JPH1163204A - Transmission with synchro-mesh - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic transmission with synchro-mesh that never seizes up even upon tow with the engine being stopped and is capable of adapting to driveaway requests promptly. SOLUTION: A first actuator ACT1 defines therein a first cylinder 101 holding a first piston 103 being pressed by a first spring 105, and a second cylinder 102 holding a second piston 104 being pressed by a second spring 106. When the engine is started up, the hydraulic oil that an oil pump 410 forcibly feeds out flows into a second-piston oil chamber 112 via a first hydraulic-oil directional control valve 120 to press the first piston 103 into butt contact with a sidewall, 107. When the engine is stopped, on the other hand, the hydraulic oil in the second-piston oil chamber 112 drains off into a drain 420 to allow the first piston 103 to move by the force of the first spring 105 into butt contact with the second piston 104 catching on a step 100a. The first piston 103 thus moved pulls in an operation rod 150 coupled thereto to displace a sleeve S1 by means of a shift fork Y1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission with a synchronizer, and more particularly to control of a synchronizer.

[0002]

2. Description of the Related Art An input shaft, an output shaft arranged in parallel with the input shaft, a plurality of drive gears are arranged on the input shaft, and a plurality of driven gears always meshing with each drive gear are arranged on the output shaft. And one of the gears meshing with each other is selectively rotated by a synchronizer having a sleeve arranged so as not to be rotatable in the rotational direction and axially movable on a hub fixed to the input shaft or the output shaft. 2. Description of the Related Art There is known an automatic transmission with a synchronizing device that engages with an output shaft to obtain a plurality of speed stages (see Japanese Patent Application Laid-Open No. 6-221347).

[0003]

In such an automatic transmission, when the engine is stopped, the synchronizing device is switched to the first speed stage in advance so that the start is executed without delay so that the start is requested when the start is requested. Is being done.
However, in this state, that is, when the vehicle is towed with the engine stopped while the synchronizer is on the first speed stage side, the parts of the power transmission system rotate without lubricating oil being supplied and seize due to poor lubrication. There is a risk. In order to solve this problem, if the synchronizer is set to the neutral state when the engine is stopped,
An operation of switching the synchronizer to the first speed stage is required, and a problem arises that it is not possible to immediately respond to a start request. An object of the present invention is to provide an automatic transmission with a synchronizing device that does not cause seizure even when the vehicle is towed with the engine stopped, and that can immediately respond to a start request.

[0004]

According to the first aspect of the present invention, a plurality of drive gears engaged with an input shaft connected to an output shaft of an engine are mutually connected with a plurality of driven gears arranged on the output shaft. Always meshed with different gear ratios,
In a transmission with a synchronizer in which the driven gear is selectively engaged with the output shaft by the synchronizer, when the engine stops, all the synchronizers are moved to a disengaged position where the driven gear and the output shaft are not engaged, and the engine is started. In this case, there is provided a transmission equipped with a synchronizer provided with synchronizer control means for moving the synchronizer of the gear combination for starting to the engagement position where the driven gear and the output shaft are engaged. In the transmission with the synchronizer configured as described above, when the engine is stopped by the synchronizer control means, all the synchronizers are moved to the non-engagement positions where the driven gear and the output shaft are not engaged. The synchronizer of the starting gear combination is moved to the engagement position where the driven gear and the output shaft are engaged.

According to a second aspect of the present invention, in the first aspect of the present invention, the engine drives an oil pump for generating hydraulic pressure, and the synchronizer control means controls the synchronizer when the engine is stopped. The movement to the non-engagement position is automatically performed by utilizing the stoppage of the oil pressure generation accompanying the engine stop, and the movement of the synchronizer to the engagement position when the engine is started causes the generation of the oil pressure accompanying the engine start. A transmission with a synchronizer is provided which is adapted to be performed automatically using the start. In the transmission with the synchronizer configured as described above, the synchronizer is moved to the non-engagement position when the engine is stopped by utilizing the stoppage of the oil pressure generation by the oil pump when the engine is stopped. Using the start of generation of oil pressure by the oil pump at the start of the engine, the synchronous device is moved to the engagement position when the engine is started.

