JP5880843B2 - Dog clutch for automatic transmission - Google Patents

Description

  The present invention relates to a dog clutch used in an automatic transmission for a vehicle.

  2. Description of the Related Art Conventionally, in a power train of a vehicle, a transmission that converts torque and rotational speed in order to transmit rotation and torque from a driving device such as an engine and an electric motor used for driving to a driving wheel according to a traveling state. Is provided. There are several types of transmissions, for example, a plurality of idler gears that are fitted relative to a rotating shaft connected to a drive wheel and that are immovable in the direction of the rotating axis and are provided in parallel to the rotating shaft. There is known a constant meshing type in which a plurality of gears provided around the counter shaft are always meshed. This is because a sleeve spline-fitted to the rotation shaft so as to be movable in the direction of the rotation axis is juxtaposed with the idler gear, and the engagement teeth (splines) provided on the joint surface of the sleeve to the idler gear are idled. Is engaged with engaged teeth (dog clutch teeth) provided on the surfaces to be joined, and the engaged idle gear and the rotating shaft are integrally rotated. Then, the rotating gear that rotates integrally with the rotating shaft and the counter shaft gear that meshes with the rotating gear rotate in conjunction with each other, thereby transmitting the torque and the rotational speed of the rotating shaft to the counter shaft. Of the plurality of freewheeling gears having different numbers of teeth, a freewheeling gear that rotates integrally with the rotating shaft is selected and engaged with the sleeve to perform a shifting operation. In this case, it is necessary to synchronize the rotational speed of the rotating shaft (sleeve) and the rotational speed of the idle gear so that the sleeve and the idle gear are engaged.

In order to synchronize the rotational speed, Patent Document 1 describes a synchromesh mechanism for synchronizing the rotational speeds of the rotating shaft and the idle gear.
The synchromesh mechanism has a synchronizer cone in which a synchronizer ring that rotates with the sleeve is arranged between the sleeve and the idler gear, and the synchronizer ring is integrated with the idler gear when the sleeve is moved in the idler gear direction. The drive shaft and the idler gear are synchronized with each other by eliminating the rotational difference by the pressing friction force.

  Further, in Patent Document 2, the clutch ring integrated with the idler gear has a two-stage structure of a front tooth having a smaller number of teeth and a rear tooth that moves backward in the rotation axis direction than the front tooth and performs final engagement. The sleeve describes a high tooth that engages with the front teeth of the clutch ring and a low tooth that does not engage with the front teeth of the clutch ring but engages with the rear teeth. This is to reduce the rotational difference by repeatedly contacting the end surface of the front teeth of the clutch ring and the end surface of the high teeth of the sleeve in the direction of the rotation axis. And, by making the front teeth with a small number of teeth and increasing the inter-tooth distance between adjacent front teeth, the rotation difference between the sleeve and the clutch ring is allowed and the engagement between the sleeve teeth and the clutch ring teeth is facilitated. At the same time, high torque can be transmitted by meshing the high and low teeth of the sleeve with the front and rear teeth of the clutch ring.

JP 2002-139146 A JP 2010-96190 A

  However, the synchromesh mechanism disclosed in Patent Document 1 uses a pressing friction force that presses the synchronizer ring that rotates together with the sleeve against the synchronizer cone of the idler gear, so that a high output is required for the shift actuator that drives the sleeve. The Further, even when the synchromesh mechanism is not operated, dragging of the synchronizer ring with the synchronizer cone may occur, which may cause power loss and deterioration of fuel consumption.

  In Patent Document 2, since the front teeth having a small number of clutch rings and the high teeth of the sleeve are fitted in phase until they come into contact with each other, when the rotational difference between the sleeve and the clutch ring decreases, It takes a long time to reach the phase where the high teeth can come into contact with each other, and there is a possibility that the quick shifting operation is impaired.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a dog clutch for an automatic transmission that enables a quick shifting operation when a sleeve is moved by a shift actuator.

