JPH052851B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to a transmission with four forward speeds and one reverse speed for use in an automatic transmission for a vehicle. [Prior Art] Conventionally, transmissions using planetary gear sets have been widely used as multi-stage automatic transmissions. [Problems to be Solved by the Invention] Transmissions using the above-mentioned conventional planetary gear set have a large number of parts and a complicated structure, resulting in an increase in overall length and weight. The problem was that it had poor mountability. There was also the problem of high costs. The present invention has been made in view of the above-mentioned problems, and aims to provide a simple structure, short overall length, light weight and compactness, excellent installation and maintainability, and easy manufacturing. The present invention aims to provide a transmission for a vehicle automatic transmission that is also low in cost. [Means for Solving the Problems] In order to achieve the above object, the transmission of the automatic transmission for a vehicle of the present invention includes an input shaft, a ray shaft arranged in parallel with the input shaft, and the transmission of the automatic transmission for a vehicle according to the present invention. An output shaft is provided between an input shaft and a ray shaft, and an input drive gear is connected to the input shaft, and a sleeve shaft, a first drive gear, and a second drive gear are connected to the input shaft. A drive gear is rotatably supported, a reverse drive gear is connected to the sleeve shaft, the input shaft and the sleeve shaft are connected by a first clutch, and a first clutch is connected by a second clutch. The sleeve shaft, the first drive gear, and the second drive gear are coupled via a one-way clutch, and the sleeve shaft, the first drive gear, and the second drive gear
The input driven gear is connected to the input drive gear via an input idler gear, a third drive gear, and a fourth drive. A gear is rotatably supported, and the input driven gear and the race shaft are connected by a third clutch and are connected by a fourth clutch via a second one-way clutch, and the input driven gear and the race shaft are connected by a fourth clutch via a second one-way clutch. The third drive gear and the fourth drive gear are selectively connected by a second synchronizing mechanism, and the output shaft includes the first drive gear and the third drive gear. A first driven gear meshed with the gear, a second driven gear meshed with the second drive gear and the fourth drive gear, and a reverse idler gear slidably disposed in the axial direction. A reverse driven gear connected to the reverse drive gear and an output gear for driving a differential are connected, and the first clutch, the second clutch, and the first one-way clutch are connected to each other. The input drive gear is provided in a first clutch drum connected to one end of the input shaft, and the input drive gear is connected to the other end of the first clutch drum, and the input drive gear is connected to the third clutch and the fourth clutch drum. and the second one-way clutch are provided in a second clutch drum that is connected to one end of the shaft and is located axially overlapping the first clutch drum, and the input driven gear is connected to the first clutch drum. disposed on the other end of the clutch drum of No. 2, for alternately operating each of the first and second synchronizing mechanisms, and operating each of the second and fourth synchronizing mechanisms on the shaft on which the synchronizing mechanisms are disposed; It is characterized in that the gears are sequentially achieved by engaging the clutch. [Operations and Effects of the Invention] In the transmission of the automatic transmission for vehicles of the present invention configured as described above, the gears are changed by changing the combination of a plurality of gears, so it is not necessary to use the conventional planetary gear set. Compared to automatic transmissions, it has fewer parts, has a simpler structure, and has three axes, making it possible to shorten the overall length.As a result, it is lightweight and compact, making it easy to install in vehicles.
It can also be manufactured at a lower cost. Further, the first clutch drum is connected to one end of the input shaft, and the second clutch drum is connected to one end of the ray shaft and is disposed at a position overlapping the first clutch drum in the axial direction. In addition to being further shortened in the axial direction, there is no need to provide a support wall from the transmission case to support the clutch mechanism, and the clutch drum can be accessed by simply removing the transmission case, which ultimately becomes the lid, during assembly. This makes maintenance of the clutch mechanism easy. Furthermore, the first and second synchronizing mechanisms are actuated alternately and the second and fourth clutches on the shafts on which the synchronizing mechanisms are disposed are engaged to sequentially achieve gears. Therefore, when shifting from a predetermined gear to a higher or lower gear, the synchronizer mechanism installed on the input shaft or ray shaft to which power is not being transmitted is set to the next gear in advance. The gear can then be changed simply by engaging the second and fourth clutches on the shaft on which the synchronizing mechanism is installed. [Example] Next, the present invention will be described based on an example shown in FIGS. 1 and 2. 100 is an output shaft of the engine, 200 is a torque converter, 1 is a transmission, and 2 is a differential gear. The torque converter 200 is a direct coupling clutch 20
