JPH08109950A - Synchronous clutch type automatic transmission - Google Patents

Abstract

PURPOSE: To provide a novel automatic transmission which is excellent in the efficiency and the durability, does not give a driver a sense of incompatibility, and small in the speed change shock. CONSTITUTION: When the engine speed (input rotational speed) is changed in the direction of the synchronous rotational speed by a synchronous clutch device C1 or C2 and coincides with and is kept at the synchronous rotational speed by the function of a one-way clutch device OWn, the first operating condition where the one-way clutch OWn is coupled during the driving, and uncoupled during the non-driving by a control means is switched to the second operating condition where the clutch is uncoupled during the driving and coupled during the non-driving, and the synchronous clutch device C1 or C2 is simultaneously uncoupled.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a novel synchronous clutch type automatic transmission suitable for use as an automatic transmission especially for automobiles.

[0002]

2. Description of the Related Art Currently, mainstream automatic transmissions for automobiles are provided with, for example, two to three sets of planetary gear transmissions and wet clutches having a number of gear stages or more, and some of the wet clutches. A desired gear position (gear ratio) can be obtained by selectively engaging the gears (first type).

Although the first type automatic transmission is slightly less efficient (fuel efficiency) than a manual transmission, it is recognized that it is easy to control or smooth in shifting. Most vehicle automatic transmissions are dominated by this type of automatic transmission.

In view of the low efficiency of the automatic transmission of the first type, Japanese Patent Laid-Open No. 58-193951 discloses that the synchronous clutch is engaged and the main clutch is disengaged so that the engine speed is A second type of automatic transmission has been proposed, in which a gear shift is performed by a dog clutch when a synchronous rotation speed is reached, and then the synchronous clutch is released and a main clutch is engaged to perform a gear shift. .

In the second type automatic transmission, it is said that the synchronous clutch can transmit the driving force to the output shaft even when the main clutch is released, and the efficiency can be improved accordingly.

On the other hand, as a third type automatic transmission,
Focusing on the improvement of efficiency (fuel consumption) as well, there is also proposed a continuously variable transmission capable of steplessly controlling the gear ratio between the input and the output with the intention of eliminating the shift shock.
Some have been put to practical use. In this third type automatic transmission, the effective diameter of the output side pulley is steplessly changed according to the vehicle speed and the throttle opening at that time so that the gear ratio that basically gives the best fuel economy is obtained. It is supposed to be done.

JP-A-62-188840 discloses a fourth type automatic transmission related to a part of the structure of the automatic transmission according to the present invention. In this publication, a technique relating to an automatic transmission having a mechanism for selecting and synchronizing a shift stage by mounting a two-way one-way clutch (controlled according to the selection of the shift stage) at each shift stage of the automatic transmission Is listed. According to the same publication, in describing the automatic transmission of the fourth type, "the one-way clutch has a locked state and an idling state, and a desired gear shift can be achieved by setting one of them in a locked state. It is possible to select a stage and to exert a synchro function at the start of locking. "

[0008]

However, in the automatic transmission of the first type having the currently mainstream planetary gear shifting mechanism and many wet clutches, as described above, one or more wet type wet transmissions are used. Since the clutch is always used in the "engaged state", the efficiency is low. Also, the structure was not easy to say.

Further, in the automatic transmission of the second type, the synchronous clutch is engaged and the main clutch is disengaged, and when the engine speed reaches the synchronous speed, the shift speed is switched by the dog clutch. Although a slight increase in efficiency can be achieved, clutch-to-clutch control between the synchronous clutch and the main clutch is required, and advanced control such as synchronous control by the synchronous clutch and control of the switching timing between the synchronous clutch and dog clutch is possible. There is a problem in that it is difficult to shift gears due to a small shift shock.

Furthermore, in the automatic transmission of the third type, which continuously controls the gear ratio between the input and output shafts, the gear ratio is always adjusted so as to improve the fuel efficiency in view of the running condition at that time. Since it is controlled, it has relatively high efficiency and basically does not cause shift shock, but because it is difficult to increase capacity and durability, it is currently used in small cars with small displacement. The reality is that it is still there.

