JPS61274142A - Gear type speed changer - Google Patents

Abstract

PURPOSE:To enhance the mechanical efficiency of a gear type speed changer, by effecting power transmission at the highest stage of the speed changer through no gear. CONSTITUTION:The casing A of a speed changer incorporates a speed changer input shaft 1, a speed changer output shaft 2, a first clutch output shaft 4 and a second clutch output shaft 4 which are rotatable about one and the same axis. There are provided first and second gear shift selectors S1, S2 which are provided so that first to third gear shift stages may be obtained by gear trains GT1 through GT3, and the fourth gear shift stage may be obtained by directly coupling the first output shaft 3 with the speed changer output shaft 2. That is, the forth gear shift stage is established by the direct coupling so that power is transmitted from the first clutch C1 (first clutch output shaft) to the speed changer output shaft 2 through the first gear shift stage selector S1.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a gear type transmission particularly suitable for use in automobiles, and more specifically, to a gear transmission that is suitable for use in automobiles, and more particularly, it relates to a gear transmission that is particularly suitable for use in automobiles, and more particularly, a gear transmission that uses two clutches that are operated independently of each other instead of using a torque converter. The present invention relates to a gear-type transmission for four forward speeds, which constitutes a power transmission path switching section in an automatic transmission equipped with the following.

(Prior Art) Some automatic transmissions that do not use a torque converter have two clutches, a first and a second clutch, which are operated independently of each other, and each clutch output shaft is connected to the transmission input shaft, that is, the engine output. There are some that are selectively connected to the axis. That is, while a gear train that determines each gear ratio is configured between each clutch output shaft and a transmission output shaft, an appropriate number of gear trains is configured to select each gear train (selection of a power transmission path). A gear selection device is provided, and while the gear selection device selects a gear train corresponding to a desired gear train, one clutch output shaft corresponding to the selected gear train is connected to a clutch corresponding to the selected gear train. There is one that is connected to the transmission input shaft via the transmission input shaft.

In such a transmission, generally, a gear train of odd-numbered gears (for example, 1st and 3rd gear) is configured for one clutch output shaft, and an even-numbered gear train (for example, 1st and 3rd gear) is configured for the other clutch output shaft.
For example, if a gear train (for example, 2nd and 4th gear) is configured, and the gear train is currently in 1st gear when upshifting, the gear train for 2nd gear, which is the next higher gear, is selected in advance. When switching to , one of the previously connected clutches is disengaged and the other clutch is engaged in synchronization with the other clutch to ensure that this shift is carried out quickly while not placing a large load on the gear selection device. That's what I do.

In this type of gear transmission, the two clutches are arranged in two ways: one is a remote type in which the two clutches are separated from each other in the axial direction, and the other is a separated type in which the two clutches are arranged in parallel with each other in one place. There are side-by-side type devices, and recently, due to the space constraints on vehicles, side-by-side type devices, which can be more compact and are placed all together in one place, are being looked at in the future.

In addition, in this type of gear type transmission, from the arrangement of each axis, depending on the number of reference axes that are parallel to each other, there are z-axis type, 3-axis type, or 4-axis type or more. However, considering the number of gears actually required, many two-shaft or three-shaft types have been proposed, and are used as appropriate depending on the type of vehicle. In other words? The axial type has the advantage that it is easy to shorten the length in the width direction (the length in the direction perpendicular to the axis), and the 3-shaft type has the advantage that it is easy to shorten the length in the axial direction, depending on the type of vehicle ( For example, it is used appropriately depending on FF cars, in which the engine is often placed horizontally, and FR cars, in which the engine is often placed vertically.

In the above-mentioned gear type transmission, Japanese Patent Application Laid-Open No. 57-1980 discloses a case in which the two clutches are arranged parallel to each other and put together in one place, and a Z-axis type is used for four forward speeds. It is disclosed in Japanese Patent No. 173638. The one described in this publication is one of the four forward speeds (
3rd gear) are directly connected without intervening gears, and each gear train is designed to function as a plurality of gears.

