shafts 14A to 14E. Thus, torque loss during shifting can be prevented.

  However, since the fifth gear and the sixth gear have the same structure as a normal MT, the function of preventing torque loss at the time of shifting including the fifth gear and the sixth gear is not exhibited. However, there is no practical problem because it is difficult to experience torque loss when shifting at high gears.

  4 schematically shows the power transmission path of the transmission T used in the operation explanatory diagrams of FIGS. 5, 7, 9... 25. The main clutch Cm, the assist clutch Ca, and the one-way clutch 19 are blackened. When it is filled, it is in the engaged state, and when it is white, it indicates that it is in the disengaged state. 1st speed sleeve S1, 2nd speed sleeve S2, 3rd speed sleeve S3, 4th speed sleeve S4, 5th speed-6th speed sleeve S56, 1st speed-2nd speed sleeve D12, 2nd speed-3rd speed sleeve D23, 3rd speed When the 4-speed sleeve D34 and the 4-speed-5 speed sleeve D45 are drawn with a solid line, they are connected so as to be able to transmit power, and when they are drawn with a broken line, they are disconnected so that power cannot be transmitted. It is shown that.

  FIG. 6, FIG. 8, FIG. 10... FIG. 26 is an engagement table of the main clutch Cm, the assist clutch Ca, and each sleeve, and steps (a) to (h) show each step of the speed change process. The position of each sleeve in the step is shown, and the rightward and leftward arrows show the moving direction of each sleeve in the step.

[ Neutral → In-gear operation at the first gear ] (See FIGS. 5 and 6)
As shown in FIG. 5A, at the neutral time, the main clutch Cm and the assist clutch Ca are both engaged. Also, the 1st-2nd sleeve D12, the 2nd-3rd sleeve D23, the 3rd-4th sleeve D34 and the 4th-5th sleeve D45 are in a neutral state, so The shafts 14A to 14E are connected in series. Further, the first speed drive gear 31 is separated from the counter shaft 12, and the second speed drive gear 32 to the sixth speed drive gear 36 are also separated from the second to fifth outer shafts 14A to 14D.

  Therefore, the torque of the engine E is transmitted from the main clutch Cm to the first speed driven gear 37 via the first to fifth outer shafts 14A to 14E and the first speed drive gear 31, but the first speed driven gear 37 is in the right-handed state. Since it is separated from the countershaft 12 by the first speed sleeve S1, torque transmission to the countershaft 12 is interrupted. On the other hand, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the one-way clutch 19 is disengaged and the torque transmission is interrupted.

  As shown in FIG. 5B, after disengaging both the main clutch Cm and the assist clutch Ca (see step (a)), the first-speed sleeve S1 is moved to the left as shown in FIG. 5C. The first speed driven gear 37 is coupled to the countershaft 12 (see step (b)). Subsequently, as shown in FIG. 5D, when the main clutch Cm and the assist clutch Ca are engaged together (see step (c)), the torque of the engine E is changed from the main clutch Cm to the first to fifth outer shafts 14A. -14E → first speed drive gear 31 → first speed driven gear 37 → first speed sleeve S1 is transmitted to the counter shaft 12, and further, counter shaft 12 → final drive gear 43 → final driven gear 44 → differential gear D → drive shaft 45, It is transmitted to the left and right drive wheels W, W through the path 45, and the first gear is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the one-way is increased by the number of revolutions on the inner race side exceeding the number of revolutions on the outer race side. The clutch 19 is disengaged and the torque transmission is interrupted.

[ Operation when shifting up from first gear to second gear ] (See FIGS. 7 and 8)
When the main clutch Cm is disengaged as shown in FIG. 7B from the established state of the first gear shown in FIG. 7A (see step (a)), the first to fifth outer shafts 14A. Since the torque transmission to 14E is cut off, the one-way clutch 19 is engaged when the rotational speed on the outer race side exceeds the rotational speed on the inner race side, and the torque of the engine E is increased from the assist clutch Ca → inner shaft 13 → planet. Torque from the main clutch Cm side is transmitted through the path of gear mechanism P → one-way clutch 19 → fifth outer shaft 14E → first speed drive gear 31 → first speed driven gear 37 → first speed sleeve S1. Even if transmission is interrupted, torque transmission from the assist clutch Ca side is continued to prevent torque loss during gear shifting. It is possible. At this time, the rotational speed transmitted from the assist clutch Ca side is decelerated by about 1% by the planetary gear mechanism P, but the amount is so small that it is not felt by the occupant.

  Subsequently, as shown in FIG. 7C, in order to prevent torque circulation, the first to second gear sleeve D12 is operated to the left to disconnect the fifth outer shaft 14E and the fourth outer shaft 14D. (See step (b)) The second-speed sleeve S2 is moved to the left to couple the second-speed drive gear 32 to the fourth outer shaft 14D (see step (c)). In the meantime, torque loss is prevented by the torque transmitted from the assist clutch Ca side.