Further, in the automatic transmission of the fourth type disclosed in JP-A-62-188840, not only is the hydraulic circuit for switching the one-way clutch complicated, but also the most important one-way clutch. No specific disclosure has been made regarding the control or synchronization method at the time of clutch switching, and if the technology described in the official gazette is realized as it is, the one-way clutch may receive the inertia torque of the engine in an instant, resulting in durability. I was worried about sex.

For example, when a power-on upshift from the second speed stage to the third speed stage (upshift in a state where the accelerator is depressed) is executed, the accelerator is depressed and the engine rotation speed will rise further. Under these conditions, the work of forcibly reducing the engine speed must be performed. According to this publication, the second
The one-way clutch related to the third speed is switched from the state in which the engine was rotating at the synchronous rotation speed of the second speed to the locked state of the one-way clutch related to the third speed. As a result, (even though the engine speed is about to increase)
Since the engine rotation speed is instantaneously lowered to the synchronous rotation speed of the lower third speed, a very large inertia torque is applied to the one-way clutch related to the third speed. Therefore, it was thought that the durability of the one-way clutch would be anxious and a gear shift shock would occur to some extent.

The present invention has been made in view of the problems of the conventional various types of automatic transmissions described above, and it is highly efficient and excellent in durability and does not give the driver a feeling of discomfort. Also, it is an object of the present invention to provide an automatic transmission having a novel structure with a small shift shock.

[0014]

According to the present invention, there are provided an input shaft, an output shaft, a plurality of gear transmission mechanisms provided between the input shaft and the output shaft, and the input shaft having a predetermined gear ratio at the time of gear shifting. And an output shaft, the synchronous clutch device for changing the engine rotation speed in the direction of the synchronous rotation speed at the shift stage to be shifted by the shift, one of the input shaft and the output shaft, and A structure provided between the gear shift mechanism and capable of switching between a first operating state that locks when driven but releases when driven and a second operating state that releases when driven but locks when driven. By controlling the one-way clutch device and the first and second operating states of the one-way clutch device,
By providing a control means for selectively connecting the input shaft and the output shaft via any of the gear shift mechanisms,
This is a solution to the above problem.

In the above automatic transmission, when the engine rotation speed is changed in the direction of the synchronous rotation speed by the synchronous clutch device and coincides with and is maintained at the synchronous rotation speed by the function of the one-way clutch device, When the control means switches between the first and second operating states of the one-way clutch device and the synchronous clutch device is released, it is possible to easily and smoothly execute a gear shift in a short time.

In other words, according to the present invention, the one-way clutch is switched by the synchronous clutch device and the one-way clutch after waiting for the engine speed to reach the synchronous speed (after shifting). It does not mean that the sync clutch is required to be released. This will be described in detail later.

Further, the one-way clutch device is the first one.
And a second one-way clutch for forming the second operation state, the first one-way clutch for forming the second operation state and the first one-way clutch for axially arranging the first and second one-way clutches. Are arranged between the clutch outer race and the clutch inner race with a twist angle and a tangent angle set to form the first and second operating states, respectively. And a plurality of needle rollers, and
The clutch inner races of the first and second one-way clutches are integrated, and the integrated clutch inner races are moved in the axial direction so that one of the one-way clutches to be used is If selected, it is small and easy to control (both-handed)
It becomes possible to obtain a one-way clutch device.

When the clutch inner race of this one-way clutch device is driven in the axial direction by a motor, a hydraulic control device for driving these is not required, and in addition, during non-shifting Since the energy is not consumed, the efficiency can be further improved.

[0019]

FIG. 1 schematically shows a j-speed automatic transmission according to the present invention.

For the sake of convenience, the operation of the present invention will be described based on this schematic diagram with reference numerals, but the present invention is not limited to the configuration of the schematic diagram of FIG.

First, the operation of the automatic transmission according to the present invention during steady running (non-shift) will be described.

