JP6133081B2 - Vehicle transmission - Google Patents

Description

  The present invention relates to a vehicle transmission.

  Japanese Translation of PCT International Application No. 2010-510464 (Patent Document 1) discloses an example of a vehicle transmission. In this transmission, one engagement member (engagement element set) that can be engaged with a first engaged member (drive structure) provided on the low-speed side gear and the high-speed side gear are provided. The other engaging member (engaging element set) that can be engaged with the second engaged member (driving structure) is used, and each of these two engaging members (engaging element set) The engagement member is configured to be independently driven in the axial direction by a dedicated drive member and actuator. According to this configuration, the drive of each engagement member is controlled by the actuator, so that the other engagement member is moved from the low-speed side gear stage in which one engagement member is engaged with the first engaged member. 2. It is possible to instantaneously change (acceleration shift) to the high speed side gear stage engaged with the engaged member, thereby achieving a so-called “seamless shift” in which the driving torque is not interrupted. Can do.

Special table 2010-510464 gazette

  By the way, in the transmission as described in Patent Document 1, one engagement member is engaged with the first engaged member, and the other engagement member is engaged with the second engaged member. The so-called “double engagement state” temporarily occurs. When this double engagement state occurs, an excessive shock wave that can be recognized by the occupant is generated due to a collision between the inertia on the input side and the inertia on the output side. In this case, there is a concern that an unpleasant sensation may be given to the occupant during vehicle travel. Therefore, in this type of transmission, in order to cope with such a problem, a means for reducing a torque shift shock at the time of shift change is required. In this case, it is preferable to simplify the structure of this means as much as possible.

  The present invention has been made in view of the above points, and in a vehicular transmission that changes a shift between a first gear and a second gear, torque shift shock of torque at the time of the shift change is achieved. The aim is to provide technology that is effective in mitigating.

  In order to achieve this object, a vehicle transmission according to the present invention is interposed in a power transmission system that connects a drive output shaft of a drive source of a vehicle and a drive wheel of the vehicle, and any of a plurality of shift stages is provided. A transmission that selectively achieves this is provided with an input shaft, an output shaft, and a power transmission mechanism.

  The input shaft is a shaft that forms a power transmission system with the drive output shaft. The output shaft is a shaft that forms a power transmission system with the drive wheels. The power transmission mechanism is interposed between the input shaft and the output shaft in order to transmit the torque of the input shaft to the output shaft, and includes a plurality of gear mechanisms corresponding to each of the plurality of shift stages. This power transmission mechanism transmits the torque of the input shaft to the output shaft only through the first gear mechanism corresponding to the first gear when the first gear among the plurality of gears is selected. To do. Further, the power transmission mechanism outputs the torque of the input shaft to the output shaft only through the second gear mechanism corresponding to the second gear when the second gear among the plurality of gears is selected. To communicate. Further, the power transmission mechanism transmits the torque of the input shaft to the output shaft via the second gear mechanism when the shift is changed from the first gear to the second gear, and from the output shaft to the second gear. After a specified amount of torque is circulated through the input shaft via the gear mechanism 1, the circulation of the torque is released. In this case, the first gear and the second gear may be continuous gears, or may be discontinuous gears. In addition, the second gear may be a higher gear than the first gear, or the first gear may be a higher gear than the second gear. Good. According to the vehicle transmission configured as described above, when the shift is changed from the first gear to the second gear, the circulating torque for canceling the shock torque generated in the second gear mechanism is applied to the first gear mechanism. Can be generated. Thereby, the shift shock at the time of shift change can be relieved.

In the vehicle transmission according to the present invention, it is preferable that the first gear mechanism further includes a first fixed gear, a first idler gear, a first connecting member, a first clutch member, and a first urging mechanism. The first fixed gear is provided coaxially and non-rotatably on one of the input shaft and the output shaft. The first idler gear is provided coaxially and relatively rotatably on the other of the input shaft and the output shaft, and always meshes with the first fixed gear. The first connecting member is provided coaxially with the shaft on which the first idle gear is provided, and is connected to the first idle gear via the first elastic member so as to be relatively rotatable. The first clutch member is provided coaxially and non-rotatably on the opposite side of the first idler gear across the first connecting member of the shaft on which the first idler gear is provided. It can move in the axial direction of the shaft between a non-engagement position where it is not engaged and an engagement position where it is engaged with the first connecting member. The first urging mechanism engages the first clutch member when the first idle gear and the first connecting member are set at the first relative rotational position against the elastic force of the first elastic member. The bias is applied from the position toward the non-engagement position. In this case, the power transmission mechanism circulates a specified amount of torque to the input shaft by maintaining the first clutch member in the engaged position when the shift is changed from the first gear to the second gear. Further, the power transmission mechanism is configured such that when the first idle gear and the first connecting member reach the first relative rotation position, the first clutch member is moved from the engagement position to the non-engagement position by the first biasing mechanism. To release the torque circulation. Thereby, since the structure of a power transmission mechanism can be simplified by utilizing a 1st elastic member and a 1st biasing mechanism, the cost reduction effect increases.