  Subsequently, as shown in FIG. 7D, the main clutch Cm is engaged (see step (d)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the counter shaft 12 through the first to fourth outer shafts 14A to 14D → second speed sleeve S2 → second speed drive gear 32 → second speed driven gear 38. A gear position is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotational speed on the inner race side exceeds the rotational speed on the outer race side, The one-way clutch 19 is disengaged and torque transmission is interrupted.

  Subsequently, as shown in FIG. 7E, as the post-processing, the first speed sleeve S1 is moved to the right to disconnect the first speed driven gear 37 from the counter shaft 12 (see step (e)), and between the first speed and the second speed. The fifth outer shaft 14E and the fourth outer shaft 14D are coupled by moving the sleeve D12 to the right to make it neutral (see step (f)).

[ Operation when shifting up from second gear to third gear ] (see FIGS. 9 and 10)
From the established state of the second gear shown in FIG. 9 (A), as shown in FIG. 9 (B), the first to second gear sleeve D12 is moved to the right to move to the right. The gear 32 is coupled to the fourth outer shaft 14D and the fifth outer shaft 14E (see step (a)). Subsequently, as shown in FIG. 9C, when the main clutch Cm is disengaged (see step (b)), torque transmission to the first to fifth outer shafts 14A to 14E is interrupted, so that the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is the assist clutch Ca → the inner shaft 13 → the planetary gear mechanism P → the one-way clutch 19 → the fifth outer shaft 14E. → 1st speed-2 speed sleeve D12 → 2nd speed drive gear 32 and 2nd speed driven gear 38 are transmitted to the countershaft 12, and even if the torque transmission from the main clutch Cm is cut off, the assist clutch Torque transmission from the Ca side can be continued to prevent torque loss during gear shifting. Further, the second speed sleeve S2 is moved to the right to disconnect the second speed drive gear 32 from the fourth outer shaft 14D (see step (c)).

  Subsequently, as shown in FIG. 9D, in order to prevent torque circulation, the second to third speed sleeve D23 is operated to the left to disconnect the fourth outer shaft 14D and the third outer shaft 14C. (See step (d)) The third-speed sleeve S3 is moved to the left to couple the third-speed drive gear 33 to the third outer shaft 14C (see step (e)). In the meantime, torque loss is prevented by the torque transmitted from the assist clutch Ca side.

  Subsequently, as shown in FIG. 9E, the main clutch Cm is engaged (see step (f)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the counter shaft 12 through the first to third outer shafts 14A to 14C, the third speed sleeve S3, the third speed drive gear 33, and the third speed driven gear 39. A gear position is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotational speed on the inner race side exceeds the rotational speed on the outer race side, The one-way clutch 19 is disengaged and torque transmission is interrupted.

  Subsequently, as shown in FIG. 9 (F), as a post-processing, the first-speed to second-speed sleeve D12 is moved leftward to bring it into a neutral state so that the second-speed drive gear 32 is moved to the fourth outer shaft 14D and the fifth outer shaft. While disconnecting from the shaft 14E (see step (g)), the fourth outer shaft 14D and the third outer shaft 14C are joined by moving the sleeve D23 between the second speed and the third speed to the right to make it neutral (step (h) )reference).

[ Operation at the time of upshifting from the 3rd gear to the 4th gear ] (see FIGS. 11 and 12)
From the established state of the third speed shift stage shown in FIG. 11 (A), as shown in FIG. 11 (B), the second-speed / third-speed sleeve D23 is moved to the right to move to the right-handed state. The gear 33 is coupled to the third outer shaft 14C and the fourth outer shaft 14D (see step (a)). Subsequently, as shown in FIG. 11 (C), when the main clutch Cm is disengaged (see step (b)), torque transmission to the first to fifth outer shafts 14A to 14E is cut off. The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is the assist clutch Ca → the inner shaft 13 → the planetary gear mechanism P → the one-way clutch 19 → the fifth outer shaft 14E. → 1st speed-2 speed sleeve D12 → 4th outer shaft 14D → 2nd speed-3rd speed sleeve D23 → 3rd speed drive gear 33 and 3rd speed driven gear 39 are transmitted to the countershaft 12, Even if torque transmission from the clutch Cm side is interrupted, torque transmission from the assist clutch Ca side is avoided. It is possible to prevent the loss torque during shifting to continue. Further, the third speed sleeve S3 is moved to the right to disconnect the third speed drive gear 33 from the third outer shaft 14C (see step (c)).

  Subsequently, as shown in FIG. 11 (D), in order to prevent torque circulation, the third-to-fourth-speed sleeve D34 is operated to the left to disconnect the third outer shaft 14C and the second outer shaft 14B. (Refer to step (d)) The 4-speed sleeve S4 is moved to the left to couple the 4-speed drive gear 34 to the second outer shaft 14B (see step (e)). In the meantime, torque loss is prevented by the torque transmitted from the assist clutch Ca side.

