JPH0231050A - Transmission for automobile - Google Patents

Abstract

PURPOSE:To realize a compact size and a light weight of a transmission by connecting a one-way clutch in series in the form to connect the output of one side and the input of the other side, and providing a lock clutch to engage or release the input at the most input side and the output at the most output side. CONSTITUTION:When a drive is carried out from an input shaft 11 side, the driving force can be transmitted while one-way clutches 25 and 28 are left in the operating condition by making a lock clutch 26 in the released condition. As a result, even though there is a condition to engage both clutches 15 and 16 at a time when the engagement of the presently operating clutch of the first or the second speed is released and the other side clutch is engaged to carry out the speed change, the power transmission by one side gear train is not operated by the function of the one-way clutches 25 and 28. On the other hand, when an engine brake is required in a deceleration running and the like, the engine brake can be obtained in any gear speed phase by engaging the lockup clutch 26.

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention (Field of Industrial Application) The present invention relates to a transmission for an automobile, and more particularly to a transmission having a one-way clutch in a power transmission path.

(Prior Art) In an automobile transmission, especially an automatic transmission, a power transmission means (for example, a plurality of gear trains) constituting a plurality of power transmission paths is selected, and the power transmission path by the power transmission means is selected. The transmission device has a plurality of transmission means (for example, a plurality of hydraulic clutches) to selectively engage and operate the transmission means in response to a transmission command, thereby switching a power transmission path and performing a transmission. ing.

In this case, when the - gear train (power transmission means) is selected and the - gear stage is set, when switching to power transmission by another gear train and shifting to the other gear stage, In order to prevent problems such as shift shock occurring due to simultaneous engagement of both clutches (transmission means) for setting both gear trains, a one-way clutch is installed in the power transmission path. There is. Various transmissions with this configuration have been used in the past,
For example, there is a transmission disclosed in Japanese Patent Publication No. 61-24582.

However, when a one-way clutch is disposed in the power transmission path as described above, there is a problem that engine braking action cannot be obtained through this power transmission path, and for this reason, the input and output parts of the one-way clutch are It is conceivable to provide a lock clutch that can directly connect the

FIGS. 6A and 6B show such a specific example, and in this example, the input shaft 1 and the output shaft 2 are parallel to each other.
A LOW gear train 3a, 3b and a HIGH gear train 5a, 5b, which constitute two power transmission paths, are provided between the LOW clutch 7 and the HIGH gear train 5a, 5b. This makes it possible to select power transmission by either gear train.One-way clutches 4a and 6a are provided between the driven gears 3b and 5b of each gear train and the output shaft 2, respectively. As a result of these actions, as shown in FIG. 6B, when the driven gears 3b and 5b are rotated counterclockwise in the figure with respect to the output shaft 2 (when rotated in the driving direction), Power is transmitted to the output shaft 2, but this power is not transmitted when the output shaft 2 is rotated clockwise.

However, as it is, engine braking action cannot be obtained, so each one-way clutch 4a, 6a has an input section (a section connected to the driven gears 3a, 5a).
Lock clutches 4b and 6b are provided that can engage and disengage the output section (portion connected to the output shaft 2), and when engine braking action is required, the lock clutch 4b.

6b is engaged and operated.

(Problem to be Solved by the Invention) However, in the transmission with the above configuration, each one-way clutch 4a, 6a has a lock clutch 4b, 6b.
are required, and if there are multiple one-way clutches, multiple lock clutches are also required. For this reason,
There are problems in that the overall length and gravity of the transmission increase in proportion to the number of one-way clutches, and the structure of the transmission becomes complicated, increasing manufacturing costs.

In view of the above, an object of the present invention is to provide a transmission having a structure that eliminates the above-mentioned problems by using only one lockup for a plurality of one-way clutches.

1. Structure of the invention (means for solving the problem) As a means for achieving the above object, the transmission of the present invention includes:
A one-way clutch that only allows power transmission in the driving direction is disposed in at least two power transmission paths, and these one-way clutches are connected in series to connect the output section of one and the input section of the other. The lock clutch is connected to the one-way clutch and can engage and disengage the input part of the one-way clutch located on the most input side and the output part of the one-way clutch located on the most output side.