[0006]

Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a diagram showing the overall configuration of a twin clutch type transmission to which the present invention is applied. An output shaft 10 of an engine (not shown) is connected to a front cover 21 of the torque converter 2,
1 is connected to a torque converter output shaft 20 via a pump impeller 22 and a turbine 23 connected via a fluid flow, or via a lock-up clutch 24,
An output shaft 20 of the torque converter 2 is connected to an input shaft 30 of the twin clutch type automatic transmission 1 so as to be integrally rotatable.

The input shaft 30 is connected to a first clutch input disk C1 _{i of} the first clutch C1 and a second clutch input disk C2 _{i of} the second clutch C2 which constitute the clutch C. The first clutch output shaft 40 and the second clutch output shaft 50 are connected to the first clutch output disk C1 _o of the first clutch C1 and the second clutch output disk C2 _o of the second clutch C2, respectively. Coaxially connected to the outside. The output shaft 70 and the sub shaft 60 are provided in parallel with these shafts. The drive output shaft 80 of the differential device FG is also arranged in parallel with the input shaft 30.

A torque converter 2 is connected to the first clutch output shaft 40.
, A first speed drive gear I ₁ and a third speed drive gear I ₃ are fixedly connected. The second clutch output shaft 50 is connected to the fourth speed drive gear I from the torque converter 2 side.
_4, the auxiliary shaft drive gear I _s, the second speed drive gear I ₂ are fixedly connected. The sub shaft 60 has a sub shaft driven gear O from the clutch C side to the torque converter 2 side.
_S , a third synchronizing device D3, and a reverse drive gear I _R are provided.

On the output shaft 70, from the side of the torque converter 2 toward the side of the clutch C, the final drive gear I _F ,
The first speed driven gear O _1, first synchronizer D1, the third-speed driven gear O _3, fourth speed driven gear O _4, the second synchronizer D2, driven gear O ₂ and the second gear is disposed. The final drive gear _IF is fixed to the output shaft 70 and acts as an input gear of the differential FG,
It is always meshed with a final driven gear O _F that rotates about a drive output shaft 80 of the.

[0010] First speed driven gear O₁Is first speed driven
Gear O₁And third-speed driven gear O _ThreeIs the third speed drive
Gear I_ThreeWith the output shaft by the first synchronizer D1.
70 is selectively coupled. 2nd speed driven gear O_TwoIs
2nd speed drive gear I_TwoAnd the fourth-speed driven gear O _FourIs
4th speed drive gear I_FourAnd the second synchronizing device D
2 selectively coupled to the output shaft 70. Counter shaft drib
Gear O_SIs fixed to the counter shaft 60 and the counter shaft drive gear
YaI_SIs always engaged. And reverse drive gear I
_RIs the first speed driven gear O₁And the third synchronous device
It is selectively connected to the countershaft 60 by the position D3.

The first synchronizing device D1 comprises a first hub H1 fixedly connected to the output shaft 70, a first sleeve S1 mounted on the outer peripheral end thereof so as to be slidable in the axial direction, and a synchronizer ring R. That is, the first sleeve S1 is selectively moved and the first speed clutch gear G ₁ fixedly connected to the first speed driven gear O ₁ or the third speed gear G ₃ fixedly connected to the third speed driven gear O 3. Speed clutch gear G
_Third , the first-speed driven gear O ₁ or the third-speed driven gear O ₃ is connected to the output shaft 70 by engaging the output shaft 70 via the synchronizer ring R.

Similarly, the second synchronizing device D2 comprises a second hub H2 fixedly connected to the output shaft 70, a second sleeve S2 axially slidably mounted on the outer peripheral end thereof,
Synchronizer ring R, and the second sleeve S2
And move selectively, or second-speed clutch gear G _2, which is fixedly coupled to the second speed driven gear O _2, 4
Speed driven gear O ₄ to allowed to connect the second speed driven gear O ₂ or the fourth speed driven gear O ₄ to the output shaft 70 by engaging the fourth speed clutch gear G ₄ which are fixedly connected.

The third synchronizing device D3 comprises a third hub H3 fixedly connected to the countershaft 60, a third sleeve S3 axially slidably mounted on the outer peripheral end thereof, and a synchronizer ring. It consists of a R, by moving the third sleeve S3 selectively coupling the reverse drive gear I _R to countershaft 60 by engaging the reverse clutch gear G _R which is fixedly coupled to the reverse drive gear I _R Let me know.