In the automatic transmission according to the present invention, the one-way clutch device for a gear lower than the specific gear is
It is in the first operating state (indicated by a black triangle) that locks when driven but disengages (idles) when driven, while the one-way clutch device for gears higher than this is disengaged (idling) when driven. Is in a second operating state (indicated by a white triangle) that locks when driven. For this reason, the automatic transmission according to the present invention is greatly characterized in that the gear stage (gear ratio) when driven and the gear stage (gear ratio) when driven are different.

In the case of the example on the left side of FIG. 1, for example, the vehicle is driven at the gear ratio of the gear shift mechanism Gn that achieves the nth speed stage by locking the one-way clutch device OWn during driving, and when driven, the one-way clutch device. The engine braking is effective at the gear ratio of the gear transmission Gn + 1 that achieves the (n + 1) th speed by locking OWn + 1.

More specifically, when the accelerator is stepped on and the input shaft rotation speed is about to become higher than the synchronous rotation speed at the n-th speed stage (in the driving state),
By locking the one-way clutch device OWn, the synchronous rotation speed at the n-th speed is maintained (the ratio between the input shaft rotation speed and the output shaft rotation speed is maintained at the gear ratio at the n-th speed). As it is), both input and output shafts rise at a speed according to the vehicle speed.

On the other hand, when the accelerator is returned and the input shaft rotational speed becomes lower than the synchronous rotational speed at the n-th speed, the one-way clutch device OWn incorporated in the gear speed change mechanism Gn for the n-th speed is idling. Therefore, power is not transmitted from the engine side to the wheel side.

However, the input shaft rotation speed is still n-th.
One-way clutch device OWn incorporated in the gear transmission mechanism Gn + 1 (switched to lock when driven) while the rotational speed is higher than the synchronous rotation speed of the + 1st speed stage to achieve the (n + 1) th speed stage. Since +1 is also in the idling state, power is not transmitted from the wheel side to the engine side.

Therefore, the vehicle is in the neutral state, which is neither the driving state nor the state where the engine brake is applied. When the input shaft rotation speed becomes lower than the synchronous rotation speed of the (n + 1) th speed due to release of the accelerator, the gear speed change mechanism Gn + that tries to achieve the (n + 1) th speed
Since the one-way clutch device OWn + 1 incorporated in 1 is locked, power is transmitted from the wheel side to the engine side, and the engine braking becomes effective.

As a result, as described above, when the vehicle is driven, the gear ratio of the nth speed is driven, and when driven, the engine braking is effective at the gear ratio of the (n + 1) th speed.

Next, the operation relating to the shift control of the automatic transmission according to the present invention will be described.

In FIG. 1, reference numeral C1 corresponds to a downshift synchronous clutch device, and C2 corresponds to an upshift synchronous clutch device.

In the example of FIG. 1, the synchronous clutch device C1 connects the input shaft 2 side and the output shaft 4 side with the gear ratio of the gear speed change mechanism G1 that achieves the lowest speed stage (first speed stage). On the other hand, the synchronous clutch device C2 connects the input shaft 2 side and the output shaft 4 side with the gear ratio of the gear shift mechanism Gj that achieves the highest speed (jth speed).

When the synchronous clutch device C1 or C2 is connected, the input shaft 2 side and the output shaft 4 side naturally try to rotate at a rotation speed ratio corresponding to the gear ratio, but the output shaft 4 side is connected to the wheels. Since the gears are connected and cannot be suddenly changed, the rotation speed on the input shaft 2 side (engine side) changes so that the gear ratio is eventually obtained.

That is, by engaging the synchronous clutch device C1, the rotational speed on the input shaft 2 side can be increased from that time, even when the vehicle is traveling at any gear speed higher than the second speed, and downshifting is possible. Therefore, it becomes possible to shift to the low speed synchronous rotation speed. Also, the synchronous clutch device C2
By engaging with, the rotational speed on the input shaft 2 side can be made lower than that point when the vehicle is traveling at any shift speed other than the highest speed, and the rotational speed is synchronized to the high speed synchronous speed for upshifting. Can be migrated.