(Problems to be Solved by the Invention) However, in the case described in the above-mentioned publication, the 3rd speed is achieved when the power is transmitted directly without using gears, so in other words, the operation time used is long and the speed is high. When running in the fourth gear, which is the highest gear that is often used, power is transmitted through gears, which is disadvantageous in terms of mechanical efficiency and gear noise during running. In addition, since the gear train (-) is used for multiple gears, changing the gear ratio in one gear will inevitably affect the gear ratio in other gears, resulting in changes in each gear. There is also a problem in that the degree of freedom in setting the gear to a desired gear ratio is reduced.

Therefore, an object of the present invention is to configure a gear type transmission for four forward speeds, assuming that the two clutches are parallel to each other and are combined in one place, and that the clutches are of a two-shaft type. In addition, the highest gear, 4th gear, is obtained as a direct connection state in which power is transmitted without using gears, and the gear ratio of each gear can be freely selected regardless of the gear ratio of other gears. It is an object of the present invention to provide a gear type transmission device that achieves the following.

(Means and operations for solving the problems) In order to achieve the above-mentioned object, the present invention has the following configuration. That is, a transmission input shaft, a first clutch output shaft, and a transmission output shaft are arranged in series from one side to the other on the same axis, and a transmission shaft is rotatably arranged around the outer periphery of the first clutch output shaft. a second clutch output shaft, a first clutch that is arranged in parallel with each other and is operated independently and connects and disconnects the transmission input shaft and the first clutch output shaft; a second clutch that connects and disconnects the two-clutch output shaft; a counter shaft that is arranged parallel to the transmission input shaft and the transmission output shaft and is interlocked with the transmission output shaft; and the first clutch output shaft. and a second speed gear train configured between the second clutch output shaft and the counter shaft, a first speed gear train and a third speed gear train configured between the second clutch output shaft and the counter shaft, respectively; a first gear stage selection device for selecting a second gear train and selecting a fourth gear by directly connecting the first clutch output shaft and the transmission output shaft; and selecting the first gear train. ,
and a second gear selection device for selecting the third speed gear train.

With the above configuration, when in 4th gear, the WI
The first clutch output shaft and the transmission output shaft are directly connected by the J1 gear selection device, so that power is transmitted from the transmission input shaft to the directly connected first clutch through the first clutch without going through gears. Power is transmitted from the clutch output shaft to the transmission output shaft, which improves mechanical efficiency (power transmission efficiency) and significantly reduces gear noise.

Furthermore, since each of the first to third gear gear trains is constructed independently, it is possible to freely change the gear ratio without affecting the gear ratio in other gears.

(Example) Examples of the present invention will be described below based on the attached drawings.

In FIG. 1, a transmission casing A includes a transmission input shaft 1, a transmission output shaft 2, a first clutch output shaft 3, and a second clutch output shaft 4, which are located on the same axis.
is held rotatably. Of these shafts 1 to 4, the transmission input shaft l and the transmission output shaft 2 are located apart from each other at each end in the axial direction (left and right direction in the figure), and between these two shafts 1 and 2, , both clutch output shafts 3 and 4 are located. The second clutch output shaft 4 is fitted onto the outer periphery of the first clutch output shaft 3 and is rotatable relative to the second clutch output shaft 4 via a bearing (not shown). On the other hand, the rear end portion (the right end portion in the figure) of the first clutch output shaft 3 extends outside the second clutch output shaft 4 to near the front end of the transmission output shaft 2.

The first clutch output shaft 3 is connected to and connected to the transmission input shaft 1 via the first clutch Ct, and the second clutch Ct
2, the second clutch output shaft 4 is connected and disconnected. Both clutches C1 and C2 are operated independently of each other.