A first sleeve S1 of the first synchronizer D1, a second sleeve S2 of the second synchronizer D2, a third synchronizer D3.
Of the first shift fork Y1, the second shift fork Y2, and the third shift fork Y
3, the actuator is moved by a first actuator ACT1, a second actuator ACT2, and a third actuator ACT3.

The first actuator ACT1, the second actuator ACT2, and the third actuator ACT3 are first, second, and third hydraulic oil supply / discharge switching valves 120, 220,
By 320, the operation is performed by switching the communication between the oil passage of each actuator and the oil pump 410 and the drain 420 as described later. A switching valve 430 communicates the oil pump 410 with the third hydraulic oil supply / discharge switching valve 320 only when the R position of the shift selector 600 is selected, and outputs oil when the other position is selected. The pump 410 communicates with the second hydraulic oil supply / discharge switching valve 220.

Reference numeral 500 denotes a shift control unit (hereinafter referred to as TCU) for generating a control signal for operating the first, second, and third hydraulic oil supply / discharge switching valves 120, 220, and 320. The TCU 500 is composed of a digital computer and has an input interface circuit 5
10, CPU (microprocessor) 520, RAM
(Random access memory) 530, ROM (read only memory) 540, output interface circuit 550
Is provided.

The CPU 520 includes a shift selector 600
, A vehicle speed sensor (not shown) for detecting a vehicle speed, a throttle opening sensor (not shown) for detecting a throttle opening, an engine speed sensor (not shown) for detecting an engine speed, An output signal of each sensor such as a turbine speed sensor (not shown) that detects the speed of the turbine of the torque converter is input via the input interface circuit 510. In addition to performing various calculations to control the actuator according to the present invention, it also performs basic shift control according to vehicle speed and load.

The shift selector 600 selects six positions P, R, N, D, 2, and L by the driver. The P position is a position in which the engine output is not transmitted to the output shaft of the transmission, and the output shaft is locked to prohibit running of the vehicle. The R position is a position for reverse running. The N position is a position where the output shaft is not locked but the engine output is not transmitted to the output shaft of the transmission. The D position is a position for automatically shifting between the first speed stage, the second speed stage, the third speed stage, and the fourth speed stage when the OD switch 610 is turned on. The second position is a position for automatically shifting between the first speed stage and the second speed stage. The L position is a position where the vehicle travels only at the first speed stage.

In the twin clutch type transmission constructed as described above, the synchronizing device is operated to complete the gear combination of the desired speed stage, and the clutch connected to the gear combination is engaged to rotate the input shaft. Is transmitted at the gear ratio of the desired speed stage to the output shaft. FIG. 2 shows a combination of the operation of each clutch and the synchronizing device for obtaining each speed stage.

[0020] In the first speed stage is configured to engage the first clutch C1, the first sleeve S1 brought position to the first speed driven gear O ₁ side, allowed to position the second sleeve S2 to the second speed driven gear O ₂ side . Here, the second sleeve S
The allowed to position 2 to the second-speed driven gear O ₂ side as described above, following the first speed stage is to prepare for it so likely to be shifted up to the second speed stage. Note that the third sleeve S3 is set at the M (disengaged, neutral) position.

[0021] In the second speed stage, with engaging the second clutch C2, the second sleeve S2 brought position to the second speed driven gear O ₂ side, allowed to position the first sleeve S1 to the first speed driven gear O ₁ side . Here, the first sleeve S
1 is located on the first speed driven gear O ₁ side.
This is to make it possible to quickly respond to a downshift to a speed stage. Note that the third sleeve S3 is set at the M position.

[0022] In the third speed stage is adapted to engage the first clutch C1, the first sleeve S1 allowed positioned in the third speed driven gear O ₃ side, allowed to position the second sleeve S2 to the second speed driven gear O ₂ side . Here, the second sleeve S
2 is located on the second speed driven gear O ₂ side.
This is to make it possible to quickly respond to a downshift to a speed stage. Note that the third sleeve S3 is set at the M position.