The shift control will be described more specifically by taking the power-on upshift from the n-th gear to the (n + 1) -th gear as an example. First, the upshift synchronous clutch C2 is engaged. As a result, as described above, the rotation speed on the input shaft 2 side is lower than the synchronous rotation speed at the n-th speed lower than the n +
It changes in the direction of the synchronous rotation speed at the first speed.

Eventually, the rotation speed on the input shaft 2 side becomes n + 1.
When the synchronous rotation speed at the high speed is reduced, the one-way clutch device OWn + 1 can be locked, and the rotation speed on the input shaft 2 side cannot be further decreased (regardless of the engagement of the synchronous clutch device C2). The synchronous rotation speed at the (n + 1) th speed is maintained.

Therefore, the one-way clutch device OWn + 1 is moved from the second operating state (white triangle) to the first operating state (black triangle) (while maintaining the synchronous rotation speed at the nth speed stage).
By switching to, it is possible to realize a gear shift without a gear shift shock at the synchronous rotation speed.

If the synchronous clutch device C2 is still engaged after the synchronous rotation speed is reached, torque circulation occurs between the gear speed change mechanism Gj and the gear speed change mechanism Gn + 1. If it is confirmed, the synchronous clutch device C2 is immediately released.

From the (n + 2) th driven speed to the (n +) th driven
In the case of power-off downshift to the first speed, the synchronous clutch device C1 is engaged to increase the rotational speed on the input shaft 2 side to the synchronous rotational speed at the (n + 1) th speed, and in this state, the one-way clutch is engaged. The device OWn + 1 may be switched from the first operating state (black triangle) to the second operating state (white triangle).

As described above, in the present invention, the power-on up-shift and the power-off down-shift are executed by the power transmission of the one-way clutch, the two-way clutch, the synchronous clutch, the two-way clutch and the one-way clutch. Can be realized.

In the power-off upshift and the power-on downshift, the direction of shift of the rotation speed on the input shaft 2 side and the direction of the synchronized rotation speed after shifting match, so that the synchronous clutch device C1 , C2 need not be engaged, and the first and second one-way clutch devices can be used at any time.
Gear shifting without shifting shock can be realized simply by switching the operating state.

According to the present invention, since the inertia torque of the engine is absorbed by the synchronous clutch device, the one-way clutch device is switched after the engine rotational speed is changed to or near the synchronous rotational speed. The inertia torque of the engine is not applied to the one-way clutch device at one time, durability is ensured, and shift shock can be reduced.

[0042]

Embodiments of the present invention will now be described in detail with reference to the drawings.

FIG. 2 schematically shows an automatic transmission to which the present invention is applied.

In FIG. 2, reference numeral 2 is an input shaft, 4 is an output shaft, G1 to G6 are gear transmission mechanisms respectively provided to achieve the first to sixth speeds, and Gr is a reverse speed. Gear shift mechanism provided for this purpose, C1 and C2 are synchronous clutch devices, Cm is a main clutch device, and OW1
OW7 is a one-way clutch device, 6 is a one-way clutch switching actuator (control means), and 8 is an oil pump.

The input shaft 2 is connected to the engine side (not shown), and the output shaft 4 is connected to the wheel side (not shown) via a differential device 18.

The main clutch device Cm is for disconnecting the engine side from the wheel side regardless of the switching state of the one-way clutch devices OW1 to OW7, and is switched by the driver's operation.

The gear transmissions G1 to G6 are set to gear ratios for achieving the first to sixth speeds, respectively.
Further, the gear transmission mechanism Gr has an idler gear Gr1 interposed in order to achieve reverse.

The synchronous clutch device C1 of the one-way clutch device OW1 connects the input shaft 2 side and the output shaft 4 side of the gear speed change mechanism G1 that achieves the first speed stage when executing the power-off downshift. It is arranged so as to connect the upstream side and the downstream side. A conventionally known so-called wet multi-plate clutch structure is adopted for the synchronous clutch device C1.