In the vehicle transmission according to the present invention, further, the first biasing mechanism is such that the first idle gear and the first connecting member are set at the first relative rotational position against the elastic force of the first elastic member. Engagement pieces of the first clutch member and engagement pieces of the first idle gear that come into contact with each other when the first idle gear and the engagement pieces of the first idle gear are in contact with each other. It is preferable to include an inclined surface that urges the first clutch member toward the non-engagement position by utilizing a relative rotation operation of the one clutch member. Thereby, the structure of the first urging mechanism can be further simplified.

  As described above, according to the present invention, it is possible to alleviate a shift shock of torque at the time of shift change in a vehicle transmission that changes a shift between the first shift stage and the second shift stage. Became.

It is a figure showing a schematic structure of transmission T / M concerning an embodiment of the present invention. It is a disassembled perspective view of the 1st gear mechanism 101a of the power transmission mechanism 101 in FIG. It is a disassembled perspective view of the 2nd gear mechanism 101b of the power transmission mechanism 101 in FIG. It is a figure which shows typically the structure of the power transmission mechanism 101 of transmission T / M. It is a figure which shows typically the state of the power transmission mechanism 101 in case the gear stage of transmission T / M is 1st speed. It is a figure which shows typically the state of the power transmission mechanism 101 in the process in which the gear stage of transmission T / M is changed from 1st speed to 2nd speed. It is a figure which shows typically the state of the power transmission mechanism 101 in the process in which the gear stage of transmission T / M is changed from 1st speed to 2nd speed. It is a figure which shows typically the state of the power transmission mechanism 101 after the gear stage of transmission T / M is changed from the 1st speed to the 2nd speed. It is a figure which shows the shift shock of the torque at the time of the shift change from 1st speed to 2nd speed. It is a figure which shows typically the structure of the power transmission mechanism 301 of another embodiment of the power transmission mechanism 101 shown in FIG. It is a figure which shows typically the state of the power transmission mechanism 301 in the process in which the gear stage of transmission T / M is changed from 1st speed to 2nd speed. It is a figure which shows typically the structure of the power transmission mechanism 401 which is a modification of the power transmission mechanism 301 shown in FIG. It is a figure which shows typically the state of the power transmission mechanism 401 in the process in which the gear stage of transmission T / M is changed from 1st speed to 2nd speed.

  Hereinafter, a vehicle transmission according to an embodiment of the present invention will be described with reference to the drawings. A transmission T / M (for a vehicle) according to an embodiment of the present invention is interposed in a power transmission system that connects a drive output shaft of an engine, which is a drive source of a vehicle, and a drive wheel of the vehicle, and is used for vehicle advancement. There are two shift speeds (1st speed (1st) to 5th speed (5th)) and one shift speed (reverse) for vehicle reverse travel.

  As shown in FIG. 1, the transmission T / M includes an input shaft A2 and an output shaft A3. The input shaft A2 of the transmission T / M is connected to the drive output shaft A1 of the engine E / G via the clutch C / D and the flywheel F / W. A power transmission system is formed between the input shaft A2 and the drive output shaft A1 of the engine E / G. An output shaft A3 of the transmission T / M is connected to a drive wheel D / W of the vehicle via a differential D / F. A power transmission system is formed between the output shaft A3 and the drive wheels D / W. The input shaft A2 and the output shaft A3 correspond to the “input shaft” and the “output shaft” of the present invention, respectively.

  The clutch C / D is a friction clutch disk having one of well-known configurations provided to rotate integrally with the input shaft A2 of the transmission T / M. More specifically, the clutch C / D (more precisely, the clutch disc) faces each other with respect to the flywheel F / W provided to rotate integrally with the output shaft A1 of the engine E / G. It is arranged coaxially. The axial position of the clutch C / D (more precisely, the clutch disc) with respect to the flywheel F / W can be adjusted. The axial position of the clutch C / D is adjusted by the clutch actuator ACT1. The clutch C / D does not include a clutch pedal operated by the driver.

  The transmission T / M includes a plurality of fixed gears (also referred to as “driving gears”) G1i, G2i, G3i, G4i, and G5i, and a plurality of idle gears (also referred to as “driven gears”) G1o, G2o, G3o, and G4o. , G5o. The plurality of fixed gears G1i, G2i, G3i, G4i, and G5i are each fixed to the input shaft A2 coaxially and relatively unrotatably, and each fixed to the input shaft A2 so as not to move relative to each other. It corresponds to each of a plurality of forward gears. Specifically, these fixed gears G1i, G2i, G3i, G4i, and G5i correspond to first speed, second speed, third speed, fourth speed, and fifth speed, respectively. Each of the plurality of idle gears G1o, G2o, G3o, G4o, G5o is provided coaxially with the output shaft A3 so as to be relatively rotatable, and each corresponds to each of the plurality of forward shift stages, Is always meshed with the fixed gear of the corresponding gear stage. Specifically, these idle gears G1o, G2o, G3o, G4o, and G5o correspond to the first speed, the second speed, the third speed, the fourth speed, and the fifth speed, respectively.

  The transmission T / M includes power transmission mechanisms 101, 102, and 103, and the change and setting of the shift speed is performed by operating each of the power transmission mechanisms 101, 102, and 103 using the transmission actuator ACT2. Is done. By changing the gear position, the reduction ratio (ratio of the rotational speed of the input shaft A2 to the rotational speed of the output shaft A3) is adjusted.

