JPH06280948A - Synchronization device for shift gear - Google Patents

Abstract

PURPOSE:To make the shift operation quickly and smoothly by decelerating the rotating speed of a main gear at shifting-up and also accelerating at shifting- down, and conducting the gear shifting upon synchronizing the main gear rotating speed with the rotating speed of an output shaft. CONSTITUTION:At shifting-down of the gearing position, a clutch to couple or shut off an output gear 4 with/from a synchro. shaft 3 is operated, wherein the output gear 4 is driven by a synchro. gear 2 which is secured to the output shaft, and thereby the rotating speed of the synchro. shaft 3 is increased, and a counter-shaft is accelerated through a counter-gear 25 and main gear 9C. At shifting-up, on the other hand, a clutch brake device 6 is operated so that the rotating speed of the counter-shaft is decreased directly.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a speed change gear synchronizing device, and more particularly, by appropriately operating a speed increasing clutch provided on a side of the speed changing device or a clutch brake device mounted on a counter shaft. The main gear is accelerated or decelerated to synchronize the rotation speed of the main gear with the rotation speed of the output shaft before shifting.
The present invention relates to a speed change gear synchronizing device that does not require a synchromesh mechanism and that can perform a speed change operation smoothly in a short time.

[0002]

2. Description of the Related Art Conventionally, when shifting the gears of a vehicle transmission, the shift operation is performed after the clutch is operated to disconnect the transmission from the engine, but as an automatic transmission, An automatic transmission that automatically shifts the manual transmission to an actuator that uses a fluid pressure cylinder has been adopted. By not using a torque converter, fuel efficiency is improved and driving loss is dramatically reduced while reducing output loss. Improved transmissions have been put to practical use.

However, in this type of automatic transmission, a mechanical clutch is mainly used, and in this type, the clutch must be engaged and disengaged each time a gear shifting operation is performed. .

Therefore, when the clutch is disengaged prior to the gear shifting operation, the rotary members below the clutch disk rotate inertially due to their inertia, so that they are fixed to the input shaft, the input gear, the counter gear, the counter shaft, and the counter shaft. The main gear for speed change will rotate by inertia together.

When the clutch is not completely disengaged, so-called clutch dragging occurs, but even in this case, the counter shaft and the like continue to rotate at a certain speed against the driver's will.

On the other hand, in order to smoothly perform the gear insertion and gear removal of the transmission, it is necessary to perform a gear shift operation in a state where the rotation speeds of the output shaft and the main gear are synchronized.

That is, when the gear is upshifted, the rotational speed of the main gear connected next is always higher than the rotational speed of the output shaft, so it is necessary to reduce the rotational speed of the main gear prior to shifting, and vice versa. When the gear is downshifted, the rotation speed of the main gear to be connected next is always lower than the rotation speed of the output shaft. Therefore, it is necessary to increase the rotation speed of the main gear before shifting.

In order to reduce or increase the rotational speed of the main gear, conventionally, a double clutch operation is performed, or the conical inner diameter of the synchronizer ring is brought into contact with the conical portion of the main gear, and the frictional force of the conical portion causes frictional force of the main gear. After synchronizing the rotation speed and the rotation speed of the output shaft, the gear shift operation is performed using a so-called synchromesh mechanism that causes the gears to mesh with each other.

However, according to the conventional synchronization method and apparatus,
It takes a long time to synchronize the rotation speed of the main gear and the rotation speed of the output shaft, and there are problems such as shifting at a timing slightly different from the driver's intention,
There was room for improvement in ensuring agile driving performance.

[0010]

SUMMARY OF THE INVENTION The present invention has been made in order to eliminate the above-mentioned problems of the prior art, and its object is to provide an output pusher driven by a synchro gear fixed to an output shaft. A clutch for connecting or disconnecting the gear and the synchro shaft, and a known clutch braking device provided on the counter shaft, and when the gear is downshifted, the clutch is operated to increase the rotational speed of the synchro shaft. By increasing the speed of the counter shaft via a counter gear and a main gear that are spline-fitted to the synchro shaft, and by operating the clutch brake device to directly reduce the rotational speed of the counter shaft when the gear is upshifted, it is possible to reduce the speed in a short time. The rotation speed of the main gear and the output shaft Is be to be able to synchronize and thereby is to ensure a nimble operation performance to be able to perform the gear shift operation to the will by a driver.