The synchronous clutch device C2 is a one-way clutch device OW for connecting the input shaft 2 side and the output shaft 4 side at the gear ratio at the sixth speed when executing the power-on upshift.
6 are arranged so as to connect the upstream side and the downstream side. The synchronous clutch device C2 also employs a wet multi-plate clutch structure similar to that of the synchronous clutch device C1.

The one-way clutch devices OW2 to OW6 have the structure shown in FIG.

That is, the one-way clutch devices OW2 to OW6
Is a first one-way clutch 30 for forming a first operating state that is engaged when driven but is released (idle) when driven, and a second operating state that is released when driven but engaged when driven. Second one-way clutch 40 for forming
And 2 are arranged side by side in the axial direction.

The first and second one-way clutches 30, 40
Includes clutch outer races 31 and 41, clutch inner races 32 and 42, and needle rollers 33 and 43, respectively. As shown schematically in FIG. 4, the needle rollers 33, 43 have clutch outer races 31, 41 with a twist angle α and a tangent angle β set to form the first and second operating states, respectively. And a plurality of clutch inner races 32, 42.

The clutch inner races 32 and 42 of the first and second one-way clutches 30 and 40 are integrated, and the integrated clutch inner races 32 and 42 are integrated.
Should be used (should be locked) by being moved in the axial direction by the guide pins P2 to P6
Either one-way clutch 30 or 40 is selected.

The casing 51 of the one-way clutch devices OW2 to OW6 is fixed on the output shaft 4 both in the rotational direction and in the axial direction. The clutch outer races 31 and 41 mesh with the driven gears of the gear transmissions G2 to G6 via a spline 52 and are rotatable integrally. The clutch inner races 32, 42 are rotatable integrally with the output shaft 4 via the spline 53, and also have guide pins P2.
It is mounted slidably in the axial direction through P6.

The guide pins P2 to P6 are driven by the one-way clutch switching actuator 6. This structure will be described with reference to FIGS. As shown in FIG. 3, the DC motor 54 is connected to the screw 5 via the connecting body 55.
Combined with 6. The screw 56 is connected to a hollow one-way clutch switching shaft 58 via a bearing 57.

As shown in FIG. 5, a guide hole Hg is formed in the one-way clutch switching shaft 58, and a guide pin Pg is engaged with the guide hole Hg. Six stopping positions of the guide pin Pg are set in the guide hole Hg corresponding to the first to fifth speeds and the reverse speed.

Further, the one-way clutch switching shaft 58
Guide holes H2 to H6 corresponding to the one-way clutch devices OW2 to OW6 are formed therein, and guide pins P2 to P6 for defining the switching state of the one-way clutch devices OW2 to OW6 are engaged.

Returning to FIG. 3, when the DC motor 54 rotates, the connecting body 55 rotates, which causes the screw 56 to move in the axial direction by an amount corresponding to the rotation. Due to this axial movement, the one-way clutch switching shaft 58 moves axially via the bearing 57. As is clear from FIG. 5, when the one-way clutch switching shaft 58 moves in the axial direction, the guide pin Pg slides along the guide hole Hg formed in the one-way clutch switching shaft 58, which results in The directional clutch switching shaft 58 moves in the axial direction and can also be rotated in the circumferential direction.

However, the one-way clutch device OW2
To guide holes H2 to H6 formed corresponding to OW6
Even if the one-way clutch switching shaft 58 is at the same circumferential position, the axial positions of the guide pins P2 to P6 are relatively close to the axial position of the (reference) guide pin Pg. On the other hand, the output shaft 4 moves axially in the same manner as the guide pin Pg as shown in FIG. 3, so that the output shaft 4 eventually approaches or moves away from the guide pin Pg. Guide pin P2 of each one-way clutch device OW2 to OW6
P6 will move axially (relatively) to the output shaft 4.