  Subsequently, as shown in FIG. 11E, the main clutch Cm is engaged (see step (f)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the counter shaft 12 through the first and second outer shafts 14A and 14B → second speed sleeve S2 → fourth speed drive gear 34 → fourth speed driven gear 40. A gear position is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotational speed on the inner race side exceeds the rotational speed on the outer race side, The one-way clutch 19 is disengaged and torque transmission is interrupted.

  Subsequently, as shown in FIG. 11F, as the post-processing, the second-speed to third-speed sleeve D23 is moved leftward to be in a neutral state, thereby separating the third-speed drive gear 33 from the third outer shaft 14C ( Step (g)) The third outer shaft 14C and the second outer shaft 14B are coupled by moving the sleeve D34 between the third and fourth gears to the right to make it neutral (see step (h)).

[ Operation when shifting up from 4th gear to 5th gear ] (See FIGS. 13 and 14)
From the established state of the fourth gear shown in FIG. 13 (A), as shown in FIG. 13 (B), the third-fourth gear sleeve D34 is moved to the right to move to the right. The gear 34 is coupled to the first outer shaft 14A and the second outer shaft 14B (see step (a)). Subsequently, as shown in FIG. 13 (C), when the main clutch Cm is disengaged (see step (b)), torque transmission to the first to fifth outer shafts 14A to 14E is cut off. The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is the assist clutch Ca → the inner shaft 13 → the planetary gear mechanism P → the one-way clutch 19 → the fifth outer shaft 14E. → 1st-2nd gear sleeve D12 → 4th outer shaft 14D → 2nd-3rd gear sleeve D23 → 3rd outer shaft 14C → 3rd-4th gear sleeve D34 → 2nd outer shaft 14B → 4th speed drive gear It is transmitted to the countershaft 12 through the path of the 34th and 4th speed driven gear 40, Even if the torque transmitted from the clutch Cm side is cut off, thereby preventing the loss torque during shifting to continue the torque transmission from the assist clutch Ca side. Further, the 4-speed sleeve S4 is moved to the right to disconnect the 4-speed driven gear 40 from the second outer shaft 14B (see step (c)).

  Subsequently, as shown in FIG. 13 (D), in order to prevent torque circulation, the 4th-5th sleeve D45 is operated to the left moving state to separate the second outer shaft 14B and the first outer shaft 14A. (Refer to step (d)) The fifth-speed drive gear 35 is coupled to the first outer shaft 14A by moving the sleeve S56 between the 5th and 6th speeds to the left and moving it to the left (see step (e)). In the meantime, torque loss is prevented by the torque transmitted from the assist clutch Ca side.

  Subsequently, as shown in FIG. 13E, the main clutch Cm is engaged (see step (f)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the counter shaft 12 through the path of the first outer shaft 14A → the 5th-6th sleeve S56 → the 5th drive gear 35 → the 5th driven gear 41. A stage is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotational speed on the inner race side exceeds the rotational speed on the outer race side, The one-way clutch 19 is disengaged and torque transmission is interrupted.

  Subsequently, as shown in FIG. 13 (F), as the post-processing, the fourth-speed drive gear 34 is separated from the second outer shaft 14B by moving the third-speed / fourth-speed sleeve D34 leftward to a neutral state ( The second outer shaft 14B and the first outer shaft 14A are connected by moving the sleeve D45 between the 4th speed and the 5th speed to the right to make it neutral (see step (g)) (see step (h)).

[ Operation when shifting up from 5th gear to 6th gear ] (See FIGS. 15 and 16)
The upshift from the 5th gear stage to the 6th gear stage is a shift between the high speed gear stages, and it is difficult for the occupant to experience torque loss. In this embodiment, torque transmission prevention control is not performed. Simplification of the structure.

  As shown in FIG. 15 (B), the main clutch Cm and the assist clutch Ca are both disengaged from the established state of the fifth gear shown in FIG. 15 (A) (see step (a)). The fifth-speed drive gear 35 is disconnected from the first outer shaft 14A by moving the sixth-speed sleeve S56 to the right to the neutral state (see step (b)). Subsequently, as shown in FIG. 15C, the sixth-speed drive gear 36 is coupled to the first outer shaft 14A by moving the fifth-speed to sixth-speed sleeve S56 to the right by moving it to the right ( Step (d)), as shown in FIG. 15D, by engaging both the main clutch Cm and the assist clutch Ca (see step (d)), the 6-speed drive gear 36 is moved to the first outer shaft 14A. To establish a sixth gear. The action at the time of shifting up from the fifth gear to the sixth gear is the same as that of a normal AMT having no torque loss prevention function.

[ Operation at the time of downshifting from the sixth gear to the fifth gear ] (see FIGS. 17 and 18)
The downshift from the sixth gear to the fifth gear is a shift between the high gears, and the torque loss is not easily felt by the occupant. Therefore, in this embodiment, the torque loss prevention control is not performed. Simplification of the structure.