Each of them is of the friction type and shares a clutch drum 5 integrated with the rear end part' of the transmission output shaft. That is, the first clutch C1 has a drive plate 6 provided on the clutch drum 5 and a driven plate 7 provided on the front end of the first clutch output shaft 3, and when both plates 6 and 7 are pressed together, The first clutch C1 is connected to the transmission input shaft 1 and the first clutch output shaft 3, and
Conversely, when both plates 6 and 7 are separated, the cutting state is reached. Similarly, the second clutch C2 also has a clutch drum 5.
It has a drive plate 8 provided at the front end of the second clutch output shaft 4, and a driven plate 9 provided at the front end of the second clutch output shaft 4. When both plates 8 and 9 are pressed together, they are in a connected state, and conversely, when both plates 8 and 9 are pressed together, they are in a connected state. 9 is in a disconnected state when they are separated from each other.

A second-speed drive gear IO is rotatably attached to the rear end of the first clutch output shaft 3.

In addition, the second clutch output shaft 4 has a front side (left side in the figure).
Drive gears 11, 12, and 13 for 1st speed, reverse speed, and 3rd speed are integrally attached sequentially toward the rear side.

The casing A further rotatably holds a counter shaft 14 parallel to each of the shafts 1 to 4. A gear 15 is integrally attached to the rear end of the counter shaft 14, and the gear 15 is constantly meshed with a gear 16 integrated at the front end of the transmission output shaft 2. It is designed to be constantly rotated in conjunction with the transmission output shaft 2. Driven gears 17, 18, and 19 for 1st speed, 3rd speed, and 2nd speed are attached to such a counter shaft 14 in order from the front side to the rear side. Between both driven gears 17 and 18,
A craft hub 20 is attached. The driven gears 17 and 18 for the first speed and the third speed are rotatably attached to the counter shaft 14, and the driven gear 19 and the clutch hub 20 for the second speed are integrally attached to the counter shaft 14, respectively.

The drive gear 11 for 1st speed and the driven gear 17 always mesh with each other to form a 1st speed gear train GTI, and the drive gear 10 for 2nd speed and the driven gear 19 constantly mesh with each other to form a gear train for 2nd speed. A gear train GT2 is constituted, and the third speed drive gear 13 and the driven key 718 are always meshed to constitute a third speed gear train GT3. Of course, in each of the gear trains GTI to GT3, either the drive gear or the driven gear is rotatably attached to the first clutch output shaft 3, the second clutch output shaft 4, or the counter shaft 14. , the interlocking relationship between the first clutch output shaft 3 or the second clutch output shaft 4 with respect to the counter shaft 14 is normally disconnected. The first clutch output shaft 3 and the transmission output shaft 2 are directly connected to form a fourth-speed power transmission system. Two second gear selection devices S1, S2 are provided. The first gear selection device S1 is for selecting between the second gear train GT2 and the fourth gear (directly connected), and is connected to a clutch hub 21 integrally attached to the rear end of the first clutch output shaft 3. , and a clutch sleeve 22 that is attached to the outer periphery of the clutch hub 21 in a manner that is non-rotatable and slidable relative to the clutch hub 21. In addition, corresponding to this clutch sleeve 22, the second speed drive gear 1
A gear spline 23 is integrally formed on the rear end surface of the gear 16, while a gear spline 24 is integrally formed on the front end surface of the gear 16. As a result, when the clutch sleeve 22 is moved forward and engaged with the gear spline 23, the second-speed drive gear 10 is connected to the first clutch output shaft 3 via the first gear selection device S1, and is integrally connected to the first clutch output shaft 3. The rotation of the first clutch output shaft 3 can be transmitted from the second speed gear train GT2 to the transmission output shaft 2 via the counter shaft 14 and gears 15 and 16. Furthermore, when the clutch sleeve 22 is moved rearward and engaged with the gear spline 24, the first clutch output shaft 3 and the transmission output shaft 2 are connected (directly connected) via the first gear selection device S1. Of course, when the clutch sleeve 22 is at an intermediate position in the longitudinal direction, each of the above-mentioned coupling relationships is released.

