JP6116280B2 - Shifting device for automatic transmission - Google Patents

Description

  The present invention relates to a shift operation device for an automatic transmission used in a vehicle.

2. Description of the Related Art Conventionally, several automatic transmissions based on gear-type manual transmissions, which are considered to have good power transmission efficiency, have been proposed as automatic transmissions for vehicles such as automobiles. For example, as shown in Patent Document 1, a shift operation device for an automatic transmission that drives a gear transmission mechanism by a motor and operates a sleeve of a shift clutch engaged with a shift fork to switch the gear stage has been proposed.

  As shown in FIG. 1, a shift operation device disclosed in Patent Document 1 includes a selection drive motor (slide drive motor) that is a drive source (slide actuator) of a slide mechanism, and a drive source (rotation actuator) of a rotation mechanism. ) Which is a shift drive motor (rotation drive motor). The transmission main shaft includes a circumferential rack at the top (in the drawing), a spline driving gear and a spline that is slidably fitted in the axial direction at the center, and a lever below. When the main shaft for shifting is slid by driving of the selection drive motor, one of the gates of the shift fork and its lever are selectively engaged. Then, in the engaged state, the shift drive motor rotates the rotation pinion, the rotation pinion as the bevel gear, the driven gear as the bevel gear, the first intermediate drive gear, the first intermediate driven gear, and the second intermediate The rotational force is sequentially transmitted to the drive gear, the transmission main shaft drive gear, and the transmission main shaft to rotate and drive each shift fork to switch each gear stage.

JP 2002-139145 A (see FIG. 1)

  However, the shift operation device disclosed in Patent Document 1 requires two motors, a shift drive motor and a select drive motor, and various control equipment such as an ECU, a driver, and a sensor associated with the two motors. Is required, resulting in an increase in the number of parts of the shift operation device. In addition, with the increase in the number of parts of such a shift operation device, the manufacturing cost of the shift operation device increases, the mountability of the shift operation device on the vehicle deteriorates, and the weight of the vehicle increases. There was a problem.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a shift operation device for an automatic transmission that can suppress an increase in the number of parts.

  The invention according to claim 1, which has been made to solve the above-described problems, includes a main body, a rotating member attached to the main body so as to be rotatable with respect to the main body and movable in an axial direction, and the main body. A shift member rotatably attached to the main body, movably attached to the main body in the axial direction, and detachable from the rotary member. A plurality of transmission members that move to operate a selection mechanism of the automatic transmission, a single motor that rotates the shift member forward and backward, and when the shift member is rotated forward by the motor, the shift member; By rotating the rotating member integrally, a select mechanism for performing a selecting operation for engaging the rotating member with one of the plurality of transmitting members, and the motor. When the shift member is reversely rotated, by relative rotation of the rotary member and the shift member has a shift mechanism for shifting operation of moving the rotating member in the axial direction.

  According to a second aspect of the present invention, in the first aspect, the selection mechanism includes a first one-way clutch that restricts rotation of the shift member only in a positive rotation direction with respect to the rotation member, and the shift mechanism includes the rotation A second one-way clutch that restricts rotation of the member in the reverse rotation direction relative to the main body; and a movement mechanism that moves the rotation member in the axial direction when the rotation member and the shift member rotate relative to each other.

  According to a third aspect of the present invention, in the first or second aspect, the rotating member is configured to be able to stop at a non-engaging position that is a rotating position that is not engaged with any of the shift members. In the engaged position, the shift operation is possible.

The invention according to claim 4, Oite to claim 2, wherein the moving mechanism, the rotary member and is round formed on one peripheral surface of the shift member, and the other or the other of the rotary member and the shift member The shift groove includes a shift groove that engages with a connecting member, and the shift groove has a low inclination angle portion with a small inclination angle with respect to the circumferential direction of the peripheral surface, and an inclination angle with respect to the circumferential direction of the peripheral surface is the low inclination angle portion. And a high inclination angle portion formed continuously with the low inclination angle portion.

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects, a plurality of engaging portions that engage with and disengage from the transmission member are formed on the rotating member.

The invention according to claim 6, Oite to claim 2, wherein the second one-way clutch, a latch gear formed on an outer peripheral portion of the rotary member, slidably disposed in a radial direction of said rotary member A pawl member that engages with the latch gear and restricts the rotation of the rotating member in the reverse rotation direction with respect to the main body, and detects a sliding of the pawl member; and the sliding detector And a rotational position detecting means for detecting a rotational position of the rotating member based on the sliding of the pawl member detected by.

The invention according to claim 7, Oite to claim 2, wherein the first one-way clutch is configured to be a predetermined angle backlash with respect to the rotation in the forward rotational direction relative to the rotating member of the shifting member.

  According to an eighth aspect of the present invention, in any one of the first to seventh aspects, the shift member is disposed inside the rotary member and coaxially with the rotary member, and the motor includes the shift member. Rotate forward or backward.

  According to the first aspect of the present invention, the single motor causes the shift member and the rotation member to rotate integrally by rotating the shift member in the forward direction, so that the rotation member is one of the plurality of transmission members. And a select operation for selecting one of the plurality of transmission members. A single motor reversely rotates the shift member, thereby rotating the rotation member and the shift member relative to each other, moving the rotation member in the axial direction, and moving the selected transmission member in the axial direction. I do. As described above, since both the selection operation and the shift operation can be performed by a single motor, it is possible to provide a shift operation device for an automatic transmission that can suppress an increase in the number of parts.

  According to the invention of claim 2, the first one-way clutch restricts the rotation of the shift member in the forward rotation direction relative to the rotation member, and the second one-way clutch restricts the rotation of the rotation member in the reverse rotation direction relative to the main body, The single motor rotates the shift member forward and backward. Thus, when the shift member is rotated forward by a single motor, the first one-way clutch restricts the rotation of the shift member in the forward rotation direction with respect to the rotating member, and the shift member and the rotating member can be rotated positively integrally. Therefore, the rotating member and the shift member do not rotate relative to each other, and the rotating member does not slide in the axial direction with respect to the shift member. For this reason, by performing normal rotation of the rotating member and engaging the rotating member with one of the plurality of transmitting members, the selection operation for selecting one transmitting member among the plurality of transmitting members is reliably performed. be able to.

  Further, when the shift member is reversely rotated by the single motor, the second one-way clutch restricts the rotation of the rotation member in the reverse rotation direction with respect to the main body, so that only the shift member is reversely rotated with respect to the main body, The rotating member and the shift member can be relatively rotated. For this reason, by the relative rotation of the rotation member and the shift member, it is possible to reliably perform the shift operation of moving the rotation member in the axial direction and moving the selected transmission member in the axial direction.

  According to the invention of claim 3, the rotating member is configured to be able to stop at the non-engagement position that is the rotation position not engaged with any transmission member, and the shift operation device is A shift operation is possible. Accordingly, when the second speed up shift or the second speed down shift is performed, the shift operation of the next gear stage can be quickly performed by performing the shift operation in a state where the rotating member is in the non-engagement position. In other words, in the case of a 2-speed up shift or 2-speed down shift, the shift operation must be performed twice. However, if the shift member is shifted in a state where the rotating member is in the disengaged position, the transmission member does not move. The synchronization time of the rotation by the synchronizer ring can be reduced, and the second speed up shift or the second speed down shift can be performed quickly.

  According to the invention of claim 4, the shift groove includes a low inclination angle portion having a small inclination angle, and a high inclination angle portion formed so as to be continuous with the low inclination angle portion, the inclination angle being larger than the low inclination angle portion. Have. As a result, the synchronizer ring can be moved with a large load by sliding the rotating member in the axial direction with the low inclination angle portion, and the rotation of the idler gear and the shaft meshing therewith can be reliably synchronized. it can. In addition, by sliding the rotating member in the axial direction by the high inclination angle portion, the synchronizer ring can be quickly moved after the idle gear and the shaft are synchronized, and the shift operation can be completed quickly.

  According to the invention which concerns on Claim 5, the engaging part engaged / disengaged with a transmission member is formed in multiple numbers by the rotating member. Thereby, even if it is a case after passing through the transmission member which an engagement part engages and selects, since the next engagement part is waiting before the transmission member which engages and selects, The select operation can be executed quickly.