[0023] In the fourth speed stage is configured to engage the second clutch C2, the second sleeve S2 brought position to the fourth speed driven gear O ₄ side, allowed to position the first sleeve S1 to the third speed driven gear O ₃ side . Here, the first sleeve S
1 is located on the third speed driven gear O ₃ side.
This is to make it possible to quickly respond to a downshift to a speed stage. Note that the third sleeve S3 is set at the M position.

In the reverse gear, the second clutch C2 is engaged, and the first sleeve S1 is connected to the first speed driven gear O _1.
Allowed position on the side, the second sleeve S2 brought located in M position, allowed to position the third sleeve S3 is the reverse drive gear I _R side.

The above is a basic engagement combination for obtaining each speed stage. In the present embodiment, further,
The following two operations are obtained. (1) When the engine is stopped, the gears are prevented from rotating even if the vehicle is towed. (2) As soon as the engine is started, the start of the next expected first speed stage can be started immediately.

Therefore, first, for the above (1),
When the engine is stopped, the first sleeve S1, the second sleeve S2, and the third sleeve S3 are each set to the M (neutral, non-engaged) position. According to the above (2), the engine can be started only by the shift selector 6.
Considering that 00 is set to the P position or the N position, when the shift selector is positioned at the P position or the N position while the engine is rotating,
The gear combination of the first speed stage, that is, the first sleeve S1
Is the first speed driven gear O ₁ , and the second sleeve S 2 is the second
The speed driven gear O ₂ side, and the third sleeve S3 are set to be in the M position. FIG. 3 shows the combination of the engagement at the engine stop and P and N, which summarizes the above.

The structure and control of each actuator for obtaining the combination shown in FIG. 2 and the combination shown in FIG. 3 will be described below. FIG. 4 shows the first sleeve S1.
With the first-speed driven gear O ₁ or the third-speed driven gear O
FIG. 9 is a cross-sectional view showing an internal structure of a first actuator ACT1 moved to ₃ . Referring to FIG. 4, a step 1 is formed inside the casing 100 of the first actuator ACT1.
A first cylinder 101 having a small diameter and a second cylinder 102 having a large diameter are formed by providing the first cylinder 101. A first piston 103 is provided so as to be able to slide in the first cylinder 101, and a second piston 103 is provided so as to be able to slide in the second cylinder 102.
A piston 104 is provided. First piston 103
, An operating rod 150 is connected by a bolt 151, and a shift fork Y1 engaged with the first sleeve is connected to the operating rod 150 by a bolt 152.

The first piston 103 is connected to the first spring 10
5, the second piston 104 is constantly urged leftward in the figure by the second spring 106.
Casing 1 defining the right end of first cylinder 101
00 receives the right end of the first spring 105 in the figure and receives the first piston 103 when the first piston 103 is moved to the left in the figure by the hydraulic pressure of the hydraulic oil. Is specified. On the other hand, the outer position of the stopper 108 is regulated by the snap ring 110, and the left end of the second spring 106 in the drawing is received, and the second piston 104 is moved leftward in the drawing by the hydraulic pressure of the hydraulic oil. The second piston 1
04 is specified at the leftmost position.

A first piston oil chamber 111 is formed between the first piston 103 and the side wall 107 of the casing 100,
A second piston oil chamber 112 is formed between the second piston 104 and the stopper 108. The casing 100 has a first oil hole 113 communicating with the first piston oil chamber 111 and a second oil hole 113.
A second oil hole 114 communicating with the piston oil chamber 112 is formed. The first oil hole 113 and the second oil hole 114 are selectively connected to an oil pump 410 and the other to a drain 420 via a first hydraulic oil supply / discharge switching valve 120. Further, a lubricating oil hole 115 for supplying lubricating oil to the first cylinder 101 and the second cylinder 102 near the step 100a is formed, and lubricating oil is supplied from an oil pump 410.

A solenoid valve 121 is provided on one side of the first hydraulic oil supply / discharge switching valve 120, and a spring 122 is provided on the other side.
To ON (energize) or OFF (de-energize)
The first oil hole 113 and the second oil hole 114 are moved by moving the position of the flow path forming portion 123 in which the types of flow paths are arranged adjacently.
Switch the supply and discharge of hydraulic oil to the pump.