  The control device 150 includes an accelerator opening sensor S1, a shift position sensor S2, a brake sensor S3, and an electronic control unit ECU. The accelerator opening sensor S1 is a sensor that detects an operation amount (accelerator opening) of the accelerator pedal AP. The shift position sensor S2 is a sensor that detects the position of the shift lever SF. The brake sensor S3 is a sensor that detects whether or not the brake pedal BP is operated. The electronic control unit ECU controls the actuators ACT1 and ACT2 based on the information from the sensors S1 to S3 and other sensors, etc., so that the clutch stroke of the clutch C / D (accordingly, the clutch torque). ) And the gear stage of the transmission T / M is controlled. The electronic control unit ECU controls the drive torque of the output shaft A1 of the engine E / G by controlling the fuel injection amount (throttle valve opening) of the engine E / G.

  Since the power transmission mechanisms 101, 102, and 103 have the same structure, only the structure of the power transmission mechanism 101 will be described here with reference to FIGS. These power transmission mechanisms 101, 102, and 103 correspond to the “power transmission mechanism” of the present invention.

  The power transmission mechanism 101 has a first gear (first gear) that is a relatively low gear among a plurality of gears and a second gear (second gear) that is a gear that is faster than the first gear. The first gear mechanism 101a and the second gear mechanism 101b provided on the output shaft A3 of the transmission T / M. The first gear mechanism 101a and the second gear mechanism 101b are one of a plurality of gear mechanisms corresponding to each of the plurality of shift speeds of the power transmission mechanism 101. Both the first gear mechanism 101a and the second gear mechanism 101b are interposed between the input shaft A2 and the output shaft A3. The first gear mechanism 101a corresponds to one of the “first gear mechanism” and the “second gear mechanism” of the present invention, and the second gear mechanism 101b is the “first gear mechanism” of the present invention. It corresponds to the other of “mechanism” and “second gear mechanism”.

  As shown in the exploded perspective views of FIGS. 2 and 3, the first gear mechanism 101a is configured such that the first idler gear G1o, the first connecting member 120, the first annular gear G1o that are both coaxial with the output shaft A3 and annular. The clutch member 130 and the first hub member 140 are included. Similarly, the second gear mechanism 101b includes an annular second idler gear G2o, a second connecting member 220, a second clutch member 230, and a second hub member 240, which are all coaxial with the output shaft A3. Between the first idle gear G1o and the second clutch member 230, in order from the first idle gear G1o side, the first coupling member 120, the first clutch member 130, the second idle gear G2o, and the second coupling gear. A member 220 is disposed. In these and other drawings, the arrow X1 indicates one axial direction of the output shaft A3, and the arrow X2 indicates the opposite direction of the arrow X1. An arrow Y1 indicates a direction around one axis (rotation direction) of the output shaft A3, and an arrow Y2 indicates a direction opposite to the arrow Y1.

  The idle gears G1o and G2o are both prevented from moving in the axial directions X1 and X2 of the output shaft A3 by fixing means such as a snap ring, and can rotate in the rotational directions Y1 and Y2 with respect to the output shaft A3. It has become. The first idle gear G1o includes a facing portion 110 that faces the first connecting member 120. The opposing portion 110 is provided with three connecting pieces 112 and three engaging pieces 113 on the outer peripheral surface of the cylindrical main body 111. All of the three connecting pieces 112 and the three engaging pieces 113 are arranged at equal intervals in the circumferential direction of the main body 111. Each connecting piece 112 is connected to each connecting piece 123 of the first connecting member 120 via a spring 114 as a first elastic member. For this reason, the 1st connection member 120 is comprised so that relative rotation with respect to the 1st rotation gear G1o in the state which the elastic force of the spring 114 acted on. Each engagement piece 113 includes an inclined surface 113 a that can be engaged with each engagement piece 133 of the first clutch member 130. Similar to the first idle gear G1o, the second idle gear G2o includes a facing portion 210 that faces the second connecting member 220. The opposing portion 210 is provided with three connecting pieces 212 and three engaging pieces 213 on the outer peripheral surface of the cylindrical main body portion 211. All of the three connecting pieces 212 and the three engaging pieces 213 are arranged at equal intervals in the circumferential direction of the main body 211. Each connecting piece 212 is connected to each connecting piece 223 of the second connecting member 220 via a spring 214 as a second elastic member. For this reason, the second connecting member 220 is configured to be rotatable relative to the second idle gear G2o in a state in which the elastic force of the spring 214 is applied. Each engagement piece 213 includes an inclined surface 213 a that can be engaged with each engagement piece 233 of the second clutch member 230.

  The first connecting member 120 is configured to cover the facing portion 110 of the first idle gear G1o, and is provided on a cylindrical main body portion 121 and a surface of the main body portion 121 facing the first clutch member 130. Three engagement pieces 125 are provided. Each engagement piece 125 can be engaged with each engagement piece 133 of the first clutch member 130. Similar to the first connecting member 120, the second connecting member 220 is configured to cover the facing portion 210 of the second idle gear G 2 o, and has a cylindrical main body portion 221 and a first of the main body portions 221. And two engagement pieces 225 provided on the surface facing the two-clutch member 230. Each engagement piece 225 can be engaged with each engagement piece 233 of the second clutch member 230.