Another object is to use a newly installed clutch for increasing the speed of the counter shaft when the gear is downshifted, and a known clutch that is already installed for decelerating the countershaft when the gear is upshifted. By using a clutch / brake device, it is possible to attach a high-performance transmission gear synchronizer at low cost.

[0012]

SUMMARY OF THE INVENTION In summary, the present invention relates to a constant mesh gear type automatic transmission equipped with a clutch braking device for applying a braking force to a counter shaft, and to an output shaft of the constant mesh gear type automatic transmission. One of a fixed synchronous gear that rotates together with the output shaft and a plurality of main gears that are rotatably fitted to the output shaft.
A counter gear that constantly rotates in mesh with one gear and a synchro shaft that is fitted by a spline to transmit rotational power from the counter gear, and rotatably fitted in the synchro shaft and rotates while always meshing with the synchro gear. An output gear and a clutch that connects or disconnects the output gear and the synchro shaft are provided, and the clutch or the clutch brake device is operated during shifting of the automatic transmission to change the rotation speed of the main gear. It is characterized in that it is configured to synchronize with the rotation speed of the shaft.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the embodiments shown in the drawings. 1 and 2, a shift gear synchronizing device 1 according to the present invention includes a clutch braking device 6, a synchronizing gear 2, a synchronizing shaft 3, and an output gear 4.
And a clutch 5.

The speed change gear synchronizing device 1 includes a rotation speed of the output shaft 8 and a first speed main gear 9A, a reverse main gear 9B, a second speed main gear 9C, and a third speed which are rotatably fitted to the output shaft 8. Main gear 9D
Alternatively, it is for synchronizing the rotation speed of the fourth-speed main gear 9E, and is attached to the side of the constant mesh gear type transmission 10.

Between the crankshaft 12 and the input shaft 13 of the engine (not shown), a clutch 14 such as a hydraulic pressure-bonding type is arranged so as to connect and disconnect the crankshaft 12 and the input shaft 13. It is configured.

The input gear 15 fixed to the input shaft 13 meshes with the counter gear 18 fixed to the counter shaft 16, and transmits the rotation of the input shaft 13 to the counter shaft 16.

A first speed counter gear 19A, a reverse speed counter gear 19B, a second speed counter gear 19C, a third speed counter gear 19D and a fourth speed counter gear 19E are fixed to the counter shaft 16, respectively. Main gear 9A, reverse main gear 9B, second speed main gear 9C,
The third speed main gear 9D and the fourth speed main gear 9E are in mesh with each other.

Between the first-speed main gear 9A and the reverse main gear 9B of the output shaft 8, between the second-speed main gear 9C and the third-speed main gear 9D, and between the fourth-speed main gear 9E and the input gear 15. , Gear shift shift forks 20A, 20B and 20C are provided respectively, and a shift select unit (not shown) is operated by a command from a computer (not shown) by manually operating a shift lever (not shown). No.) to move the shift fork 20A, 20B or 20C, and through the respective sleeve 17A, 17B or 17C, the first speed main gear 9A, the reverse main gear 9B, the second speed main gear 9
The main shaft 9C for the third speed and the main gear 9E for the fourth speed are connected to the output shaft 8.

The clutch / brake device 6 is a known multi-plate clutch disposed on the counter shaft 16,
A large number of clutch plates 40 are provided on the counter shaft 16, and a large number of fixed clutch plates 41 are provided on the case 27 of the automatic transmission.
Are alternately arranged and are spline-fitted, and a cylinder (not shown) is operated to press the clutch plate 40 and the fixed clutch plate 41 into close contact with each other, and a braking force is applied to the counter shaft 16 by frictional force. Is configured to let.

The synchro gear 2 is for transmitting the rotation of the output shaft 8 to the output gear 4, is fixed to the output shaft 8 and rotates together with the output shaft 8.