  According to the sixth aspect of the present invention, the second one-way clutch includes a latch gear formed on the outer peripheral portion of the rotating member, and is disposed so as to be slidable in the radial direction of the rotating member and engages with the latch gear. And a pawl member that restricts rotation in the reverse rotation direction with respect to the main body. The sliding detection unit detects the sliding of the pawl member, and the rotational position detecting means detects the rotational position of the rotating member based on the sliding of the pawl member detected by the sliding detection unit. As a result, the rotation position detecting means can detect the rotation position of the rotation member with certainty by detecting that the pawl member has passed over the latch gear based on the detection signal from the sliding detection unit. In addition, since the second one-way clutch is provided with the sliding detection unit, it is not necessary to provide a dedicated detection unit for detecting the rotational position of the rotating member, and the manufacturing cost can be reduced.

  The invention according to claim 7 is configured such that the first one-way clutch is capable of backlash by a predetermined angle with respect to the rotation of the shift member in the forward rotation direction with respect to the rotation member. Thereby, during the shift operation, even if the shift member is reversely rotated in the reverse direction and then returned to the positive rotation direction by the excessive angle, the rotation member does not rotate in the normal rotation direction. For this reason, the shift operation can be reliably performed by rotating the shift member in the reverse direction.

  In the invention according to claim 8, the shift member is disposed coaxially with the rotation member inside the rotation member. Thus, since the shift member is disposed inside the rotating member, the shift operation device does not increase in the axial direction, and the shift operation device can be made compact.

It is a skeleton figure of an automatic transmission provided with the shift operation device of this embodiment, and a vehicle carrying the automatic transmission. It is an axial sectional view of a selection mechanism. It is a perspective view of the shift operation apparatus of this embodiment. (A) It is a top view of the shift operation apparatus of this embodiment. (B) It is an A arrow view of (A), and is a side view of the shift operation device of this embodiment. It is BB sectional drawing of (B) of FIG. (A) It is DD sectional drawing of FIG. (B) It is CC sectional drawing of FIG. (A) It is a front view of a shift member and a shaft. (B) It is an expanded shape figure of the shift groove | channel of a shift member. It is a perspective view of a rotating member and an engaged part. It is explanatory drawing which showed the engagement state of the rotating member engaging part and the to-be-engaged part of a shift fork member. It is a flowchart of the shift control which is a control program performed by AMT-ECU of FIG. It is a conceptual diagram showing the relationship between the position of each shift fork and a gear position. It is sectional drawing of the shift operation apparatus of another embodiment. It is the conceptual diagram showing the relationship between the position of the shift fork of another embodiment, and a gear stage.

(Vehicle equipped with the shift operation device of the present embodiment)
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram of an automatic transmission equipped with the shift operation device of the present embodiment and a vehicle 1000 equipped with the automatic transmission. As shown in FIG. 1, a vehicle 1000 includes an engine EG, a clutch C, an automated manual transmission AMT (hereinafter abbreviated as AMT), a differential DF, and driving wheels Wl and Wr.

  The engine EG is a gasoline engine, a diesel engine, or the like that uses a hydrocarbon fuel such as gasoline or light oil, and outputs rotational torque. The rotational torque output from engine EG is transmitted to drive shaft EG-1.

(clutch)
The clutch C is provided between the drive shaft EG-1 and the input shaft 131 of the AMT, connects and disconnects the drive shaft EG-1 and the input shaft 131, and transmits between the drive shaft EG-1 and the input shaft 131. Any type of clutch with electronic control of torque. In the present embodiment, the clutch C is a dry single-plate normally closed clutch, and includes a flywheel 121, a clutch disk 122, a clutch cover 123, a pressure plate 124, and a diaphragm spring 125. The flywheel 121 is a disk having a predetermined mass, is connected to the drive shaft EG-1, and rotates integrally with the drive shaft EG-1. The clutch disk 122 has a disk shape with a friction member 122a provided on the outer edge thereof, and faces the flywheel 121 so as to be detachable. The clutch disk 122 is connected to the input shaft 131 and rotates integrally with the input shaft 131.

  The clutch cover 123 is connected to the outer edge of the flywheel 121 and is provided radially inward from the cylindrical portion 123a provided on the outer peripheral side of the clutch disc 122 and the end of the cylindrical portion 123a opposite to the connection portion with the flywheel 121. It is comprised from the extended annular plate-shaped side peripheral wall 123b. The pressure plate 124 has an annular plate shape and is disposed so as to face the clutch disk 122 on the opposite side to the face facing the flywheel 121 so as to be able to be separated from and attached to the pressure plate 124.

  The diaphragm spring 125 is a kind of so-called disc spring, and a diaphragm that is inclined in the thickness direction is formed. The intermediate portion of the diaphragm spring 125 in the radial direction is in contact with the inner edge of the side peripheral wall 123 b of the clutch cover 123, and the outer edge of the diaphragm spring 125 is in contact with the pressure plate 124. The diaphragm spring 125 presses the clutch disc 122 against the flywheel 121 via the pressure plate 124. In this state, the friction member 122 a of the clutch disk 122 is pressed by the flywheel 121 and the pressure plate 124, and the clutch disk 122 and the flywheel 121 rotate integrally by the frictional force between the friction member 122 a, the flywheel 121, and the pressure plate 124. Then, the drive shaft EG-1 and the input shaft 131 are connected.

  The clutch actuator 129 is driven and controlled by the AMT-ECU 113, and presses or releases the inner edge of the diaphragm spring 125 toward the flywheel 121, thereby making the transmission torque of the clutch C variable. The clutch actuator 129 includes an electric type and a hydraulic type. When the clutch actuator 129 presses the inner edge of the diaphragm spring 125 toward the flywheel 121, the diaphragm spring 125 is deformed and the outer edge of the diaphragm spring 125 is deformed in a direction away from the flywheel 121. Then, due to the deformation of the diaphragm spring 125, the pressing force with which the flywheel 121 and the pressure plate 124 press the clutch disc 122 is gradually reduced, and the transmission torque between the clutch disc 122 and the flywheel 121 is also gradually reduced. The shaft EG-1 and the input shaft 131 are cut. As described above, the AMT-ECU 113 arbitrarily varies the transmission torque between the clutch disk 122 and the flywheel 121 by driving the clutch actuator 129.

(Automated manual transmission)
The AMT is a gear mechanism type automatic transmission that shifts the rotational torque from the engine EG at a gear ratio of a plurality of gears and outputs it to the differential DF. Further, the AMT of the present embodiment is a synchromesh automatic transmission having a synchromesh mechanism described later. The AMT includes an AMT-ECU 113, an input shaft 131, an output shaft 132, a first drive gear 141, a second drive gear 142, a third drive gear 143, a fourth drive gear 144, a fifth drive gear 145, a reverse drive gear 146, First driven gear 151, second driven gear 152, third driven gear 153, fourth driven gear 154, fifth driven gear 155, reverse driven gear 156, output gear 157, reverse idler gear 161, first selection mechanism 100, second selection mechanism 200, A third selection mechanism 300 is included.

  The input shaft 131 is a shaft to which rotational torque from the engine EG is input, and rotates integrally with the clutch disk 122 of the clutch C. The output shaft 132 is a shaft that outputs the rotational torque input to the AMT to the differential DF, and is disposed in parallel with the input shaft 131. The input shaft 131 and the output shaft 132 are rotatably supported by an AMT housing (not shown).

  The first drive gear 141 and the second drive gear 142 are fixed gears fixed to the input shaft 131 so as not to rotate relative to each other. The third drive gear 143, the fourth drive gear 144, the fifth drive gear 145, and the reverse drive gear 146 are idle gears provided on the input shaft 131 so as to be rotatable relative to the input shaft 131.

  The first driven gear 151 and the second driven gear 152 are idle gears attached to the output shaft 132 so as to be capable of relative rotation (free rotation). The third driven gear 153, the fourth driven gear 154, the fifth driven gear 155, the reverse driven gear 156, and the output gear 157 are fixed gears fixed to the output shaft 132 so as not to be relatively rotatable.

  The first drive gear 141 and the first driven gear 151 are gears that mesh with each other and constitute a first gear. The second drive gear 142 and the second driven gear 152 are gears that mesh with each other and constitute a second gear. The third drive gear 143 and the third driven gear 153 are gears that mesh with each other and constitute a third gear. The fourth drive gear 144 and the fourth driven gear 154 are gears that mesh with each other and constitute a fourth speed stage. The fifth drive gear 145 and the fifth driven gear 155 are gears that mesh with each other and constitute a fifth gear.

  The gear diameter increases in the order of the first drive gear 141, the second drive gear 142, the third drive gear 143, the fourth drive gear 144, and the fifth drive gear 145. The first driven gear 151, the second driven gear 152, the third driven gear 153, the fourth driven gear 154, and the fifth driven gear 155 have smaller gear diameters in this order.

