JPS61274147A - Gear type speed changer - Google Patents

Abstract

PURPOSE:To enhance the efficiency of power transmission and the economy of fuel consumption, by establishing a direct coupling condition during operation of the fourth gear shift stage. 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. The casing A further incorporates a rotatable counter shaft 15 in parallel to the shafts 1 through 4. There are provided three first to third gear shift stage selectors S1 through S3 in order to selectively establish power transmission paths for the first to third gear shift stages, the fifth gear stage and the reverse gear shift stage with the use of gear trains GT1 through GT3, GT5, GTR, and in order to establish a power transmission path for the fourth gear shift stage by directly coupling the first clutch output shaft with the speed changer output shaft 2.

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. This invention relates to a gear-type transmission with reverse gear and five 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 of 2nd speed and 4th speed is configured, and for example, when shifting up, if the current 1st speed is selected, the 2nd speed gear train, 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, there are two-shaft, three-shaft, or four-shaft or more types depending on the number of reference axes that are parallel to each other, considering the arrangement of the respective axes. 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 z-axis 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-axis type has the advantage that it is easy to shorten the length in the axial direction. They are used appropriately depending on the type of engine (for example, FF cars whose engines are often placed horizontally and FR cars whose engines are 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 two-shaft 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.

In addition, a two-shaft type with 5 forward speeds was published in 2007-
This is disclosed in Japanese Patent No. 127842, and is of a remote type in which two clutches are separated from each other by a large distance, and power is transmitted through gear trains with each gear stage.

(Problems to be Solved by the Invention) By the way, many manual gear type transmissions have five forward speeds, and from this point of view, the above-mentioned two
Even with a gear-type transmission using two clutches, the forward speed is 5.
It is strongly requested that this be done in stages.

Based on this premise, due to vehicle space constraints, etc., it is required that the two clutches be placed side by side in one place, and that a two-shaft type be configured with five forward speeds. It is desirable to have the 4th gear directly connected and the 5th gear to be in overdrive, as is most commonly seen as a 5-speed forward gear. In other words, what is desired is something that can improve the mechanical efficiency during 4-way driving when the vehicle is used for a long time, while at the same time saving fuel and reducing noise by using 5th gear, which is in overdrive when driving at high speeds.

Furthermore, even in this type of gear type transmission.

A reverse gear is required, but the number of gear selection devices (for example, mesh synchronizers) to select a total of six gears, including the five forward gears and this reverse gear, should be minimized. This is required in terms of space and other considerations.

Therefore, the object of the present invention is to provide a parallel type in which two clutches are arranged side by side and put together in one place, and on the premise that it is a two-shaft type, and a forward five clutch with reverse and overdrive. When configuring a gear type transmission for gears, 4th gear is obtained as a direct connection state in which power is transmitted without going through gears, and the number of gear selection devices for selecting each gear is minimized. It is an object of the present invention to provide a gear type transmission device that can be reduced in number.

(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 clutch output shaft; a counter shaft that is arranged parallel to both the clutch output shafts and is interlocked with the second clutch output shaft; and a counter shaft that connects the transmission output shaft and the counter shaft, respectively. 4 for 1 speed, 3rd speed, 5th speed and reverse configured between
a second-speed gear train configured between the first clutch output shaft and the transmission output shaft via an idle gear set rotatably disposed around the outer periphery of the counter shaft; First and second gear trains that act on two predetermined gear trains that are different from each other among the four gear trains for 1st speed, 3rd speed, 5th speed, and reverse to select the gear train. and a third gear selection device for directly connecting the first clutch output shaft and the transmission output shaft to configure a fourth speed. The configuration is as follows.

With the above configuration, when in 4th gear, the 3rd
The first clutch output shaft and the transmission output shaft are directly connected by the gear selection device, whereby power is transmitted from the transmission input shaft through the first clutch to the directly connected first clutch without going through any gears. Power is transmitted from the output shaft to the transmission output shaft, which improves mechanical efficiency (power transmission efficiency) and significantly reduces gear noise.

Furthermore, when driving at high speeds, by suppressing the engine rotation speed by using the 5th gear, which is an overdrive, it is possible to save fuel and reduce noise while driving.

Furthermore, since each gear selection device is designed to select two gears each and make effective use of the gears,
The number of gear stage selection devices can be kept to the minimum necessary.