  The first clutch member 130 constitutes a clutch related to transmission and interruption of torque in the first gear mechanism 101a. The first clutch member 130 is movable in the axial directions X1 and X2 of the output shaft A3 with respect to the hub member 140 provided so as not to rotate relative to the output shaft A3. And three engagement pieces 133 provided on the inner peripheral surface of the portion 131. Similar to the first clutch member 130, the second clutch member 230 constitutes a clutch related to transmission and interruption of torque in the second gear mechanism 101b. The second clutch member 230 is movable in the axial directions X1 and X2 of the output shaft A3 with respect to the hub member 240 provided so as not to rotate relative to the output shaft A3. And three engagement pieces 233 provided on the inner peripheral surface of the portion 231.

  As shown in FIG. 4, when the first gear mechanism 101a of FIG. 2 and the second gear mechanism 101b of FIG. 3 are assembled to the output shaft A3, the first connecting member 120 is connected to the output shaft A3. The first idler gear G1o in a state where movement in the axial directions X1 and X2 is prevented is relatively rotatable in the rotational directions Y1 and Y2 while receiving the elastic force of the spring 114. The first clutch member 130 is movable in the axial directions X1 and X2 of the output shaft A3 with respect to the first idle gear G1o. Further, the first clutch member 130 is engaged with the first connecting member 120 from the disengaged position in FIG. 4 by the transmission actuator ACT2 and fork (not shown) controlled by the electronic control unit ECU. Driven in the axial direction X1 toward the alignment position. At the engagement position of the first clutch member 130, a meshing state is formed in which the engagement piece 133 of the first clutch member 130 and the engagement piece 125 of the first coupling member 120 are engaged with each other. On the other hand, at the non-engagement position (disengagement position) of the first clutch member 130, the meshing state between the engagement piece 133 of the first clutch member 130 and the engagement piece 125 of the first connecting member 120 is released. .

  Similarly, the second connecting member 220 receives the elastic force of the spring 214 with respect to the second idle gear G2o in a state where the movement is prevented with respect to the axial directions X1 and X2 of the output shaft A3. The relative rotation is possible. The second clutch member 230 is movable in the axial directions X1 and X2 of the output shaft A3 with respect to the second idle gear G2o. Further, the second clutch member 230 is engaged with the second connecting member 220 from the disengaged position in FIG. 4 by the transmission actuator ACT2 and fork (not shown) controlled by the electronic control unit ECU. Driven in the axial direction X1 toward the alignment position. At the engagement position of the second clutch member 230, an engagement state is formed in which the engagement piece 233 of the second clutch member 230 and the engagement piece 225 of the second coupling member 220 are engaged with each other. On the other hand, at the non-engagement position (disengagement position) of the second clutch member 230, the engagement state between the engagement piece 233 of the second clutch member 230 and the engagement piece 225 of the second coupling member 220 is released. .

  Hereinafter, a control mode of the power transmission mechanism 101 having the above-described configuration, particularly a control mode when the gear stage of the transmission T / M is changed from the first speed to the second speed will be described with reference to FIGS. . This control is performed by the electronic control unit ECU of the control device 150 controlling the transmission actuator ACT2. Thereby, the power transmission mechanism 101 selectively achieves at least one of the following low speed mode, high speed mode, and intermediate mode. In these drawings, the rotation direction indicated by arrow Y1 is defined as the acceleration direction, and the rotation direction indicated by arrow Y2 is defined as the deceleration direction.

(Low speed mode)
In the low speed mode shown in FIG. 5, the transmission T / M is set to the first speed. That is, in the first gear mechanism 101a, the first clutch member 130 is set to the engaged position, and in the second gear mechanism 101b, the first clutch member 230 is set to the non-engaged position. In this case, the engaging piece 133 of the first clutch member 130 and the engaging piece 125 of the first connecting member 120 are engaged with each other, while the engaging piece 233 of the second clutch member 230 and the second connecting member 220 of the second connecting member 220 are engaged. The engagement piece 225 is not engaged. Therefore, the torque of the input shaft A2 is transmitted only through the first gear mechanism 101a, that is, the first fixed gear G1i, the first idle gear G1o, the first connecting member 120, the first clutch member 130, and the first hub member. 140 to the output shaft A3. When the first idle gear G1o is rotationally driven in the acceleration direction Y1, the first coupling member 120 and the first clutch member 130 are also rotationally driven in the acceleration direction Y1, and the first clutch member 130 has a first gear. A corresponding first torque T1 acts. On the other hand, when the second idle gear G2o is rotationally driven in the acceleration direction Y1, the second coupling member 220 is also rotationally driven in the acceleration direction Y1, but the second clutch member 230 is not rotationally driven. For example, the first idle gear G1o rotates in the acceleration direction Y1 at a predetermined rotational speed (also referred to as “angular velocity”) ω, and the second idle gear G2o in the acceleration direction Y1 at 2ω, which is twice the rotational speed. When rotating, both the first connecting member 120 and the first clutch member 130 rotate in the acceleration direction Y1 at the same rotational speed ω as that of the first idle gear G1o. In this case, the rotational torque of the input shaft A2 is transmitted to the output shaft A3 only through the first idle gear G1o, and a power transmission system having a first speed reduction ratio is formed.