  The reverse idler gear 161 is disposed between the reverse drive gear 146 and the reverse driven gear 156 and meshes with the reverse drive gear 146 and the reverse driven gear 156. The reverse idler gear 161, the reverse drive gear 146, and the reverse driven gear 156 are reverse gears.

  The output gear 157 meshes with the ring gear DF-1 of the differential DF, and outputs the rotational torque input to the output shaft 132 to the differential DF.

(Selection mechanism)
[First selection mechanism]
The first selection mechanism 100 selects the first driven gear 151 or the second driven gear 152 and connects it to the output shaft 132 so as not to be relatively rotatable. As shown in FIGS. 1 and 2, the first selection mechanism 100 includes a first clutch hub H1, a first speed engagement member E1, a second speed engagement member E2, a first synchronizer ring R1, a second It consists of a synchronizer ring R2 and a first sleeve S1. The first clutch hub H1 is spline-fixed to the output shaft 132 between the first driven gear 151 and the second driven gear 152 in the axial direction. The first speed engagement member E1 and the second speed engagement member E2 are members fixed to the first driven gear 151 and the second driven gear 152, for example, by press fitting. The first synchronizer ring R1 is interposed between the first clutch hub H1 and the first speed engagement member E1, and the second synchronizer ring R2 is interposed between the first clutch hub H1 and the second speed engagement member E2. Is done. The first sleeve S1 is spline engaged with the outer periphery of the first clutch hub H1 so as to be axially movable.

  The first selection mechanism 100 enables the engagement of one of the first driven gear 151 and the second driven gear 152 with the output shaft 132, and both the first driven gear 151 and the second driven gear 152 with respect to the output shaft 132. Thus, a known synchromesh mechanism that can be released is configured.

  The first sleeve S1 of the first selection mechanism 100 is not engaged with either the first speed engagement member E1 or the second speed engagement member E2 in the “neutral position” shown in FIG. An annular first engagement groove S1-1 is formed on the outer periphery of the first sleeve S1. A first shift fork F1 (shown in FIG. 3) is engaged with the first engagement groove S1-1.

  When the first sleeve S1 is shifted toward the first driven gear 151 by the first shift fork F1, the first sleeve S1 is spline-engaged with the first synchronizer ring R1 to synchronize the rotation of the output shaft 132 and the first driven gear 151. The first driven gear 151 is then engaged with the external spline on the outer periphery of the first speed engagement member E1, and the first driven gear 151 is connected to the output shaft 132 so as not to be relatively rotatable, thereby forming the first gear. Further, if the first sleeve S1 is shifted to the second driven gear 152 side by the first shift fork F1, the second synchronizer ring R2 similarly synchronizes the rotation of the output shaft 132 and the second driven gear 152, and then Both are connected in a relatively non-rotatable manner to form a second gear.

[Second selection mechanism]
The second selection mechanism 200 selects the third drive gear 143 or the fourth drive gear 144 and connects it to the input shaft 131 so as not to be relatively rotatable. The second selection mechanism 200 includes a second clutch hub H2, a third speed engagement member E3, a fourth speed engagement member E4, a third synchronizer ring R3, a fourth synchronizer ring R4, and a second sleeve S2. It is composed of

  The second selection mechanism 200 is a synchromesh mechanism similar to the first selection mechanism 100, and the second clutch hub H2 is fixed to the input shaft 131 between the third drive gear 143 and the fourth drive gear 144, and The only difference is that the third speed engagement member E3 and the fourth speed engagement member E4 are fixed to the third drive gear 143 and the fourth drive gear 144, respectively. In the “neutral position”, the second selection mechanism 200 is not engaged with any of the engagement members E3 and E4. An annular second engagement groove S2-1 is formed on the outer periphery of the second sleeve S2. The second shift fork F2 is engaged with the second engagement groove S2-1.

  If the second sleeve S2 is shifted to the third drive gear 143 by the second shift fork F2, the rotation of the input shaft 131 and the third drive gear 143 is synchronized, and then the two are integrally connected to the third speed. A step is formed. Further, if the second sleeve S2 is shifted to the fourth drive gear 144 side by the second shift fork F2, the rotation of the input shaft 131 and the fourth drive gear 144 is synchronized, and then both are directly connected to the fourth speed. A step is formed.

[Third selection mechanism]
The third selection mechanism 300 selects the fifth drive gear 145 or the reverse drive gear 146 and connects it to the input shaft 131 so as not to be relatively rotatable. The third selection mechanism 300 includes a third clutch hub H3, a fifth speed engagement member E5, a reverse engagement member ER, a fifth synchronizer ring R5, a reverse synchronizer ring RR, and a third sleeve S3. ing.

  The third selection mechanism 300 is a synchromesh mechanism similar to the first selection mechanism 100, and the third clutch hub H3 is fixed to the input shaft 131 between the fifth drive gear 145 and the reverse drive gear 146, and the fifth clutch The only difference is that the fast engagement member E5 and the reverse engagement member ER are fixed to the fourth drive gear 144 and the reverse drive gear 146, respectively. The third selection mechanism 300 is not engaged with any of the engagement members E5 and ER in the “neutral position”. An annular third engagement groove S3-1 is formed on the outer periphery of the third sleeve S3. The third shift fork F3 is engaged with the third engagement groove S3-1.

  If the third sleeve S3 is shifted to the fifth drive gear 145 by the third shift fork F3, after the rotation of the input shaft 131 and the fifth drive gear 145 is synchronized, the two are integrally connected to the fifth speed. A step is formed. If the third sleeve S3 is shifted toward the reverse drive gear 146 by the third shift fork F3, the rotation of the input shaft 131 and the reverse drive gear 146 is synchronized, and then both are directly connected to form a reverse stage. Is done.

  The differential DF is a device that transmits the rotational torque input from the output shaft 132 of the AMT to the drive wheels Wl and Wr in a differential manner. The differential DF has a ring gear DF-1 that meshes with the output gear 157. With such a structure, the output shaft 132 is rotationally connected to the drive wheels Wl and Wr.

  The AMT-ECU 113 is an electronic control device that controls the AMT. The AMT-ECU 113 includes an input / output interface, a CPU, a RAM, a ROM, and a “storage unit” such as a nonvolatile memory that are connected via a bus. The CPU executes a program corresponding to the flowchart shown in FIG. The RAM temporarily stores variables necessary for execution of the program, and the “storage unit” stores the program.

(Structure of shift operation device)
Next, the shift operation device 90 of this embodiment will be described with reference to FIGS.
As shown in FIGS. 3 to 6, the shift operation device 90 includes a housing 10, a shaft 20, a rotation member 30, a shift member 40, a detent member 50, a first shift fork member 61, a second shift fork member 62, and a third. A shift fork member 63, a motor 70, a rotation angle sensor 75, a drive gear 81, and a driven gear 82 are provided.

In this embodiment, the housing 10 is common to the AMT, but may be a separate body. As shown in FIG. 4, the shaft 20 is rotatably attached to the housing 10. In the following description, the axial direction of the shaft 20 is simply expressed as “axial direction”.
As shown in FIGS. 5 and 6, the shift member 40 has a cylindrical shape in which a mounting hole 40 p penetrating in the axial direction is formed. As shown in FIG. 5, the shaft 20 is inserted into the mounting hole 40 p of the shift member 40, and the shift member 40 is not rotatable relative to the shaft 20 by the bolt 45 that fastens the shift member 40 and the shaft 20. Fixed immovable in the direction. With such a structure, the shift member 40 is rotatably attached to the housing 10. As shown in FIG. 7A, a one-shift groove 40 a is formed on the outer peripheral surface of the shift member 40.

  Hereinafter, the shift groove 40a will be described with reference to FIG. In FIG. 7B, a line that goes around the outer peripheral surface of the shift member 40 at the same position in the axial direction is a neutral line. Then, one side in the axial direction from the neutral line is L side, and the other side in the axial direction from the neutral line is H side.

  As shown in FIG. 7B, the first backlash portion 40b is formed at a predetermined angle along the neutral line from the start position (0 °). A first low inclination angle portion 40c inclined from the neutral line to the L side is formed at a predetermined angle from the end of the first backlash portion 40b. A first high inclination angle portion 40d inclined from the neutral line to the L side is formed at a predetermined angle from the end of the first low inclination angle portion 40c. The inclination angle from the neutral line of the first high inclination angle portion 40d is larger than the inclination angle from the neutral line of the first low inclination angle portion 40c. Further, the formation angle (formation distance) of the first high inclination angle portion 40d is smaller than that of the first low inclination angle portion 40c. A second backlash portion 40e parallel to the neutral line is formed at a predetermined angle from the end of the first high inclination angle portion 40d. A second high inclination angle portion 40f inclined from the neutral line to the H side is formed at a predetermined angle from the end of the second backlash portion 40e. The inclination angle from the neutral line of the second high inclination angle portion 40f is larger than the inclination angle from the neutral line of the first low inclination angle portion 40c. The formation angle from the start position of the first backlash portion 40b to the end of the second high inclination angle portion 40f is 180 ° (intermediate position).

