JPS58170949A - Automatic transmission unit for vehicle - Google Patents

Abstract

PURPOSE:To aim at reducing the number of necessary component parts for and as well the axial dimentions of a vehicle transmission unit by arranging countershafts on both sides of an input shaft and as well by meshing the gears of the countershafts with the gears of a sleeve shaft loosely fitted onto the input shaft. CONSTITUTION:Gears 31, 41, 51 engage an input shaft 3 with countershafts 4, 5 in a driving relation. Gears 42, 44 on the countershaft 4 are meshed with gears 61, 64 on a sleeve shaft 6 loosely fitted onto the input shaft 3, and gears 62, 62 on the sleeve shaft 6 are meshed with gears 52, 71 on an output sleeve 7 loosely fitted onto the countershaft 5. By suitably selecting clutches S1 through S4, power is transmitted from the input shaft 3 to the output sleeve 7 through the counter shaft 5 or through the counter shaft 4 and the sleeve shaft 6 for driving a differential gear 8.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic transmission used in transmissions such as automatic transmissions.

Conventionally, many multi-stage automatic transmissions are constructed with planetary gear transmissions, but in this case, the number of parts increases, the structure becomes complicated, and the overall length becomes longer. If it is used for a rear-drive type horizontally mounted engine, there will be problems in mounting it.

An object of the present invention is to provide an automatic transmission for a vehicle that can reduce the number of component parts, has a simple structure, can shorten the U-axis dimension, and is easy to mount.

Next, the present invention will be explained by referring to an embodiment shown in the drawings.

1 is an input shaft of a torque converter connected to the engine output shaft; 2 is an input shaft of a torque converter; 3 is an input shirt of a vehicle automatic transmission; 4 is one counter installed in parallel to the input shirt 1; A shaft, 5 is the other countershaft arranged in parallel with the input shaft 3, 6 is a sleeve shaft rotatably supported by the input shafts 1 to 3, and 7 is rotatably supported by the other countershaft 5. The supported output sleeve, 8 is a differential gear, and 9 is a reverse gear. The torque converter 2 includes a pump impeller 21 connected to the input shaft 1, a turbine runner 22 connected to the input shaft 3, a stator 24 fixed to a torque converter case via a one-way clutch 23, and a pump impeller 21 connected to the input shaft 1. It consists of a pull-up clutch 25 and 26 for directly connecting the shirt to I-3.
shows an A-il pump driven by a sleeve 27 connected to a pump impeller. B. One input drive gear 31 is fixed to the rear end of the input shaft 3 (the end opposite to the engine, the same applies hereinafter), and the input drive gear 31 is rotatably attached to the rear end of the one countershaft 4. The supported first implant h driven gear 41 is always in mesh with the second implant h driven gear 51 rotatably supported on the rear end of the other counter shaft 5, and the first input driven gear 4
1 is connected to one countershaft 4 via a multi-disc clutch C10, which is a clutch element, and a multi-disc clutch C1 arranged in parallel with the multi-disc clutch C10, and a connection between the multi-disc clutch C1 and the counter shaft 4. The second input driven gear 51 is connected to the other countershaft 5 via a multi-plate clutch C20, Monthly multi-disc clutch C2
0, and a one-way clutch F2 interposed between the multi-disc clutch C2 and the other countershaft 5. An ISt drive gear 42, which is a low gear, is fixed to one of the countershafts 4 in the vicinity of the input drive gear '41.
A reverse drive gear 43 is fixed at the end of the engine (hereinafter the same applies), and a 3rd drive gear 44, which is a higher gear, is rotatably supported in the middle and connects the countershaft 4 and the 3rd drive gear 44. 3rd
A third synchronizer S3 is provided to achieve speed. A 2nd drive gear 52, which is a low gear, is fixed to the other countershaft 5, and the sleeve 7 and the counter shirts 1 to 5 are fixed to the other countershaft 5.
and is an engagement element for achieving the fourth speed,
A fourth speed synchronizer S4 is provided which includes a pair of coupling gears arranged in parallel and a coupling sleeve slidable in the axial direction. The sleeve shaft 6 rotatably supports at its rear end an ISt driven gear 61 that is always engaged with the 1st drive gear 42, and also fixes the ISt driven gear 61 to the sleeve shaft 6. A first speed synchronizer $1 is provided, and the 21) d drive gear 5 is provided adjacent to the first speed synchro device S1.
A 2nd driven gear 62 that is always in mesh with the sleeve shaft 6 is rotatably supported, and a 2nd speed synchronizer device $2 is provided to fix the 2nd driven gear 62 to the sleeve shaft 6 and achieve the 2nd speed. 2 speed sink oll
Adjacent to the iS2, 1 to transfer drive gears 63 are fixed, and adjacent to the transfer drive gear 63, the 3rd driven gear 64, which is always engaged with the 3'' (1 drive gear 44), is fixed, and a reverse driven gear is attached to the tip. 65 is fixed to the output sleeve 7. A transfer driven gear 71 that is always in mesh with the transfer drive gear 63 is adjacent to the fourth speed synchronizer S4, which is the high gear stage, and is provided at the rear end of the output sleeve 7. is fixed, a parking gear 72 is fixed at the tip, and a final drive-V differential 3 is fixed in the middle. It consists of a gear box 82, a differential gear 8345, and a drive shaft 84.The reverse gear 9 includes a reverse idler shirt 1-91 arranged in parallel with the input shaft and a rotatable and axial layer on the shaft 91. It consists of a movably supported reverse idler gear 92, and the reverse idler gear 92 is moved in the axial direction (to the left in the figure) to simultaneously mesh with the reverse drive gear 43 and the reverse driven gear 65, thereby achieving backward movement.