  In order to solve the above-mentioned problem, the structural feature of the invention according to claim 1 is that a rotating shaft that is rotatably connected to one of an input shaft and an output shaft of an automatic transmission and is rotatably supported about an axis line, and the rotation A clutch ring rotatably supported on a shaft and rotationally connected to the other of the input shaft and the output shaft; a hub fixed to the rotary shaft adjacent to the clutch ring; and the hub and spline in the axial direction A sleeve that is movably fitted, an axial movement device that moves the sleeve in the axial direction, and a spline that is formed in a meshing portion that protrudes toward the sleeve side of the clutch ring, according to the axial movement of the sleeve; A dog clutch portion that meshes so as to be disengageable, and the spline formed on the sleeve has a plurality of high teeth formed higher in height than the remaining low teeth, and the dog clutch portion is The rear end position of the dog clutch portion from the front end surface of the meshing portion at a position corresponding to the high teeth is the same number of clutch front teeth as the outer diameter is larger than the inner diameter of the high teeth and smaller than the inner diameter of the low teeth. The clutch intermediate teeth having the same number of the high teeth as the outer teeth having an outer diameter that is larger than the inner diameter of the high teeth and smaller than the inner diameter of the low teeth are positioned at different positions from the front teeth of the clutch. A rear tooth that extends from the position retracted from the first predetermined amount to the rear end position of the dog clutch portion and can mesh with the tooth groove of the spline is formed from the front end surface of the mesh portion. It is formed to extend from a position retracted by a second predetermined amount larger than a predetermined amount to a rear end position of the dog clutch portion.

  According to a second aspect of the present invention, there is provided a structural feature of the invention according to the first aspect, wherein the clutch front teeth are provided on the circumference of the clutch ring so as to oppose each other, and the clutch middle teeth are more circular than the clutch front teeth. It is to be provided by shifting the phase by 90 degrees in the circumferential direction.

  According to the first aspect of the present invention, the outer diameter of the front teeth of the clutch is larger than the inner diameter of the high teeth of the sleeve and smaller than the inner diameter of the low teeth. The end surfaces contact the clutch front teeth of the clutch ring, and the rotational difference between the sleeve and the clutch ring is reduced. Then, the high teeth of the sleeve enter the rotational axis direction between the clutch front teeth, and the side surfaces of the high teeth and the side surfaces of the clutch front teeth come into contact.For example, when the sleeve has a small moment of inertia and is in a free state, the high teeth The high teeth repeatedly contact and repel the adjacent side surfaces of the adjacent clutch front teeth that have entered the shaft, thereby further reducing the rotational difference and bringing the sleeve closer to the clutch ring. And since the clutch middle teeth are arranged between the clutch front teeth and the clutch front teeth adjacent to the clutch front teeth, when the high teeth enter the first predetermined amount from the front end surface of the meshing portion, the high teeth of the sleeve Abuts with clutch inner teeth. Further, the rotation difference is further reduced by the high teeth repeatedly abutting and repelling the opposite side surfaces of the clutch front teeth and the clutch middle teeth where the high teeth have entered, or the adjacent clutch middle teeth. Let The high teeth are inserted into the tooth gap adjacent to the clutch middle teeth with the side surfaces of the clutch middle teeth as a guide. At this time, all the dog clutch teeth including the low teeth of the sleeve and the clutch rear teeth of the clutch ring are meshed simultaneously. As a result, even when the rotation difference becomes small, the adjacent clutch middle teeth into which the high teeth of the sleeve have entered in a shorter time than the time required to move between the opposing side surfaces of the adjacent clutch front teeth into which the high teeth of the sleeve have entered. And the front teeth of the clutch move between the opposing sides, so that the high teeth can be quickly fitted into the adjacent tooth gaps of the clutch middle teeth. In this way, even when the rotational difference becomes small, the spline of the sleeve and the dog clutch portion of the clutch ring can be engaged completely and quickly.

  According to the invention according to claim 2, two clutch front teeth are provided opposite to each other on the circumference, and since the distance between both teeth is long, even when there is a large rotational difference between the sleeve and the clutch ring, The high teeth of the sleeve can easily enter between the clutch front teeth of the clutch ring. When the high teeth of the sleeve enter between the clutch front teeth and the rotation difference is reduced, the high teeth engage with the clutch middle teeth that are 90 degrees out of phase with the clutch front teeth. The high teeth enter between the clutch middle teeth or between the clutch front teeth and the clutch middle teeth until the high teeth and the clutch middle teeth are engaged with each other until the high teeth and the clutch front teeth come into contact with each other. The spline of the sleeve and the dog clutch portion of the clutch ring can be quickly engaged in half the time.

It is the schematic of the vehicle provided with the automatic transmission which has a dog clutch which concerns on this invention. It is a schematic diagram of an automatic transmission which has a dog clutch concerning the present invention. It is a disassembled perspective view of a dog clutch. It is a front view of a clutch ring. It is a front view of a clutch hub. It is a front view of a sleeve. It is sectional drawing which shows the assembly | attachment state and operation | movement of a dog clutch. It is the figure seen from the radial direction outer side which shows operation | movement of a dog clutch.