  A third backlash portion 40g is formed at a predetermined angle along the neutral line from the intermediate position (180 °). A second low inclined angle portion 40h inclined from the neutral line to the H side is formed at a predetermined angle from the end of the third backlash portion 40g. A third high inclination angle portion 40i inclined from the neutral line to the H side from the end of the second low inclination angle portion 40h is formed at a predetermined angle. The inclination angle from the neutral line of the third high inclination angle portion 40i is larger than the inclination angle from the neutral line of the second low inclination angle portion 40h. Further, the formation angle (formation distance) of the third high inclination angle portion 40i is smaller than that of the second low inclination angle portion 40h. A fourth backlash portion 40j parallel to the neutral line is formed at a predetermined angle from the end of the third high inclination angle portion 40i. A fourth high inclination angle portion 40k inclined from the neutral line to the L side is formed at a predetermined angle from the end of the fourth backlash portion 40j. The inclination angle from the neutral line of the fourth high inclination angle portion 40k is larger than the inclination angle from the neutral line of the second low inclination angle portion 40h. The formation angle from the start position of the third backlash portion 40g to the end of the fourth high inclination angle portion 40k is 180 °.

  A state of the shift member 40 in which a shift pin 30e (shown in FIG. 5, FIG. 6, FIG. 7A), which will be described later, is in the first backlash portion 40b or the third backlash portion 40g is referred to as a “neutral state”. The state of the shift member 40 in the second backlash portion 40e is referred to as “L side state”, and the state of the shift member 40 in which the shift pin 30e is in the fourth backlash portion 40j is referred to as “H side state”. In the “neutral state”, all the shift forks F1 to F3 are in the “neutral position” shown in FIG. 2, and the AMT is in the neutral state. In the “L-side state”, as shown in FIG. 11, the selected shift forks F1 to F3 are on the L side, and the AMT is any one of the first speed, the third speed, and the fifth speed. In the “H-side state”, the selected shift forks F1 to F3 are on the H side, and the AMT is any one of the second speed, the fourth speed, and the reverse.

  As shown in FIG. 5, a cylindrical rotary member 30 is attached to the outer peripheral side of the shift member 40 so as to be rotatable relative to the shift member 40 and movable in the axial direction. In other words, the rotating member 30 is attached to the housing 10 so as to be rotatable and movable in the axial direction. As shown in FIGS. 4 and 8, a plurality of engaging portions 30i, 30j, and 30k are formed on the outer peripheral surface of the rotating member 30 at a certain angle. In the present embodiment, the engaging portions 30 i, 30 j, and 30 k are plate-like and formed to protrude in the radial direction of the rotating member 30. Further, three first to third engaging portions 30 i, 30 j, 30 k are formed on the outer peripheral surface of the rotating member 30 at 120 ° intervals.

  As shown in FIGS. 3, 6, and 8, a plurality of latch gears 30 b are continuously formed on the outer peripheral surface of the rotating member 30. In the present embodiment, twelve latch gears 30b are formed on the outer peripheral surface of the rotating member 30 with an interval of 30 °. As shown in FIG. 6, one latch gear 30 b extends in the direction inclined from the radial direction of the rotating member 30, the engaging surface 30 c extending in the radial direction along the axial direction of the rotating member 30, The top part has the inclined surface 30d connected with the top part of the engaging surface 30c.

  The detent member 50 is attached to the housing 10. As shown in FIGS. 3, 5, 6, and 8, the detent member 50 is engaged with the engagement surface 30c of the latch gear 30b. As shown in FIG. 5, the detent member 50 includes a housing 50a, a pawl member 50b, an urging member 50c, and a sliding detection sensor 50d. The housing 50 a has a bottomed cylindrical shape that opens to the latch gear 30 b side, and is attached to the housing 10. The pawl member 50b has a hemispherical tip, and the tip protrudes from the opening of the housing 50a and is slidably mounted in the housing 50a. The urging member 50c is a coil spring or the like, and urges the pawl member 50b toward the latch gear 30b. The sliding detection sensor 50d is a proximity sensor, a limit switch, or the like that detects sliding of the pawl member 50b.

  As shown in FIG. 6, the front end of the pawl member 50b is in contact with and engaged with the engagement surface 30c of the latch gear 30b. For this reason, the rotation of the rotation member 30 in the reverse rotation direction is restricted. The tip of the pawl member 50b is in contact with the inclined surface 30d of the latch gear 30b. When the rotating member 30 rotates in the forward rotation direction, the pawl member 50b is pressed by the inclined surface 30d and slides toward the housing 50a, and gets over the latch gear 30b. Thus, the latch gear 30b and the detent member 50 restrict the rotation of the rotating member 30 only in the reverse rotation direction with respect to the housing 10 and allow the rotation of the rotating member 30 only in the forward rotation direction with respect to the housing 10. It functions as a “clutch”.

  When the rotating member 30 rotates in the forward rotation direction and the pawl member 50b is pressed by the inclined surface 30d and slides toward the housing 50a, and passes over the latch gear 30b, the sliding detection sensor 50d The sliding of the pawl member 50b is detected, and it is detected that the pawl member 50b has passed one latch gear 30b. Thus, the detent member 50 provided with the sliding detection sensor 50d functions as a rotational position detection unit that detects the rotational position of the rotational member 30.

  As shown in FIG. 5 and FIG. 7A, a shift pin 30 e that protrudes to the inner peripheral side of the rotating member 30 and engages with the shift groove 40 a of the shift member 40 is formed on the inner peripheral surface of the rotating member 30. ing.

  As shown in FIG. 5 and FIG. 6B, a key recess 40 m is formed in the outer peripheral surface of the shift member 40. A block-like key 41 is attached to the key recess 40 m so as to be slidable in the radial direction of the shift member 40. As shown in FIG. 6B, an engagement surface 41 a extending in the radial direction of the rotating member 30 along the axial direction is formed on one side surface of the key 41. On the side surface of the key 41 opposite to the engagement surface 41a, there is an inclined surface 41b inclined from the radial direction of the rotating member 30 along the axial direction. A biasing member 42 such as a coil spring is disposed between the bottom of the key recess 40 m and the key 41.

  As shown in FIG. 5 and FIG. 6B, a key engaging recess 30 f that engages with the key 41 is formed in the inner peripheral surface of the rotating member 30. As shown in FIG. 6B, the key engagement recess 30 f has a shape corresponding to the key 41. That is, the key engagement recess 30 f extends in the radial direction along the axial direction of the rotating member 30, and an engaged surface 30 g that contacts and engages with the engagement surface 41 a of the key 41 is formed. The key engaging recess 30f has an inclined surface 30h that faces the engaged surface 30g, is inclined from the radial direction along the axial direction of the rotating member 30, and contacts the inclined surface 41b of the key 41. . The crossing angle between the inclined surface 30h and the bottom surface of the key engaging recess 30f is an obtuse angle. The engaged surface 30 g is formed on the forward rotation side with respect to the shift member 40, and the inclined surface 30 h is formed on the reverse rotation side with respect to the shift member 40. As shown in FIG. 5, the width dimension in the axial direction of the shaft 20 of the key engaging recess 30 f is larger than the width dimension in the axial direction of the key 41. For this reason, the rotation member 30 is movable in the axial direction with respect to the shift member 40.

  Since the engagement surface 41 a of the key 41 and the engaged surface 30 g of the rotation member 30 are engaged, the rotation of the rotation member 30 relative to the shift member 40 in the reverse rotation direction is restricted. Since the inclined surface 41b of the key 41 is in contact with the inclined surface 30h of the rotating member 30, the key 41 is moved to the bottom side of the key recess 40m as the shift member 40 rotates relative to the rotating member 30 in the reverse direction. And is accommodated in the key recess 40m, and the rotary member 30 rotates relative to the shift member 40 in the forward rotation direction. As described above, the key 41 and the key engaging recess 30f restrict the rotation of the shift member 40 only in the forward rotation direction relative to the rotation member 30, and allow the shift member 40 to rotate only in the reverse rotation direction relative to the rotation member 30. It functions as a “first one-way clutch”.

