JPH06330960A - Trasmission with power synchronizing device - Google Patents

Abstract

PURPOSE:To ensure light operation performance by a method wherein a power synchronizing device is disposed on the counter shaft of a constant mesh gear type gear shifting device, an independent dog energized in a direction, in which access to a hub is effected, through the force of a compression spring is mounted, and the rotation speeds of a main gear and an output top shaft are synchronized with each other is a short time to sharply shorten a time required for a shift. CONSTITUTION:A power synchronizing device 2 comprising a boost clutch to accelerate rotation of a counter shaft 16 and a deceleration clutch to decelerate rotation of the counter shaft 16 is mounted on a constant mesh gear type gear shifting device. An independent dog 5D to intercouple a main gear 4D energized in a direction, in which the main gear makes access to a hub 3B, through the force of a compression spring 39 and the hub 3B is disposed between the main gear 4D and the hub 3B.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission with a power synchronizer, and more particularly to a power synchronizer provided on a counter shaft of a constant mesh gear type transmission and a biasing force toward a hub by a compression spring. The present invention relates to a power transmission with a power synchronizer, which is slidably attached to a main gear to reduce the operation force of a shift lever of a manual transmission and to significantly reduce the time required for shifting.

[0002]

2. Description of the Related Art Conventionally, when shifting a gear of a vehicle transmission, a shift operation is performed after a clutch is operated to disconnect the transmission from the engine, and the shift operation is performed each time. The clutch must be connected and disconnected.

When the clutch is disengaged prior to the gear shifting operation, the rotary members below the clutch disk rotate by inertia due to their inertia, so that the gears fitted to the input shaft, the input gear, the counter gear, the counter shaft and the output shaft are shifted. Both main gears will rotate by inertia.

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

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

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 the rotation speed and the rotation speed of the output shaft are synchronized, the gear shift operation is performed by using a so-called synchromesh mechanism for engaging the gears.

However, gear shifting by operating the double clutch is
The clutch pedal must be operated twice for each shift, and the operation is complicated, and there is a drawback that the driver is tired when the number of shifts increases.

Further, in the transmission using the synchromesh mechanism, it takes a long time to synchronize the rotation speed of the main gear and the rotation speed of the output shaft, and the gear shift occurs at a timing slightly deviated from the driver's intention. There was room for improvement in order to ensure light 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 a speed increasing clutch for accelerating the rotation of a counter shaft and the counter. A power synchronizer consisting of a reduction clutch that reduces the rotation of the shaft is attached to the constant mesh gear type transmission, and a dog that connects the main gear and the hub is connected to the hub by a compression spring that is constantly urged toward the hub. By providing them independently, it is possible to synchronize the rotation speeds of the main gear and the output shaft in a short time, and by doing so, it is possible to perform a speed change operation as the driver wishes. The goal is to ensure agile driving performance.

Another object of the present invention is to allow the shift lever to be manually operated with a small operation force even in the constant mesh gear type transmission having a large torque capacity by the above-mentioned structure, and thereby to improve the operability of the speed change. It is to greatly improve.

[0012]

SUMMARY OF THE INVENTION In summary, the present invention (Claim 1) is a constant mesh gear type transmission, which increases or decreases the speed of rotation of the counter shaft by connecting or disconnecting the counter shaft and the output shaft. A power synchronizer composed of a high speed clutch and a deceleration clutch that is connected to or disconnected from the case of the transmission and reduces the rotation of the counter shaft, and a plurality of sleeves formed on the output shaft. A hub that movably fits, a plurality of main gears that are provided to face the hub and that rotatably fit to the output shaft, and a main gear that slidably fits in a direction toward or away from the hub. When the main gear and the hub are engaged with each other, they are constantly urged by a compression spring in a direction to approach the hub. It is characterized in that a disposed a dog.

[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 transmission 1 with a power synchronizer according to the present invention includes a power synchronizer 2 and a plurality of hubs 3.
A, 3B and 3C and main gears 4A, 4B, 4C and 4
D and 4E and dogs 5A, 5B, 5C, 5D and 5E.

First, the structure of the constant mesh gear type transmission 6 will be described. Between the crankshaft 12 and the input shaft 13 of an engine (not shown), a hydraulic pressure-compression type clutch 14 is provided. ,
It is configured to connect and disconnect the crankshaft 12 and the input shaft 13.

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 4A, reverse main gear 4B, second speed main gear 4C,
The third speed main gear 4D and the fourth speed main gear 4E are meshed with each other.