1. Pump impeller 202, turbine runner 20
3. It includes a stator 205 connected to a fixed part via a one-way clutch 204, and an oil pump drive gear 206. The transmission 1 includes an input shaft 3 integrated with the output shaft of the torque converter, a ray shaft 4 arranged in parallel with the input shaft,
and an output shaft 5 arranged in parallel between the input shaft 3 and the ray shaft 4. Input shaft 3 has sleeve shaft 6
is rotatably supported, and the input shaft 3 and sleeve shaft 6 are removably connected by a first clutch mechanism 7. The clutch mechanism 7 is connected to one end of the input shaft 3 (the opposite side of the torque converter 200) in a first clutch drum 71 connected to one end of the input shaft 3 (the opposite side of the torque converter 200, the same applies hereinafter) by a hydraulic servo. an actuated multi-plate first clutch C10;
On the other end side (beside the torque converter 200, the same applies hereinafter) is a multi-plate second clutch C1 operated by a hydraulic servo in parallel with the clutch C10;
A first one-way clutch F1 is provided inside the clutch C1 in series with the clutch C1, and the clutches C10 and C1 are selectively engaged or disengaged by a hydraulic servo to connect the input shaft 3 and the sleeve. The shaft 6 is connected directly or via a one-way clutch F1. Further, an input drive gear 72 is connected to the other end of the clutch drum 71. Sleeve shaft 6
Reverse drive gear 3 connected to the other end
1 and the clutch mechanism 7, a first drive gear 32 is connected to the sleeve shaft 6 to achieve the fourth speed at one end, and is rotatable to the input shaft via the sleeve shaft 6. A second drive gear 33 is rotatably supported at the other end and connected to the sleeve shaft 6 for achieving the second speed. A first drive gear for selectively connecting the sleeve shaft 6 to either the first or second drive gear.
A synchronizing mechanism S1 is provided. An input driven gear 82 connected to the input drive gear 72 via an input idler gear 73 is rotatably supported on the race shaft 4, and the input driven gear 82 and the race shaft 4 are connected to one end side of the race shaft. They are removably connected by a second clutch mechanism 8 provided. The clutch mechanism 8 is a multi-plate type clutch actuated by a hydraulic servo on one end side of a second clutch drum 81 which is connected to one end of the ray shaft 4 and arranged in a position overlapping the first clutch drum 71 in the axial direction. A third clutch C20, a multi-plate fourth clutch C2 operated by a hydraulic servo in parallel with the clutch C20 on the other end side, and a second clutch C2 in series with the clutch C2 inside the clutch C2. A one-way clutch F2 is provided, and a clutch C
20 and clutch C2 are selectively engaged or released by a hydraulic servo to connect the race shaft 4 and the hub 82A of the input driven gear 82 directly or via the one-way clutch F2. The third gear is adjacent to the input driven gear 82.
A third drive gear 41 connected to the race shaft 4 to achieve the first speed is rotatably supported, and a third drive gear 41 connected to the race shaft 4 to achieve the first speed is rotatably supported on the other end side of the third drive gear. 4 drive gears 42 are rotatably supported, and a ray shaft 4 and either the third drive gear 41 or the fourth drive gear 42 are selectively disposed between the third and fourth drive gears. A second synchronizing mechanism S2 is provided for coupling. The output shaft 5 is connected to an output gear 51 for driving the differential device 2 at the other end, a parking gear 52 at one end, and an intermediate portion connected to the first drive gear 32 and the third drive gear 41. The first driven gear 53 meshes with each other, and the second drive gear 33 and the fourth
A second driven gear 54 that meshes with the drive gear 42 is connected, and the second driven gear 54 meshes with the reverse drive gear 31 via a reverse idler gear 56 that is connected to the reverse idler shaft 9 only when traveling backwards. A reverse driven gear 55 is connected thereto. The differential device 2 has a known configuration and includes a driven gear 21 meshing with the output gear 51, a differential gear box 22, a small differential gear 23, and a large differential gear 25 connected to the axle 24. . Next, the operation of the above transmission will be explained. Table 1 shows multi-plate clutches C1, C10, C2,
C20 shows the relationship between the actions of the synchro mechanisms S1 and S2 and the respective speed change numbers.