When the solenoid valve 121 is turned on, a part of the hydraulic oil pumped by the oil pump 410 is distributed to a piston chamber (not shown) in the solenoid valve 121. As a result, the flow path forming part 123 When pressed in the right direction in the drawing, the oil pump 410 is positioned at a position (referred to as an A position) where the drain 420 communicates with the second oil hole 114 and the drain 420 communicates with the first oil hole 113.

Conversely, when the solenoid valve 121 is turned off, a piston chamber (not shown) in the solenoid valve 121 is provided.
The hydraulic fluid being pumped by the oil pump 410 is not distributed to the
, The oil pump 410 communicates with the first oil hole 113, and the drain 420 connects with the second oil hole 11.
It is located at a position (referred to as a B position) communicating with No. 4.

When the solenoid valve 121 is turned on to position the flow path forming portion 123 at the A position, the hydraulic oil in the first piston oil chamber 111 is discharged, and the hydraulic oil is introduced into the second piston oil chamber 112, the first The piston 103 and the second piston 104 are moved toward the side wall 107 of the casing 100, and as shown in FIG.
4 stops by contacting the step 100a, but the first piston 103 further advances and moves forward until it contacts the side wall 107 and stops.

With this, the first sleeve S1 is
The upper hub H1 is moved rightward in FIG engaged with the first speed clutch gear G ₁ through the synchronizer ring R,
The output shaft 70 is connected to the first speed driven gear O ₁ ,
The gear combination for the speed stage is completed. Therefore, in FIGS. 2 and 3, the first speed stage, the second speed stage, the reverse speed, and P are set such that the first sleeve S1 is at “1”.
In the position and the N position, the solenoid 121 of the first hydraulic oil supply / discharge switching valve 120 is turned on.

On the other hand, the solenoid valve is turned off, the flow path forming portion 123 is positioned at the position B, the hydraulic oil in the second piston oil chamber 112 is discharged, and the first piston oil chamber 111 is discharged.
When the hydraulic oil is introduced to the first piston 103, the first piston 103 is moved toward the stopper 108 while pressing the second piston 104 from the middle, and stops when the second piston 104 comes into contact with the stopper 108 as shown in FIG. I do. Accordingly, the first sleeve S1 becomes the first hub H1.
The above is moved to the left in the drawing engages with the third speed clutch gear G ₃ via the synchronizer ring R, the output shaft 7
0 and the third speed driven gear O ₃ are connected to complete the gear combination for the third speed stage. Accordingly, in the third speed stage and the fourth speed stage in which the first sleeve S1 is set to "3" in FIGS. 2 and 3, the solenoid 121 of the first hydraulic oil supply / discharge switching valve 120 is turned off. .

When the engine is stopped at the P position and the N position, the first hydraulic oil supply / discharge switching valve 120 is stopped.
The energization to the solenoid 121 that sets the flow path forming portion 123 to the A position is also cut, and the operation of the oil pump 410 is also stopped. As a result, the first hydraulic oil supply / discharge switching valve 1
The 20 flow path forming portions 123 are positioned at the B position by the spring 122.

Therefore, when the hydraulic oil introduced into the second piston oil chamber 112 is discharged, the pressure by the hydraulic oil acting on the second piston 104 and the first piston 103 disappears. However, since the force of the second spring 106 is acting on the second piston 104, the second piston 104 is pressed against the step 100a only by the force. On the other hand, the first piston 103 is
Moves to the left in the figure. As a result, the first piston 103 comes into contact with the second piston 104 pressed against the step 100a from the right side in the drawing.

Here, since the urging force of the second spring 106 is set to be larger than the urging force of the first spring 105, the first piston 103 stops when it comes into contact with the second piston 104 and further stops. It does not move to the left side, and becomes a state as shown in FIG. As a result, the first sleeve S1 is disengaged from the first speed clutch gear G ₁ reaches the neutral position is moved on the first hub H1 is left in the drawing. P In this way, the first sleeve S1 when the engine is stopped at the N position is moved to the neutral position, the first speed driven gear O ₁ and the third-speed driven gear O ₃
Are not engaged with the output shaft 70. Also, when the engine is stopped when the R, D, 2, L ranges other than P, N are selected, the actuator ACT1 returns to the neutral position by the action of the first spring 105 and the second spring 106, and the first sleeve S1 is moved to the neutral position.