The synchro shaft 3 controls the rotational speed of the synchro shaft 3 so as to be connected to the 1st speed main gear 9A, the reverse main gear 9B,
This is for increasing the rotational speed of the second-speed main gear 9C, the third-speed main gear 9D, or the fourth-speed main gear 9E to synchronize it with the rotational speed of the output shaft 8, and a ball bearing in the case 27 of the automatic transmission. 24
It is rotatably supported by.

A male spline 3a is formed at an intermediate portion of the synchro shaft 3, and a female spline 25a formed on the counter gear 25 is slidably fitted to the male spline 3a.

The counter gear 25 is the second speed main gear 9
It is meshed with C and is configured to transmit the rotation of the synchro shaft 3 to the counter shaft 16 via the second speed main gear 9C and the second speed counter gear 19C.

The output gear 4 is for transmitting the rotation of the output shaft 8 to the clutch 5 described later, and is rotatably fitted to the shaft portion 25e of the counter gear 25 via the needle bearing 26. In addition, the output shaft 8 meshes with the synchro gear 2 and is rotated by the output shaft 8.

A ring-shaped protrusion 4a is provided on the side of the output gear 4 and serves as a housing for the clutch 5.

The clutch 5 is for increasing the rotational speed of the first-speed main gear 9A, the reverse main gear 9B, the second-speed main gear 9C, the third-speed main gear 9D or the fourth-speed main gear 9E. A female spline 28a of an intermediate ring 28 having a female spline 28a and a male spline 28b formed on the inner and outer diameter portions of the male spline 25b of the gear 25 is slidably fitted so as to transmit rotation.

A plurality of shaft side clutch plates 29 are slidably fitted to the male splines 28b with female splines formed on the shaft side clutch plates 29.

A female spline 4b is formed on the inner diameter of a ring-shaped protrusion 4a formed as the housing of the clutch 5, and is fitted slidably with a male spline formed on the housing side clutch plate 30. A plurality of housing side clutch plates 30 and a plurality of shaft side clutch plates 29 are arranged alternately.

The case 27 of the automatic transmission is opposed to the side of the shaft side clutch plate 29 and the housing side clutch plate 30.
A cylinder chamber 31 is fixed to the cylinder chamber 31 by a bolt 32, and a piston 33 is fitted in the cylinder chamber 31 so as to be slidable in the left-right direction in FIG.

An O-ring 34 is attached to the inner and outer diameter fitting portions of the piston 33 and the cylinder chamber 31 to keep airtightness, and a compression spring is provided between the washer 35 fixed to the cylinder chamber 31 and the piston 33. 36 is mounted and the piston 33 is disengaged from the shaft side clutch plate 29 and the housing side clutch plate 30 (right direction in FIG. 2).
Is urged to.

Then, by supplying the compressed fluid in the direction of arrow A from the compressed fluid supply port 27a provided in the case 27 of the automatic transmission to move the piston 33 in the direction of arrow B, the pressure plate 38 is used to move the shaft side. The clutch plate 29 and the housing side clutch plate 30 are brought into close contact with each other, and the rotational force of the output gear 4 is transmitted to the synchro shaft 3 by a frictional force.

Lubricating oil supply holes 3b, 3c, 3d, 4c, 25c, 25d and 28 are provided in the synchro shaft 3, the output gear 4, the counter gear 25 and the intermediate ring 28.
c are respectively formed, and a lubricating oil supply device (not shown)
It is configured to supply lubricating oil to lubricate each part.

Output gear 4 and counter gear 2
5, a needle thrust bearing 37 is mounted between the counter gear 25 and the case 27 of the automatic transmission, and a thrust bearing 42 is mounted between the counter gear 25 and the case 27 of the automatic transmission.

The present invention is configured as described above,
The operation will be described below. 1 and 2, when the vehicle is traveling at the first speed, the sleeve 17A is engaged with the first speed main gear 9A by the shift fork 20A for gear shifting, and the rotational force of the crankshaft 12 of the engine is increased by the clutch. Input shaft 13 by 14
Have been transmitted to.

Further, the input gear 15 and the counter gear 1
8, counter shaft 16, first speed counter gear 19
A is transmitted to the output shaft 8 via a sleeve 17A by a first-gear main gear 9A and a gear-shifting shift fork 20A.