(Example)
Hereinafter, an embodiment in which an automatic transmission having a dog clutch according to the present invention is applied to a vehicle will be described with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of the vehicle.
As shown in FIG. 1, the vehicle M includes an engine 11, a clutch 12, an automatic transmission 13, a differential device 14, and drive wheels (left and right front wheels) Wfl and Wfr. The engine 11 generates driving force by burning fuel. The driving force of the engine 11 is configured to be transmitted to the driving wheels Wfl and Wfr via the clutch 12, the automatic transmission 13, and the differential device 14 (so-called FF vehicle).

  The clutch 12 is configured to be automatically connected and disconnected in response to a command from a control device (not shown). The automatic transmission 13 incorporates a dog clutch mechanism and automatically selects, for example, five forward speeds and one reverse speed. The differential device 14 includes both a final gear and a differential gear, and is formed integrally with the automatic transmission 13.

  As shown in FIG. 2, the automatic transmission 13 includes a casing 21, an input shaft 22, a first clutch ring (first input gear) 23, a second clutch ring (second input gear) 24, and a clutch hub (hub) 25. , A sleeve 26, an axial movement device 27, and an output shaft 28.

  The casing 21 includes a main body 21a formed in a substantially bottomed cylindrical shape, a first wall 21b that is a bottom wall of the main body 21a, and a second wall 21c that divides the main body 21a in the left-right direction.

  The input shaft 22 is rotatably supported on the casing 21. That is, one end (left end) of the input shaft 22 is supported by the first wall 21b via the bearing 21b1, and the other end (right end) side of the input shaft 22 is supported by the second wall 21c via the bearing 21c1. The other end of the input shaft 22 is rotationally connected to the output shaft of the engine 11 via the clutch 12. Therefore, the output of the engine 11 is input to the input shaft 22 when the clutch 12 is connected. The input shaft 22 is the rotating shaft of the present invention. Note that the input shaft (rotary shaft) 22 in the present embodiment is directly connected to the input shaft of the automatic transmission 13 and is rotationally connected, and is rotatably supported around the rotational axis (axis) CL.

  A first clutch ring 23 and a second clutch ring 24 are rotatably supported on the input shaft 22. Further, a clutch hub (hub) 25 is fixed to the input shaft 22 between the first clutch ring 23 and the second clutch ring 24 by spline fitting or the like. A first input gear (helical gear) 23c that meshes with a first output gear 28a described later is formed on the outer peripheral surface of the first clutch ring 23. A second input gear (helical gear) 24 c that meshes with a second output gear 28 b described later is formed on the outer peripheral surface of the second clutch ring 24.

  As shown in FIG. 7, a clutch hub 25 is supported on the input shaft 22 so as to be integrally rotatable by spline fitting. As shown in FIGS. 3 and 6, the clutch hub 25 has a fitting hole for spline fitting with the input shaft 22 and is formed in a flat cylindrical shape, and spline teeth 25 a are formed on the outer peripheral surface of the clutch hub 25. Has been. Twelve spline teeth 25a are formed at the same pitch in the circumferential direction, and each spline tooth 25a is formed with the same diameter of the tip circle. The diameter of the root circle of the spline teeth 25a is formed to be smaller by a pair (opposite groove 25a1), and the diameter of the root circle of the other 10 spline teeth 25a is slightly larger than the diameter of the root circle (shallow groove). 25a2) Each is formed identically. The inner teeth (splines) 26a of the sleeve 26 are slidably engaged with the spline teeth 25a of the clutch hub 25.

  The sleeve 26 is formed in a substantially annular shape, and an outer peripheral groove 26b is formed on the outer periphery of the sleeve 26 in a circumferential direction in which a fork 27a (see FIG. 2) of the axial movement device 27 is slidably engaged. As shown in FIGS. 3 and 5, the inner teeth 26 a formed on the inner periphery of the sleeve 26 are formed with the same diameter of the root circle and a total of twelve teeth at the same pitch in the circumferential direction. ing. The internal teeth 26a are provided with high teeth 26a1 and low teeth 26a2 having different tooth heights, and a pair of high teeth 26a1 having high teeth are formed on the circumference so as to face each other at 180 degrees. The other ten low teeth 26a2 have the same tooth height and are lower than the high teeth 26a1. The end surfaces of the sleeve 26 facing the clutch rings 23 and 24 and perpendicular to the rotation axis CL of the high teeth 26a1 and the low teeth 26a2 have an angle of 45 degrees with respect to the rotation direction. A chamfer 26a3 is formed (see FIG. 6). Thus, the corners are not lost due to the impact of the first and second clutch rings 23 and 24 with the dog clutch teeth described later. The high teeth 26a1 of the sleeve 26 engage with the small root circle diameter (deep groove 25a1) of the clutch hub 25, and the other low teeth 26a2 each have a slightly larger root diameter (shallow) of the clutch hub 25. Engage with the groove 25a2).