The structure and operation of the second actuator ACT2 for completing the gear combination for the second speed stage and the fourth speed stage are shown in FIGS. The second actuator ACT2 has a configuration similar to that of the first actuator ACT1 and performs the same operation, but is arranged left and right opposite to the first actuator ACT1. In FIGS. 2 and 3, the second sleeve S2 is set to "2", the first speed stage, the second speed stage, the third speed stage, and the second hydraulic oil supply at the P position and the N position. The solenoid 221 of the discharge switching valve 220 is turned on.

2 and 3, the second sleeve S2
Is set to "4", the solenoid 221 of the second hydraulic oil supply / discharge switching valve 220 is turned off. When the engine is stopped at the P position and the N position, the second actuator ACT2
Becomes similarly neutral state to the first actuator ACT1, second speed driven gear O ₂ and the fourth-speed driven gear O ₄
Are not engaged with the output shaft 70.

A switching valve 430 is provided between the oil pump 410 and the second hydraulic oil supply / discharge switching valve 220. Although the details of the switching valve 430 are omitted,
A solenoid valve, which is energized to an internal solenoid (not shown) only when the reverse gear is selected, communicates the oil pump 410 with the third hydraulic oil supply / discharge switching valve 320 for the third actuator ACT3, 2 actuator A
No hydraulic oil is supplied to the second hydraulic oil supply / discharge switching valve 220 of CT2. Therefore, when the reverse gear is selected,
No hydraulic oil is supplied to either the first oil chamber 211 or the second oil chamber 212 of the second actuator ACT2, the second actuator ACT2 is in a neutral state, and the second sleeve S2 is positioned at the M position. The internal solenoid of the switching valve 430 is not energized except at the reverse stage, and communicates the oil pump 410 with the second hydraulic oil supply / discharge switching valve 220 for the second actuator ACT2.

The third actuator ACT for completing the reverse gear combination has a structure as shown in FIGS. 10 and 11, and has a second piston ACT that is smaller than the first actuator ACT1 and the second actuator ACT2.
Instead of 4, 204, a simple collar 304 is arranged between the step 300a of the casing 300 and the stopper 308 so that only the first piston 303 moves. The oil hole 3 communicating with the oil hole 314 is provided in the collar 304.
04a is formed.

When the reverse gear is selected, the switching valve 430 disposed between the oil pump 410 and the second hydraulic oil supply / discharge switching valve 220 operates the third hydraulic oil supply / discharge switching valve 320. The solenoid 32 of the third hydraulic oil supply / discharge switching valve 320 is switched to supply oil.
1 is turned on, hydraulic oil is supplied to the second oil chamber 312 of the third actuator ACT3, and when the shift selector is moved from the reverse gear to any other position, the third hydraulic oil supply / discharge switching is performed. Solenoid 32 of valve 320
1 is turned off, the hydraulic oil supplied to the second oil chamber 312 of the third actuator ACT3 at the reverse stage is discharged, and the switching valve 430 is switched to the second hydraulic oil supply / discharge switching valve 22.
0 is switched to supply hydraulic oil to the third actuator ACT3.
05 moves to the left in the figure. as a result,
The third sleeve S3 is located at the M position. The third sleeve S3 is already in the M position when it is shifted to the P position and the N position, and does not change even if the engine is stopped there.

FIG. 12 shows each solenoid 1 of the first, second, and third hydraulic oil supply / discharge switching valves 120, 220, and 320.
21, 221, 321, the positions of the flow path forming portions 123, 223, 323, the first, second,
Two oil chambers 111/112, 211/212, 31 of each of the third actuators ACT1, ACT2, ACT3
1/312 summarizes the supply / discharge status of hydraulic oil.

As described above, in the embodiment of the present invention, when the engine is stopped, there is no gear engaged with the output shaft, and the gear seizes even when the vehicle is towed. do not do. Further, at the same time when the engine is started, the gear combination of the first forward speed is completed, and the start request can be immediately responded to.