The clutch inner cases 32 and 42 of the one-way clutch devices OW2 to OW6 have their respective guide pins P.
The axial movement of the one-way clutch device OW is restricted by 2 to P6.
2 to OW6 can be switched at a time, that is, a first operating state in which the driving is locked but released when driven and a second operating state where the driving is released but locked when driven.

The one-way clutch devices OW2 to OW6
FIG. 7 shows a summary of the switching states of each clutch at each shift speed including the above.

The one-way clutch device OW1 incorporated in the gear transmission mechanism G1 for achieving the first speed and the one-way clutch device OW7 incorporated in the gear transmission mechanism Gr for achieving the reverse range are switched. Therefore, a one-way clutch device having the same structure as the conventional one as shown in FIG. 6 is adopted. In addition, in FIG.
Reference numeral 0 is a clutch outer race, 71 is a clutch inner race, 72 is a needle roller, and 73 is a casing.

Next, the operation of this embodiment will be described with reference to FIGS.

For convenience, the power-on upshift from the second driving stage to the third driving stage will be described as an example.

As shown in FIG. 9, first, step 10 is performed.
0, engine rotation speed Ne, output shaft rotation speed N
out, throttle opening θth, etc. are read. In step 102, since the shift is an upshift, the transmission torque Tc2 of the synchronous clutch device C2 is calculated, and an engagement output is issued to a known solenoid (not shown) so as to obtain a hydraulic pressure corresponding thereto (point a in FIG. 8). ). As a result, the clutch C2 is engaged at a predetermined speed, and the (output shaft rotation speed No.
Since the ut cannot change suddenly, the input shaft rotation speed (engine rotation speed Ne) decreases at a predetermined speed (FIG. 8, a to b).
while).

At step 104, it is judged if the engine speed Ne that has decreased becomes the synchronous speed (output shaft speed Nout × gear ratio i3) at the third speed. The engine rotation speed Ne is still the synchronous rotation speed (i3 ×
Nout) is not reached, steps 100 and 102 are repeated, and at a stage (point c in FIG. 8) when it is determined that the synchronous rotation speed is reached, the process proceeds to step 106 and the one-way clutch device OW3 related to the third speed stage. Is switched from the second operating state (white triangle) to the first operating state (black triangle) (points c to d in FIG. 8).

The torque to be transmitted by the synchronous clutch device C2 is also reset to 0, and the synchronous clutch device C2 is transmitted.
2 is released and the upshift from the second gear to the third gear is completed (Fig. 8, points c to d).

On the other hand, for example, when a power-off downshift (downshift in the driven state) is performed from the driven third speed to the driven second speed, a control flow as shown in FIG. 10 is followed. That is, first, at step 200, the engine rotation speed Ne, the output shaft rotation speed Nout, and the throttle opening θth are read, and at step 202, the torque Tc1 to be transmitted by the downshifting synchronous clutch device C1 is calculated, and the hydraulic pressure corresponding thereto is calculated. The output is output and the input shaft 2 side is changed in the direction of the synchronous rotation speed at the second speed.

In step 204, as a result of this change, the engine rotation speed Ne becomes the synchronous rotation speed (i2 ×
Nout) is determined, and when it is reached, the process proceeds to step 206. In step 206, the one-way clutch device OW2 for the second speed is locked from the first operating state (locked when driven, but released when driven) to the second operating state where it is released when driven but locked when driven. It is switched to (white triangle). Also, step 2
At 08, the synchronous clutch device C1 is released.

There is no power-off upshift from the second driving speed to the driven third speed and no power on downshift from the third driving speed to the second driving speed. No need to switch. Further, in the power-off upshift from the driven second speed to the driven third speed, the engine speed Ne itself is in the direction of the synchronous speed, and therefore the synchronous clutch device C2 is operated. Engagement is not required, and shifting can be completed simply by switching the corresponding one-way clutch OW2. Further, the power-on downshift from the third drive stage to the second drive stage can be performed while the engine rotation speed Ne itself is in the direction of the synchronous rotation speed.
No need to engage the corresponding one-way clutch device OW3
The shift can be completed simply by switching. The shift control between the second speed stage and the third speed stage can be summarized as follows.
As shown in FIG.