[Table] In Table 1, ○ indicates engagement or connection, × indicates release or disconnection, and △ indicates engagement only during engine braking. Table 2 shows the gear ratio when the number of gear teeth is set as shown below.

【table】

[Table] Description of speed change operation 1 First forward speed In the first speed state, clutch C2, one-way clutch F2, and synchro mechanism S2 are engaged. That is, power input from the output shaft 100 of the engine is transmitted to the input shaft 3 through the turbine 203 of the torque converter 200 and input to the transmission 1. At this time, the clutch drum 71 of the first clutch mechanism 7 is fixed to the shaft 3, and the clutch drum 71 of the first clutch mechanism and the input drive gear 72 are also fixed, so the power is transferred to the input idler gear. 73, and is transmitted to input driven gear 82. Therefore, at this time, if the clutch C2 is engaged, the power is transmitted to the ray shaft 4 via the one-way clutch F2. Further, since the synchronizing mechanism S2 is engaged with the fourth drive gear 42, the power is transmitted from the gear 42 to the second driven gear 54, and then enters the differential device 2 from the output gear 51 and moves the axle to the first gear. Driven by ratio. At this time, the engine brake is not effective because the power is being applied via the one-way clutch F2. To apply engine braking, clutch C20 is engaged. Generally, the driver's operation at this time is to shift the shift lever from the "D" range to the "L" range. 2 Forward 2nd speed 2nd speed is clutch C1, one-way clutch F
1. Engage the synchronization mechanism S1. That is,
In an upshift from the first speed state or a downshift from the third speed state, the clutches C1 and C10 are not engaged when running in the first and third speeds. Therefore, since power is not transmitted to the synchronizing mechanism S1, the synchronizing mechanism S1 can be engaged. In this way, when running in 1st or 3rd gear, the synchronizer mechanism is applied to the 2nd gear side to prepare for the 2nd gear state, and the clutch C2 to C
By switching to 1, the gear is shifted to 2nd speed. The power flow at this time is transmitted from the input shaft 3 through the clutch C1 to the synchronizing mechanism S1 via the one-way clutch F1. Furthermore, it is transmitted from the synchronizer mechanism S1 to the second driven gear 54 through the second drive gear 33, and enters the differential device 2.
The wheels are driven at the second gear ratio. Since this power transmission is via the one-way clutch F1, no engine braking is applied. To apply engine braking, clutch C10 is engaged. The driver's operation required at this time is to move the shift lever to "D".
This means shifting from the "2" range to the "2" range. 3 Forward 3rd speed In upshifting from 2nd speed to 3rd speed and downshifting from 4th speed to 3rd speed, the first clutch mechanism 7 (clutch C10,
C1) is activated and the second clutch mechanism 8 (clutches C2, C20) is not engaged, so the synchronizer mechanism S2 is shifted to the third gear side to prepare for third gear, and the clutch is shifted to the first gear. The clutch mechanism 7 is switched to the second clutch mechanism 8 to change gears. Engine braking corresponds to 1st and 2nd gear. 4 Forward 4th speed As in the case of shifting from 1st speed to 2nd speed, when driving in 3rd speed, the synchronizing mechanism S1 is shifted to the 4th speed side, and the clutch is shifted from the second clutch mechanism 8 to the first clutch mechanism 7. Shift by switching to . As with 1st to 3rd gear, engine braking is done by clutch C.
It is activated by engaging 10. 5 Reverse When traveling in reverse, the driver moves the shift lever to the "R" position, as in a conventional automatic transmission, and the reverse idler gear 56 is connected to the reverse drive gear 31 connected to the other end of the sleeve shaft 6.
and the reverse driven gear 55 connected to the other end of the output shaft 5, and then the clutch C10 is engaged, so that the power input to the transmission 1 is transferred to the clutch C10.
The rotation direction is reversed and transmitted from the reverse idler gear 56 to the reverse driven gear 55 via the output gear 51 to the reverse drive gear 31 connected to the other end side of the sleeve shaft 6. The vehicle enters device 2, reverses the wheels at the reverse gear ratio, and travels backward. Therefore, since power is not transmitted through the one-way clutch F1, engine braking is always applied. The above operation explanation is based on the first speed, second speed drive gears and driven gears (gears 33, 54, 4).
2) is placed at the other end, and the third and fourth speed drive gears and driven gears (gears 32, 53, 41) are placed at one end, but it is also possible to replace these. As explained above, in this embodiment, the transmission mechanism is configured with a plurality of gears arranged on the three axes of the input shaft 3, the race shaft 4, and the output shaft 5. Compared to a transmission, the structure is simpler and the overall length is shorter. Then, the first clutch drum 71 is connected to one end of the input shaft 3 (on the opposite side to the torque converter 200), and the second clutch drum 81 is connected to one end of the race shaft 4, so that the first clutch drum 71 and the shaft Since they are arranged at positions that overlap in the direction, the axial direction is further shortened, and it is necessary to provide a support wall from the transmission case to support the first clutch mechanism 7 and the second clutch mechanism 8. is disappearing. In addition, since the first clutch drum 71 and the second clutch drum 81 can be accessed by simply removing the transmission case that ultimately becomes the lid during assembly, maintenance of the first clutch mechanism 7 and the second clutch mechanism 8 is possible. is becoming easier to do.