  As shown in FIG. 17B, the main clutch Cm and the assist clutch Ca are both disengaged from the established state of the sixth gear shown in FIG. 17A (see step (a)), and the fifth speed. The 6-speed drive gear 36 is disconnected from the first outer shaft 14A by moving the 6-speed sleeve S56 leftward to the neutral state (see step (b)). Subsequently, as shown in FIG. 17C, the fifth-speed to sixth-speed sleeve S56 is moved to the left to move to the left-moved state, thereby coupling the fifth-speed driven gear 41 to the first outer shaft 14A (step). As shown in FIG. 17D, by engaging the main clutch Cm and the assist clutch Ca (see step (d)), the fifth-speed drive gear 35 is attached to the first outer shaft 14A. Combine to establish a fifth gear. The action at the time of downshifting from the sixth gear to the fifth gear is the same as that of a normal AMT having no torque loss prevention function.

[ Operation at the time of downshifting from the fifth gear to the fourth gear ] (see FIGS. 19 and 20)
From the established state of the fifth gear shown in FIG. 19 (A), as shown in FIG. 19 (B), in order to prevent torque circulation, the sleeve D45 between the fourth gear and the fifth gear is moved to the left to move to the left. As a result, the second outer shaft 14B and the first outer shaft 14A are separated (see step (a)), and the third-speed to fourth-speed sleeve D34 is moved to the right to move to the right-handed state. The gear 34 is coupled to the third outer shaft 14C and the second outer shaft 14B (see step (b)). Subsequently, as shown in FIG. 19C, when the main clutch Cm is disengaged (see step (c)), torque transmission to the first to fifth outer shafts 14A to 14E is cut off, so that the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is the assist clutch Ca → the inner shaft 13 → the planetary gear mechanism P → the one-way clutch 19 → the fifth outer shaft 14E. → 1st-2nd speed sleeve D12 → 4th outer shaft 14D → 2nd-3rd speed sleeve D23 → 3rd outer shaft 14C → 3rd-4th speed sleeve D34 → 4th speed drive gear 34 and 4th speed driven gear 40 Torque is transmitted to the countershaft 12 through the path of the main clutch Cm side. Be interrupted reaches it, it is possible to prevent the loss torque during shifting to continue the torque transmission from the assist clutch Ca side.

  Subsequently, as shown in FIG. 19D, the fifth-speed to sixth-speed sleeve S56 is moved rightward to be in a neutral state, thereby separating the fifth-speed drive gear 35 from the first outer shaft 14A (step (d) )) The second outer shaft 14B and the first outer shaft 14A are coupled by moving the fourth-speed to fifth-speed sleeve D45 to the right to make it neutral (see step (e)). It moves to the left to couple the 4-speed drive gear 34 to the second outer shaft 14B (see step (f)). In the meantime, torque loss is prevented by the torque transmitted from the assist clutch Ca side.

  Subsequently, as shown in FIG. 19E, the main clutch Cm is engaged (see step (g)). As a result, the torque of the engine E is the path from the main clutch Cm to the first outer shaft 14A → the 4th-5th sleeve D45 → the second outer shaft 14B → the 4th sleeve S4 → the 4th drive gear 34 → the 4th driven gear 40. Is transmitted to the countershaft 12 to establish a fourth gear. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotational speed on the inner race side exceeds the rotational speed on the outer race side, The one-way clutch 19 is disengaged and torque transmission is interrupted. Subsequently, as shown in FIG. 19F, as a post-processing, the fourth-speed drive gear 34 is disconnected from the second outer shaft 14B by moving the third-speed / fourth-speed sleeve D34 to the left to make it neutral. (See (h)).

[ Operation at the time of downshifting from the fourth gear to the third gear ] (see FIGS. 21 and 22)
From the established state of the fourth gear shown in FIG. 21 (A), as shown in FIG. 21 (B), the third and fourth gear sleeve D34 is moved to the left to prevent torque circulation and is moved to the left. As a result, the third outer shaft 14C and the second outer shaft 14B are cut off (see step (a)), and the second-speed to third-speed sleeve D23 is moved to the right to be moved to the right. The gear 33 is coupled to the fourth outer shaft 14D and the third outer shaft 14C (see step (b)). Subsequently, as shown in FIG. 21 (C), when the main clutch Cm is disengaged (see step (c)), torque transmission to the first to fifth outer shafts 14A to 14E is interrupted. The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is the assist clutch Ca → the inner shaft 13 → the planetary gear mechanism P → the one-way clutch 19 → the fifth outer shaft 14E. → 1st speed-2 speed sleeve D12 → 4th outer shaft 14D → 2nd speed-3rd speed sleeve D23 → 3rd speed drive gear 33 and 3rd speed driven gear 39 are transmitted to the countershaft 12, Even if torque transmission from the clutch Cm side is interrupted, torque transmission from the assist clutch Ca side is avoided. It is possible to prevent the loss torque during shifting to continue.

  Subsequently, as shown in FIG. 21 (D), the 4-speed sleeve S4 is moved to the right to disconnect the 4-speed drive gear 34 from the second outer shaft 14B (see step (d)), and the 3-speed-4 speed sleeve. The third outer shaft 14C and the second outer shaft 14B are coupled by moving D34 rightward to a neutral state (see step (e)), and the third speed sleeve S3 is moved leftward to move the third speed drive gear 33 to the second position. 3 is coupled to the outer shaft 14C (see step (f)). In the meantime, torque loss is prevented by the torque transmitted from the assist clutch Ca side.

  Subsequently, as shown in FIG. 21E, the main clutch Cm is engaged (see step (g)). As a result, the torque of the engine E is changed from the main clutch Cm to the first outer shaft 14A → the fourth to fifth gear sleeve D45 → the second outer shaft 14B → the third to fourth gear sleeve D34 → the third outer shaft 14C → third gear. The transmission is transmitted to the counter shaft 12 through the path of the sleeve S3 → the third speed drive gear 33 → the third speed driven gear 39, and the third speed gear stage is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotational speed on the inner race side exceeds the rotational speed on the outer race side, The one-way clutch 19 is disengaged and torque transmission is interrupted.

  Subsequently, as shown in FIG. 21F, as a post-processing, the third-speed drive gear 33 is disconnected from the third outer shaft 14C by moving the second-speed to third-speed sleeve D23 to the left to make it neutral. (See (h)).

[ Operation at the time of downshifting from the third gear to the second gear ] (see FIGS. 23 and 24)
From the established state of the third gear shown in FIG. 23 (A), as shown in FIG. 23 (B), the second-speed / third-speed sleeve D23 is moved leftward to prevent left-handed movement in order to prevent torque circulation. As a result, the fourth outer shaft 14D and the third outer shaft 14C are separated (see step (a)), and the second speed drive is achieved by moving the sleeve D12 between the first and second speeds to the right and moving it to the right. The gear 32 is coupled to the fifth outer shaft 14E and the fourth outer shaft 14D (see step (b)). Subsequently, as shown in FIG. 23C, when the main clutch Cm is disengaged (see step (c)), torque transmission to the first to fifth outer shafts 14A to 14E is interrupted, so that the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is the assist clutch Ca → the inner shaft 13 → the planetary gear mechanism P → the one-way clutch 19 → the fifth outer shaft 14E. → 1st speed-2 speed sleeve D12 → 2nd speed drive gear 32 and 2nd speed driven gear 38 are transmitted to the countershaft 12, and even if the torque transmission from the main clutch Cm is cut off, the assist clutch Torque transmission from the Ca side can be continued to prevent torque loss during gear shifting.

  Subsequently, as shown in FIG. 23 (D), the third-speed sleeve S3 is moved to the right to disconnect the third-speed drive gear 33 from the third outer shaft 14C (see step (d)), and the second-speed to third-speed sleeve. The fourth outer shaft 14D and the third outer shaft 14C are coupled by moving the D23 to the right to be in the neutral state (see step (e)), and the second speed sleeve S2 is moved to the left to move the second speed drive gear 32 to the second position. 4 is coupled to the outer shaft 14D (see step (f)). In the meantime, torque loss is prevented by the torque transmitted from the assist clutch Ca side.

  Subsequently, as shown in FIG. 23E, the main clutch Cm is engaged (see step (g)). As a result, the torque of the engine E is changed from the main clutch Cm to the first outer shaft 14A → the fourth speed-5th sleeve D45 → the second outer shaft 14B → the third speed-4th sleeve D34 → the third outer shaft 14C → second speed. -3 speed sleeve D23 → 4th outer shaft 14D → 2 speed sleeve S2 → 2 speed drive gear 32 → 2 speed driven gear 38 is transmitted to the countershaft 12 to establish a 2nd gear. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotational speed on the inner race side exceeds the rotational speed on the outer race side, The one-way clutch 19 is disengaged and torque transmission is interrupted.

  Subsequently, as shown in FIG. 23 (F), the second-speed drive gear 32 is disconnected from the second outer shaft 14B by moving the sleeve D12 between the first speed and the second speed to the neutral state as a post-processing (step). (See (h)).

[ Second-speed shift stage → First-speed shift stage operation during downshifting ] (see FIGS. 25 and 26)
From the established state of the second speed shift stage shown in FIG. 25 (A), as shown in FIG. 25 (B), the sleeve D12 between the first speed and the second speed is moved to the left to prevent the torque circulation. Thus, the fifth outer shaft 14E and the fourth outer shaft 14D are separated (see step (a)), and the first speed sleeve S1 is moved to the left to couple the first speed driven gear 37 to the counter shaft 12 (step (b) )reference). Subsequently, as shown in FIG. 25C, when the main clutch Cm is disengaged (see step (c)), torque transmission to the first to fifth outer shafts 14A to 14E is cut off, so that the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is the assist clutch Ca → the inner shaft 13 → the planetary gear mechanism P → the one-way clutch 19 → the fifth outer shaft 14E. → 1st speed drive gear 31 → 1st speed driven gear 37 and 1st speed sleeve S1 are transmitted to the countershaft 12 through the path, and even if the torque transmission from the main clutch Cm side is cut off, the assist clutch Ca side Torque transmission can be continued to prevent torque loss during gear shifting.

  Subsequently, as shown in FIG. 25 (D), the second speed sleeve S2 is moved to the right to disconnect the second speed drive gear 32 from the second outer shaft 14B (see step (d)), and the first speed-second speed sleeve. The fifth outer shaft 14E and the fourth outer shaft 14D are coupled by moving the D12 to the right to be in the neutral state (see step (e)). In the meantime, torque loss is prevented by the torque transmitted from the assist clutch Ca side.

  Subsequently, as shown in FIG. 25E, the main clutch Cm is engaged (see step (g)). As a result, the torque of the engine E is changed from the main clutch Cm to the first outer shaft 14A → the fourth speed-5th sleeve D45 → the second outer shaft 14B → the third speed-4th sleeve D34 → the third outer shaft 14C → second speed. 3rd speed sleeve D23 → 4th outer shaft 14D → 1st speed−2nd speed sleeve D12 → 5th outer shaft 14E → 1st speed drive gear 31 → 1st speed driven gear 37 → 1st speed sleeve S1 The first gear is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotational speed on the inner race side exceeds the rotational speed on the outer race side, The one-way clutch 19 is disengaged and torque transmission is interrupted.

  In order to shift from the first gear to the neutral position, it is only necessary to move the first gear sleeve S1 to the right and disconnect the first gear driven gear 37 from the counter shaft 12 from the state shown in FIG.

  The process of shifting between adjacent gears has been described above. However, according to the present embodiment, jump shifting between gears that are not adjacent to each other is also possible. In the jump gear shifting, while the main clutch Cm is disengaged and the assist torque is transmitted via the assist clutch Ca, a power transmission path of a desired jump gear stage is established, and from this state, the main clutch Cm This is achieved by engaging.

  The time chart of FIG. 29 shows the torque transmission characteristics at the time of upshifting of a conventional AMT having no torque assist function. Disengagement of the clutch is started at time t1, disengagement is completed at time t2, engagement of the clutch is started at time t3, and engagement is completed at time t4. Since the engine speed after the upshift is lower than the engine speed before the upshift, the engine speed decreases in the region from the time t1 to the time t3. As the engine speed decreases beyond the decrease in engine speed, the output torque of the transmission drops significantly in the region from time t1 to time t4, and torque loss occurs.

  The time chart of FIG. 28 shows the torque transmission characteristics at the time of upshifting of the AMT of this embodiment having a torque assist function. Since the main clutch Cm is disengaged during the shift, the rotation speed of the first to fifth outer shafts 14A to 14E is greatly reduced. However, since the assist clutch Ca is in the engaged state, the rotation speed of the inner shaft 13 is the engine. It gradually decreases following the rotation speed. Therefore, even if the torque transmitted by the first to fifth outer shafts 14A to 14E is greatly reduced during the shift, the assist torque is transmitted by the inner shaft 13 in the meantime, so that the drop in the output torque of the transmission is eliminated. It can be seen that torque loss is prevented.

  The table in FIG. 27 shows the necessity of preventing torque loss according to the type of shift, and the possibility of preventing torque loss according to the present embodiment. The area where torque loss prevention is necessary is an area where the drive feel is greatly impaired unless torque loss prevention is performed, and the area where no torque loss prevention is unnecessary is that the drive feel is almost lost even without torque loss prevention. The region where no torque loss is desired is an intermediate region between the two regions, and the other regions are regions where no speed change is performed. A mark ◯ indicates that torque loss can be prevented by this embodiment, and a mark X indicates that torque loss cannot be prevented also by this embodiment.

  As is apparent from this table, according to the present embodiment, it is possible to prevent torque loss in all the areas where torque loss prevention is necessary, and torque is reduced in two of the four areas where torque loss prevention is desirable. It can be seen that it is possible to prevent disconnection. Of the four regions where it is desirable to prevent torque loss, torque loss cannot be prevented in two regions because the normal AMT structure is adopted for the fifth gear and the sixth gear. If the sixth speed gear stage has the same torque loss prevention function as that of the first speed gear stage to the fourth speed gear position, torque loss can be prevented in all four regions where torque loss prevention is desirable.

  Next, the structure of the main clutch Cm and the assist clutch Ca will be described based on FIG.

  A drum-like clutch cover 71 connected to the crankshaft 15 of the engine E is a member common to the main clutch Cm and the assist clutch Ca, and an end plate 72 and a center plate 73 are spline fitted 74 on the inner peripheral surface thereof. 75. The end plate 72 abuts against the bottom surface of the clutch cover 71 so as not to move, but the center plate 73 is movable in the axial direction.