As is apparent from FIG. 7, the main clutch Cm is in the disengaged state when the shift lever (not shown) is in the N range, but engaged when it is in the reverse range or the drive range. To be in a state. Further, as described above, both of the synchronous clutch devices C1 and C2 are brought into the engaged state only when shifting to the synchronous rotation speed at the time of gear shifting, but when traveling at each shift speed, the synchronous clutch device C2 is the first clutch. It is not engaged in any of the shift speeds except that it is engaged in the sixth speed.

From the first speed to the fifth speed, the corresponding one-way clutch device is driven at the time of driving and is driven at the gear ratio at the relevant speed, and when driven, the one-way upper one direction. When the clutch device is locked (or the synchronous clutch device C2 is engaged), the engine braking is activated at the gear ratio applied to the one-upper shift stage. In the reverse stage, the one-way clutch device OW7
Is driven by the locked state, and the engine brake does not work.

Next, FIG. 12 shows a second embodiment of the present invention. In this embodiment, the arrangement of the one-way clutch devices OW1 to OW7 in the first embodiment is reversed between the input and output shafts, and the other configurations are the same as in the first embodiment. In this second embodiment, the one-way clutch devices OW1 to OW are used.
The W7 has the advantage that the one-way clutch device of the same size can be used because the number of rotations and the torque used are the same.

13 and 14 show a third embodiment of the present invention.

In the third embodiment, an upshift synchronous clutch device C2 is arranged in a reverse gear pair. In the third embodiment, since the reverse gear is directly connected by the synchronous clutch device C2, the engine braking can be applied even in the reverse gear. However, instead, it becomes impossible to directly connect the synchronous clutch C2 at the sixth speed, so that the automatic transmission is used as a fifth speed.

In this case, since the relative clutch speed of the synchronous clutch device C2 becomes large at the time of synchronization, it is necessary to design in consideration of heat capacity.

In the above embodiment, in the power-on upshift and the power-off downshift, the synchronous clutch device changes the engine rotation speed in the direction of the synchronous rotation speed, and the function of the one-way clutch device matches the synchronous rotation speed. .DC motor 54 when maintained
And the one-way clutch switching actuator 6 including the one-way clutch switching shaft 58 is used to switch the first and second operating states of the corresponding one-way clutch device, and at the same time to release the synchronous clutch device C2 or C1. It was However, the synchronous control at the time of shifting in the automatic transmission according to the present invention does not necessarily need to be performed by such a procedure.

For example, if the synchronous clutch device is not released promptly in the state where the engine rotation speed matches and is maintained at the synchronous rotation speed at the time of power-on upshift, the smooth rotation of the engine rotation speed after the shift is performed. The rise is blocked. On the other hand, the synchronous clutch device tends not to be immediately released even when the command is switched from the engaged state to the released state. Therefore, for example, the time immediately before the engine rotation speed Ne reaches the synchronous rotation speed may be detected, and the command of the synchronous clutch device may be switched from engagement to release from this time. It is considered that this method works particularly effectively when an interlaced shift, such as a shift from the second gear to the fourth gear, has to be executed.

Further, as described above, in the case of the power-off upshift and the power-on downshift, it is not necessary to wait for the engine speed to reach the synchronous speed after shifting, and the one-way clutch device is switched at any time. Can issue orders.

Further, in the above-described embodiment, the wet multi-plate clutch is adopted as the synchronous clutch device, but the point is that the structure is such that the rotational speed difference between the input shaft and the output shaft can be reduced. However, a retarder or the like may be used instead. In this case, since the hydraulic control device for this part is also unnecessary, it can be expected that the assembly is facilitated or the maintenance is facilitated.

[0081]

As described above, according to the present invention,
It is possible to obtain an excellent effect that it is possible to obtain an automatic transmission that has high efficiency, excellent durability, does not give a driver a feeling of strangeness, and has a small shift shock.