That is, the rotational torque input from the engine (not shown) in the direction of arrow C is output shaft 8
Is output in the direction of arrow D to rotate wheels (not shown) to drive the vehicle.

Here, in order to shift from the first speed to the second speed, a clutch pedal (not shown) is operated to disconnect the crankshaft 12 from the input shaft 13 by the clutch 14, and a shift lever (not shown). ) Is manually operated to perform gear removal operation, the operation signal is transmitted to a computer (not shown), and a shift select unit (not shown) is operated by a command from the computer to perform gear removal.

Specifically, the shift fork 2 for shifting gears
0A moves leftward in FIG. 1 on the output shaft 8 and the sleeve 17A also moves in the same direction to release the engagement between the first speed main gear 9A and the output shaft 8.

In this state, the input shaft 13, the input gear 15, the counter gear 18, the counter shaft 16 and the counter gear 19A for the first speed, the counter gear 19B for the reverse drive, the counter gear 19C for the second speed, and the counter gear 19C for the second speed, Third-speed counter gear 19D, fourth-speed counter gear 19E, and 1 meshed with these gears, respectively.
The speed main gear 9A, the reverse main gear 9B, the second speed main gear 9C, the third speed main gear 9D, and the fourth speed main gear 9E rotate by inertia.

When a shift operation to the second speed is performed by the shift lever, the operation signal is transmitted to the computer and the operation command signal is sent from the computer to the shift select unit.

That is, the computer judges that it is a shift-up operation and operates the clutch / brake device 6 to operate a fluid pressure switching valve (not shown) in order to reduce the rotational speed of the second-speed main gear 9B. The compressed fluid is supplied to a cylinder (not shown) to operate, and the clutch plate 40 and the fixed clutch plate 41 are brought into close contact with each other.

By this operation, the fixed clutch plate 41 is attached to the clutch plate 40 rotating together with the counter shaft 16.
The braking force due to the frictional force between the counter shaft 1 and the counter shaft 1
The rotation speed of 6 is reduced.

The decelerating action of the counter shaft 16 is transmitted to the second-speed main gear 9C via the second-speed counter gear 19C to reduce the rotational speed of the second-speed main gear 9C.

When the rotation speed of the second-speed main gear 9C is reduced to a rotation speed that is synchronized with the rotation speed of the output shaft 8, this is detected by a rotation speed detection device (not shown) and transmitted to the computer. The fluid pressure switching valve is operated to stop the supply of the compressed fluid to the cylinder, the clutch plate 40 and the fixed clutch plate 41 are separated from each other, and the clutch brake device 6 is in the disengaged state.

In this state, the dog clutch 20B for gear shifting moves to the right in FIG. 1 according to a command from the computer and engages with the second-speed main gear 9C, whereby the second-speed main gear 9C and the output shaft 8 are connected. Is connected, and the shifting operation to the second speed is completed.

Similarly, in the case of upshifting from the 2nd speed to the 3rd speed and from the 3rd speed to the 4th speed, the clutch brake device 6 is actuated to operate the third speed main gear 9D or the fourth speed main gear 9
The rotation speed of E is reduced to a speed synchronized with the rotation speed of the output shaft 8, and then the fork 2 for gear shifting is used.
Since the gear shift operation is performed by moving 0B or 20C rightward or leftward, the gearshift can be smoothly performed.

The deceleration of this deceleration is compared with a high-pressure compressed fluid when the pressure of the compressed fluid supplied to the clutch brake device 6 is controlled by a computer to perform rapid deceleration, and when a slight deceleration is performed. Since a low-pressure compressed fluid is supplied to perform the deceleration action, it is possible to decelerate to a predetermined rotation speed in a short time, and the gear shift operation can be performed quickly.

Next, when shifting down from the 4th speed to the 3rd speed, for example, the clutch 14 is operated and the clutch is disengaged, and then the gear shift lever is operated to engage the 4th speed main gear 9E. The sleeve 20C disengages from the output shaft 8 by moving the shift fork 20C for gear shifting to the left in FIG. 1 to disengage it from the fourth speed main gear 9E.