  From the position where the key 41 is engaged with the key engagement recess 30f, the shift member 40 is moved from the position where the shift member 40 is reversely rotated with respect to the rotation member 30 by a predetermined angle (less than 180 ° in this embodiment). Even if the key 41 is rotated in the forward rotation direction, the key 41 is not engaged with the key engagement recess 30f, so that the rotating member 30 does not rotate in the forward rotation direction. In other words, the “first one-way clutch” is configured to be capable of backlash by a predetermined angle (less than 180 ° in this embodiment) with respect to the rotation of the shift member 40 in the positive rotation direction with respect to the rotation member 30.

  When the shift member 40 rotates relative to the rotation member 30, the shift member 40 is engaged with the shift groove 40a of the shift member 40 because the shift pin 30e fixed to the rotation member 30 is engaged with the rotation member 30. Moves in the axial direction.

  As shown in FIG. 3, the first shift fork member 61 is disposed on the outer peripheral side of the rotating member 30. The first shift fork member 61 includes a shaft portion 61a, an engaged portion 61b provided at the base end portion of the shaft portion 61a, and a shift fork F1 provided at the tip of the shaft portion 61a. The shaft portion 61a is attached to the housing 10 so as to be movable in the axial direction.

  An engagement recess 61c that can be engaged with or detached from the first to third engagement portions 30i, 30j, 30k is formed in the engaged portion 61b. The shift fork F1 has an arc shape and is engaged with the first engagement groove S1-1 shown in FIG.

  Although not shown, the second shift fork member 62 and the third shift fork member 63 having the same structure as the first shift fork member 61 are disposed on the outer peripheral side of the rotating member 30 from the first shift fork member 61. It is attached to the housing 10 so as to be slidable in the axial direction at a constant angle (30 ° in this embodiment). As shown in the alternate long and short dash line in FIG. 4B and FIG. 8A, the first engaged portion 61b, the second engaged portion 62b, and the third engaged portion 63b are related to the axial direction. In the positions where the first to third engaging portions 30i, 30j, and 30k are formed, the outer peripheral portion of the rotating member 30 is disposed at the predetermined angle (30 ° in the present embodiment). The first shift fork member 61, the second shift fork member 62, and the third shift fork member 63 move in the axial direction, and the force applied to the first shift fork member 61, the second shift fork member 62, and the third shift fork member 63 is applied to the first sleeve S 1 and the second By transmitting to the sleeve S2 and the third sleeve S3, the first sleeve S1, the second sleeve S2, and the third sleeve S3 are moved, respectively, and the AMT first selection mechanism 100, the second selection mechanism 200, respectively. The third selection mechanism 300 is activated.

  A driven gear 82 is fixed to the shaft 20. The motor 70 is a motor whose rotation angle can be controlled. The motor 70 is driven with a rotation angle controlled by an AMT-ECU 113 (shown in FIG. 1). A drive gear 81 that meshes with a driven gear 82 is attached to a rotating shaft 71 of the motor 70. The number of teeth of the driven gear 82 is greater than the number of teeth of the drive gear 81, and the rotation of the motor 70 is decelerated and transmitted to the shaft 20. The rotation angle sensor 75 is a sensor that detects the rotation angle of the motor 70, and is provided in the vicinity of the rotation shaft 71, for example. The rotation angle sensor 75 is communicably connected to the AMT-ECU 113 and outputs detected rotation angle information of the motor 70 to the AMT-ECU 113.

  The AMT-ECU 113 can recognize the rotation angle of the shaft 20 based on the rotation angle information of the motor 70 output from the rotation angle sensor 75, and further, the rotation angle of the shift member 40 and the rotation angle of the rotation member 30. Can be recognized.

[Select operation]
When the motor 70 rotates in the reverse direction and the shaft 20 rotates in the forward direction, as described above, the “second one-way clutch” (the latch gear 30b and the detent member 50) rotates the rotating member 30 in the forward rotation direction with respect to the housing 10. The “first one-way clutch” (key 41, key engaging recess 30f) restricts the rotation of the rotating member 30 in the reverse rotation direction with respect to the shift member 40. Rotate in the direction of rotation.

  Thus, each time the rotating member 30 rotates in the forward rotation direction and the pawl member 50b gets over the latch gear 30b, any one of the first engaging portion 30i to the third engaging portion 30k becomes the first engaged portion. A state where the first shift fork member 61 is selected (shown in FIG. 9A) is engaged with the coupling portion 61b, and any one of the first engagement portion 30i to the third engagement portion 30k is the second A state in which the second shift fork member 62 is selected by engaging with the engaged portion 62b (shown in FIG. 9B), any one of the first engaging portion 30i to the third engaging portion 30k is A state in which the third shift fork member 63 is selected by engaging with the third engaged portion 63b (shown in FIG. 9C), and any of the first engaging portion 30i to the third engaging portion 30k. Is not engaged with any of the first engaged portions 61b to the third engaged portion 63b (non-engaged position) (FIG. 9). It is either in the state of (D) shown).

  When the pawl member 50b gets over the latch gear 30b, the sliding detection sensor 50d detects the sliding of the pawl member 50b and outputs detection information to the AMT-ECU 113. For this reason, the AMT-ECU 113 can recognize the rotation angle of the rotating member 30, which one of the first shift fork member 61 to the third shift fork member 63 is selected, or the first shift fork member 61. The non-selected state in which none of the third shift fork members 63 is selected can be recognized. Further, the AMT-ECU 113 recognizes the rotation angle of the shift member 40 based on the rotation angle information of the motor 70 output from the rotation angle sensor 75, whereby the first shift fork member 61 to the third shift fork member 63. Is selected, or a non-selected state in which none of the first shift fork member 61 to the third shift fork member 63 is selected can be recognized.

  As shown in FIG. 9D, when the engaging portion 30i passes through the engaged portions 61b, 62b, and 63b, the next engaging portion 30j is connected to the engaged portions 61b, 62b, and 63b. Since it is waiting in front, the engaging part 30j can be engaged with the engaged parts 61b, 62b, 63b with a small rotation angle of the rotating member 30.

  In the “select operation”, the shift member 40 and the rotation member 30 are integrally rotated in the normal rotation direction, and the shift member 40 and the rotation member 30 do not rotate relative to each other, so that the rotation member 30 does not slide in the axial direction.

[Shift operation]
When the motor 70 rotates in the forward direction and the shaft 20 rotates in the reverse direction, as described above, the “second one-way clutch” (the latch gear 30b and the detent member 50) regulates the rotation of the rotating member 30 in the reverse rotation direction. The “first one-way clutch” (key 41, key engaging recess 30f) allows the rotation of the shift member 40 in the reverse rotation direction with respect to the rotation member 30, so that only the shift member 40 is in a state where the rotation member 30 is stopped. The shift member 40 rotates in the reverse rotation direction, and the shift member 40 rotates relative to the rotation member 30 in the reverse rotation direction.

  As described above, when the shift member 40 rotates relative to the rotation member 30 in the reverse rotation direction, the shift pin 30e fixed to the rotation member 30 is engaged with the shift groove 40a, and thus the shift groove 40a of the shift pin 30e. The rotary member 30 slides in the axial direction with the movement relative to. When the rotary member 30 slides in the axial direction in a state where any of the first shift fork member 61 to the third shift fork member 63 is selected, the selected first shift fork member 61 to third shift fork member 63 moves in the axial direction, and the corresponding shift forks F1 to F3 move in the axial direction, and the shift is executed.

  The AMT-ECU 113 recognizes the rotation angle of the shift member 40 and the rotation angle of the rotation member 30 based on the rotation angle information of the motor 70 output from the rotation angle sensor 75, and the rotation position of the shift member 40 (shift pin 30e). Can be recognized on the L side, in the neutral position, or on the H side.

(Shift control)
Next, the shift control executed by the AMT-ECU 113 will be described using the flow shown in FIG. 10 and FIG. FIG. 11 is a conceptual diagram showing the relationship between the positions of the shift forks F1 to F3 and the gear positions.

  When the vehicle 1000 is ready to travel, the process proceeds to S11. If the AMT-ECU 113 determines in S11 that there is a “shift request” (S11: YES), the program proceeds to S12, and if it is determined that there is no “shift request” (S11: NO). , S11 is repeated. The AMT-ECU 11 determines that the traveling state of the vehicle 1000 including the throttle opening and the speed of the vehicle 1000 has exceeded a shift line that represents the relationship between the throttle opening and the speed. When a shift lever (not shown) is operated, it is determined that there is a “shift request”. In S11, one of the shift fork members 61 to 63 is selected, and one of the gear positions is formed.

  In S12, the AMT-ECU 113 controls the clutch actuator 129 to drive the clutch C so that the transmission torque of the clutch C is 0, and the clutch C is disconnected. When S12 ends, the program proceeds to S13.