  The input shaft 22 is provided with a first clutch ring 23 and a second clutch ring 24 on both sides adjacent to the clutch hub 25. Since the first clutch ring 23 and the second clutch ring 24 have a substantially symmetrical structure around the clutch hub 25, the first clutch ring 23 will be described as a representative. As shown in FIGS. 3 and 4, the first clutch ring 23 is provided on the input shaft 22 via a bearing 23c so as to be relatively rotatable and immovable in the direction of the rotation axis CL (see FIG. 7). The first input gear 23 b formed on the outer peripheral surface of the first clutch ring 23 constitutes a free-wheeling gear that rotates relative to the input shaft 22. A ring-shaped first dog clutch portion 23 a is formed on a surface (meshing portion) of the first clutch ring 23 facing the clutch hub 25. A plurality of dog clutch teeth 23b that mesh with the inner teeth 26a of the sleeve 26 are formed on the outer periphery of the first dog clutch portion 23a. The dog clutch tooth 23b includes three types of clutch front teeth 23b1, clutch intermediate teeth 23b2, and clutch rear teeth 23b3 having different tooth heights. Further, the dog clutch teeth 23b have the same root circle diameter and are formed at the same pitch in the circumferential direction. A pair (two) of clutch front teeth 23b1 are provided at opposing positions that rotate 180 degrees in the circumferential direction. The clutch front teeth 23b1 are formed such that the outer diameter of the tip circle is larger than the inner diameter of the tip circle of the high tooth 26a1 of the sleeve and smaller than the inner diameter of the tip circle of the low tooth 26a2. The clutch front teeth 23b1 are formed to extend from the front end face FE of the first dog clutch portion 23a constituting the meshing portion to the rear end position RE of the first dog clutch portion 23a in the rotation axis CL direction. On the end surface of the clutch front teeth 23b1 on the sleeve 26 side, two inclined surfaces 23b4 that are inclined from the rotation direction from the central portion of the end surface toward the rear end position RE side of the first dog clutch portion 23a are formed. The two inclined surfaces 23b4 are formed, for example, with an inclination of 75% in the opposite direction with respect to the surface orthogonal to the rotation axis CL. When the sleeve 26 approaches the first clutch ring 23 while rotating relatively, the clutch front teeth 23b1 are engaged with the high teeth 26a1 of the sleeve 26 and are not engaged with the low teeth 26a2.

  As shown in FIGS. 3 and 4, the clutch middle teeth 23 b 2 are respectively provided at positions that are 90 ° out of phase by rotating in the circumferential direction from the clutch front teeth 23 b 1. The clutch middle teeth 23b2 are formed such that the outer diameter of the tip circle is larger than the inner diameter of the tip circle of the high tooth 26a1 of the sleeve and smaller than the inner diameter of the tip circle of the low tooth 26a2 (this embodiment). In FIG. 5, the clutch front teeth 23b1 and the clutch middle teeth 23b2 are formed to have the same tooth height). The clutch intermediate teeth 23b2 are moved from the front end surface FE of the first dog clutch portion 23a constituting the meshing portion to the rear end position RE of the first dog clutch portion 23a at a position retracted by the first predetermined amount t1 from the sleeve 26 side in the rotation axis CL direction. It is formed to extend. On the end surface of the clutch middle teeth 23b2 on the sleeve 26 side, two inclined surfaces 23b5 are formed which are inclined from the surface perpendicular to the rotational axis CL from the center of the end surface toward the rear end position RE. . The inclined surface 23b5 is, for example, a circumferential surface (retracted by a second predetermined amount t2) at a position where the inclined surface 23b5 intersects the side surface 23Bb9 of the clutch intermediate teeth 23b2 including the end surface on the sleeve side of the clutch rear teeth 23b3 described later. Position). When the sleeve 26 approaches the first clutch ring 23 while rotating relatively, when the high teeth 26a1 enter the position where the first clutch ring 23 is retracted by the first predetermined amount t1, the clutch intermediate teeth 23b2 It engages with the high teeth 26a1. Further, the clutch middle teeth 23b2 do not engage with the low teeth 26a2 of the sleeve 26 like the clutch front teeth 23b1.