Next, in order to operate the clutch 5 to increase the rotational speed of the third-speed main gear 9D, a fluid pressure switching valve (not shown) is operated to turn the compressed fluid into the compressed fluid supply port 2
7a in the direction of the arrow A to move the piston 33 in the direction of the arrow B, and the shaft side clutch plate 29 through the pressing plate 38.
And the housing side clutch plate 30 are brought into close contact with each other, and the rotational force of the output gear 4 is transmitted to the synchro shaft 3 by a frictional force to increase the speed.

The increased rotation of the synchro shaft 3 is transmitted to the third speed main gear 9D through the counter gear 25, the second speed main gear 9C, the second speed counter gear 19C, the counter shaft 16, and the third speed counter gear 19D. Is done to speed up these gears.

When the rotation speed of the third-speed main gear 9D is increased to a speed synchronized with the rotation speed of the output shaft 8, this is detected by a rotation speed detection device (not shown) and transmitted to the computer. Since the fluid pressure switching valve is operated to stop the supply of the compressed fluid to the cylinder chamber 31, the piston 33 moves to the right by the action of the compression spring 36, and the clutch 5 is disengaged.

The dog clutch 20B for gear shifting
1 moves to the left in FIG. 1 and moves to the third gear main gear 9D
And the output shaft 8 are connected, and the shift operation to the third speed is completed.

Similarly, in the case of the shift-down shift from the 3rd speed to the 2nd speed and from the 2nd speed to the 1st speed, the clutch 5 is actuated to change the rotational speed of the 2nd speed main gear 9C or the 1st speed main gear 9A to that of the output shaft 8. Since the gear clutch dog clutch 20B or 20A is moved to the right or left to perform the gear shift operation after the speed is increased to a speed synchronized with the rotation speed, the gear shift can be smoothly performed.

Although the counter gear 25 is described as meshing with the second speed main gear 9C in the above embodiment, the gear with which the counter gear 25 meshes is not limited to the second speed main gear 9C. First-speed main gear 9A, reverse main gear 9B, third-speed main gear 9
It may be either the D or the fourth speed main gear 9E.

[0055]

As described above, the present invention provides a known clutch brake arranged on the clutch and the counter shaft for connecting or disconnecting the output gear driven by the synchro gear fixed to the output shaft and the synchro shaft. When the gear is downshifted, the clutch is actuated to increase the rotational speed of the synchro shaft, and the counter shaft is accelerated via a counter gear and a main gear that are spline-fitted to the synchro shaft. Since the clutch brake device is operated to reduce the rotation speed of the counter shaft directly when shifting up, the effect is that the rotation speeds of the main gear and the output shaft can be synchronized in a short time. To change gears according to the person's will Effect of that to ensure a nimble driving performance as possible is obtained.

Further, a newly installed clutch is used to increase the speed of the counter shaft when the gear is downshifted, and a known clutch brake device that is already provided is used to reduce the speed of the countershaft when the gear is upshifted. As a result, there is an effect that a high-performance transmission gear synchronizer can be mounted at low cost.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a configuration of a speed change gear synchronization device.

FIG. 2 is a lateral cross-sectional view of a main part of a speed change gear synchronization device.

[Explanation of symbols]

 1 Gearshift Synchronous Device 2 Synchro Gear 3 Synchro Shaft 4 Output Gear 5 Clutch 6 Clutch Brake Device 8 Output Shaft 9C Main Gear for 2nd Speed as an Example of Main Gear 10 Constant Mesh Gear Type Transmission Device 16 Countershaft 25 Counter Gear

Claims (1)

[Claims] 1. A constant mesh gear type automatic transmission in which a clutch braking device for exerting a braking force is mounted on a counter shaft, and a synchronizer fixed to an output shaft of the constant mesh gear type automatic transmission and rotating together with the output shaft. A gear, a counter gear that is constantly meshed with one of a plurality of main gears that are rotatably fitted to the output shaft, and a synchro shaft that is fitted by a spline, and that receives rotational power from the counter gear; An output gear that is rotatably fitted to a synchro shaft and rotates while always meshing with the synchro gear, and a clutch that connects or disconnects the output gear and the synchro shaft are provided. The clutch or the clutch A shift gear synchronizing device, characterized in that the latch brake device is operated to synchronize the rotation speed of the main gear with the rotation speed of the output shaft.