[Brief description of drawings]

FIG. 1 is a schematic diagram for explaining the principle of the present invention.

FIG. 2 is a schematic view showing a gear train according to a first embodiment of the present invention.

FIG. 3 is a vertical cross-sectional view showing the structure of a one-way clutch device used in the first embodiment.

FIG. 4 is a schematic diagram for explaining a function of a one-way clutch incorporated in the one-way clutch device.

FIG. 5 is a first operating state and a second state of the one-way clutch device.
Development front view for explaining the configuration for switching between the operating state

FIG. 6 is a vertical cross-sectional view showing the configuration of a one-way clutch device that does not require switching of operating states.

FIG. 7 is a diagram showing an operating state of each clutch in the first embodiment.

FIG. 8 is a gear shift characteristic diagram when a power-on upshift from the second gear to the third gear is executed.

FIG. 9 is a flowchart showing a control flow when executing a power-on upshift from the second speed stage to the third speed stage.

FIG. 10 is a flowchart showing a control flow when executing a power-off downshift from the third speed stage to the second speed stage.

FIG. 11 is a diagram simply summarizing the control modes when executing four types of shifts between the second speed and the third speed.

FIG. 12 is a schematic configuration diagram of a gear train according to a second embodiment of the present invention.

FIG. 13 is a schematic configuration diagram of a gear train according to a third embodiment of the present invention.

FIG. 14 is a diagram corresponding to FIG. 7 showing the operating state of each clutch of the gear train according to the third embodiment.

[Explanation of symbols]

 2 ... Input shaft 4 ... Output shaft OW1 to OW7 ... One-way clutch device G1 to G6 ... Gear shift mechanism C1, C2 ... Synchronous clutch device Cm ... Main clutch 30 ... First one-way clutch 40 ... Second one-way clutch 31, 41 ... Clutch outer race 32, 42 ... Clutch inner case 33, 43 ... Needle roller 51 ... Casing 52 ... DC motor 58 ... One-way clutch switching shaft Hg, H2 to H6 ... Guide hole Pg, P2 to P6 ... Guide pin

Claims (4)

[Claims] 1. An input shaft, an output shaft, a plurality of gear transmission mechanisms provided between the input shaft and the output shaft, and connecting the input shaft and the output shaft at a predetermined gear ratio during gear shifting. Is provided between the synchronous clutch device that changes the engine rotation speed in the direction of the synchronous rotation speed at the shift stage that is about to shift by the shift, the input shaft or the output shaft, and the gear transmission mechanism. And a one-way clutch device configured to be switchable between a first operating state that locks when driven but releases when driven and a second operating state that releases when driven but locks when driven. Controlling means for controlling the first and second operating states of the one-way clutch device to selectively connect the input shaft and the output shaft via one of the gear shift mechanisms. Synchronous clutch type automatic transmission, wherein the door. 2. The engine rotation speed according to claim 1, wherein when the engine speed changes in the direction of the synchronous rotation speed by the synchronous clutch device and the function of the one-way clutch device matches and maintains the synchronous rotation speed. The first and second one-way clutch devices are controlled by the control means.
A synchronous clutch type automatic transmission characterized in that an operation state is switched and a synchronous clutch device is released. 3. The one-way clutch device according to claim 1, wherein the one-way clutch device includes a first one-way clutch for forming the first operating state and a second one-way clutch for forming the second operating state. And two directional clutches arranged side by side in the axial direction, wherein the first and second one-way clutches are set to form a clutch outer race, a clutch inner race, and the first and second operating states, respectively. A plurality of needle rollers arranged between the clutch outer race and the clutch inner race with a twisted angle and a tangential angle that are set,
And the clutch inner races of the first and second one-way clutches are respectively integrated, and the integrated clutch inner races are axially moved to be used. One of the one-way clutches is selected, which is a synchronous clutch type automatic transmission. 4. The synchronous clutch type automatic transmission according to claim 3, wherein the integrated clutch inner race of the one-way clutch device is axially driven by a motor.