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

In the figure, a transmission casing (not shown) includes a transmission input shaft 1, a transmission output shaft 2, a first clutch output shaft 3, and a second clutch output shaft 4 rotating so as to be located on the same axis. freely held. Of these shafts 1 to 4, the transmission input shaft 1 and the transmission output shaft 2 are arranged in the axial direction (
(left and right direction in the figure)
Both clutch output shafts 3 and 4 are located between. The second clutch output shaft 4 is short and is positioned in a fitted state on the outer periphery of the front end of the first clutch output shaft 3, and is connected to the first clutch output shaft 3 via a bearing (not shown). On the other hand, the rear end of the first clutch output shaft 3 (the right end in the figure) extends outside the second clutch output shaft 4 to near the front end of the transmission output shaft 2. ing.

The first clutch output shaft 3 is connected to and connected to the transmission input shaft 1 via the first clutch C1, and the second clutch C
2, the second clutch output shaft 4 is connected and disconnected. Both clutches C1 and C2 are operated independently of each other, are friction type, and share a clutch drum 5 integrated with the rear end of the transmission input shaft 1. 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, When the first clutch CI is connected, the transmission input shaft l and the first clutch output shaft 3 are connected, and conversely, when the plates 6 and 7 are separated, they are in a disconnected state. Similarly, the second clutch C2 also
It has a drive plate 8 provided on the clutch drum 5 and a driven plate 9 provided on the front end of the second clutch output shaft 4, and when both plates 8 and 9 are pressed together, they are in a connected state, and vice versa. The cutting state is reached when the plates 8 and 9 are separated.

The transmission output @2 includes 2 outputs sequentially from the front side to the rear side.
Driven gears 10-14 for speed, third speed, first speed, and reverse fifth speed are rotatably arranged.

A counter shaft 15 is further rotatably held in the casing in parallel with each of the axes l to 4. An interlocking gear 16 is integrally attached to the front end of the counter shaft 15, and this gear 16 is always meshed with an interlocking gear 17 integrated at the rear end of the second clutch output shaft 4. The color/rear shaft 15 and the transmission output shaft 2 are always rotated in conjunction with each other. Counter axis 1 like this
5, an idle gear set 18 is rotatably mounted sequentially from the front side to the rear side, and drive gears 19 to 22 for 3rd speed, 1st speed, reverse, and 5th speed are each integrally installed. It is being

The drive gear 20 for l-speed and the driven gear 12 always mesh with each other to form a gear train for 1st-speed GTI, and the drive gear 19 for 3rd-speed and driven gear 11 constantly mesh with each other to form a gear train for 3rd-speed. The fifth speed drive gear 22 and the driven gear 14 are always in mesh with each other to form a fifth speed gear train GT5. In addition, gear train G for reverse
TR is an idle gear 2 integrated into the idle shaft 24
It is composed of the drive gear 21 and the driven gear 13 that are meshed with each other through the gears 3 and 3. The fourth speed is configured by directly connecting the first clutch output shaft 3 and the transmission output shaft 2.

Here, the idle gear set 18 is connected to the counter shaft 5.
It consists of a short auxiliary counter shaft 25 that is rotatably held on the outer periphery of the front end of the auxiliary counter shaft 25, and an interlocking gear 26 and a drive gear 27 that are integrated with the front and rear ends of the auxiliary counter shaft 25. This interlocking gear 26 is always in mesh with a gear 28 integrated at the rear end of the first clutch output shaft 3, and the drive gear 27 is in constant mesh with a gear 28 integrated with the rear end of the first clutch output shaft 3.
The 2nd speed gear train GT2 is always meshed with the 2nd speed gear train GT2.

Of course, each gear train GT1 to GT3, GT5, GT mentioned above
The gear ratios of 1st to 5th gears by R are set sequentially smaller from 1st gear to 5th gear, with 4th gear being "l" and 5th gear being an overdrive smaller than "1". There is. The above-mentioned speed ratios are based on the rotation ratio between the second clutch output shaft 4 and the counter shaft 15 by the gear 16.17, and the rotation ratio between the first clutch output shaft 3 and the auxiliary counter shaft 25 by the gear 26.28. It has been set with consideration. Also,
Each such gear train GT 1-GT3, GT5 and G
Since the driven gear of the TR is rotatably attached to the transmission output shaft 2, the interlocking relationship between the first clutch output shaft 3 or the second clutch output shaft 4 with respect to the transmission output shaft 2 is always disconnected. It has become a thing.