Between the first-speed main gear 4A and the reverse main gear 4B of the output shaft 8, between the second-speed main gear 4C and the third-speed main gear 4D, and between the fourth-speed main gear 4E and the input gear 15. Shift forks 20A, 20B, and 20C for gear shifting are provided, and the shift fork 20 is operated by manually operating the shift lever 9 to operate a link mechanism 41 described later.
Move A, 20B or 20C to move each sleeve 17
1st speed main gear 4A via A, 17B or 17C,
It is configured to connect any main gear of the reverse main gear 4B, the second speed main gear 4C, the third speed main gear 4D, and the fourth speed main gear 4E to the output shaft 8.

The power synchronizer 2 includes a counter shaft 16
For accelerating or decelerating the vehicle, and is composed of an accelerating clutch 10 and a decelerating clutch 11.

The speed increasing clutch 10 is a counter shaft 1.
A plurality of shaft side clutch plates 21 are slidably fitted to a male spline (not shown) formed on the counter shaft 16 in order to increase the speed of the shaft 6.

A clutch chamber 22 having a clutch gear 22a formed on its side is rotatably fitted to the counter shaft 16, and the clutch gear 22a meshes with a clutch drive gear 23 fixed to the output shaft 8. There is.

A female spline (not shown) is formed in the clutch chamber 22, and a plurality of housing side clutch plates 24 are alternately slidably arranged with the shaft side clutch plate 21 in the female spline.

Then, a cylinder (not shown) is actuated to press the shaft side clutch plate 21 and the housing side clutch plate 24 into close contact with each other, and rotate the output shaft 8 to rotate the clutch drive gear 23, the clutch gear 22a and the housing side. It is configured to be transmitted to the counter shaft 16 via the clutch plate 24 and the shaft side clutch plate 21 to accelerate the counter shaft 16.

The deceleration clutch 11 is the counter shaft 1
6 is for decelerating by applying a braking force to 6, and a large number of clutch plates 25 are provided on the counter shaft 16.
Further, a large number of fixed clutch plates 28 are alternately arranged in the case 26 of the automatic transmission and spline-fitted.

Then, a cylinder (not shown) is operated to press the clutch plate 25 and the fixed clutch plate 28 into close contact with each other, and a friction force exerts a braking force on the counter shaft 16.

Cylinders (not shown) for operating the speed increasing clutch 10 and the speed reducing clutch 11 are each connected to a solenoid valve 29, and are configured to be driven in accordance with a command from a computer 30 which is a control device. .

The computer 30 is the central processing unit 3
In the well-known computer including an external storage device 32 and an input / output port 33, various sensors (not shown) are connected by an input signal line 34, and a solenoid valve 29 is connected by an output signal line 35. It is electrically connected to the output port 33.

In FIG. 2, hubs 3A, 3B and 3C are shown.
Is a component that constitutes the tapered dog clutch 36 together with the main gears 4A, 4B, 4C, 4D and 4E, the dogs 5A, 5B, 5C, 5D and 5E, and the plurality of hubs 3A,
3B and 3C are formed on the output shaft 8.

The output shaft 8 is adjacent to both sides of the plurality of hubs 3A, 3B and 3C, respectively, and is adjacent to the main gear 4.
A and 4B, 4C and 4D and 4E are needle bearings 3
It is rotatably fitted by means of 8.

Main gears 4A, 4B, 4C, 4D and 4
Male spline portions 4a, 4b, 4c, 4d and 4e are formed on the side portions of E on the hub 3A, 3B and 3C side, respectively, and the male spline portions 4a, 4b, 4c, 4d and 4e are formed.
Dogs 5A, 5B, 5C, 5D and 5E are slidably fitted to e, respectively.

Main gear 4A, dog 5A, main gear 4
B and dog 5B, main gear 4C and dog 5C, main gear 4D and dog 5D, and main gear 4E and dog 5E are provided with compression springs 39, respectively, and dogs 5A, 5B, 5C,
5D and 5E are always biased towards the hub 3A, 3B or 3C.

Sleeves 17A, 17B and 17C having female splines 17a, 17b and 17c, respectively, are slidable on male splines 3a, 3b and 3c formed on the outer peripheral portions of a plurality of hubs 3A, 3B and 3C. Is fitted to.

The shift fork 20A, 20B or 20C fixed to the shift shaft 40 is provided with a sleeve 17A,
17B and 17C are rotatably engaged with each other, and the shift shaft 40 is connected to the shift lever 9 via a link mechanism 41. By manually operating the shift lever 9, the shift shaft 40 in FIG. The sleeves 17A, 17B, and 17C are moved in the left-right direction to move in the left-right direction.

The present invention is configured as described above,
The operation will be described below. 1 to 3, the case of shifting up from the 2nd speed to the 3rd speed will be described. The sleeve 17B includes a dog 5C (main gear 4C).
Is engaged with the hub 3B and is connected to the hub 3B.
Also, the deceleration clutch 11 is in the inoperative state.