  As shown in FIGS. 3 and 4, eight clutch rear teeth 23b3 are arranged at a phase position between the clutch front teeth 23b1 and the clutch middle teeth 23b2, and the outer diameters of the respective tip circles are set. The sleeve 26 is formed larger than the inner diameter of the tooth tip circle of the low tooth 26 a 2. The clutch rear teeth 23b3 extend from the position retracted from the sleeve 26 side by the second predetermined amount t2 in the rotational axis CL direction from the front end face FE of the first dog clutch part 23a constituting the meshing part to the rear end position RE of the first dog clutch part 23a. It is formed to extend. The second predetermined amount t2 is a value larger than the first predetermined amount t1. Side inclined surfaces 23b6 that are inclined in the rotational direction are provided on both side surfaces of the clutch rear teeth 23b3 on the sleeve 26 side. The side inclined surface 23b6 is formed with an inclination of about 67% with respect to the side surface, for example. When the sleeve 26 approaches the first clutch ring 23 while rotating relatively, when the high teeth 26a1 and the low teeth 26a2 enter the position where the first clutch ring 23 is retracted by the second predetermined amount t2, the clutch rear teeth 23b3 Engages with the high teeth 26a1 and low teeth 26a2 of the sleeve. By engaging the clutch rear teeth 23b3 with the high teeth 26a1 and the low teeth 26a2 of the sleeve, a large rotational torque is transmitted safely and reliably.

  The axial movement device 27 reciprocates the sleeve 26 along the axial direction. When the sleeve 26 is pressed against the first clutch ring 23 or the second clutch ring 24, the first clutch ring 23 or the second clutch ring 24 is moved. When a reaction force is applied from the two clutch ring 24, the sleeve 26 is configured to be allowed to move by the reaction force.

  The axial movement device 27 includes a fork 27a, a fork shaft 27b, and a drive device (actuator) 27c. The front end of the fork 27 a is formed in accordance with the outer peripheral shape of the outer peripheral groove 26 b of the sleeve 26. The base end portion of the fork 27a is fixed to the fork shaft 27b. The fork shaft 27b is slidably supported on the casing 21 along the axial direction. That is, one end (left end) of the fork shaft 27b is supported on the first wall 21b via the bearing 21b3, and the other end (right end) side of the fork shaft 27b is supported on the second wall 21c via the bearing 21c3. The other end of the fork shaft 27b is disposed through the drive device 27c.

  The drive device 27c is a linear drive device using a linear motor as a drive source, and the linear motor described in Japanese Patent Application Laid-Open No. 2008-259413 may be adopted. That is, in the linear drive device 27c, a plurality of coils are juxtaposed along the axial direction to form a cylindrical core, and a plurality of N-pole magnets and S-pole magnets are formed on the fork shaft 27b passing through the through-holes. Are arranged in parallel. By controlling energization to each coil, the fork shaft 27b can be reciprocated, or can be positioned and fixed at an arbitrary position.

  In this embodiment, a linear drive device is used as the drive device. However, when the sleeve 26 is pressed against the first clutch ring 23 or the second clutch ring 24, the first clutch ring 23 or the second clutch ring is used. As long as it is configured to allow the sleeve 26 to move by the reaction force when a reaction force is applied from 24, other drive devices such as a solenoid drive device and a hydraulic drive device may be used. Good.

  The output shaft (counter shaft) 28 is rotatably supported by the casing 21. That is, one end (left end) of the output shaft 28 is supported by the first wall 21b via the bearing 21b2, and the other end (right end) of the output shaft 28 is supported by the second wall 21c via the bearing 21c2.

  A first output gear 28a, a second output gear 28b, and a third output gear 28c are fixed to the output shaft 28 by spline fitting or the like.

  The first output gear 28a meshes with a first input gear 23c provided on the outer periphery of the first clutch ring 23, and a helical gear that meshes with the first input gear 23c is formed on the outer peripheral surface. The second output gear 28b meshes with a second input gear 24c provided on the outer periphery of the second clutch ring 24, and a helical gear that meshes with the second input gear 24c is formed on the outer peripheral surface. The third output gear 28c meshes with an input gear (not shown) of the differential device 14, and a helical gear that meshes with the input gear is formed on the outer peripheral surface. Therefore, the driving force of the engine 11 is input from the input shaft 22, is transmitted to the output shaft 28, and is finally output to the differential device 14 via the third output gear 28c.

  Next, the operation of the above-described automatic transmission dog clutch will be described with reference to FIGS. Here, for example, when shifting up, if the sleeve 26 rotates at a high speed and a small moment of inertia, and the first clutch ring 23 (first input gear 23a) rotates at a low speed and a large moment of inertia, the sleeve 26 decelerates. Is done. On the other hand, if the sleeve 26 rotates at a low speed and a small moment of inertia and the first clutch ring 23 rotates at a high speed and a large moment of inertia during the downshift, the sleeve 26 is accelerated. In the following operation, the deceleration operation of the sleeve 26 when shifting up will be described.