The gear trains GTI to GT3, GT5, and GTR are used to selectively configure power transmission lines for 1st to 3rd speeds, 5th speeds, and reverse; 3 and the transmission output shaft 2 to form a power transmission line for 4th speed, three gear stage selection devices S1, S2, and S3, namely, a first, a second, and a third, are provided. . This first
In the embodiment, the gear selection device S1 is a gear train GT for 3rd speed.
This is for selecting between 3 and 1st gear gear train GTI.
A clutch hub 31 is integrated into the transmission output shaft 2 between the driven gears 11 and 12 for speed and first speed, and a clutch hub 31 is attached to the outer periphery of the clutch hub 31 so as to be non-rotatable and slidable relative to each other. A clutch sleeve 32 is provided. Further, in correspondence with the clutch sleeve 32, a gear spline 33 is integrally formed on the rear end surface of the third speed driven gear 11, while a gear spline 34 is integrally formed on the front end surface of the first speed driven gear 12. It is structured as follows.

As a result, when the clutch sleeve 32 is moved forward and engaged with the gear spline 33, the third speed driven gear 11 is connected and integrated with the transmission output shaft 2 via the first gear selection device si. and the second clutch output shaft 4
The rotation can be transmitted from the counter shaft 15 to the transmission output shaft 2 via the third speed gear train GT3. Also, the gear spline 3 is moved by moving the clutch sleeve 32 rearward.
4, the single gear driven gear 12 is connected and integrated with the transmission output shaft 2 via the first gear selection device S1. Of course, clutch sleeve 3
2 is at an intermediate position in the longitudinal direction, each of the above-mentioned coupling relationships is released.

In the embodiment, the second gear selection device S2 is for selecting the gear train GT5 for 5th gear and the gear train GTR for reverse, and similarly to the first gear selection device S1, it is for selecting the gear train GT5 for 5th gear and the gear train GTR for reverse. A clutch hub 35 is integrated with the transmission output shaft 2 between the driven gears 13 and 14, and a clutch sleeve 36 is attached non-rotatably but slidably to the outer periphery of the clutch hub 35. 36, a gear spline 37 is integrally formed on the rear end surface of the reverse driven gear 13, and a gear spline 38 is integrally formed on the front end surface of the fifth speed driven gear 14.

Therefore, when the clutch sleeve 36 is moved forward and engaged with the gear spline 37, the reverse driven gear 13 is connected and integrated with the transmission output shaft 2 via the second gear selection device S2, and The two-clutch output shaft 4 and the counter shaft 15 are interlocked via a reverse speed gear train GTR.

Further, when the clutch sleeve 36 is moved backward and engaged with the gear spline 38, the fifth speed driven gear 14 is connected to the transmission output shaft 2 through the second gear selection device S2.
are connected and integrated with the transmission output shaft 2 and counter shaft 1.
5 and are interlocked via a 5th speed gear train GT5. Of course,
When the clutch sleeve 36 is at an intermediate position in the longitudinal direction, the interlocking relationship described above is released.

The third gear selection device S3 is for selecting the second gear train GT2 and selecting the fourth gear by directly connecting the first clutch output shaft 3 and the transmission output shaft 2. Like the stage selection device S1, it has a clutch hub 39 integrated with the front end of the transmission output shaft 2, and a clutch sleeve 40 non-rotatably but slidably attached to the outer periphery of the clutch hub 39. Corresponding to this clutch sleeve 40, four gear splines are integrally constructed on the rear end surface of the interlocking gear 28, and a gear spline 42 is integrally constructed on the front end surface of the second-speed driven gear 10. ing. Therefore, when the clutch sleeve 40 is moved backward and engaged with the gear spline 42, the second speed driven gear 10 is connected and integrated with the transmission output shaft 2 via the third speed selection device S3. As a result, the first clutch output shaft 3 and the transmission output shaft 2 are interlocked via the second-speed gear train GT2 (idle gear set 18). Further, when the clutch sleeve 40 is moved backward and engaged with the gear spline 41, the first clutch output shaft 3 and the transmission output shaft 2 are connected (directly connected) via the third gear selection device S3. This will constitute a 4-speed gear. Of course, when the clutch sleeve 40 is at an intermediate position in the longitudinal direction, the interlocking relationship described above is released.