(Intermediate mode)
The intermediate mode is formed in the process (transition state) in which the gear stage of the transmission T / M shifts from the first speed to the second speed. In this intermediate mode, the second clutch mechanism 230 is driven in the axial direction X1 from the non-engagement position (position shown in FIG. 5) in the second gear mechanism 101b following the low speed mode described above, and the engagement position shown in FIG. Set to Thereby, the engagement piece 233 of the second clutch member 230 and the engagement piece 225 of the second coupling member 220 are engaged with each other. On the other hand, in the first gear mechanism 101a, the state in which the engagement piece 133 of the first clutch member 130 and the engagement piece 125 of the first coupling member 120 are engaged with each other is maintained. That is, in this intermediate mode, both the engagement state in which the first clutch member 130 and the first connection member 120 are engaged with each other and the engagement state in which the second clutch member 230 and the second connection member 220 are engaged with each other are formed simultaneously. A state, a so-called “double engagement state” (also referred to as “double meshing state”) occurs. Therefore, in this intermediate mode, the torque of the input shaft A2 is applied to the second fixed gear G2i, the second idle gear G2o, the second connecting member 220, the second clutch member 230, and the second hub member of the second gear mechanism 101b. While being transmitted to the output shaft A3 via 240, torque is circulated from the output shaft A3 to the input shaft A2 via the first gear mechanism 101a.

  In this intermediate mode, as a result of the engagement of the second clutch member 230 and the second connecting member 220, the rotational speed of the second clutch member 230 and the second connecting member 220 is halved from 2ω to ω. At this time, the second clutch member 230 is subjected to shock torque Ts (also referred to as “shift shock”) when shifting from the first speed to the second speed due to the engagement with the second connecting member 220. Further, the rotational speed of the second idle gear G2o attached to the second connecting member 220 via the spring 214 is also halved from 2ω to ω. Accordingly, the rotation of the second idle gear G1o is transmitted to the first idle gear G1o via the fixed gear G2i, the input shaft A2, and the fixed gear G1i, so that the rotation speed of the first idle gear G1o is transmitted. Halves from ω to (½) ω. In this case, as shown in FIG. 7, in the first gear mechanism 101a, the first idle gear G1o and the first connecting member 120 resist the elastic force of the spring 114 due to the rotational difference therebetween. The relative rotational position (also referred to as “phase”) is changed while the spring 114 is bent.

  At this time, in the first gear mechanism 101a, a predetermined amount of torque can be circulated through the input shaft A2 by maintaining the first clutch member 130 in the engaged position. This torque becomes a circulating torque Tc (also referred to as “resistance torque” for the input) that cancels a part of the shock torque Ts. Thereafter, the first idle gear G1o and the first connecting member 120 are moved to a predetermined relative rotational position (the main rotational gear position where the engagement piece 113 of the first idle gear G1o contacts the corresponding engagement piece 133 of the first clutch member 130). Circulation of the circulation torque Tc is continued until it corresponds to the “first relative rotation position” or “second relative rotation position” of the invention. In this case, when the spring 114 is bent by the circulating torque Tc circulated to the input shaft A2 via the first idle gear G1o, and the first idle gear G1o and the first clutch member 130 reach a predetermined relative rotational position, The engagement of the first clutch member 130 and the first connecting member 120 is released, and the torque circulation is released. Therefore, when a constant torque is input from the input shaft A, the spring 114 functions to circulate a specified amount of the circulating torque Tc to the input shaft A by continuing the circulation of the circulating torque Tc. In this case, it can also be said that the spring 114 fulfills the function of setting the circulation duration of the circulation torque Tc. On the other hand, the circulation amount of the circulation torque Tc is made variable by appropriately changing the physical characteristics (mechanical characteristics) such as the spring constant and the spring length of the spring 114. Further, the input amount of the circulating torque Tc can be changed by changing the shape and arrangement of the engagement pieces 113 and 213, the engagement pieces 125 and 225, the engagement pieces 133 and 233, and the like.

  Then, the first idle gear G1o and the first connecting member 120 are set to a predetermined relative rotational position (corresponding to the “first relative rotational position” of the present invention) against the elastic force of the spring 114. Then, as shown in FIG. 7, the engagement piece 133 of the first clutch member 130 comes into contact with the inclined surface 113a of the engagement piece 113 on the first idle gear G1o side. Furthermore, the first clutch member 130 is urged and ejected in the axial direction X2 of the output shaft A3 by the relative rotation operation of the first idle gear G1o and the first clutch member 130. Thereby, in the first gear mechanism 101a, the first clutch member 130 moves from the engaged position (position shown in FIG. 7) in the axial direction X2, and is set to the non-engaged position shown in FIG. In this case, the engagement piece 133 and the engagement piece 113 constitute an abutting portion that contacts each other, and in particular, the inclined surface 113a of the engagement piece 113 functions to urge the first clutch member 130 toward the non-engagement position. Fulfill. As a result, torque circulation by the first gear mechanism 101a is released. That is, the engagement piece 133 and the engagement piece 113 that come into contact with each other when the first idle gear G1o and the first connecting member 120 are set at a predetermined relative rotational position against the elastic force of the spring 114, An inclined surface 113a that is provided on the engagement piece 113 and biases the first clutch member 130 toward the non-engagement position by utilizing the relative rotation operation of the first idle gear G1o and the first clutch member 130 is provided as a first surface. A biasing mechanism that biases the clutch member 130 from the engaged position toward the non-engaged position is configured. This urging mechanism corresponds to the “first urging mechanism” of the present invention. In this case, at least one of the engagement piece 133 and the engagement piece 113 that are in contact with each other can be provided with an inclined surface that performs a function like the inclined surface 113a.