  FIG. 7A shows a state before the shift. In this state, when the sleeve 26 is slid toward the first clutch ring 23 in the direction of the rotation axis CL by the axial movement device 27, the sleeve 26 approaches the first clutch ring 23 while relatively rotating by a rotation difference. Then, as shown in FIGS. 7B and 8A, the high teeth 26a1 of the sleeve 26 come into contact with the tops of the inclined surfaces 23b4 of the clutch front teeth 23b1 of the first clutch ring 23. By this contact, the rotational difference between the sleeve 26 and the first clutch ring 23 is slightly reduced. At this time, the low teeth 26a2 are not in contact with anything.

  When the sleeve 26 is further moved to the first clutch ring 23 side by the axial movement device 27, the chamfered surface 26 a 3 of the sleeve 26 is moved to the first clutch ring 23 as shown in FIGS. 7C and 8B. It abuts on an inclined surface 23b4 provided on the clutch front tooth 23b1. The inclined surface 23b4 with which the chamfered surface 26a3 abuts has a gentle inclination with respect to the rotation direction, and the component force in the rotation direction applied by the force applied by the sleeve 26 by the axial movement device 27 is small. The rotation difference is gradually reduced by repeating a plurality of abutments and bullets instead of a sudden one.

  Further, when the sleeve 26 is moved to the first clutch ring 23 side by the axial movement device 27, the high teeth 26a1 enter between the clutch front teeth 23b1, and the high teeth 26a1 in which the moment of inertia is small and in a free state. However, it repeats abutting and repelling on the opposite side surface 23b7 between the entered clutch front teeth 23b1, thereby reducing the rotational difference. When the sleeve 26 is moved to the first clutch ring 23 side, the high teeth 26a1 can be fitted into any tooth groove of the dog clutch teeth 23b without using the side surface 23b7 of the clutch front teeth 23b1 as a guide. However, if the high teeth 26a1 (and the low teeth 26a2) try to fit into the tooth gaps between the clutch rear teeth 23b3, the distance between the adjacent clutch rear teeth 23b3 is short, and therefore, the high teeth 26a1 (and the low teeth 26a2) may be repelled by the clutch rear teeth 23b3. It is thought that there are many. Therefore, in order to quickly mesh the high teeth 26a1 with the dog clutch teeth 23b, it is effective to guide the high teeth 26a1 with the side surface 23b7 of the clutch front teeth 23b1 and insert the high teeth 26a1 into the tooth spaces 23b8 adjacent to the clutch front teeth 23b1. it is conceivable that.

  However, when the high tooth 26a1 is bounced without entering the tooth groove 23b8 adjacent to the clutch front tooth 23b1 in a state where the rotational difference between the sleeve 26 and the first clutch ring 23 is reduced, the high tooth 26a1 is moved to the next clutch front tooth. Since it moves at a relative speed with a small rotational difference until it reaches 23b1, it may take a long time and hinder realization of a quick shifting operation.

  In the present embodiment, the clutch front teeth 23b1 and the clutch front teeth 23b1 adjacent to the clutch front teeth 23b1 (the phases are opposed at 180 degrees) are shifted from the clutch front teeth 23b1 by 90 degrees. Clutch middle teeth 23b2 formed with the same tooth height as 23b1 are arranged. Therefore, as shown in FIG. 8 (c), the high teeth 26a1 of the sleeve 26 abut against the clutch middle teeth 23b2 positioned in the middle between the bounced clutch front teeth 23b1 and the next clutch front teeth 23b1. As shown in FIG. 5, the clutch middle teeth 23 b 2 are fitted into the tooth grooves 23 b 10 adjacent to the clutch middle teeth 23 b 2 using the inclined surfaces 23 b 5 and the side surfaces 23 b 9 as guides. (Depending on the degree of the small rotation difference, the high teeth 26a1 move while repeating contact and resilience between the side surfaces 23b7 and 23b9 opposed to the adjacent clutch front teeth 23b1 and the clutch middle teeth 23b2.) At this time, the low teeth of the sleeve 26 mesh with all the dog clutch teeth 23b including the clutch rear teeth 23b3 of the first clutch ring 23. Thus, even when the rotational difference between the sleeve 26 and the first clutch ring 23 is small, the inner teeth 26a of the sleeve 26 and the first dog clutch portion 23a of the first clutch ring 23 can be engaged with each other in half time. As a result, a quick shifting operation can be realized.