On the other hand, like the first gear selection device S1, the second gear selection device S2 also includes the aforementioned clutch hub 20 and a clutch sleeve 25 that is non-rotatably but slidably attached to the outer periphery of the clutch hub 20. In correspondence with the clutch sleeve 25, a gear spline 26 is integrally formed on the rear end surface of the first speed driven gear 17, and a gear spline 27 is integrally formed on the front end surface of the third speed driven gear 18. It is composed of Therefore, when the clutch sleeve 25 is moved forward and engaged with the gear spline 26, the first speed driven gear 17 is connected and integrated with the counter shaft 14 via the second gear selection device S2, and the second gear The clutch output shaft 4 and the counter shaft 14 are interlocked via a first speed gear train GT1. Further, when the clutch sleeve 25 is moved backward and engaged with the gear spline 27, the third speed driven gear 18 is connected and integrated with the counter shaft 14 via the second gear selection device S2, and The two-clutch output shaft 4 and the counter shaft 14 are interlocked.

Of course, when the clutch sleeve 25 is at an intermediate position in the longitudinal direction, the interlocking relationship described above is released.

Here, the reverse gear train GTR includes, in addition to the drive gear 12 described above, a driven gear 28 that is integrally attached to the outer periphery of the clutch sleeve 25 of the second gear selection device S2 and does not mesh with the drive gear 12. and an idle gear 29. This idle gear 29 is
As shown in FIG. 2, the drive gear 12 and the driven gear are integrally attached to an idle shaft 30 which is rotatably and slidably held in the casing A. 28, and when this engagement is performed (the second gear selection device S2 is at the neutral position in the longitudinal direction)
However, the second clutch output shaft 4 and the counter shaft 14 are interlocked via the reverse gear train GTR. That is, in the embodiment, the idle gear 29 itself, which is moved back and forth, constitutes a gear stage selection device for selecting the reverse gear train GTR.

The power transmission path at each gear stage of the transmission configured as described above, that is, the power transmission path from the transmission output shaft 1 to the transmission output shaft 2 via the clutch C1 or C2, is summarized below. It is shown as follows.

■1st speed second clutch C2 (second clutch output shaft 4) → L speed gear train GTI (second gear selection device S2) → counter shaft 1
4 → Gear 15.16 ■ 2nd speed first clutch C1 (first clutch output shaft 3) → 22nd speed gear GT2 (first gear selection device si) → Counter shaft 14 → Gear 15.16 ■ 3rd speed 2nd Clutch C2 (second clutch output shaft 4) → 33rd gear gear GT3 (second gear selection device S2) → counter shaft 14 → gear 15.16 ■4th speed (direct connection) 1st clutch CI (first clutch output shaft 3) → First gear selection device Sl → Transmission output shaft 2 ■ Reverse second clutch C2 (second clutch output shaft 4) → Reverse gear train GTR → Counter shaft 14 → Gear 15.16 Of course, the above l speed ~The gear ratios of each gear train GTI~GT3 for 3rd gear (at least greater than 1, taking into account the gear ratios of 1st gear and 16th gear) decrease sequentially from the 1st gear side to the 3rd gear side, and are directly connected. The gear ratio at 4th speed is "1".

The above-mentioned transmission is mounted on, for example, an automobile and used, for example, in the following manner. First, when starting, from a neutral state in which both clutches C1 and C2 are disengaged, the first gear gear train GT is selected by the second gear selection device S2.
After selecting I, the second clutch C2 is connected, and a first speed start is thereby performed.

Upshifting from 1st speed to 2nd speed is performed as follows. That is, in the state of running in the first gear, the first gear selection device s1 selects the gear train GT2 for the second gear in advance.
is selected. Next, the second clutch C2 is disengaged, and the first clutch C1 is connected in the middle of this disengagement, and after the second clutch C2 is disengaged, the first clutch C1 is completely engaged, and thereby the second speed running is started. will be held. Subsequent upshifts are performed in the same manner as the shift-up from 1st to 2nd speed described above, but in this upshift, the gear train corresponding to the next higher gear is always selected in advance. .