(Example) Hereinafter, the structure and operation of a transmission according to a preferred example of the present invention will be explained based on the drawings.

As shown in Fig. 1, this transmission has an input shaft 11 and an output shaft 12, which are rotatably supported by a ball bearing link or the like, arranged parallel to each other. 11
．． 12, a single-speed gear train 21a, 21b and a second-speed gear train 22a, 22b are arranged. The 1st speed gear train is composed of a drive gear 21a that can freely rotate on the input shaft 11 and can be freely engaged with and disengaged from the input shaft 11 by the 1st speed clutch 15, and a driven gear 21b that can freely rotate on the output shaft 12. Ru. Similarly, the 2nd speed gear train includes a drive gear 22a which is rotatable on the input shaft 11 and can be engaged with and disengaged from the input shaft 11 by a 2nd speed clutch 16, and an output shaft via a 2nd speed one-way clutch 28. 12 and a driven gear 22b connected to the drive gear 12.

Further, the 1st speed driven gear 21b is connected to the 2nd speed driven gear 22b via a 1st speed one-way clutch 25 and a connecting member 27 in series, and the 1st speed driven gear 21b is engaged via a lock clutch 26. It is also detachably connected to the output shaft 12.

FIG. 2 schematically shows the connection by these one-way clutches 25, 28 and lock clutch 26.
As can be clearly seen from this figure and FIG. 1, the input portion of the first-speed one-way clutch 25 is connected to the single-speed driven gear 21b, and the output portion is connected to the double-speed driven gear 22b via the connecting member 27. Further, the one-way clutch 28 for 2nd speed has its input section connected to the 2nd driven gear 2.
2b, and the output section is connected to the output shaft 12. and,
The first-speed driven gear 21b and the output shaft 12, that is, the input part of the first-speed one-way clutch 25, which is the one-way clutch closer to the input side, and the output part of the second-speed one-way clutch 28, which is closer to the output side, They are detachably connected by a lock clutch 26.

Part 3 Regarding the power transmission operation of the transmission configured as above.
This will be explained with reference to FIGS. A to 3D.

FIG. 3A shows power transmission in a case where the l-speed clutch 15 is engaged, the first speed is set, and driving is performed from the input shaft 11 side. In this case, the lock clutch 26 is released, and power is transmitted along the path indicated by the solid arrow A. Specifically, the driving force transmitted from the engine (not shown) to the input shaft 11 is transferred from the engaged first speed clutch 15 to the first speed drive gear 21a.
The signal is transmitted to the first speed driven gear 21b that meshes with the first speed driven gear 21b, and then to the one-speed one-way clutch 25.

In this case, the rotational direction of the driven gear 21b is counterclockwise in FIG. The signal is transmitted to driven gear 22b. As a result, the second speed driven gear 22b is also rotated counterclockwise in FIG. 2, so the second speed one-way clutch 28 is also locked, and the power is transmitted to the output shaft 12 via the one-way clutch 28. As a result, the driving force of the input shaft 11 is transmitted to the output shaft 12 after being changed in speed by the single gear trains 21a and 21b.

Note that in this state, the vehicle is decelerated and the wheel side (output shaft 12
When receiving driving force from the side), the one-way clutch 28, 25 becomes a free rotating layer. Therefore, the driving force from the wheel side is not transmitted to the input shaft 11 side, and no engine braking action occurs.

FIG. 3B shows power transmission when the second speed clutch 16 is engaged and the second speed is set, and drive is performed from the input shaft 11 side.
No. 6 is loaded, and power is transmitted along the path shown by arrow B. The driving force transmitted from the engine to the input shaft 11 is transmitted from the engaged 2nd speed clutch 16 to the 2nd gear drive gear 22a, which meshes with the 2nd speed clutch 16.
The signal is transmitted to the speed driven gear 22b and then to the second speed one-way clutch 28. Driven gear 2 in this case
2b is counterclockwise in FIG. 2, the second-speed one-way clutch 28 is locked, and the power is transmitted from the driven gear 22b to the output shaft 12 via the one-way clutch 28. In this case, the driving force of the input shaft 11 is transmitted to the output shaft 12 after being changed in speed by the dual gear trains 22a and 22b.

In this state, when driving at a reduced speed and receiving drive from the wheel side, the one-way clutch 2
8, the input shaft 11 of the driving force from the wheel side
No transmission occurs, and no engine braking action occurs.

FIG. 3C shows that when the engine brake is applied with the first gear clutch 15 engaged and the first gear set,
That is, a case is shown in which power is transmitted from the output shaft 12 side. In this case, the lock clutch 26 is engaged in order to apply engine braking, and power is transmitted along the path shown by arrow C.

The power from the wheels that has been transmitted to the output shaft 12 is transmitted to the single-speed driven gear 21b through the engaged lock clutch 26, and is also transmitted to the first-speed drive gear 21a that meshes with the single-speed driven gear 21b. gear 21a
is transmitted to the input shaft 11 through the single clutch 15. This input shaft 11 is connected to an engine (not shown), so that braking force is obtained from the engine.

FIG. 3D shows a case where the engine brake is applied with the second gear clutch 16 being engaged and the second gear being set. In this case as well, the lock clutch 26 is engaged in order to apply engine braking, and power is transmitted along the path indicated by the arrow.

The power from the wheels that has been transmitted to the output shaft 12 is transmitted to the speed driven gear 21b through the engaged lock clutch 26. In this case, since the rotation of the first speed driven gear 21b is in the counterclockwise direction in FIG. The signal is transmitted from the connecting member 27 to the second speed driven gear 22b. Then, the signal is transmitted from the second speed driven gear 22b to the second speed drive gear 22a meshing therewith, and from this drive gear 22a, it passes through the second speed clutch 16 to the input shaft 11.
brake force is obtained by the engine. Note that since the second speed driven gear 22b and the output shaft 12 rotate at the same time, no power is transmitted by the second speed one-way clutch 28.

As described above, when driving from the input shaft 11 side, by disengaging the lock clutch 26 (released state), the driving force is generated while the one-way clutches 25 and 28 are in the operable state. Transmission can be performed. Therefore, in order to change gears, when either the currently operating clutch for 1st or 2nd gear is disengaged and the other clutch is engaged, both clutches are engaged at the same time. Even if there is a state in which the two gears are engaged, the action of the one-way clutch prevents power transmission through one gear train, and there is no risk of shift shock occurring due to co-meshing of the gears.

On the other hand, if engine braking is required for deceleration, etc., the lock-up clutch 26 can be engaged (at any speed and when any clutch is engaged).
But you can get engine braking power.

應二＠二LJLGoI In the above, the case of a transmission with only two speed stages, 1st speed and 2nd speed, has been explained, but the same applies to a transmission with more than 2 speeds. For example, ,1
In the case of a transmission having speed stages from speed to third speed, it may be configured as shown in FIG. 4, that is, a one-way clutch 41 for one gear is disposed between the driven gear 31b for first gear and the driven gear 32b for two gear. and 2nd speed driven gear 3
2b and the third speed driven gear 33b, a two-way one-way clutch 42 is disposed between the third speed driven gear 33b and the third speed driven gear 33b.
A three-speed one-way clutch 43 is disposed between the output shaft 35 and the one-speed driven gear 31a, and a lock clutch 26' is disposed between the single-speed driven gear 31a and the output shaft 35.

In this case, for example, if the second gear is set, and the lock clutch 26' is disengaged, the driving force from the engine transmitted to the second gear driven gear 32b is The signal is transmitted to the output shaft 12 via the 2nd speed one-way clutch 42, the 3rd speed driven gear 33b, and the 3rd speed one-way clutch 43 in this order. Note that at this time, the power from the output shaft 12 side is not transmitted to the input shaft side due to the action of the one-way clutches 42 and 43, and the engine brake does not act.

On the other hand, when the lock clutch 26' is engaged, the driving force from the engine is transmitted to the output shaft 35 along exactly the same path as described above.