  If the AMT-ECU 113 determines in S13 that the “shift request” is either a two-step up shift or a two-step down shift (S13: YES), the program proceeds to S31, and the “shift request” If it is determined that it is not one of the two-stage upshift and the two-stage downshift (S13: NO), the program proceeds to S21. Note that the two-stage upshift means that when the upshift is performed from the first speed to the third speed ((1) in FIG. 11), when the upshift is performed from the second speed to the fourth speed ((2) in FIG. 11), from the third speed. This is a case where the up-shift is performed to the fifth speed ((3) in FIG. 11). The two-stage downshift means that when downshifting from 5th speed to 3rd speed ((4) in FIG. 11), downshifting from 4th speed to 2nd speed ((5) in FIG. 11), from 3rd speed. This is the case of downshifting to the first speed ((6) in FIG. 11).

  In S21, when the AMT-ECU 113 determines that the “select operation” is necessary (S21: YES), the program proceeds to S22, and when it is determined that the “select operation” is not necessary (S21). : NO), the program proceeds to S26. When the AMT-ECU 113 shifts up from the second speed to the third speed ((7) in FIG. 11), the AMT-ECU 113 shifts up from the fourth speed to the fifth speed ((8) in FIG. 11). When downshifting ((9) in FIG. 11), when downshifting from the third speed to the second speed ((10) in FIG. 11), when shifting from the first speed ((11) in FIG. 11), reverse When it is necessary to reselect the shift fork members 61 to 63 as in the case of shifting to the first speed ((12) in FIG. 11), it is determined that the “select operation” is necessary.

  In S22, the AMT-ECU 113 drives and controls the motor 70 to reversely rotate the shaft 20, so that the shift pin 30e is positioned at the first backlash portion 40b or the third backlash portion 40g and is selected. The shift fork members 61 to 63 are positioned at the “neutral position”, and control for setting the AMT to the neutral state is started. When S22 ends, the program proceeds to S23.

  In S23, if the AMT-ECU 113 determines that the AMT is in the neutral state based on the information from the rotation angle sensor 75 (S23: YES), the program proceeds to S24, and the AMT is in the neutral state. If it is determined that there is not (S23: NO), the process of S23 is repeated.

  In S <b> 24, the AMT-ECU 113 controls the drive of the motor 70 to rotate the shaft 20 in the forward direction, and selects any one of the shift fork members 61 to 63 corresponding to the “shift request” gear stage. To start. When S24 ends, the program proceeds to S25.

  If the AMT-ECU 113 determines in S25 that the “select operation” has been completed based on information from the rotation angle sensor 75 and the sliding detection sensor 50d (S25: YES), the program proceeds to S26. If it is determined that the “select operation” has not been completed (S25: NO), the process of S25 is repeated.

  In S26, the AMT-ECU 113 drives and controls the motor 70 to rotate the shaft 20 in the reverse direction so that the shift member 40 is rotated to the shift position (L side or H side) where the shift pin 30e is “shift request”. Start shift operation.

  For example, when downshifting from the second speed to the first speed, as shown in FIG. 7 (3), the shift pin 30e is in the first backlash when the shift pin 30e is in the fourth backlash portion 40j on the H side. The shift member 40 is rotated so as to be positioned at the portion 40b (shown in (4) of FIG. 7) and then at the L-side second backlash portion 40e (shown in (5) of FIG. 7).

  When the shift pin 30e moves to the first backlash portion 40b (shown in FIG. 7 (4)), the AMT is in a neutral state. When the shift pin 30e slides on the first low inclination angle portion 40c, the first low inclination angle portion 40c has a smaller inclination angle from the neutral line than the first high inclination angle portion 40d. Slowly moves to the L side. That is, the first shift fork F1 slowly moves to the L side, and a larger torque for movement is applied to the first shift fork F1. Therefore, the rotation of the output shaft 132 and the first driven gear 151 (shown in FIG. 1) is reliably synchronized by the first synchronizer ring R1. When the shift pin 30e reaches the end of the first low inclination angle portion 40c, the first synchronizer ring R1 completes the synchronization of the rotation of the output shaft 132 and the first driven gear 151. When the shift pin 30e slides on the first high inclination angle portion 40d, the first high inclination angle portion 40d has a larger inclination angle from the neutral line than the first low inclination angle portion 40c. The member 30 quickly moves to the L side. That is, the first shift fork F1 quickly moves to the L side, and after the synchronization of the rotation of the output shaft 132 and the first driven gear 151 is completed, the first sleeve S1 quickly turns the external spline on the outer periphery of the first speed engagement member E1. And the first gear is formed.

  In the present embodiment, after the shift pin 30e reaches the end of the first high inclination angle portion 40d and the shift pin 30e is reversely rotated excessively within the range where the shift pin 30e is in the second backlash portion 40e. The excess angle is returned to the positive rotation direction. Thereby, the rotation pin 30e can reliably move the rotating member 30 and the selected shift fork members 61 to 63 in the axial direction when the shift pin 30e reaches the end of the first high inclination angle portion 40d. A “shift operation” can be performed. As shown in FIG. 7B, since the second backlash portion 40e is not inclined with respect to the neutral line, as long as the shift pin 30e slides on the second backlash portion 40e. The rotating member 30 and the selected shift fork members 61 to 63 do not move in the axial direction. Further, even if the shift member 40 is rotated in the positive rotation direction by the above-described extra angle, the shift member 40 is rotated forward with respect to the rotary member 30 by the key 41 and the key engagement recess 30f which are the “first one-way clutch”. Since the backlash can be performed at a predetermined angle with respect to the rotation of the direction, the rotation member 30 does not rotate with the rotation of the shift member 40 in the forward rotation direction. When S26 ends, the program proceeds to S51.

  In S31, the AMT-ECU 113 drives and controls the motor 70 to reversely rotate the shaft 20, so that the shift pin 30e is positioned at the first backlash portion 40b or the third backlash portion 40g and is selected. The shift fork members 61 to 63 are positioned at the “neutral position”, and control for setting the AMT to the neutral state is started. For example, in the case of upshifting from the first speed to the third speed, the shift pin 30e in the second backlash portion 40e is moved to the third backlash portion 40g to bring the AMT into a neutral state. When S31 ends, the program proceeds to S32.

  In S32, if the AMT-ECU 113 determines that the AMT is in the neutral state based on the information from the rotation angle sensor 75 (S32: YES), the program proceeds to S33, and the AMT is in the neutral state. If it is determined that there is not (S32: NO), the process of S32 is repeated.

  In S33, the AMT-ECU 113 controls to drive the motor 70 to rotate the shaft 20 in the normal direction and to make the rotating member 30 non-selected ((D) in FIG. 9). When S33 ends, the program proceeds to S34.

  If the AMT-ECU 113 determines in S34 that the rotating member 30 is in a non-selected state based on information from the rotation angle sensor 75 and the sliding detection sensor 50d (S34: YES), the program is transferred to S35. If it is determined that the rotating member 30 is not in the non-selected state (S34: NO), the process of S34 is repeated.

  In S35, the AMT-ECU 113 drives and controls the motor 70 to rotate the shaft 20 in the reverse direction so that the shift member 40 is rotated to the preparation position where the shift pin 30e is in the neutral position before the “shift request” gear position. Start control. For example, in the case of upshifting from the first speed to the third speed, the shift pin 30e positioned at the fourth backlash portion 40g in S31 is positioned at the first backlash portion 40b, which is a preparation position before the L side. (See (2) in FIG. 7), the shift member 40 is rotated. When S35 ends, the program proceeds to S36.

  When the AMT-ECU 113 determines in S36 that the shift member 40 is in the preparation position and the AMT is in the neutral state based on the information from the rotation angle sensor 75 (S36: YES), the program is executed. Proceeding to S24, if it is determined that the shift member 40 is not in the preparation position (S36: NO), the process of S36 is repeated.

  If the AMT-ECU 113 determines in S51 that the “shift operation” has been completed based on the information from the rotation angle sensor 75 (S51: YES), the program proceeds to S52 and the “shift operation” is completed. If it is determined that it has not been performed (S51: NO), the process of S51 is repeated.

  In S52, the AMT-ECU 113 controls the clutch actuator 129 so as to maximize the transmission torque of the clutch C and connect the clutch C. When S52 ends, the program returns to S11.