This automatic transmission for vehicles has a multi-disc clutch C as shown in Table 1.
1, C2, C10, C20, Sink [Co-operation S1-S4
, and one-way clap -Fl, [22] Through the action of each of the engaging elements, four forward speeds and one reverse speed are possible.

Table 1 Engagement element C+ C10C-C2, Sl 82 83 S+
Ft F) ISt ○ △ ○
02nd O/＼ ○
03rd O,\O041t
+ Oj,, O(-)Rc
vQ A 0 In Table 1, ○ indicates engagement, connection, or lock, △ indicates engagement only during -L engine braking, and t, (Also, it may be engaged only during engine braking, or it may be released. Indicates cases in which it is acceptable.

Among these engaging elements, multi-disc clutches C1, C2, C10
, C20 is performed by detecting the vehicle driving conditions and activating the hydraulic servo, and the synchronizers 81 to S4 and the reverse idler gear 92 are actuated by actuators using hydraulic pressure, electromagnetic force, etc. according to the input according to the vehicle driving conditions. The kettle that is automatically done via the [is manually].

In this example, we will discuss an automatic transmission for a vehicle with four forward speeds.
- By increasing or decreasing i~ live gear, driven gear, and synchro device, an automatic transmission for a vehicle with a desired gear stage can be obtained, and there is also a fluid coupling between the input shaft 1~ and the output shaft of the engine. Of course, other disconnecting means such as a centrifugal clutch, an electromagnetic clutch, etc. may also be employed.