[0046]

According to the present invention, it is possible to solve both the problem of burn-in when the vehicle is towed while the engine is stopped and to secure the startability after starting.
In particular, according to the second aspect, a simple structure can be realized without requiring a sensor or the like.

[Brief description of the drawings]

FIG. 1 is a diagram schematically showing an overall configuration of a transmission to which the present invention is applied.

FIG. 2 is a diagram showing combinations of engagement and operation positions of each element at each traveling speed stage.

FIG. 3 shows a state where the engine is stopped and the shift selector is set to P
FIG. 9 is a diagram showing combinations of engagement and operation positions of the respective elements when the position is N or an N position.

FIG. 4 is a diagram illustrating the structure and operation of a first actuator (completion of first speed gear combination).

FIG. 5 is a diagram illustrating the structure and operation of a first actuator (completion of a third speed gear combination).

FIG. 6 shows the structure and operation of the first actuator (neutral position).
FIG.

FIG. 7 is a diagram illustrating the structure and operation of a second actuator (completion of a second speed gear combination).

FIG. 8 is a diagram illustrating the structure and operation of a second actuator (completion of a fourth speed gear combination).

FIG. 9 shows the structure and operation of the second actuator (neutral position).
FIG.

FIG. 10 is a diagram illustrating the structure and operation of a third actuator (completion of reverse gear combination).

FIG. 11 is a diagram illustrating the structure and operation (neutral position) of a third actuator.

FIG. 12 shows the energization control of a hydraulic oil supply / discharge switching valve at each shift position and speed stage, and the operation of related elements associated therewith.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Twin clutch type transmission 2 ... Torque converter 10 ... Engine output shaft 30 ... (Transmission) input shaft 40 ... First clutch output shaft 50 ... Second clutch output shaft 60 ... Sub shaft 70 ... (Transmission) output shaft 100, 200, 300 ... Casing 100a, 200a, 300a ... Step 101, 201, 301 ... First cylinder 102, 202, 302 ... Second cylinder 103, 203 ... First piston 104, 204 ... Second piston 304 ... Collar 105 , 205, 305 first springs 106, 206, 306 second springs 107, 207, 307 side walls 108, 208, 308 stoppers 111, 211, 311 first piston oil chambers 112, 212, 312 second Piston oil chambers 113, 213, 313 ... first oil holes 114, 214, 314 ... 2 oil holes 115, 215, 315 lubricating oil holes 150, 250, 350 operating rod 410 oil pump 420 drain 430 switching valve C1 first clutch C2 second clutch C1 _i , C2 _i ... first Second clutch input disks C1 _o , C2 _o ... First and second clutch output disks I ₁ , I ₂ , I ₃ , I ₄ , I _R.
Reverse drive gear _{O 1, O 2, O 3} , O 4, O R ... first, second speed,
Reverse driven gear I _s ... countershaft drive gear O _s ... countershaft driven gear M _R ... reverse idle gear _{G 1, G 2, G 3} , G 4, G R ... first, second speed,
Reverse clutch gear S1, S2, S3: first, second, third sleeves H1, H2, H3: first, second, third hubs Y1, Y2, Y3: first, second, third shift forks ACT1, ACT2, ACT3 ... 1,2,3 sleeve actuator

Claims (2)

[Claims] A plurality of drive gears, which are engaged with an input shaft connected to an output shaft of an engine, are always meshed with a plurality of driven gears disposed on the output shaft at different gear ratios to synchronize the driven gears. In a transmission with a synchronizer that selectively engages the output shaft with the device, all the synchronizers are moved to the disengaged position where the driven gear and the output shaft do not engage when the engine stops, and start when the engine starts. A transmission with a synchronizer, comprising: a synchronizer control means for moving the synchronizer of the gear combination for use to a position where the driven gear and the output shaft are engaged. 2. The system according to claim 1, wherein said engine drives an oil pump for generating hydraulic pressure, and said synchronizer control means causes the synchronizer to move to a non-engagement position when said engine is stopped and to generate hydraulic pressure upon stopping of said engine. Automatically when the engine is started, and the movement of the synchronizer to the engagement position when the engine is started is automatically performed using the start of the generation of hydraulic pressure accompanying the start of the engine. A transmission with a synchronizer according to claim 1.