(High speed mode)
In the high speed mode shown in FIG. 8, the first clutch member 130 is set to the non-engagement position, and the second clutch member 230 is maintained to the engagement position. As a result, the engagement between the engagement piece 133 of the first clutch member 130 and the engagement piece 125 of the first connecting member 120 is completely released. Therefore, the torque of the input shaft A2 is transmitted only through the second gear mechanism 101b, that is, the second fixed gear G2i, the first idle gear G2o, the second connecting member 220, the second clutch member 230, and the second hub member. It is transmitted to the output shaft A3 via 240. When the second idle gear G2o is rotationally driven in the acceleration direction Y1, the second connecting member 220 and the second clutch member 230 are also rotationally driven in the acceleration direction Y1, and the second clutch member 230 has a second speed. A corresponding second torque T2 acts. On the other hand, when the first idle gear G1o is rotationally driven in the acceleration direction Y1, the first coupling member 120 is also rotationally driven in the acceleration direction Y1, but the first clutch member 130 is not rotationally driven. In this case, the rotation of the input shaft A2 is transmitted to the output shaft A3 only through the second idle gear G2o, and a power transmission system having a reduction gear ratio of 2nd speed is formed. Thus, the change from the first speed to the second speed (acceleration shift) can be performed instantaneously, thereby achieving a seamless shift without interruption of the driving torque.

  Although not specifically shown, regarding the change of the gear position from the second speed to the first speed (deceleration shift), the control mode from FIG. 5 to FIG. A seamless shift similar to the change of the gear position to the second speed (acceleration shift) is achieved.

  By the way, in the power transmission mechanism such as the power transmission mechanism 101 described above, when the above-described double engagement state occurs when the shift is changed from the first speed to the second speed, the inertia on the input side and the output side inertia Due to the collision with inertia, an excessive shock wave that can be recognized by the occupant is generated. As shown in FIG. 9, the above-described time interval between the time t1 when the first torque T1 corresponding to the first speed gear stage is generated and the time t2 when the second torque T2 corresponding to the second speed gear stage is generated is described above. Shock torque Ts is generated. In this case, there is a concern that an unpleasant sensation may be given to the occupant during vehicle travel. Therefore, in order to cope with such a problem, means for reducing the shift shock of torque at the time of shift change is necessary, and in particular, there is a high demand for realizing this means at low cost without using a large structure.

  According to the first gear mechanism 101a, when the shift is changed from the first speed to the second speed, the circulation torque Tc for canceling the shock torque Ts (circulation returning to the input shaft A2 via the first idle gear G1o). Torque) can be generated. Further, since the spring 114 interposed between the first idle gear G1o and the first connecting member 120 functions to circulate a specified amount of circulating torque Tc to the input shaft A, as shown in FIG. A part of the shock torque Ts can be canceled by the circulation torque Tc. As a result, a composite torque Tt (fluctuation torque between the torque Ta and the torque Tb) having a smaller torque variation than the shock torque Ts is generated, so that the shift shock at the time of shifting from the first gear to the second gear is alleviated. be able to. Similarly, the second gear mechanism 101b uses the spring 214 interposed between the second idle gear G2o and the second connecting member 220 to change the shift from the second speed to the first speed. It is possible to alleviate the shift shock at the time. In particular, since the structure of the power transmission mechanism 101 can be simplified by using the springs 114 and 214 and the urging mechanism described above, the cost reduction effect is enhanced.

  The present invention is not limited to the above exemplary embodiment, and various applications and modifications are possible. For example, each of the following embodiments to which the above embodiment is applied can be implemented.

  In the above embodiment, the case where the power transmission mechanisms 101, 102, 103 are provided on the output shaft A3 has been described. However, in the present invention, the mechanisms corresponding to the power transmission mechanisms 101, 102, 103 are referred to as the input shaft A2 and the output shaft, respectively. It can be provided on at least one of A3. That is, the power transmission mechanism of the present invention can be applied to the shaft on which the idle gear is provided.

  In the above embodiment, as an example, a vehicle transmission in which a shift (shift change) is performed between the first speed as the first shift speed and the second speed as the second shift speed has been described. The present invention can be applied to a vehicular transmission that shifts between two first gears and second gears. In this case, the first gear stage and the second gear stage may be continuous gear stages such as the first speed and the second speed, the third speed and the fourth speed, or the first speed and the third speed, for example. Alternatively, discontinuous shift speeds such as 2nd speed and 4th speed may be used. In addition, the second gear may be a higher gear than the first gear, or the first gear may be a higher gear than the second gear. Good.

  In the present invention, a power transmission mechanism having a structure different from that of the power transmission mechanism 101 of the above-described embodiment can be adopted, and an example of the power transmission mechanism having another structure will be described below with reference to FIGS. To do. In these drawings, the same reference numerals are given to the same components as those shown in FIG.