[Brief explanation of drawings]

FIG. 1 is a skeletal diagram showing one embodiment of an automatic transmission for a vehicle according to the present invention, and FIG. 2 is a side skeletal diagram showing the arrangement of a shaft and gears. 1...Transmission, 2...Differential device, 3...
Input shaft, 4... Ray shaft, 5... Output shaft, 6... Sleeve shaft, 3
1... Reverse drive gear, 32... First drive gear, 33... Second drive gear, 41... Third
Drive gear, 42...Fourth drive gear, 51
...output gear, 52...parking gear, 53...first
Driven gear, 54...Second driven gear, 5
5... Reverse driven gear, 56... Reverse idler gear, 71... First clutch drum, 72...
Input drive gear, 73... Input idler gear, 81... Second clutch drum, 82...
Input driven gear, C10...first clutch, C1...second clutch, C20...third clutch, C2...fourth clutch, F1...first one-way clutch, F2...second one-way clutch ,S1
...first synchronization mechanism, S2...second synchronization mechanism.

Claims (1)

[Scope of Claims] 1. An input shaft, a rayshaft arranged in parallel with the input shaft, and an output shaft arranged between the input shaft and the rayshaft, the input shaft comprising: , an input drive gear is connected, and a sleeve shaft, a first drive gear, and a second drive gear are rotatably supported, a reverse drive gear is connected to the sleeve shaft, and a reverse drive gear is connected to the sleeve shaft. The input shaft and the sleeve shaft are connected by a first clutch and a second clutch via a first one-way clutch, and the sleeve shaft and the first drive gear and the second drive gear are connected to each other by a first clutch and a second clutch. What is drive gear?
The input driven gear is connected to the input drive gear via an input idler gear, a third drive gear, and a fourth drive. A gear is rotatably supported, and the input driven gear and the race shaft are connected by a third clutch and are connected by a fourth clutch via a second one-way clutch, and the input driven gear and the race shaft are connected by a fourth clutch via a second one-way clutch. The third drive gear and the fourth drive gear are selectively connected by a second synchronizing mechanism, and the output shaft includes the first drive gear and the third drive gear. A first driven gear meshed with the gear, a second driven gear meshed with the second drive gear and the fourth drive gear, and a reverse idler gear slidably disposed in the axial direction. A reverse driven gear connected to the reverse drive gear and an output gear for driving a differential are connected, and the first clutch, the second clutch, and the first one-way clutch are connected to each other. The input drive gear is provided in a first clutch drum connected to one end of the input shaft, and the input drive gear is connected to the other end of the first clutch drum, and the input drive gear is connected to the third clutch and the fourth clutch drum. and the second one-way clutch are provided in a second clutch drum that is connected to one end of the shaft and is located axially overlapping the first clutch drum, and the input driven gear is connected to the first clutch drum. disposed on the other end of the clutch drum of No. 2, for alternately operating each of the first and second synchronizing mechanisms, and operating each of the second and fourth synchronizing mechanisms on the shaft on which the synchronizing mechanisms are disposed; A transmission for an automatic transmission for a vehicle, characterized in that gears are sequentially achieved by engaging a clutch. 2 The first drive gear is a fourth speed drive gear, the second drive gear is a second speed drive gear, and the third drive gear is a third speed drive gear.
the fourth drive gear is a first speed drive gear, the first driven gear is a third and fourth speed driven gear, and the second driven gear is a first and second speed driven gear. The transmission for an automatic transmission for a vehicle according to claim 1, wherein the transmission is a driven gear.