(Effect of this embodiment)
As is clear from the above description, the single motor 70 rotates the shift member 40 in the forward direction, thereby rotating the shift member 40 and the rotation member 30 together, thereby rotating the rotation member 30 into a plurality of shift fork members 61. -63 (transmission member) is engaged with one shift fork member 61-63, and a "select operation" for selecting one shift fork member 61-63 among the plurality of shift fork members 61-63 is performed. Then, the single motor 70 rotates the shift member 40 in the reverse direction, thereby rotating the rotation member 30 and the shift member 40 relative to each other to move the rotation member 30 in the axial direction. A “shift operation” is performed to move 63 in the axial direction. As described above, since both the “select operation” and the “shift operation” can be performed by the single motor 70, it is possible to provide the shift operation device 90 of the automatic transmission that can suppress the increase in the number of parts. Can do.

  As described above, in the present embodiment, since two or more motors conventionally required for performing the “select operation” and the “shift operation” can be reduced to a single motor 70, the motor is attached to the motor. Various control equipment such as an ECU, a driver, and a sensor can be reduced. For this reason, the manufacturing cost of the shift operation device 90 can be reduced, the mountability of the shift operation device 90 on the vehicle becomes good, and the weight of the vehicle can be reduced.

  The key 41 and the key engaging recess 30f that are the “first one-way clutch” (select mechanism) regulate the rotation of the shift member 40 in the positive rotation direction with respect to the rotating member 30, and the “second one-way clutch” (shift mechanism). The latch gear 30b and the detent member 50 restrict the rotation of the rotation member 30 in the reverse rotation direction relative to the housing 10 (main body), and the single motor 70 rotates the shift member 40 forward and backward. Thus, when the shift member 40 is rotated forward by the motor 70, the rotation of the shift member 40 in the forward rotation direction with respect to the rotation member 30 is restricted by the “first one-way clutch”, and the rotation member 30 and the shift member 40 are integrally rotated. Since the rotation member 30 can be rotated, the rotation member 30 and the shift member 40 do not rotate relative to each other, and the rotation member 30 does not slide in the axial direction with respect to the shift member 40. For this reason, the rotating member 30 is rotated forward so that any one of the engaging portions 30i, 30j, and 30k is engaged with one of the plurality of engaged portions 61b, 62b, and 63b. By engaging with each other, the “select operation” for selecting one of the shift fork members 61 to 63 among the plurality of shift fork members 61 to 63 can be reliably performed.

  Further, when the shift member 40 is rotated reversely by the motor 70, the rotation of the rotation member 30 in the reverse rotation direction relative to the housing 10 is restricted by the “second one-way clutch”, and the rotation of the shift member 40 is rotated by the “first one-way clutch”. Since the rotation in the reverse rotation direction with respect to the member 30 is allowed, only the shift member 40 can be rotated reversely with respect to the housing 10, and the rotation member 30 and the shift member 40 can be rotated relative to each other. For this reason, by the relative rotation of the rotation member 30 and the shift member 40, the “shift operation” in which the rotation member 30 is moved in the axial direction and the selected shift fork members 61 to 63 are moved in the axial direction can be reliably performed. it can.

  Further, the rotating member 30 has a “non-engagement position” (FIG. 9 (FIG. 9)) which is a rotation position in which any of the engaging portions 30 i, 30 j, 30 k is not engaged with any of the engaged portions 61 b, 62 b, 63 b. D) is configured so as to be able to stop, and the shift operation device 90 is configured to be capable of “shift operation” at the “non-engagement position”. As a result, when the second speed up shift or the second speed down shift is performed (YES in S13 of FIG. 10), the “shift operation” is performed while the rotating member 30 is in the “non-engagement position” (FIG. 10). S35), the “shift operation” of the next gear stage can be performed quickly. In other words, in the case of the second speed up shift or the second speed down shift, the “shift operation” must be performed twice. However, if the rotation member 30 is in the “non-engagement position”, the “shift operation” is performed. Since the shift fork members 61 to 63 do not move, the synchronization time by the synchronizer rings R1 to R5 and RR can be reduced, and the second speed up shift or the second speed down shift can be performed quickly.

  Further, as shown in FIG. 7B, the shift groove 40 a (moving mechanism) includes the low inclination angle portions 40 c and 40 h having a small inclination angle with respect to the circumferential direction of the outer peripheral surface of the shift member 40, and the periphery of the shift member 40. The inclination angle with respect to the direction is larger than the low inclination angle portions 40c, 40h, and the high inclination angle portions 40d, 40f, 40i, 40k are formed continuously with the low inclination angle portions 40c, 40h. Thereby, the synchronizer rings R1 to R5 and RR can be moved with a large load by sliding the rotating member 30 in the axial direction by the low inclination angle portions 40c and 40h, and the idle gears 151, 152, It is possible to synchronize the rotation of the shafts 143, 144, 145, and 146 and the shafts 131 and 132 (shown in FIG. 1) engaged therewith. Also, by synchronizing the rotation gears 151, 152, 143, 144, 145, and 146 with the shafts 131 and 132 by rotating the rotating member 30 in the axial direction by the high inclination angle portions 40d and 40i, the synchronizer can be quickly operated. The rings R1 to R5 and RR can be moved, and the “shift operation” can be completed quickly. Alternatively, the loose gears 151, 152, 143, 144, 145, 146 and the shafts 131, 132 are disengaged from each other by sliding the rotating member 30 in the axial direction by the high inclination angle portions 40 f, 40 k. Thus, the AMT can be quickly brought into the neutral state.

  Further, as shown in FIG. 9, a plurality of engaging portions 30 i, 30 j, 30 k are formed on the rotating member 30. As a result, as shown in FIG. 9D, the next engaging portion 30j is selected even after passing through the engaged portions 61b, 62b, 63b selected by a certain engaging portion 30i. Since it is waiting in front of the engaged portions 61b, 62b, and 63b to be engaged, the “select operation” can be executed quickly.

  As shown in FIGS. 4 and 5, the “second one-way clutch” is provided with a latch gear 30 b formed on the outer peripheral portion of the rotating member 30, and is slidably disposed in the radial direction of the rotating member 30. The pawl member 50b engages with the gear 30b and restricts the rotation of the rotating member 30 in the reverse rotation direction relative to the main body. The sliding detection sensor 50d (sliding detection unit) detects sliding of the pawl member 50b, and the ATM-ECU 13 (rotational position detecting means) is based on the sliding of the pawl member 50b detected by the sliding detection sensor 50d. Thus, the rotational position of the rotating member 30 is detected. As a result, the ATM-ECU 13 reliably detects the rotational position of the rotating member 30 by detecting that the pawl member 50b has passed over the latch gear 30b based on the detection signal from the sliding detection sensor 50d. Can do. Further, since the sliding detection sensor 50d is provided in the detent member 50 that is the “second one-way clutch”, it is not necessary to provide a dedicated detection unit for detecting the rotational position of the rotating member 30, thereby reducing the manufacturing cost. be able to.

  Further, as shown in FIG. 6, the key 41 and the key engaging recess 30 f that are “first one-way clutches” are configured to be capable of backlash by a predetermined angle with respect to the rotation of the shift member 40 in the forward rotation direction with respect to the rotation member 30. Yes. As a result, during the “shift operation”, even if the shift member 40 is reversely rotated in the reverse direction and then returned to the positive rotation direction by the excessive angle, the rotation member 30 does not rotate in the positive rotation direction. For this reason, the “shift operation” can be reliably executed by rotating the shift member 40 in the reverse direction.

  In addition, as shown in FIG. 5, the shift member 40 is disposed coaxially with the rotating member 30 inside the rotating member 30. Thus, since the shift member 40 is disposed inside the rotation member 30, the shift operation device 90 is not enlarged in the axial direction, and the shift operation device 90 can be made compact.

(Description of Embodiment with Sixth Speed)
With reference to FIGS. 9 and 13, an embodiment in which the AMT has the first to sixth speeds will be described with respect to differences from the above-described embodiments.
In this embodiment, as shown in FIG. 13, when the third sleeve S3 is moved to the H side by the third fork F3, the sixth speed is formed. In FIG. 9, a fourth fork F4 is disposed at a position adjacent to the first fork F1 on the reverse rotation side. That is, as indicated by the two-dot chain line in FIG. 9A, the engaged portion 64b of the fourth fork F4 is located at a position adjacent to the engaged portion 61b of the first fork F1 in the reverse rotation direction. ing.

  And as shown to (A) of FIG. 13, either the 1st engaging part 30i-the 3rd engaging part 30k engage with the 4th to-be-engaged part 64b, and the 4th fork F4 is H. If it is moved to the side, a reverse is formed. That is, the reverse is formed when the fourth shift fork F4 is moved to the opposite side to the first speed in the shift direction. In other words, on the shift pattern shown in FIG. 13A, the reverse is arranged on the side opposite to the first speed with respect to the shift direction. The advantages of this will be described below.