  The first clutch disk 76 disposed between the end plate 72 and the center plate 73 is splined 77 to the shaft end of the inner shaft 13 of the main shaft 11, and on the opposite side of the first clutch disk 76 across the center plate 73. The arranged second clutch disk 78 is spline-coupled 79 to the shaft end of the first outer shaft 14 </ b> A of the main shaft 11.

  A pressure plate 80 and a clutch piston 81 are disposed on the opposite side of the center plate 73 with the second clutch disk 78 interposed therebetween, and the first clutch spring 82 is interposed between the clutch piston 81 and the center plate 73. The second clutch spring 83 is disposed between the clutch piston 81 and the pressure plate 80. The clutch piston 81 is connected to an electric or hydraulic actuator 84 and is driven in the axial direction by the driving force of the actuator 84.

  The first clutch spring 82 is disposed radially outside the second clutch spring 83, the pressure plate 80, and the second clutch disc 76, whereby the first clutch spring 82 is moved to the second clutch spring 83, the pressure plate 80, and Interference with the second clutch disk 76 is prevented. The first clutch spring 82 is set to have a longer axial length than the second clutch spring 83, and the spring constant of the first clutch spring 82 is set to be greater than or equal to the spring constant of the second clutch spring 83. In short, it is sufficient that the main clutch Cm is engaged with a delay after the assist clutch Ca is engaged first and the first clutch spring 82 is compressed.

  The second clutch disc 78 is a main member constituting the main clutch Cm, and the first clutch disc 76 is a main member constituting the assist clutch Ca, and the other clutch cover 71, end plate 72, center plate 73, pressure plate. 80, the clutch piston 81, the second clutch spring 83, the first clutch spring 82, and the actuator 84 are members common to the main clutch Cm and the assist clutch Ca.

  Next, the operation of the main clutch Cm and the assist clutch Ca having the above-described configuration will be described based on FIGS.

FIG. 30 shows a state where the vehicle is stopped, and the stroke of the clutch piston 81 connected to the actuator 84 becomes zero, and the vehicle moves backward to the left in the drawing. At this time, there is a gap between the pressure plate 80 and the center plate 73 and the second clutch disk 78, and the rotation of the clutch cover 71 is not transmitted to the second clutch disk 78, so that the main clutch Cm is disengaged. It is in. Further, there is a gap between the center plate 73 and the end plate 72 and the first clutch disk 76, and the rotation of the clutch cover 71 is not transmitted to the first clutch disk 76, so that the assist clutch Ca is in a disengaged state. .

  As shown in FIG. 31A, when the clutch piston 81 is stroked to the right side in the drawing by the actuator 84, the second clutch disk 78 is placed between the pressure plate 80 pressed by the second clutch spring 83 and the center plate 73. Before clamping the first clutch disk 76 between the center plate 73 pressed by the first clutch spring 82 and the end plate 72, so that the rotation of the clutch cover 71 passes through the first clutch disk 76. Thus, the assist clutch Ca can be engaged and the main clutch Cm can be disengaged during the transmission T transmission.

  As shown in FIG. 31B, when the clutch piston 81 is further stroked to the right in the drawing by the actuator 84, the pressure plate 80 pressed by the second clutch spring 83 is placed between the center plate 73 and the second clutch disk. By sandwiching 78, rotation of the clutch cover 71 is transmitted to the first outer shaft 14A via the second clutch disk 78, and the main clutch Cm is engaged. At this time, the resilient force of both the first clutch spring 82 and the second clutch spring 83 acts on the center plate 73, and the assist clutch Ca is maintained in the engaged state. Both the main clutch Cm and the assist clutch Ca can be engaged during non-shifting.

  Contrary to the above, when the clutch piston 81 is moved backward to the left in the figure by the actuator 84 from the state of FIG. 31B, that is, the state where the assist clutch Ca and the main clutch Cm are both engaged, first, the main clutch Cm The disengagement is performed (see FIG. 31B), and then the assist clutch Ca is disengaged, whereby the main clutch Cm and the assist clutch Ca are both disengaged (see FIG. 30).

  FIG. 32 is a graph summarizing the above-described actions, in which the horizontal axis represents the stroke of the clutch piston 81 and the vertical axis represents the torque capacity of the main clutch Cm and the assist clutch Ca.

  When the stroke of the clutch piston 81 increases from zero and reaches S1, the assist clutch Ca is engaged by the first clutch spring 82, and the torque capacity of the assist clutch Ca increases as the compression amount of the first clutch spring 82 increases. To increase. When the stroke of the clutch piston 81 further increases and reaches S4, the main clutch Cm is engaged by the second clutch spring 83, and the torque capacity of the main clutch Cm increases as the compression amount of the second clutch spring 83 increases. To do. At the same time, since the elastic force of both the first clutch spring 82 and the second clutch spring 83 acts on the assist clutch Ca, the torque capacity of the assist clutch Ca rises rapidly after the stroke S4.