  In the power transmission mechanism 301 shown in FIG. 10, a disc-shaped clutch plate 116 is provided on the facing portion 110 of the first gear mechanism 101a. The clutch plate 116 is connected to the main body 111 of the opposing portion 110 via a spring 115 as an elastic member so as to be movable in the axial directions X1 and X2 of the output shaft A3. The clutch plate 116 is engaged with the main body 121 of the first connecting member 120 at the opposite surface opposite to the spring 115. For example, the clutch plate 116 includes an engagement convex portion 117 that protrudes toward the main body portion 121 on a surface facing the main body portion 121 of the first connecting member 120, and an inclined surface 117 a is formed on the engagement convex portion 117. ing. On the other hand, the main body 121 includes an engagement recess 127 that can be engaged with the engagement protrusion 117 on the surface facing the clutch plate 116. In addition, an inclined surface 127 a extending along the inclined surface 117 a of the engaging convex portion 117 is formed in the engaging concave portion 127.

  Further, similarly to the first gear mechanism 101a, a disc-shaped clutch plate 216 is provided in the facing portion 210 of the second gear mechanism 101b. The clutch plate 216 is connected to the main body 211 of the facing portion 210 via a spring 215 as an elastic member so as to be movable in the axial directions X1 and X2 of the output shaft A3. Further, the clutch plate 216 is engaged with the main body portion 221 of the second connecting member 220 on the opposite surface opposite to the spring 215. For example, the clutch plate 216 includes an engagement convex portion 217 that protrudes toward the main body portion 221 on the surface facing the main body portion 221 of the second connecting member 220, and an inclined surface 217 a is formed on the engagement convex portion 217. ing. On the other hand, the main body 221 includes an engagement recess 227 that can be engaged with the engagement protrusion 217 on the surface facing the clutch plate 216. Further, an inclined surface 227 a extending along the inclined surface 217 a of the engaging convex portion 217 is formed in the engaging concave portion 227.

  As shown in FIG. 11, according to the first gear mechanism 101 a of the power transmission mechanism 301, the second clutch member in the intermediate mode in which the transmission stage of the transmission T / M shifts from the first speed to the second speed. When 230 and the second connecting member 220 are engaged with each other, a shock torque Ts is generated. On the other hand, the circulating torque Tc circulates from the first idle gear G1o to the input shaft A2 with the first clutch member 130 set to the engaged position. This circulating torque Tc acts to cancel a part of the shock torque Ts. When the circulating torque Tc reaches a specified amount, the clutch plate 116 moves in the axial direction X1 against the elastic force of the spring 115 until the engagement convex portion 117 and the engagement concave portion 127 are disengaged. Moving. At this time, when the inclined surface 117a of the engaging convex portion 117 and the inclined surface 127a of the engaging concave portion 127 slide with each other, the engagement of the engaging convex portion 117 and the engaging concave portion 127 is released. As a result, the clutch plate 116 and the first connecting member 120 can rotate relative to each other, and the torque circulation by the first gear mechanism 101a is released. As a result, it is possible to alleviate a shift shock when changing the shift from the first speed to the second speed. In the intermediate mode in which the gear stage of the transmission T / M shifts from the second speed to the first speed, the second gear mechanism 101b operates in the same manner as the first gear mechanism 101a, so that the second speed is changed to the first speed. It is possible to alleviate a shift shock at the time of shift change to. In particular, the structure of the power transmission mechanism 301 can be simplified by utilizing the structure of the springs 115 and 215 and the engagement structure of the engagement protrusions 117 and 217 and the engagement recesses 127 and 227, so that the cost reduction effect can be achieved. Will increase.

  A power transmission mechanism 401 shown in FIG. 12 is a modification of the power transmission mechanism 301. In the first gear mechanism 101a, the friction member 118 provided on the clutch plate 116 and the friction member 128 provided on the main body 121 are illustrated. Are in slidable contact with each other. A spring 115 interposed between the main body 111 and the clutch plate 116 defines a frictional force that acts between the friction member 118 and the friction member 128. Similar to the first gear mechanism 101a, in the second gear mechanism 101b, the friction member 218 provided on the clutch plate 216 and the friction member 228 provided on the main body 221 are slidably in contact with each other. Yes. A spring 215 interposed between the main body portion 211 and the clutch plate 216 defines a friction force acting between the friction member 218 and the friction member 228.

  As shown in FIG. 13, according to the first gear mechanism 101a of the power transmission mechanism 401, in the intermediate mode in which the transmission stage of the transmission T / M shifts from the first speed to the second speed, the second clutch member When 230 and the second connecting member 220 are engaged with each other, a shock torque Ts is generated. On the other hand, the circulating torque Tc circulates from the first idle gear G1o to the input shaft A2 with the first clutch member 130 set to the engaged position. This circulating torque Tc acts to cancel a part of the shock torque Ts. When the circulating torque Tc reaches a specified amount, the clutch plate 116 and the main body 121 can be relatively rotated against the frictional force acting between the friction member 118 and the friction member 128, and Torque circulation by the gear mechanism 101a is released. At this time, the friction member 118 and the friction member 128 slide relative to each other, whereby the clutch plate 116 and the main body 121 rotate relative to each other. As a result, it is possible to alleviate a shift shock when changing the shift from the first speed to the second speed. In the intermediate mode in which the gear stage of the transmission T / M shifts from the second speed to the first speed, the second gear mechanism 101b operates in the same manner as the first gear mechanism 101a, so that the second speed is changed to the first speed. It is possible to alleviate a shift shock at the time of shift change to. In particular, since the structure of the power transmission mechanism 401 can be simplified by using the structure of the springs 115 and 215 and the friction structure of the friction members 118 and 218 and the friction members 128 and 228, the cost reduction effect is enhanced.