The rotation of the engine (not shown) is controlled by the crankshaft 12, the clutch 14, the input shaft 13,
The input gear 15 is transmitted to the output shaft 8 via the counter gear 18, the counter shaft 16, the second speed counter gear 19C, the second speed main gear 4C, the dog 5C, the sleeve 17B and the hub 3B to drive the wheels. .

In the clutch chamber 22 fitted to the counter shaft 16, the clutch gear 22a is the clutch drive gear 23.
And is driven by the output shaft 8 and is constantly rotating.

In order to shift up to the third speed, the clutch lever (not shown) is operated to disengage the clutch 14, and then the speed change lever 9 is moved to the neutral position.

The movement of the speed change lever 9 is performed by the link mechanism 41.
And the shift fork 20B via the shift shaft 40.
And the shift fork 20B is moved to release the engagement between the sleeve 17B and the main gear 4C. As shown in FIGS. 2 and 3, the neutral state in which the main gear 4C or 4D is not engaged. Become.

Next, when the speed change lever 9 is moved to the third speed position, the movement of the speed change lever 9 is transmitted to the shift fork 20B via the link mechanism 41 and the shift shaft 40 in FIG. 20B is further moved in the direction of arrow A.

Along with this, the sleeve 17B also moves in the direction of arrow A to mesh with the dog 5D to connect to the hub 3B. However, the rotation speed of the dog 5D rotating together with the main gear 4D is the same as that of the hub 3B (out put). Since it is faster than the rotation speed of the sleeve 17B rotating together with the shaft 8), it cannot mesh with the dog 5D, and the dog 5D is pressed and moved in the direction of arrow B while compressing the compression spring 39.

The spring force of the compressed compression spring 39 is applied to the sleeve 17B, the shift fork 20B and the shift shaft 4.
0, transmitted to the speed change lever 9 via the link mechanism 41,
Makes the driver feel comfortable.

The computer 30 controls the vehicle speed, the rotation speed of the counter shaft 16, the position of the speed change lever 9 and the clutch 1.
The connection / disconnection signal of _No. 4 is input from each sensor (not shown) to monitor the running condition of the vehicle, and in FIG.
Check whether or not the clutch 14 is disengaged.

When the clutch 14 is in the connected state, the speed increasing clutch 10 and the decelerating clutch 11 cannot be operated. Therefore, the route R ₁ is returned to the point A, and thereafter the same operation is performed until the clutch 14 is disengaged. The operation is repeated until the clutch 14 is disengaged.

When the clutch 14 is disengaged, the routine proceeds to step S ₂ , where the position of the transmission lever 9 (third speed position) is detected, and at step S ₃ the output shaft 8
And the rotational speed NG of the third-speed main gear 4D to be connected next is detected in step S ₄ .

Rotational speed N of the main gear to be connected next
G may directly detect the rotation speed of the main gear, or may detect the rotation speed of the counter shaft 16 and calculate from the gear ratio between the counter gear and the main gear.

Next, at step S ₅ , it is determined whether the rotational speed NO of the output shaft 8 and the rotational speed NG of the third-speed main gear 4D match and are synchronized, and if they are not synchronized, the routine proceeds to step S ₈ . 3rd speed main gear 4
The rotational speed NG of D is the rotational speed NO of the output shaft 8
Is greater than.

When shifting up from the 2nd speed to the 3rd speed, the rotational speed NG of the main gear 4D for the 3rd speed is higher than the rotational speed NO of the output shaft 8, so step S
₉ , a drive signal is sent from the computer 30 to the solenoid valve 29, the compressed fluid is supplied to the cylinder (not shown) from the compressed fluid supply source (not shown), and the cylinder plate and the fixed clutch plate are operated. 28 and press it into close contact,
A braking force is applied to the counter shaft 16 by the frictional force.

[0047] Then, the process returns to point B through the route R _2, thereafter repeats the same operation from the step S _5, step S ₅ at the output of the rotational speed NO and 3-speed main gear 4D shaft 8 rotating speed NG and match If it were, it is determined the process proceeds to step S _6, released to control the operation of the speed increasing clutch 10 or deceleration clutch 11 was in the operating state is finished.

Number of revolutions NO of output shaft 8 and 3
If the rotational speed NG of the high-speed main gear 4D matches, FIG.
, The dog 5D moves in the direction of arrow C by the spring force of the compression spring 39, meshes with the sleeve 17B and connects the third speed main gear 4D and the hub 3B (output shaft 8) to complete the shift to the third speed. To do.

When the dog 5D moves in the direction of arrow C, the spring force of the compression spring 39 transmitted to the gear shift lever 9 disappears, and the driver can directly feel that the gear shift has been performed.