  Therefore, by controlling the stroke of the clutch piston 81 within the range of zero to S1, it is possible to disengage both the main clutch Cm and the assist clutch Ca during the stop, and the stroke of the clutch piston 81 is set to S2 to S3. By controlling to the range, the assist clutch Ca can be engaged and the main clutch Cm can be disengaged during shifting, and the stroke of the clutch piston 81 is controlled to the range of S5 to S6, so Both the main clutch Cm and the assist clutch Ca can be engaged.

  As described above, the torque of the engine E can be selectively transmitted to the first outer shaft 14A and the inner shaft 13 only by driving the clutch piston 81 with the single actuator 84, and the main clutch Cm and the assist are transmitted. This can contribute to reducing the size and weight of the clutch Ca.

  Further, since the second clutch spring 83 is disposed between the clutch piston 81 and the pressure plate 80, the contact surface pressure suddenly rises at the moment when the second clutch disc 78 is sandwiched between the center plate 73 and the pressure plate 80. Can be prevented and the occurrence of vibration and noise can be suppressed.

  Further, since the first clutch spring 82 is longer in the axial direction than the second clutch spring 83, the second clutch spring 83 presses the second clutch disc 78 via the pressure plate 84 when the clutch piston 81 makes a stroke. Before the operation, the first clutch disc 76 can be pressed via the center plate 73 by the first clutch spring 82. In addition, since the spring constant of the first clutch spring 82 is equal to or greater than the spring constant of the second clutch spring 83, before the second clutch disc 78 is sandwiched between the center plate 73 and the pressure plate 80 by the second clutch spring 83, The resilient force of the first clutch spring 82 can be sufficiently increased to sufficiently ensure the contact surface pressure between the end plate 72 and the pressure plate 73 with respect to the first clutch disc 76.

  Further, since the center plate 73 is spline-fitted 75 so as to be axially movable and non-rotatable on the inner peripheral surface of the clutch cover 71, the center plate 73 is prevented from rotating relative to the clutch cover 71. Torque input to the clutch cover 71 can be reliably transmitted from the center plate 73 to the inner shaft 13 and the first outer shaft 14A.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, in the embodiment, the engine E is used as a prime mover for traveling, but in addition to the engine E, any prime mover such as a motor / generator can be used.

  The second clutch spring 83 can be omitted, and can be replaced with an arbitrary pressing member.

  Further, the end plate 72 can be omitted, and the bottom surface of the clutch cover 71 can be used as the end plate 72.

13 Inner shaft 14A First outer shaft (outer shaft)
19 One-way clutch 71 Clutch cover 73 Center plate 75 Spline fitting 76 First clutch disc 78 Second clutch disc 80 Pressure plate 81 Clutch piston 82 First clutch spring (first elastic body)
83 Second clutch spring (second elastic body)
84 Actuator E Engine (Motor)
T Automatic manual transmission (transmission)

Claims (6)

The inner shaft (13) and the outer shaft (14A) of the transmission (T) disposed inside and outside the coaxial are disposed between the prime mover (E) and the torque of the prime mover (E). A transmission clutch for transmitting to the outer shaft (14A),
The first clutch disk (76) connected to the inner shaft (13) is movable in the axial direction from the prime mover (E) side inside the clutch cover (71) connected to the prime mover (E). A center plate (73), a second clutch disk (78) connected to the outer shaft (14A), a pressure plate (80) movable in the axial direction, and a clutch driven in the axial direction by an actuator (84) A piston (81) in order, and a first elastic body between the clutch piston (81) and the center plate (73) on the radially outer side of the second clutch disk (78) and the pressure plate (80). (82)
Due to the movement of the clutch piston (81) toward the center plate (73), the center plate (73) is pressed via the first elastic body (82), thereby the center plate (73) and the clutch cover. By sandwiching the first clutch disk (76) between (71), the torque of the prime mover (E) is transmitted to the inner shaft (13), and further movement of the clutch piston (81) While the torque of the prime mover (E) is transmitted to the inner shaft (13), the second clutch disc (78) is sandwiched between the center plate (73) and the pressure plate (80), whereby the prime mover The transmission clutch transmits the torque (E) to the outer shaft (14A).   The transmission clutch according to claim 1, wherein a second elastic body (83) is disposed between the clutch piston (81) and the pressure plate (80).   The transmission clutch according to claim 2, wherein the first elastic body (82) has an axial length larger than that of the second elastic body (83).   The transmission clutch according to claim 2 or 3, wherein a spring constant of the first elastic body (82) is equal to or greater than a spring constant of the second elastic body (83).   The center plate (73) is spline-fitted (75) so as to be axially movable and non-rotatable on the inner peripheral surface of the clutch cover (71). The transmission clutch according to claim 1. The one-way clutch (19) interconnects the inner shaft (13) and the outer shaft (14A). The one-way clutch (19) has at least the inner shaft (13) rotating at the outer shaft (14A). The clutch for a transmission according to any one of claims 1 to 5, wherein the clutch is engaged when the number of rotations exceeds a predetermined value.

Images