T / M ... Transmission, C / D ... Clutch, D / F ... Differential, D / W ... Drive wheel, E / G ... Engine, F / W ... Flywheel, A1 ... Drive output shaft, A2 ... Input shaft, A3 ... output shaft, ACT1 ... clutch actuator, ACT2 ... transmission actuator, AP ... accelerator pedal, BP ... brake pedal, SL ... shift lever, ECU ... electronic control unit, G1i, G2i, G3i, G4i, G5i ... fixed gear, G1o, G2o, G3o, G4o, G5o ... idle gear, S1 ... accelerator opening sensor, S2 ... shift position sensor, S3 ... brake sensor, 101, 102, 103 ... power transmission mechanism, 101a ... first gear mechanism, 101b ... second gear mechanism, 110 ... opposite part, 111 ... main body part, 112 ... connecting piece, 113 ... engaging piece, 113a ... inclined surface, DESCRIPTION OF SYMBOLS 14,115 ... Spring, 116 ... Clutch plate, 117 ... Engagement convex part, 117a ... Inclined surface, 118 ... Friction member, 120 ... 1st connection member, 121 ... Main-body part, 123 ... Connection piece, 125 ... Engagement piece DESCRIPTION OF SYMBOLS 127 ... Engagement recessed part, 127a ... Inclined surface, 128 ... Friction member, 130 ... 1st clutch member, 131 ... Main-body part, 133 ... Engagement piece, 140 ... 1st hub member, 150 ... Control apparatus, 210 ... Opposite 211, body part 212, connection piece, 213, engagement piece, 213a, inclined surface, 214, 215, spring, 216, clutch plate, 217, engagement convex part, 217a, inclined surface, 218, friction member , 220 ... second connecting member, 221 ... body part, 223 ... connecting piece, 225 ... engaging piece, 227 ... engaging recess, 227a ... inclined surface, 228 ... friction member, 230 ... second clutch part , 231 ... main body, 233 ... engaging pieces, 240 ... second hub member, 301, 401 ... power transmission mechanism

Claims (1)

A vehicle transmission that is interposed in a power transmission system that connects a drive output shaft of a vehicle drive source and a drive wheel of the vehicle, and that selectively achieves any one of a plurality of shift stages,
An input shaft that forms a power transmission system with the drive output shaft;
An output shaft with which a power transmission system is formed with the drive wheels;
A power transmission mechanism that is interposed between the input shaft and the output shaft to transmit torque of the input shaft to the output shaft, and includes a plurality of gear mechanisms corresponding to each of the plurality of shift speeds;
With
The power transmission mechanism transmits the torque of the input shaft only through the first gear mechanism corresponding to the first gear when the first gear among the plurality of gears is selected. When the second shift stage is selected from among the plurality of shift stages, the torque of the input shaft is transmitted only through the second gear mechanism corresponding to the second shift stage. Transmitting the output shaft to the output shaft via the second gear mechanism while changing the shift from the first gear to the second gear, After circulating a specified amount of torque from the output shaft to the input shaft via the first gear mechanism, the circulation of the torque is released,
The first gear mechanism includes a first fixed gear provided coaxially with one of the input shaft and the output shaft and incapable of relative rotation, and coaxial with the other of the input shaft and the output shaft. And a first idler gear that is provided so as to be relatively rotatable and that is always meshed with the first fixed gear, and is coaxially provided on a shaft on which the first idler gear is provided, and is provided via a first elastic member. A first coupling member coupled to the first idler gear so as to be relatively rotatable; and a coaxial and non-rotatably provided on the opposite side of the first idler gear across the first coupling member of the shaft. A first clutch member that is movable in an axial direction of the shaft between a non-engagement position that does not engage with the first connection member and an engagement position that engages with the first connection member; The idle gear and the first connecting member are in a first relative rotation against the elastic force of the first elastic member. When set to the position, anda first biasing mechanism for biasing said disengaged position said first clutch member from said engaged position,
Further, the power transmission mechanism maintains the first clutch member at the engagement position when the shift is changed from the first gear to the second gear, so that the predetermined amount is applied to the input shaft. Torque is circulated, and when the first idle gear and the first connecting member reach the first relative rotational position, the first clutch member is moved from the engagement position by the first biasing mechanism. The circulation of the torque is canceled by moving to the non-engagement position,
The first urging mechanism contacts each other when the first idle gear and the first connecting member are set at the first relative rotational position against the elastic force of the first elastic member. An engagement piece of the first clutch member and an engagement piece of the first idle gear are provided, and the engagement piece of the first idle gear is a relative rotation of the first idle gear and the first clutch member. A vehicle transmission including an inclined surface that urges the first clutch member toward the disengaged position by using an operation .

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