JPH0239662B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Application Field] The present invention relates to a vehicular automatic transmission used in a vehicle such as an automobile, and particularly to a twin-clutch type constant-mesh transmission. [Prior Art] As one of the transmission devices used in vehicles such as automobiles, at least the first gear of a plurality of drive gears for achieving a plurality of gears, in many cases, the first gear a first drive gear shaft having a first-speed drive gear and a third-speed drive gear; and at least a second-speed drive gear among the plurality of drive gears for achieving a plurality of gears; In this case, a second drive gear shaft having a second speed drive gear and a fourth speed drive gear, and a plurality of driven gears that are always engaged with each of the plurality of drive gears are each rotatably supported. an output shaft, a first clutch selectively connecting an input shaft and the first drive gear shaft in a torque transmitting relationship, and a first clutch selectively connecting the input shaft and the second drive gear shaft in a torque transmitting relationship; a twin-clutch type constantly meshing transmission having a second clutch connected in a transmission relationship; and a plurality of synchronizers individually and selectively connecting each of the plurality of driven gears to the output shaft in a torque transmission relationship. A device has already been proposed, for example, in Japanese Patent Application Laid-open No. 56-94050,
No. 56-127841. [Problems to be Solved by the Invention] In the conventionally known twin clutch type constant mesh transmission, the first drive gear shaft and the second drive gear shaft are coaxially aligned with each other in the axial direction. They are spaced apart, i.e. all of the drive gears are arranged on one axis, so that this twin-clutch type constant mesh transmission has the same axis as a normal constant mesh transmission. The length tends to be longer, and since two clutches are provided in the axial direction, the axial length tends to be even longer. The long shaft length of the transmission is not so much of a problem when the internal combustion engine and transmission are installed vertically in the front-rear direction of the vehicle, but when the internal combustion engine and transmission assembly is installed horizontally in the left-right direction of the vehicle. If the vehicle is installed in the vehicle, the problem is greater than the dimensional constraints in the width direction of the vehicle. In the above-mentioned type of constant mesh transmission, the shaft length increases as the number of gears increases by one, so the more stages there are, such as 4 forward speeds or 5 forward speeds, the longer the shaft length becomes. Problems such as these become more prominent. SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic transmission for a vehicle that has a shorter shaft length than the conventional twin-clutch type constant-mesh transmission described above and is suitable as a horizontally mounted vehicle transmission. . [Means for Solving the Problems] The automatic transmission for a vehicle of the present invention includes an input shaft 3, two countershafts 4 and 5 arranged in parallel to the input shaft 3, and the input shaft 3. a sleeve shaft 6 rotatably supported by a sleeve shaft 6 and one of the countershafts 5;
Output sleeve 7 rotatably supported by
, reverse gear 9, and differential gear 8
and first and second input drive gears 31 and 32 connected to the input shaft 3, meshing with the first input drive gear 31 and rotatably supported by the other countershaft 4. first clutch element C1, C10,
A first input driven gear 41 is connected to the other countershaft 4 via F1, and a second input drive gear is engaged with the second input drive gear 32 and rotatably supported by one countershaft 5. Clutch element C2, C2
A second input driven gear 51 is connected to one countershaft 5 via 0 and F2.