Also, similar to upshifting, downshifting is performed by alternately using (connecting) both clutches C1 and C2;
The gear stage selected in advance for this downshift is a gear train that is the next lower gear than the gear train currently in use, since it is a downshift.

Furthermore, when in reverse, both clutches C1 and C2
This is done by engaging the idle gear 29 with the drive gear 12 and the driven gear 28 from a neutral state in which both are disconnected, and then connecting the second clutch c2.

Both clutches CI, C2 and both gear stage selection devices S1 mentioned above
, S2 and the idle gear 29 are driven using, for example, a hydraulic actuator, and the actuation of this actuator is electronically controlled. In particular, automatic shift control using four forward gears is performed according to predetermined shift characteristics using, for example, engine load and vehicle speed as parameters. Since it is not directly related to this, further explanation will be omitted.

Although the embodiments have been described above, the present invention is not limited thereto, and includes, for example, the following cases.

■The second gear selection device S2 may be provided on the second clutch output shaft 4 side. In this case, the drive gears ll and 13 attached to the second clutch output shaft 4 are connected to the second clutch output shaft 4. Driven gear 17. ia may be integrally attached to the counter shaft 14.

(The reverse selection gear train GTR has its drive gear 12
．． While the driven gear 28 and the idle gear 29 are always meshed, one of the gears is rotatable with respect to the shaft that holds it, and when the reverse is selected,
This rotation may be disabled (M-connected) by a gear selection device provided for reverse. Of course, the reverse gear train GTR can also be configured between the first clutch output shaft 3 and the counter shaft 14.

■Both gear stage selection devices S1 and S2 are not shown in the example for the sake of simplification, but mesh synchronizers (synchronizers)
Alternatively, an appropriate type such as a friction type clutch may be adopted.

(Effects of the Invention) As is clear from the above description, the present invention is capable of direct coupling without using gears when running in 4th gear, the highest gear in which running time is long and high speeds are often performed. Since power is transmitted, mechanical efficiency is improved and gear noise is reduced, which is extremely favorable for improving fuel efficiency and reducing running noise.

Furthermore, in each of the 1st to 3rd gears where power is transmitted through gears, each gear train is constructed independently of each other, so there is no effect on the gear ratio in other gears. The gear ratio at a specific gear stage can be freely changed without affecting the gear position. As a result, only the gear ratio in some gears can be changed to the desired one,
It is possible to easily and inexpensively construct a transmission having an optimum gear ratio according to the vehicle type while generally using common parts.

[Brief explanation of the drawing]

FIG. 1 is an overall skeleton diagram showing an embodiment of the present invention. FIG. 2 is a simplified sectional view showing a reverse gear train cut in a direction perpendicular to its axis. l: Transmission input shaft 2: Transmission output shaft 3: First clutch output shaft 4: Second clutch output shaft 14: Counter shaft C1: First clutch C2: Second clutch Sl: First gear selection device S2: 2nd gear selection device GTI: 1st speed gear train GT2: 2nd speed gear train GT3: 3rd speed gear train GTR: Reverse gear train

Claims (1)

[Claims] (1) A transmission input shaft, a first clutch output shaft, and a transmission output shaft arranged in series from one side to the other on the same axis, and rotatably arranged around the outer periphery of the first clutch output shaft. a second clutch output shaft arranged in parallel with each other and operated independently to connect and disconnect the transmission input shaft and the first clutch output shaft; a second clutch that connects and disconnects the second clutch output shaft; a counter shaft that is arranged parallel to the transmission input shaft and the transmission output shaft and is interlocked with the transmission output shaft; and the first clutch output. a second-speed gear train configured between the shaft and the counter shaft; a first-speed gear train and a third-speed gear train configured between the second clutch output shaft and the counter shaft, respectively; a first gear stage selection device for selecting the second gear train and selecting a fourth gear by directly connecting the first clutch output shaft and the transmission output shaft; choice,
and a second gear selection device for selecting the third speed gear train.