On the other hand, the power from the output shaft 35 side during deceleration traveling etc.
The signal is transmitted from the output shaft 35 to the first speed driven gear 31b via the lock clutch 26', and further transmitted from the first speed driven gear 31b to the second speed driven gear 32b via the one-way clutch 41 for second speed. It is transmitted to the input shaft via a gear train. Therefore, in this case, an engine braking effect can be obtained. Note that the same applies to the other gears, so a description of their operations will be omitted.

In the above, an example has been shown in which a plurality of one-way clutches are arranged in parallel in the axial direction, but as shown in FIG. 5, they may be arranged so as to overlap in the radial direction. In this transmission, shift clutches 115. ] 16 for first speed and second speed gear trains 121a, 121b and 122a, 122b are arranged in parallel, and in this point, it is the same as the transmission shown in FIG. However, in this case, the one-way clutches 125, 128 for the first speed and the second speed are arranged to overlap in the radial direction on the inner diameter portion of the driven gear 121b for the first speed. Therefore, as is clear from the figure, the axial dimension of the transmission can be made shorter than in the configuration shown in FIG. 1.

In this transmission, the input part of the 1st speed one-way clutch 125 is connected to the multiple driven gear 121b, the output part is connected to the connecting member 127 and the 2nd speed driven gear 122b, and the 2nd speed one-way clutch 128 is connected to the multiple driven gear 121b. , the input part of which is the dual driven gear 122b.
and the connecting member 127, and the output portion is connected to the output shaft 112.
Connect with. The input part of the one-way clutch 125 for 1st speed, which is the one-way clutch closer to the input side, and the output part of the one-way clutch 128 for 2nd speed, which is the one-way clutch closer to the output side, are connected in a detachable manner by a lock clutch 26. , this configuration is exactly the same as that in FIG. Therefore, the explanation of its operation will be omitted.

In the above example, a one-way clutch is provided between the driven gear and the output shaft, but instead of this, a one-way clutch may be provided between the input shaft and the drive gear.

C. As described in detail, according to the present invention, one-way clutches that allow only power transmission in the driving direction are disposed in at least two power transmission paths, and these one-way clutches are connected to one of the two power transmission paths. The output part and the other input part are connected in series so that the input part of the one-way clutch located closest to the input side and the output part of the one-way clutch located closest to the output side are engaged and disengaged. This one is equipped with a locking clutch that allows
By engaging two locking clutches, no matter which power transmission path is selected, power is transmitted from the input side to the output side and vice versa, and engine braking is applied. By disengaging the lock clutch, power is transmitted from the input side to the output side, but the reverse power transmission is not performed, that is, engine braking is not applied. be able to.

In this way, in the transmission of the present invention, even when using a plurality of one-way clutches, only one lock clutch is required;
The axial length of the transmission can be shortened, and the transmission can be made more compact and lightweight.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram showing a transmission according to the present invention, Fig. 2 is a schematic diagram showing the connection of each member in the transmission, and Figs. 3A to 3D show power transmission in the transmission. 4 is a schematic diagram showing a different example of the transmission according to the present invention; FIG. 5 is a schematic diagram showing another example of the transmission according to the present invention; FIGS. 6A and 6B are conventional diagrams. FIG. 2 is a schematic diagram and a schematic diagram showing an example of a transmission. 11... Input shaft ] 2... Output shaft 15...
・1st speed clutch 16...2nd speed clutch 25.2
8...One-way clutch

Claims (1)

[Claims] 1) It has a power transmission means that configures a plurality of power transmission paths, and a plurality of speed change means that selects the power transmission path by the power transmission means, and selectively engages the speed change means in response to a speed change command. In the automotive transmission, the transmission is configured to change the speed by switching the power transmission paths by moving the vehicle, and in at least two of the power transmission paths, only power transmission in the driving direction is allowed. At the same time, these one-way clutches are connected in series by connecting the output part of one side and the input part of the other, and the input part of the one-way clutch located on the most input side and the input part of the one-way clutch located on the most output side. An automobile transmission characterized by being provided with a lock clutch that can engage and disengage the output part of a one-way clutch located therein.