Shift-up shifting from the first speed to the second speed and the third speed to the fourth speed can be performed in exactly the same manner.

In the case of downshifting from the 4th speed to the 3rd speed, the 3rd speed to the 2nd speed or the 2nd speed to the 1st speed, the rotational speed NG of the main gear is smaller than the rotational speed NO of the output shaft 8, and the step in FIG. Steps S ₁ to S ₈ are similarly performed.

[0052] proceeds to step S ₁₀ through the route R ₃ in step S _8, the rotational speed NG of the main gear is discriminated whether less than the rotational speed NO of the output shaft 8, if the rotational speed NG of the main gear output shaft If it is larger than the revolution speed NO of 8, step S ₅ ,
Since there is a contradiction in the determination in steps S ₅ and S _10, the route R ₄ is returned to point B, and step S is performed again.
Determine the number of rotations from ₅ .

[0053] In step S _10, the rotational speed NG of the main gear is determined to be smaller than the rotational speed NO of the output shaft 8 proceeds to step S _11, the drive signal is sent from the computer 30 to the solenoid valve 29 the cylinder (Fig. Compressed fluid is supplied from a compressed fluid supply source to the cylinder (not shown) to operate the cylinder.

Then, the shaft side clutch plate 2 is provided by the cylinder.
1 and the housing-side clutch plate 24 are pressed against each other, and the output shaft 8 is rotated by the clutch drive gear 23, the clutch gear 22a, and the housing-side clutch plate 2.
4 and the shaft side clutch plate 21 through the counter shaft 1
6 to accelerate the counter shaft 16.

The increased speed rotation of the counter shaft 16 corresponds to the first speed counter gear 19A and the second speed counter gear 1
9C, 3rd speed counter gear 19D and 4th speed counter gear 19E are transmitted to 1st speed main gear 4A, 2nd speed main gear 4C, 3rd speed main gear 4D and 4th speed main gear 4E, respectively, to increase the speed. Then, the gear shift is performed in synchronization with the rotation of the output shaft 8 and the gear shift is performed thereafter, but since it is exactly the same as the case of the shift up gear shift, detailed description thereof will be omitted.

[0056]

As described above, according to the present invention, the constant mesh gear type transmission is equipped with the power synchronizer including the speed increasing clutch for accelerating the rotation of the counter shaft and the speed reducing clutch for decelerating the rotation of the counter shaft. At the same time, the compression spring constantly urges the hub toward the hub, and the dog that connects the main gear and the hub is provided independently of the main gear, so that the rotation speeds of the main gear and the output shaft can be synchronized in a short time. This is effective, and as a result, the speed change operation can be performed promptly according to the driver's intention, so that a light driving performance can be secured.

Further, with the above structure, even in the constant mesh gear type transmission having a large torque capacity, the shift lever can be manually operated with a small operation force, and as a result, the operability of gear shifting can be greatly improved.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing an overall configuration of a transmission with a power synchronizer.

FIG. 2 is an enlarged vertical cross-sectional view of a main part of a transmission with a power synchronizer.

FIG. 3 is an enlarged vertical cross-sectional view of a sleeve portion of the transmission with a power synchronizer in a neutral state.

FIG. 4 is an enlarged vertical cross-sectional view of a sleeve portion showing an initial state of a shift operation.

FIG. 5 is an enlarged vertical cross-sectional view of the sleeve portion showing a state in which the shift operation is completed.

FIG. 6 is a flowchart showing a computer routine for controlling the power synchronizer.

[Explanation of symbols]

 1 power transmission with power synchronizer 2 power synchronizer 3A hub 3B hub 3C hub 4A main gear 4B main gear 4C main gear 4D main gear 4E main gear 5A dog 5B dog 5C dog 5C dog 5E dog 6 constant mesh gear type transmission 8 speed output shaft 10 Clutch 11 Deceleration clutch 16 Counter shaft 17A Sleeve 17B Sleeve 17C Sleeve 26 Case 39 Compression spring

Claims (1)

[Claims] 1. A constant mesh gear type transmission, which is connected to or connected to a case of the transmission and a speed increasing clutch that connects or disconnects a counter shaft and an output shaft to accelerate the rotation of the counter shaft. Is cut off to reduce the rotation of the counter shaft, a power synchronizing device, a hub formed with a plurality of sleeves on the output shaft to which sleeves are slidably fitted, and a hub that faces the hub. A plurality of main gears that are rotatably fitted to the output shaft, and slidably fitted to the main gear in a direction toward or away from the hub, and compressed by a compression spring so as to always approach the hub. Power comprising a dog that is biased and that is disposed between the main gear and the hub Transmission with synchronization device.