  As shown in FIG. 13B, the case where the reverse is arranged on the same side as the first speed with respect to the shift direction on the shift pattern will be described below. In this case, in order to form the first speed from the reverse, as shown by the alternate long and short dash line in FIG. 13B, three operations of shift operation → select operation → shift operation are sufficient. On the other hand, when the reverse is formed from the first speed, as shown by the two-dot chain line in FIG. 13B, the shift operation → select operation → shift operation (engaged position) → select operation → shift operation 5 operations are required. For this reason, it takes time to form the first speed from the reverse, and the shift speed decreases.

  When the vehicle is parked in a garage or the like, a garage shift is performed in which the formation of first speed and reverse is repeated. Particularly in the case of the garage shift, since the formation of the first speed from the reverse is repeated, the problem that it takes time to park due to a decrease in the shift speed becomes obvious.

  On the other hand, in the case of the shift pattern as shown in FIG. 13A, the shift operation → select operation → shift in both the case of forming the reverse from the first speed and the case of forming the first speed from the reverse. Since only three operations are necessary, a reduction in the shift speed can be prevented.

  The number of stages of AMT shown in FIG. 12 is 5, and the number of stages of AMT shown in FIG. 13 is 6. However, the number of stages of AMT is not limited to these, and it goes without saying that an arbitrary number of stages can be set. When the number of AMT stages is an even number, as described above, the reverse is preferably arranged on the side opposite to the first speed with respect to the shift direction in the shift pattern.

(Another embodiment)
In the embodiment described above, the motor 70 rotates the shift member 40 via the drive gear 81, the driven gear 82, and the shaft 20. However, the motor 70 may directly rotate the shift member 40.

  In the embodiment described above, the “first one-way clutch” is composed of the key 41 and the key engaging recess 30 f, and the “second one-way clutch” is composed of the latch gear 30 b and the detent member 50. However, the "first one-way clutch" and the "second one-way clutch" are a sprag type one-way clutch in which a sprag is disposed between the outer race and the inner race, and a cam is disposed between the outer race and the inner race. Even a cam-type one-way clutch can be used.

  Further, as shown in FIG. 12, the shift member 40 is rotatably attached to the shaft 20, and the second one-way clutch 91 that restricts the rotation of the shaft 20 in the positive rotation direction relative to the rotation member 30, and the rotation member 30 of the shift member 40. The first one-way clutch 92 that allows rotation only in the reverse rotation direction with respect to the shaft and the third one-way clutch 93 that restricts rotation of the shaft 20 in the reverse rotation direction with respect to the shift member 40 may be provided. . Even in this embodiment, when the shaft 20 is rotated forward, the second one-way clutch 91 causes the shaft 20 and the rotating member 30 to rotate together positively, and the first one-way clutch 92 is used to rotate the rotating member 30 and the shift member 40. Can rotate forward together to execute a “select operation”. When the shaft 20 rotates in the reverse direction, the rotating member 30 is idled with respect to the shaft 20 by the second one-way clutch 91, and the shaft 20 and the shift member 40 are integrally rotated by the third one-way clutch 93. The rotation member 30 and the shift member 40 are relatively rotated by 92, and the “shift operation” can be executed. When the shaft 20 rotates in the forward direction, the second one-way clutch 91 allows the rotation member 30 to rotate in the forward rotation direction with respect to the housing 10. Further, when the shaft 20 rotates in the reverse direction, the second one-way clutch 91 allows the shaft 20 to rotate around the rotating member 30 by allowing the shaft 20 to rotate in the reverse rotating direction with respect to the rotating member 30. The rotation of the member 30 in the reverse rotation direction relative to the housing 10 is restricted.

  In the embodiment described above, the shift member 40 is disposed inside the rotating member 30. However, the shift member 40 may be an embodiment in which the shift member 40 is disposed outside the rotation member 30.

  In the embodiment described above, the shift pin 30 e that engages with the shift groove 40 a is formed on the inner peripheral surface of the rotating member 30. However, the member that engages with the shift groove 40a may be provided separately from the rotating member 30, and the member may be connected to the rotating member.

  In the embodiment described above, the shift groove 40 a is formed once on the outer peripheral surface of the shift member 40, and the shift pin 30 e that engages with the shift groove 40 a is formed on the inner peripheral surface of the rotating member 30. However, the shift groove 40a may be formed on the inner peripheral surface of the rotating member 30 and the shift pin 30e that engages with the shift groove 40a may be formed on the outer peripheral surface of the shift member 40. .

  DESCRIPTION OF SYMBOLS 10 ... Housing (main body), 30 ... Rotating member, 30b ... Latch gear (2nd one-way clutch, shift mechanism), 30e ... Shift pin (moving mechanism), 30f ... Key engagement recessed part (1st one-way clutch, select mechanism), 30i, 30j, 30k ... engaging portion, 40 ... shift member, 40a ... shift groove (moving mechanism), 50 ... detent member (second one-way clutch, shift mechanism, rotational position detecting means), 41 ... key (first one-way) Clutch, select mechanism), 50b ... pawl member (pawl member), 50d ... sliding detection sensor (sliding detector), 61 ... first shift fork member (transmission member), 62 ... second shift fork member (transmission member) , 63 ... Third shift fork member (transmission member), 70 ... Motor, 75 ... Rotation angle sensor, 100 ... First selection mechanism, 200 ... Two selection mechanism 300 ... third selection mechanism, 113 ... ATM-ECU (control unit, the rotational position detecting means)

Claims (8)

The body,
A rotating member attached to the main body so as to be rotatable with respect to the main body and movable in the axial direction;
A shift member rotatably attached to the body;
The automatic transmission is attached to the main body so as to be movable in the axial direction, and is configured to be able to be engaged with and disengaged from the rotating member. By the movement of the rotating member in the axial direction, the automatic transmission is moved in the axial direction. A plurality of transmission members to be actuated;
A single motor for rotating the shift member forward and backward;
When the shift member is rotated forward by the motor, a selection operation for engaging the rotation member with one of the plurality of transmission members is performed by integrally rotating the shift member and the rotation member. A select mechanism;
An automatic transmission having a shift mechanism that performs a shift operation to move the rotating member in the axial direction by rotating the shift member and the rotating member relative to each other when the shift member is reversely rotated by the motor; Shift operation device. In claim 1,
The select mechanism has a first one-way clutch that restricts rotation of the shift member only in a positive rotation direction with respect to the rotation member,
The shift mechanism includes a second one-way clutch that restricts the rotation of the rotating member only in the reverse rotation direction relative to the main body, and a movement that moves the rotating member in the axial direction when the rotating member and the shift member rotate relative to each other. A shift operation device for an automatic transmission having a mechanism. In claim 1 or claim 2,
The rotating member is configured to be able to stop at a non-engagement position that is a rotation position that is not engaged with any of the shift members,
A shift operation device of an automatic transmission configured to be capable of the shift operation at the disengaged position. Oite to claim 2,
The moving mechanism has a shift groove that is formed around one circumferential surface of the rotating member and the shift member, and that engages with the other of the rotating member and the shift member or a member connected to the other,
The shift groove has a low inclination angle portion with a small inclination angle with respect to the circumferential direction of the peripheral surface, and an inclination angle with respect to the circumferential direction of the peripheral surface is larger than the low inclination angle portion and is continuous with the low inclination angle portion. A shift operation device for an automatic transmission having a formed high inclination angle portion. In any one of Claims 1-4,
A shift operation device for an automatic transmission, wherein a plurality of engaging portions that engage with and disengage from the transmission member are formed on the rotating member. Oite to claim 2,
The second one-way clutch includes a latch gear formed on an outer peripheral portion of the rotating member, and is arranged to be slidable in a radial direction of the rotating member. The second one-way clutch is engaged with the latch gear and engages with the main body of the rotating member. It consists of a pawl member that regulates rotation in the reverse rotation direction,
A sliding detector for detecting sliding of the pawl member;
A shift operation device for an automatic transmission, comprising: a rotational position detecting unit that detects a rotational position of the rotating member based on the sliding of the pawl member detected by the sliding detection unit. Oite to claim 2,
The first one-way clutch is a shift operation device for an automatic transmission that is configured to be capable of backlash by a predetermined angle with respect to the rotation of the shift member with respect to the rotation member in the positive rotation direction. In any one of Claims 1-7,
The shift member is disposed coaxially with the rotating member inside the rotating member,
The motor is a shift operation device for an automatic transmission that rotates the shift member forward or backward.

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