and each transmission connected to the countershafts 4, 5 via first engagement elements S1, S3 which are rotatably supported by the countershafts 4, 5 and are operated automatically or manually depending on operating conditions. The drive gears 42, 52, 44 of the stage mesh with the drive gears 42, 52, 44, are connected to the sleeve shaft 6, or are rotatably supported by the sleeve shaft 6, and are adapted to operating conditions. Driven gears 61 and 62 of each gear stage are connected to the sleeve shaft 6 via a second engagement element S2 that is automatically or manually operated depending on the conditions, and a transfer drive is connected to the sleeve shaft 6. The gear 62, the transfer driven gear 71 that meshes with the transfer drive gear 62 and is connected to the output sleeve 7, and the one countershaft 5 and output sleeve 7 are operated automatically or manually depending on operating conditions. a third engagement element S3 connected to the output sleeve 7, a final drive gear 73 connected to the output sleeve 7, and a large drive gear 81 of the differential gear 8 that meshes with the final drive gear 73. It is characterized by [Operation and Effects of the Invention] According to the present invention, since the two countershafts are provided parallel to each other and spaced apart,
Multiple drive gears are distributed and arranged on two countershafts parallel to each other,
Although the radial dimension of the entire transmission is larger than that of a transmission with two countershafts installed on the same axis, the axial dimension is shorter, making it suitable for installation in vehicles with horizontally mounted engines. This has the effect of providing an automatic transmission for a vehicle. [Example] Next, the present invention will be explained based on an example shown in the drawings. 1 is an input shaft of a torque converter connected to the engine output shaft, 2 is a torque converter, 3 is an input shaft of a vehicle automatic transmission, 4 is one countershaft installed in parallel with the input shaft, and 5 is an input shaft of a torque converter connected to the engine output shaft. the other countershaft arranged in parallel with the input shaft 3; 6 a sleeve shaft rotatably supported by the input shaft 3; 7 an output sleeve rotatably supported by the other countershaft; 8
9 is a differential gear, and 9 is a reverse gear. The torque converter 2 includes a pump impeller 21 connected to the input shaft 1, a turbine runner 22 connected to the input shaft 3, a stator 24 fixed to the torque converter case via a one-way clutch 23, and a pump impeller 21 connected to the input shaft 1. A lock-up clutch 25 is provided for direct connection to the shaft 3. Reference numeral 26 indicates an oil pump driven by a sleeve 27 connected to a pump impeller. Two input drive gears 31 and 32 are fixed to the rear end of the input shaft 3 (the end opposite to the engine, the same applies hereinafter).
The first input drive gear 31 is rotatably supported on the rear end of the one countershaft 4, and the second input drive gear 32 is rotatably supported on the rear end of the one countershaft 5. The first input driven gear 41 is always in mesh with a second input driven gear 51 rotatably supported at the rear end, and the first input driven gear 41 is connected to a multi-plate clutch C1 which is a clutch element.
0 via a multi-disc clutch C1 which is connected to one countershaft 4 and which is arranged in parallel with the multi-disc clutch C10, and a one-way clutch F1 which is interposed between the multi-disc clutch C1 and the countershaft 4. The second input driven gear 51 is connected to the other countershaft 5 via a multi-plate clutch C20, and the second input driven gear 51 is connected to the other countershaft 5 via a multi-disc clutch C20. a plate clutch C2 and a one-way clutch F interposed between the multi-plate clutch C2 and the other countershaft 5;
2 to the other countershaft 5. the other countershaft 5
The 2nd drive gear 52, which is a low gear, is rotatably supported, and the 2nd drive gear 52 and the countershaft 5 are connected directly, and the output sleeve 7 and the countershaft 5 are directly connected, and the 2nd drive gear 52 is connected to the countershaft 5. A third synchronizer S3, which is an engagement element for achieving the fourth speed, is provided, which is composed of a pair of parallel coupling gears and an axially movable coupling sleeve. A reverse drive gear 43 is fixed to one end of the countershaft 4 (the end next to the engine, the same applies hereinafter), and a 1st drive gear 4, which is a low gear, is fixed to the middle of the countershaft 4.