As described above, the automatic transmission for a vehicle of the present invention includes an input shaft, two counter shirts 1- arranged in parallel to the input shaft, a sleeve shaft rotatably supported by the input shaft, and the counter shirt 1-. Outfoot 1~ rotatably supported on one side of the shaft
It is equipped with a sleeve, a reverse gear, and a differential arrangement + nor gear, and transmission between the input shirts 1 to 2 and the two countershafts is carried out by one input drive gear provided on the input shaft and one input drive gear provided on each countershaft. This is done by meshing with the drive gears, which are rotatably supported and connected to each countershaft via two clutch elements, respectively.
The transmission between each counter shirt l- and the output sleeve is an engagement element that is fixed to each counter shaft or is rotatably supported and is automatically or manually operated depending on the operating shaft. and the drive gear of each gear connected via an engagement element rotatably supported by the sleeve shaft and operated automatically or manually depending on the operating conditions, or
Or it is fixed, and the transmission is transmitted to the -H sleeve shaft 71 by the meshing with the drive gear of each gear stage or the driven gear of the gear stage, and then the transmission is transmitted to the transno drive gear fixed to the sleeve shaft and the output. The output sleeve is fixed to the output sleeve and transmitted to the output sleeve by meshing with a transfer driven gear, or is operated automatically or manually depending on the operating conditions to support the output sleeve and the sleeve. Transmission between the output sleeve and the differential gear is performed via an engagement element directly connected to the countershaft, and the transmission between the output sleeve and the differential gear is transmitted between the output sleeve and the differential gear. ] - This is achieved through the meshing of the final drive gear provided on the sleeve and the large drive gear of the differential gear, making it possible to reduce the number of component parts, simplify the structure, and shorten the axial dimension. possible and easy to install. Furthermore, (a) one clutch element for each countershaft connects each countershaft element and the input triangular gear as a unit by the action of hydraulic pressure, and the clutch of Haku is a one-way clutch that locks only when the engine is running. (b) The clutch element is a multi-disc clutch, and (c) among the drive gears, each countershaft and the input driven gear can be rotated together. The drive gears are located on one countershaft, the drive gears used to achieve an even number of gears are located on the other countershaft, and (d) the drive gears for all gears are located on the sleeve shaft. (e) The drive gear of the lower gear is fixed to each counter shaft, and each corresponding driven gear is rotatably supported on the sleeve shaft. By doing so, the following effects can be achieved.

a) By providing two countershafts and distributing the odd-numbered gears of each gear on one side and the even-numbered gears on the other, the overall length of the transmission can be shortened, especially for small vehicles, front engines, front drives, or In the transverse engine series drive system of small vehicles such as the V] engine, January 7-driver, and Eve, the mountability has been greatly improved, and it can be installed in many medium-sized vehicles.

b) While conventional planetary-south transmissions require one or more engaging elements such as clutches or brakes for each gear stage, the present invention allows a plurality of even-numbered or odd-numbered stages to share a clutch. Therefore, the number of engaging elements is relatively small, and in particular, it is possible to avoid complication of the transmission mechanism due to multi-stages, thereby reducing the number of component parts and significantly reducing cost and weight.

C) When the engine is running, the two one-way clutches are used alternately to change the speed, which facilitates speed change control and simplifies the speed change control mechanism.

d) Since there is no need to cut off power transmission by -8 when shifting, it is possible to avoid the coasting of the width of #J due to power cutoff, and to improve driving operability by avoiding wasteful opening and closing of the accelerator. It is possible to improve the performance and fully draw out the power performance of the engine.

[) Since the shaft length is shortened due to the shortening of the overall length of the transmission, the deflection of the shaft is reduced, which is superior in terms of vibration and noise.

9) Due to the use of a multi-disc clutch, the outer diameter of the clutch is small and the inertia of the clutch members is small, resulting in a change of 3! It facilitates synchronization to I and improves the resistance to air of the synchronizer.

h) Since a multi-disc brake is not used as an engagement element, power transmission loss due to drag torque of the multi-disc brake can be avoided, resulting in a significant improvement in fuel efficiency.

1) The countershaft that does not have the output kia concentrically has a meshing relationship only with the input shaft [~], so it can be freely placed around the input shirt [~], increasing the degree of freedom on the Leiara 1~. give.

j) Since the low-speed gear synchronizer is installed on the sleeve shaft, it is possible to avoid the low-speed drive gear from following the speed increase and causing undesirable high-speed idling when the vehicle is running at a high speed. .

[Brief explanation of the drawing]

FIG. 1 is a skeletal diagram of an automatic transmission for a vehicle according to the present invention, and FIG. 2 is a side view showing the meshing of each gear. In the diagram 3...Implement 1 ~ Shaft [~ 4...-
To counter shirt 1 of pump j 5...Other counter shaft 6...Sleeve shaft 7...Out 1 sleeve 8...Differential gear
9... Reverse gear C1, C2, C10, C20.
...Multi-disc clutch F1, F2... - direction clutch 8
1~$4...Shincro device

Claims (1)