  For example, when the sleeve 26 rotates at a low speed and a small moment of inertia and the first clutch ring 23 rotates at a high speed and a large moment of inertia, such as when shifting down, the sleeve 26 is increased in speed and the sleeve 26 is rotated. The relative rotation between the first clutch ring 23 and the first clutch ring 23 is opposite to the above. For this reason, the clutch front portion 23b1 into which the high teeth 26a1 are inserted and the tooth grooves 23b8 and 23b10 of the clutch middle teeth 23b2 are in a position opposite to the clutch front teeth 23b1 and the clutch middle teeth 23b2 (the clutch front teeth 23b1 or FIG. The lower tooth groove 23b8, 23b10) adjacent to the clutch middle tooth 23b2. Other actions are the same as when the sleeve 26 decelerates.

  As is clear from the above description, the outer diameter of the clutch front teeth 23b1 is larger than the inner diameter of the high teeth 26a1 of the sleeve and smaller than the inner diameter of the low teeth 26a2. Then, the end surfaces of the high teeth 26a1 of the sleeve 26 come into contact with the clutch front teeth 23b1 of the first clutch ring 23, and the rotational difference between the sleeve 26 and the first clutch ring 23 decreases. Then, the high teeth 26a1 of the sleeve 26 enter the rotation axis CL direction between the clutch front teeth 23b1, and the side surfaces of the high teeth 26a1 and the side surfaces 23b7 of the clutch front teeth 23b1 contact each other. For example, the high teeth 26a1 have a small moment of inertia and are free. In this state, the high teeth 26a1 repeatedly abuts and repels against the opposing side surface 23b7 of the adjacent clutch front teeth 23b1 into which the high teeth 26a1 have entered, thereby further reducing the rotation difference and the sleeve 26. The first clutch ring 23 approaches. Since the clutch middle teeth 23b2 are arranged between the clutch front teeth 23b1 and the clutch front teeth 23b1 adjacent to the clutch front teeth 23b1, the high teeth 26a1 are located from the front end surface of the meshing portion (first dog clutch portion 23a). When the first predetermined amount t1 is entered, the high teeth 26a1 of the sleeve 26 come into contact with the clutch intermediate teeth 23b2. Then, the high tooth 26a1 repeatedly contacts and repels the opposite side surfaces 23b7 and 23b9 of the clutch front tooth 23b1 and the clutch intermediate tooth 23b2 into which the high tooth 26a1 has entered, thereby further reducing the rotation difference. The high teeth 26a1 are fitted into the tooth spaces 23b10 adjacent to the clutch intermediate teeth 23b2 with the side surface 23b9 of the clutch intermediate teeth 23b2 as a guide. At this time, all the dog clutch teeth 23b including the low teeth 26a2 of the sleeve 26 and the clutch rear teeth 23b3 of the first clutch ring 23 mesh simultaneously. As a result, even when the rotational difference is small, the time is shorter than the time of repeated contact and bullet movement between the opposing side surfaces 23b7 of the adjacent clutch front teeth 23b1 into which the high teeth 26a1 of the sleeve 26 have entered, Since the high teeth 26a1 of the sleeve move between the opposite side surfaces 23b7 and 23b9 of the adjacent clutch front teeth 23b1 and the clutch intermediate teeth 23b2, the high teeth 26a1 quickly fit into the tooth grooves 23b10 adjacent to the clutch intermediate teeth 23b2. be able to. In this way, even when the rotational difference becomes small, the inner teeth 26a of the sleeve 26 and the dog clutch portion 23b of the first clutch ring 23 can be engaged completely and quickly.

  Further, the clutch front teeth 23b1 are provided on the circumference in opposition to each other, and the distance between both teeth 23b1 is long. Therefore, even when there is a large rotational difference between the sleeve 26 and the first clutch ring 23, the sleeve 26 The high teeth 26 a 1 can easily enter between the clutch front teeth 23 b 1 of the first clutch ring 23. When the high teeth 26a1 of the sleeve 26 enter between the clutch front teeth 23b1 and the rotation difference decreases, the high teeth 26a1 engage with the clutch middle teeth 23b2 that are 90 degrees out of phase with the clutch front teeth 23b1. Then, the high teeth 26a1 enter between the clutch middle teeth 23b2, and the high teeth 26a1 and the clutch middle teeth 23b2 are engaged with each other so that half of the high teeth 26a1 and the clutch front teeth 23b1 are in contact with each other. The internal teeth 26a of the sleeve 26 and the first dog clutch portion 23a of the first clutch ring 23 can be quickly meshed with time.

  In addition, although the tooth height of the clutch middle teeth 23b2 in this embodiment is the same as the tooth height of the clutch front teeth 23b1, the present invention is not limited to this, and the clutch middle teeth have an outer diameter of the tip circle of the high teeth of the sleeve. What is necessary is just to be larger than the inner diameter of the tooth tip circle and smaller than the inner diameter of the low tooth tip circle. For example, the tooth height of the clutch middle teeth may be higher than the tooth height of the clutch front teeth.

  In addition, the clutch front teeth are two opposed to each other on the circumference of the clutch ring. However, the present invention is not limited to this. For example, three or more clutch teeth are arranged at equal distances from each other on the circumference of the clutch ring. May be used.

  Further, the clutch middle teeth are arranged at a position shifted by 90 degrees in the circumferential direction from the clutch front teeth. However, the present invention is not limited to this. For example, between the clutch front teeth on the circumferential direction of the clutch front teeth. It suffices if it is present, and it is desirable to be located near the center between adjacent front teeth of the clutch.

  The rotation shaft is the input shaft (input shaft) 22 of the automatic transmission that is rotationally connected to the output shaft of the engine 11 via the clutch 12, but is not limited to this. An output shaft that transmits rotational torque may be used as the rotation axis. Specifically, an input shaft of an automatic transmission that is connected to an output shaft of the engine via a clutch, a counter shaft that is provided in parallel to the input shaft and is rotationally connected via a transmission gear, In the structure of an automatic transmission having an output shaft having a rotation axis parallel to the counter shaft and provided with a plurality of idle gears meshing with a plurality of transmission gears provided on the counter shaft, The shaft may be a rotational axis. In this case, the sleeve side has a large moment of inertia and the clutch ring side has a small moment of inertia (free).

  Further, the rotary shaft that is rotationally connected to the input shaft of the automatic transmission includes the case where the rotary shaft is directly connected to the input shaft as in this embodiment, and is rotationally connected to the output shaft of the automatic transmission. The rotating shaft includes a case where the rotating shaft is directly connected to the output shaft (output shaft).

  The present invention is not limited to the embodiment described above and shown in the drawings, and can be implemented with appropriate modifications within a range not departing from the gist.

  DESCRIPTION OF SYMBOLS 13 ... Automatic transmission, 22 ... Input shaft / rotation shaft (input shaft), 23 ... Clutch ring (first clutch ring), 23a ... Engagement portion / dog clutch portion (first dog clutch portion) , 23b1 ... clutch front teeth, 23b2 ... clutch middle teeth, 23b3 ... clutch rear teeth, 24 ... clutch ring (second clutch ring), 25 ... hub (clutch hub), 26 ... · Sleeve · 26a · · · Spline (inner teeth) · 27 · · · Axial device · 28 · · · Output shaft (output shaft) · CL · · · axis (rotation axis) · FE · · · front end surface · RE ... rear end position, t1 ... first predetermined amount, t2 ... second predetermined amount.

Claims (2)

A rotary shaft that is rotatably connected to one of the input shaft and output shaft of the automatic transmission and is rotatably supported about the axis;
A clutch ring rotatably supported on the rotating shaft and rotationally connected to the other of the input shaft and the output shaft;
A hub fixed to the rotating shaft adjacent to the clutch ring;
A sleeve fitted to the hub and the spline so as to be movable in the axial direction;
An axial movement device for moving the sleeve in the axial direction;
A dog clutch portion that is formed in a meshing portion that protrudes toward the sleeve of the clutch ring and meshes with the spline in a releasable manner according to the axial movement of the sleeve;
The spline formed on the sleeve has a plurality of high teeth formed higher in height than the remaining low teeth,
The dog clutch portion has an outer diameter that is larger than an inner diameter of the high teeth and is smaller than an inner diameter of the low teeth, and the same number of clutch front teeth as the high teeth correspond to the high teeth from the front end surface of the meshing portion. The intermediate teeth of the same number of the high teeth as the outer teeth having an outer diameter larger than the inner diameter of the high teeth and smaller than the inner diameter of the low teeth are at a position out of phase with the front teeth of the clutch. The rear teeth that extend from the position retracted from the front end surface of the engagement portion by a first predetermined amount to the rear end position of the dog clutch portion and can mesh with the tooth groove of the spline are formed at the front end of the engagement portion. A dog clutch for an automatic transmission formed to extend from a position retracted from a surface by a second predetermined amount larger than the first predetermined amount to a rear end position of the dog clutch portion.   2. The automatic clutch clutch according to claim 1, wherein two clutch front teeth are provided opposite to each other on the circumference of the clutch ring, and the clutch middle teeth are provided 90 degrees out of phase in the circumferential direction from the clutch front teeth. Dog clutch for transmission.

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