2 and 3rd drive gears 44 which are high gears are rotatably supported, and a 3rd drive gear 44 that connects the countershaft 4 and the 1st drive gear 42 or the 3rd drive gear 44 to achieve the 1st or 3rd gear is rotatably supported. 1 synchronizer S1 is provided. At the rear end of the sleeve shaft 6, 1st and 2nd driven gears 61 that are always engaged with the 1st drive gear 42 and 2nd drive gear 52 are rotatably supported, and the 1st and 2nd driven gears 61 are fixed to the sleeve shaft 6. , 1st
A transfer drive gear (in this embodiment, a 3rd driven gear) is provided adjacent to the second synchronizer S2 to achieve the second speed and the second speed. (identical) 62 is fixed, and a reverse driven gear 65 is fixed to the tip. A transfer driven gear 71 that constantly meshes with the transfer drive gear 62 is fixed to the output sleeve 7 adjacent to the third synchronizer S3 provided at the rear end, a parking gear 72 is fixed to the tip, and the intermediate A final drive gear 73 is fixed to. The differential gear 8 includes a large drive gear 81 that constantly meshes with the final drive gear 73, a gear box 82,
It consists of a differential gear 83 and a drive shaft 84. The reverse gear 9 includes a reverse idler shaft 91 arranged in parallel with the input shaft.
and a reverse idler gear 92 rotatably and axially slidably supported by the shaft 91, and the reverse idler gear 92 moves axially (to the left in the figure) to connect the reverse drive gear 43 and the reverse driven gear 65. At the same time,
Backward movement is achieved. As shown in the table, this automatic transmission for vehicles includes multi-plate clutches C1, C2, C10, C20, synchronizers S1 to S3, and one-way clutches F1,
The action of each engagement element of F2 enables shifting of four forward speeds and one reverse speed.

[Table] In the table, ○ indicates engagement, connection, or lock, △ indicates engagement only during engine braking, and 〓 indicates cases where it may be engaged only during engine braking or may be released. show. Among these engagement elements, multi-plate clutches C1 and C
2, C10, and C20 are performed by detecting the vehicle running conditions and activating the hydraulic servo, and the synchronizers S1 to S3 and the reverse idler gear 92 are activated by hydraulic pressure, electromagnetic force, etc. by input according to the vehicle running conditions. Automatically via an actuator utilized or manually. In the above embodiment, an automatic transmission for a vehicle with four forward speeds was described, but an automatic transmission for a vehicle with a desired speed can be obtained by increasing or decreasing the number of drive gears, driven gears, and synchronizers on the countershaft and sleeve shaft. Of course, other disconnecting means such as a fluid coupling, centrifugal clutch, or electromagnetic clutch can be used between the input shaft and the output shaft of the engine. According to the embodiment of the present invention, (a) one clutch element for each countershaft connects each countershaft and input driven gear together by the action of hydraulic pressure, and the other clutches , can rotate integrally with each countershaft via a one-way clutch that locks only when the engine is running, (b) the clutch element is a multi-plate clutch, and (c) is used to achieve an even number of gears among the drive gears. The drive gears used to achieve the odd gears are located on the other countershaft, and the drive gears used to achieve the odd gears are located on one countershaft; Since it is constructed so that it is always in mesh with each speed driven gear, the following effects are achieved. (a) By providing two countershafts and arranging the even-numbered gears of each gear on one side and the odd-numbered gears on the other, the overall length of the transmission can be shortened, especially for small vehicles, front engines, front drives, or In the transverse engine series drive system of small vehicles such as rear engines and rear drives, the mounting ease is significantly improved and it can be installed in many vehicle models. (b) In conventional planetary gear transmissions, each gear has one engagement element such as a clutch or brake.
In contrast, in the present invention, the number of engagement elements is relatively small because the clutch can be shared by a plurality of even-numbered gears or odd-numbered gears, and in particular, it is possible to avoid complication of the transmission mechanism caused by increasing the number of gears. By being able to do this, the number of component parts can be kept to a small number, resulting in significant cost and weight reductions. (c) Since two one-way clutches are used alternately to change gears when the engine is running, it is possible to easily control gear changes and simplify the gear change control mechanism. (d) Since there is no need to temporarily cut off the transmission of power when shifting gears, it is possible to avoid coasting of the car due to cutoff of power, and by avoiding wasteful opening and closing of the accelerator, it improves driving operability and improves engine performance. It is possible to fully draw out the power performance. (e) As the overall length of the transmission is shortened, the shaft length is shortened and the deflection of the shaft is reduced, so vibration and noise can be reduced. (f) With the use of a multi-plate clutch, the outer diameter of the clutch is small and the inertial force of the clutch member is small, which facilitates synchronization during gear changes and improves the durability of the synchronizer. (g) Since a multi-disc brake is not used as an engaging element, power transmission loss due to drag torque of the multi-disc brake can be avoided;
Significant improvement in fuel efficiency. (h) The countershaft that does not have an output gear concentrically has a meshing relationship only with the input shaft, so it can be freely arranged around the input shaft, giving more freedom in layout.

[Brief explanation of drawings]

FIG. 1 is a skeletal diagram of an automatic transmission for a vehicle according to the present invention;
FIG. 2 is a side view showing the meshing of each gear. In the figure, 3... Input shaft, 4... One countershaft, 5... Other countershaft, 6... Sleeve shaft, 7... Output sleeve, 8... Differential gear,
9...Reverse gear, C1, C2, C10, C2
0...Multi-plate clutch, F1, F2...One-way clutch, S1-S3...Synchronizer device.

Claims (1)

[Scope of Claims] 1. An input shaft, two countershafts arranged in parallel on the input shaft, a sleeve shaft rotatably supported on the input shaft, and a sleeve shaft rotatably supported on one of the countershafts. a freely supported output sleeve, a reverse gear, a differential gear, first and second input drive gears connected to the input shaft, and meshing with the first input drive gear. a first input driven gear rotatably supported by the other countershaft and connected to the other countershaft via a first clutch element; a second input driven gear rotatably supported on the countershaft and connected to one of the countershafts via a second clutch element; a drive gear of each gear stage connected to the countershaft via a manually operated first engagement element; and a drive gear meshing with the drive gear and connected to the sleeve shaft or the sleeve a driven gear of each gear stage connected to the sleeve shaft via a second engagement element rotatably supported by the shaft and operated automatically or manually depending on operating conditions; and a driven gear connected to the sleeve shaft. a transfer drive gear that is engaged with the transfer drive gear, a transfer driven gear that meshes with the transfer drive gear and is connected to the output sleeve, and one of the countershafts and the output sleeve, automatically or manually depending on operating conditions. A vehicle for a vehicle, comprising: a third engaging element connected to the output sleeve; a final drive gear connected to the output sleeve; and a large driving gear of a differential gear that meshes with the final drive gear. Automatic transmission. 2. A reverse drive gear is fixed to the other of the two countershafts, and the reverse idler gear is rotatable and axially slidable on an idler shaft provided parallel to the other countershaft. Claim 1, wherein the reverse idler gear is axially moved to mesh with the reverse drive gear and the reverse driven gear fixed to the sleeve shaft at the same time. automatic transmission for vehicles. 3. The clutch elements are actuated by hydraulic pressure, and include a first clutch that connects the countershaft and the input driven gear, and a second clutch that connects the countershaft and the input driven gear via a one-way clutch that locks only when the engine is driving. An automatic transmission for a vehicle according to claim 1, characterized in that the automatic transmission comprises a clutch. 4. The automatic transmission for a vehicle according to claim 3, wherein the first and second clutches are multi-disc clutches. 5 Among the drive gears, the drive gears used to achieve even-numbered gears are arranged on one countershaft, and the drive gears used to achieve odd-numbered gears are arranged on the other countershaft. An automatic transmission for a vehicle according to claim 1, characterized in that: 6. The automatic transmission for a vehicle according to claim 1, wherein two of the drive gears mesh with one driven gear. 7. The automatic transmission for a vehicle according to claim 1, wherein the engaging elements are arranged on two countershafts and a sleeve shaft, respectively, aligned in the axial direction. 8. The automatic transmission for a vehicle according to claim 1, wherein the engaging element is a synchronizer.