[Scope of Claims] 1) An implant shaft 1 to a shaft, two countershafts arranged in parallel to the input shaft, and a sleeve shaft rotatably supported by the implant shaft 1 to the shaft. ) [Heto, the counter shirt [-] includes an output sleeve rotatably supported on one side, a reverse gear, and a differential arrangement 1 full gear, and the input system 1? The power transmission between the foot and the two wooden countershafts is provided by one input drive gear provided in the input shirt 1 and each huntershaft 1.
The implant is rotatably supported by ~ and connected to each counter shirt l- through two clutch elements, respectively] and driven gear 1, and between each counter shaft and the aligner put sleeve. Transmission consists of a drive gear for each gear stage connected via an engagement element that is fixed or rotatably supported on each countershaft and is operated automatically or manually depending on the operating conditions, and a sleeve. of each gear, which is rotatably supported on the shaft and connected or fixed via an engagement element that is automatically or manually operated depending on operating conditions, and meshes with the drive gear of each gear. The transmission is first transmitted to the sleeve shaft through the meshing with the driven gear, and then the transmission is transmitted through the output sleeve through the meshing between the transfer drive gear fixed to the sleeve shaft and the 1-transfer driven gear fixed to the output sleeve. or through an engaging element that is operated automatically or manually depending on the operating conditions and directly connects the output sleeve and one of the countershafts that supports the sleeve. A vehicle automatic, characterized in that transmission between the A core and the A core is achieved by meshing between a final drive gear provided on the put sleeve and a large driving tooth of the differential arrangement V Lugino 7. transmission. 2) Of the two counter shirts 1 to 1, a reverse drive and an eve gear are fixed to the other counter seat No. 1, and an idler drive 17 is installed parallel to the other counter shirt. , a reverse idler is rotatably and axially slidably supported in 1, and the reverse idler is moved in the axial direction to the reverse drive gear and the reverse trib gear A7 fixed to the sleeve shift V-lift. 2. The automatic transmission for a vehicle according to claim 1, wherein the automatic transmission for a vehicle achieves reverse movement through simultaneous meshing. 3) The clutch element is actuated by oil. Each counter shirt (one clutch element for -) is integrated by connecting the J runter shaft with the action of oil 11 and the rib gear to implant +-1, and the other clutches are The automatic transmission for a vehicle according to claim 1 or 2, wherein the automatic transmission for a vehicle can rotate integrally with each of the countershafts 1 through a one-way clutch that is locked only when the engine is driving. 4) The automatic transmission for a vehicle according to any one of claims 1 to 3, wherein the clutch element is a multi-disc clutch. 5) The drive gear used to achieve even gears is on one countershaft, and the drive gear used to achieve odd gears is on the other countershaft. The automatic transmission for a vehicle according to any one of claims 1 to 4, characterized in that the automatic transmission is arranged on a shaft. 6> Drive gears for all gears are sleeve shift 1-
An automatic transmission for a vehicle according to any one of claims 1 to 4, characterized in that the automatic transmission is always in mesh with a triangular gear for each speed disposed in the transmission gear. 7) The first aspect of the present invention is characterized in that the plurality of low gear drive gears A7 are fixed to respective countershafts, and each corresponding driven gear is rotatably supported on a sleeve shaft. 6. The automatic transmission for a vehicle according to any one of items 5 to 6. 8) The heavy duty 11 automatic transmission according to any one of claims 1 to 6, wherein the engaging element is a synchronizer. 9) Above 7] ・Put sleeve and Ichino's counter (
1) The automatic transmission for a vehicle according to claim 7, wherein the direct connection with 1 to 1 is made by a sink device provided at an end of the output sleeve. 10) Sleeve shirt] ~ and the drive gear 7 rotatably supported by the three-one-sea shift are characterized in that they can be rotated together by the operation of a synchronizer, which is an engagement element provided on the side of the triangular gear. An automatic transmission for a vehicle according to claim 7. 11) The drive gears V of the high gears are rotatably supported by respective countershafts, and the countershafts and the drive gears of the high gears can rotate integrally by actuation of a synchronizer provided on the side of the drive gears. An automatic transmission for a vehicle according to claim 7, characterized in that: