JPH0127293B2 - - Google Patents

Description

[Detailed description of the invention]

INDUSTRIAL APPLICATION FIELD The present invention relates to a multi-stage gear type transmission in which torque transmission between a main shaft and a sub-shaft is changed by switching a plurality of transmission gear trains, and in particular, to a multi-stage gear transmission suitable for use as an automatic transmission. Regarding gear type transmissions. PRIOR TECHNOLOGY Automatic transmissions usually have their transmission gears composed of multiple planetary gear sets, but the planetary gear sets themselves are expensive, and automatic transmissions that require multiple sets are expensive. This tended to be a disadvantage. On the other hand, automatic transmissions are being developed today with the aim of improving fuel efficiency.
It is becoming more multi-stage, including overdrive.
In this case, one more planetary gear set is required. Therefore, it is inevitable that the multi-speed automatic transmission will become more expensive and even more disadvantageous in terms of price. Therefore, attempts have been made to develop parallel shaft multi-stage automatic transmissions by modifying parallel shaft gear transmissions, which are often used as manual transmissions, so that they can function as automatic transmissions. An example of this type of transmission is the one described in Japanese Unexamined Patent Application Publication No. 184731/1983, in which two subshafts are provided on a main shaft to which power is input so that they can be driven and coupled as appropriate. The shaft is constructed by associating a large number of speed change gear sets with different gear ratios so that they can be appropriately coupled for driving. However, in the structure of the lever, while power is being transmitted by a transmission gear set that is drive-coupled to one subshaft, one set of transmission gears that is correlated to the other subshaft is selected by being drive-coupled thereto in advance. By separating one of the subshafts from the main shaft and at the same time drivingly connecting the other subshaft to the main shaft, it is possible to perform automatic gear changes without interrupting the transmission of driving force. 1
This means that the transmission gear sets that select alternate gears are correlated, resulting in the following problems. That is, for example, when transitioning from a deceleration state to a sudden acceleration state, the automatic transmission needs to select one gear shift at a time (for example, shifting from 5 to 3 or 4 to 2), but in this case, the above-mentioned In order to perform the above-mentioned speed change without interrupting the transmission of driving force, a multi-speed automatic transmission must disconnect the transmission gear set that has selected the current gear from the corresponding subshaft, and also disconnect the transmission gear set that has selected the current gear from the corresponding subshaft, and also disconnect the gear set that has selected the current gear from the corresponding subshaft. The transmission gear set on the other countershaft transmits power, and then the gear is downshifted to the gear immediately below, and then the transmission gear set on the other countershaft stops transmitting power, and the other gear on the original countershaft is shifted down. The only way to obtain the desired gear is to use the gear set. In other words, the above multi-speed automatic transmission is, for example, 5 → 3
When a shift or 4→2 shift is desired, 5→4→3 shift or 4
There is no choice but to shift →3 →2, and the same goes for other downshifts and upshifts, and it is impossible to quickly perform a shift that skips one gear, making it inevitable that the responsiveness of the shift becomes poor. In this case, the driver may not be able to perform the sudden acceleration desired by the driver, or the fuel efficiency may deteriorate, making it impossible to fully achieve the purpose of multi-stage operation. Purpose of the Invention In view of the conventional situation, the present invention provides a multi-stage gear-type transmission capable of smoothly performing sequential step-by-step shifting and single-step skipping shifting while minimizing the number of friction clutches. The purpose is to provide a machine. Structure of the Invention In order to achieve the above object, the multi-stage gear type transmission of the present invention has a main shaft into which power from the prime mover is input, a subshaft arranged parallel to the main shaft, and a subshaft between the main shaft and the subshaft. In a multi-stage gear type transmission equipped with a plurality of transmission gear trains capable of performing at least two-step jump shifting, at least one gear train set includes a forward speed transmission gear train of two-stage jumps. A friction type clutch is provided between the main shaft or the subshaft, and the gear train set and a single speed change gear train that cannot form the gear train set. Effect With the above configuration, the effect of the present invention is that the gear train that constitutes the gear train set provided in one friction type clutch is always arranged with two gears, The gear train and the subsequent transmission gear instances will necessarily reside in different friction clutches. Therefore, not only when the gears are shifted sequentially in normal stages, but also during sudden acceleration
Even in the case of step-jumping gear shifting, this is accomplished by appropriately selecting and switching other friction clutches. Embodiments Hereinafter, embodiments of the present invention will be described in detail based on the drawings. FIG. 1 shows a schematic configuration of a multi-stage gear type transmission 1 showing a first embodiment of the present invention, 2 is a main shaft, 3 is a subshaft, and these main shaft 2 and subshaft 3 are arranged parallel to each other. is rotatably supported in the housing. The main shaft 2 is provided with drive gears 4, 5, 6, 7, 8, 9 for first, second, third, fourth, fifth speed and reverse.
The countershaft 3 is provided with driven gears 10, 11, 1 for first, second, third, fourth, fifth speed, and reverse.
2, 13, 14, and 15 are provided. These first, second, third, fourth, and fifth drive gears 4, 5, 6, 7, 8 and driven gears 10, 1
1, 12, 13, and 14, the corresponding ones are always meshed to form the first, second, third, fourth, and fifth.
Each transmission gear train 16, 17, 18, 19, 2 for speed
0, the reverse drive gear 9 and the reverse driven gear 15 are always meshed via the idler gear 21, and the reverse speed change gear train 22
It consists of And each of these transmission gear trains 1
Reference numerals 6, 17, 18, 19, 20, and 22 refer to two-step forward gear trains, for example, transmission gear trains 16, 19 for 1st speed and 4th speed, and gear trains 16, 19 for 2nd speed and 5th speed. The transmission gear trains 17 and 20 are each set as a gear train set, and the remaining third speed transmission gear train 18, which cannot be formed into a gear train set, is provided as an independent transmission gear train. In this embodiment, the third speed gear train 18 includes the reverse speed gear train 22 as one gear train set. The transmission gear trains constituting each of these gear train sets are provided adjacent to each other. On the other hand, the main shaft 2 is provided with three sets of first, second, and third friction type clutches 30, 31, and 32 made up of a wet single plate or multiple plates, and drives the clutches 30, 31, and 32, respectively. Member 30
a, 31a, 32a are fixed to the main shaft 2, and driven members 30b, 31b, 32b are rotatably fitted to the main shaft 2.
1c and 32c. Drive gears 4 and 7 for the first and fourth speeds are fixed to the drive shaft 30c of the first friction clutch 30, and drive gears 4 and 7 for the second and fifth speeds are fixed to the drive shaft 31c of the second friction clutch 31. Furthermore, drive gears 6 and 9 for third speed and reverse are fixedly attached to the drive shaft 32c of the third friction clutch 32. Further, each of the driven gears 10, 11, 12, 13, 1
4 and 15 are rotatably attached to the subshaft 3,
Between the driven gears 10 and 13 for the first and fourth speeds, the second
First, second, and third meshing clutches 40, 41, and 4 are provided between the driven gears 11 and 14 for fifth speed and between the driven gears 12 and 15 for third speed and reverse, respectively.
2 is provided. each of the meshing clutches 40;
41 and 42 are synchro hubs 40a and 41, respectively.
a, 42a are fixed to the subshaft 3, and coupling sleeves 40b, 41b, 42b are slidably engaged with the synchro hubs 40a, 41a, 42a. Furthermore, each driven gear 10, 11, 12, 1
Clutch gear 10a integrated from 3, 14, 15,
11a, 12a, 13a, 14a, 15a are protrudingly provided, and clutch gears 10a, 1 for first and fourth speeds are provided.
3a is the synchro hub 4 of the first meshing clutch 40
Opposing 0a from both sides, similarly, the second and fifth
The clutch gears 11a and 14a for the third gear are connected to the synchro hub 41a of the second dog clutch 41,
The reverse clutch gears 12a and 15a are the third
They are arranged opposite to the synchro hub 42a of the meshing clutch 42, respectively. Then, by moving the coupling sleeves 40b, 41b, and 42b from the neutral state shown in the drawing to either the left or right in the drawing, the synchro hub 40a and the clutch gear 10a or 13a, and the synchro hub 41a and the clutch gear 1 are moved.
1a or 14a, the synchro hub 42a and the clutch gear 12a or 15a are selectively connected. With the above configuration, in the multi-stage gear type transmission 1 of this embodiment, the main shaft 2 is connected to the engine 50 as a prime mover, and the engine power input to the main shaft 2 is transmitted to each of the transmission gear trains 16, 17, 18, 19,2
A final reduction gear drive gear 51 is transmitted to the subshaft 3 via one of the subshafts 0 and 22, and is fixed to the subshaft 3.
A final reduction gear 52 and a differential gear (not shown) are actuated via the drive wheel, thereby driving drive wheels (not shown). That is, when performing a gear shifting operation in stages from the neutral state shown in the figure, for the first speed, the coupling sleeve 40b of the first dog clutch 40 is moved to the left in the figure, as shown in Table 1. and mesh with the first gear clutch gear 10, and turn on (connect) the first friction clutch 30.
Make it. In Table 1, OFF means disengagement of the clutch, and left and right indicate the direction of movement of the coupling sleeve in the figure. Then, the engine power is transmitted to the subshaft 3 via the main shaft 2, the first friction clutch 30, the first speed drive gear 4, the first speed driven gear 10, and the first mesh clutch 40, and the first speed The first speed by the transmission gear train 16 is selected.

[Table] Next, for the second speed, the coupling sleeve 41b of the second meshing type clutch 41 is moved to the left in the figure to mesh with the clutch gear 11a for the second speed.
This is done by selecting the second gear train 17 by turning off the first friction clutch 30 and turning on the second friction clutch 31 at the same time. Next, the third speed is achieved by similarly engaging the third mesh clutch 42 with the third speed clutch gear 12a and switching from the second friction clutch 31 to the third friction clutch 32. The fourth and fifth gears are operated by switching the first and second dog clutches 40 and 41 to the fourth and fifth gears.
The first and second friction clutches 30 and 31 are sequentially engaged with the speed clutch gears 13a and 14a.
By turning it on, smooth gear changes can be performed without interrupting power transmission. In the case of reverse, the third meshing clutch 42 is engaged with the reverse clutch gear 15a, and switching to the third friction clutch 32 is performed via the reverse transmission gear train 22. Next, if we consider the transition from a deceleration state to a sudden acceleration state, in this case the shift will occur in one-step jumps (for example, from 5th gear to 3rd gear, from 4th gear to 2nd gear, from 3rd gear to 3rd gear).
1st speed) is required. That is, when shifting down from fifth gear to third gear, the third mesh clutch 42 is engaged with the third gear clutch gear 12a before shifting down, and then the fifth gear is engaged. 2nd friction clutch 3
This is done by switching from the first friction clutch 32 to the third friction clutch 32. Next, even when shifting down from 4th gear to 2nd gear, the second mesh clutch 41 is engaged with the second gear clutch gear 11a, and the first friction clutch 30 is shifted from the second friction clutch 30 to the second gear. 31, and even when shifting from third gear to first gear, the first dog clutch 40 is engaged with the first gear clutch gear 10a, and the third friction clutch 40 is engaged with the first gear clutch gear 10a. This is accomplished by switching from clutch 32 to first friction clutch 30. At this time, each transmission gear train that is shifted one step at a time is turned ON and OFF by a different friction clutch, which allows for smooth shifting without interrupting power transmission. becomes. FIG. 2 shows a second embodiment of the present invention, in which the first
Components that are the same as those in the embodiment are designated by the same reference numerals, and their explanations will be omitted. That is, in this embodiment, the reverse transmission gear train 22a is separated from the third speed transmission gear train 18, and is made into the same set as the first and fourth speed transmission gear trains 16, 19. The reverse speed change gear train 22a is disposed between the first and fourth speed change gear trains 16 and 19. Then, the drive gear 9 for reverse is fixed to the drive shaft 30c of the first friction clutch 30, the driven gear 15 for reverse is formed integrally with the coupling sleeve 40b of the first meshing clutch 40, and the idler An idler gear 21a fitted to the shaft 23 so as to be movable in the axial direction is arranged so as to be able to mesh with both the drive gear 9 and the driven gear 15 for reverse. Therefore,
One transmission gear train 18 for the third speed constitutes one set,
The driven gear 12 of this is designed to be directly fixed to the countershaft 3. Therefore, in this embodiment, the third dog clutch 42 used in the first embodiment is eliminated. Further, in this embodiment, the second and third friction type clutches 31, 32 are integrally connected by sharing the drive member 31c. The operation is performed by the second and third friction clutches 3 in the same manner as in the first embodiment.
1 and 32 are turned ON and OFF independently. Therefore, in this second embodiment, as shown in Table 2, third speed is achieved by simply turning on the third friction type clutch 32, and reverse is performed with the first dog clutch 40 in neutral. This is performed by moving the idler gear 21a, which is in a non-meshing state (OFF), to mesh with both the reverse drive gear 9 and driven gear 15 (ON).

[Table] By the way, even in this second embodiment, not only the gear shifting is performed step by step, but also the shifting is performed in skips, for example, from 5th gear to 3rd gear, from 4th gear to 2nd gear, etc.
When shifting from the third gear to the first gear, this can be done by switching the different friction clutches 30, 31, 32, respectively. Therefore, in this embodiment, as in the first embodiment, smooth gear changes are possible without interrupting power transmission. Furthermore, in this second embodiment, both the first speed and reverse are managed by the first friction type clutch 30, so only one clutch 30 having the capacity for starting is required, and the structure of the other friction type clutches 31 and 32 is required. can be easily done. Furthermore, FIGS. 3 and 4 respectively show other embodiments, and the same components as in each of the above embodiments are designated by the same reference numerals, and their explanations will be omitted. That is, FIG. 3 shows another embodiment of the first embodiment, in which second and third friction clutches 31, 3
2 is provided on the subshaft 3. In the transmission gear trains 17 and 20 for second and fifth speeds, respective drive gears 5 and 8 are fixed to the main shaft 2, and respective driven gears 11 and 14 are connected to the second friction clutch 31. The synchro hub 41a of the second dog clutch 41 is rotatably mounted on the drive shaft 31c, and a synchro hub 41a of the second meshing clutch 41 is fixedly attached to the drive shaft 31c. Further, in the third speed and reverse speed change gear trains 18 and 22, respective driving gears 6 and 9 are rotatably mounted on the main shaft 2, and a third mesh type clutch is provided between these driving gears 6 and 9. 42 are arranged, and each driven gear 1
2, 15 is the drive shaft 32 of the third friction clutch 32
It is designed to be fixedly installed in c. Therefore, this embodiment also operates as shown in Table 1 above, performs the same functions as the first embodiment, and can smoothly perform step-by-step gear shifts and single-step skip gear shifts. can. Next, FIG. 4 shows another embodiment of the second embodiment, in which a third friction clutch 32 is provided on the countershaft 3, and the driving gear 6 of the transmission gear train 18 for the third speed is
is fixed to the main shaft 2, and the driven gear 12 is fixed to the main shaft 2.
It is fixed to the drive shaft 32c of the friction clutch 32. In addition, transmission gear trains 17 and 2 for second and fifth speeds are also provided.
0, the drive gears 5 and 8 are rotatably mounted on the drive shaft 31c of the second friction clutch 31, and the second meshing clutch 41 is disposed between the drive gears 5 and 8, and driven gear 11,1
4 is fixedly attached to the subshaft 3. Therefore, this embodiment also operates as shown in Table 2 above, performs the same functions as the second embodiment, and can smoothly perform step-by-step shifting and single-step shifting. can. Effects of the Invention As explained above, in the multi-stage gear type transmission of the present invention, at least one gear train set is provided in which one set includes a two-step forward speed change gear train, and the gear train Since the connection and disconnection with the prime mover is performed by friction type clutches provided between the main shaft or the subshaft and a single transmission gear train that cannot form a set or a gear train set, Shifting and shifting in one-step jumps are performed by switching different friction clutches, and shifting during both warm acceleration and rapid acceleration is performed smoothly without interruption of power transmission.
Therefore, by automatically operating each of the friction clutches according to the vehicle speed, the amount of depression of the accelerator pedal, etc., it is possible to obtain a multi-gear type transmission that is most suitable for an automatic transmission. Further, by using a friction type clutch for switching each transmission gear train, smooth gear changes can be performed without generating shock during switching, and the excellent effect of greatly improving riding comfort is achieved.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram of a multi-stage gear transmission according to a first embodiment of the present invention, FIG. 2 is a schematic diagram of a multi-stage gear transmission according to a second embodiment of the present invention, and FIG. FIG. 4 is a schematic diagram showing another embodiment of the first embodiment, and FIG. 4 is a schematic diagram showing another embodiment of the second embodiment. 1...Multi-stage gear type transmission, 2...Main shaft, 3...
Subshaft, 16...Transmission gear train for 1st speed, 17...Transmission gear train for 2nd speed, 18...Transmission gear train for 3rd speed, 19...Transmission gear train for 4th speed, 20... Fifth
Speed change gear train, 22... Reverse speed change gear train, 30, 31, 32... Friction type clutch, 50
...Engine (prime mover).

Claims (1)

[Scope of Claims] 1. A main shaft into which power is input from the prime mover, a sub-shaft arranged parallel to the main shaft, and a plurality of shafts provided between the main shaft and the sub-shafts and capable of shifting at least two steps. In a multi-stage gear type transmission equipped with a variable speed gear train, there is provided at least one gear train set in which one set includes a forward speed change gear train of two-stage skipping, and the gear train set and the gear train set are configured. A multi-stage gear type transmission characterized in that a friction type clutch is provided between each of the single speed change gear train and the main shaft or the subshaft.