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

■L speed 2nd clutch C2 (2nd clutch output shaft 4) → Gear 17
．． 16 → Force counter shaft 15 → 1st speed gear train GTI (reverse movement of 1st gear selection device S1) ■ 2nd speed 1st clutch CL (1st clutch output shaft 3) - Gear 28
→ Idle gear set 18 → 2nd speed gear train GT2 (reverse movement of 3rd gear selection device S3) ■ 3rd speed second clutch C2 (second clutch output shaft 4) → Gear 17
．． 16 → Force counter shaft 15 → 3rd speed gear train GT3 (first
Forward movement of gear selection device S1) ■4th speed (directly connected) 1st clutch C1 (first clutch output shaft 3) → 3rd gear selection device 53 (forward movement) → Transmission output shaft 2 ■5th speed 2 clutch C2 (second clutch output shaft 4) → gear 17
．． 16 → Counter shaft 15 → 5th gear gear train GT5 (2nd
Reverse movement of gear selection device S2) ■Reverse second clutch C2 (second clutch output shaft 4) Pass gear 17
．． 16 -> Force countershaft 15 -> Reverse gear train GTR (forward movement of third gear selection device S3) The above-mentioned transmission is mounted on, for example, an automobile, and is 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 train GTI is selected by the first gear selection stirrup S1, and then the second clutch C2 is connected and the gear train GTI is selected. 1st gear start is performed.

Shifting up from speed (1) to second speed is performed as follows. That is, in the l-reverse state, the second gear selection device S2 selects the second gear train GT2 in advance.
is selected. Next, while disengaging the second clutch C2, the first clutch C1 is connected in the middle of the disengagement, and after the second clutch C2 is disengaged, the first clutch C1 is completely connected, and thus the second clutch C2 is disengaged. 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. .

In addition, the shift town is performed by alternately using (connecting) both clutches C1 and C2 in the same way as the shift up.
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, -equal clutches C1, C2
This is done by selecting the reverse gear train GTR by the third gear selection device S3 from the neutral state where both are disconnected, and then connecting the second clutch C2.

Both clutches CI, C2 and each gear selection device S1 mentioned above
, S2, and S3 are driven using, for example, a hydraulic actuator, and the actuation of this actuator is electronically controlled. In particular, automatic shift control using five forward speeds is performed according to predetermined shift characteristics using, for example, engine load and vehicle speed as parameters. Note that such control itself has been known for a long time and is not directly related to the present invention, so 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 first and second gear selection devices S1 and S2 may be provided on the counter shaft 15 side, and in this case, the drive gears 19 to 22 attached to the counter shaft 15 are rotated with respect to the counter shaft 15. Driven gear 11~
14 may be integrally attached to the transmission output shaft 2.

(2) Although the speed selection devices S1, S2, and 33 are not shown in the embodiment for the sake of simplicity, they may include a meshing synchronizer (synchronizer).

■1st and 2nd gear selection installation S1 and S2 should select the appropriate gear train from 1st, 3rd, 5th, and reverse gears.
It can be done one after another. That is, for example, the first gear selection device S1 selects gear trains GTI and GTR for 1st speed/first gear, and the second gear selection device S2 selects gear trains GT3 for 3rd and 5th gears. , GT5 may be selected.

(Effects of the Invention) As is clear from the above description, the present invention improves mechanical efficiency because power is transmitted in a direct connection state without using gears during long-distance travel, which often requires a long use time. Along with heading towards the hill, gear noise is reduced.

Furthermore, when driving at high speeds, the vehicle can run using the fifth gear, which is overdrive, which is preferable in terms of improving fuel efficiency and reducing driving noise.

Furthermore, each gear selection device selects two gears each, so in order to select a total of six gears including the gear shift, the gear selection device must be set to the minimum necessary. Only three sets can be used, which is preferable from the viewpoint of miniaturization and structural simplification.

Furthermore, in this type of gear transmission, two functional parts, two clutch parts that perform power on/off, and a gear stage component part that selectively configures a gear stage, are connected to each other via an interlocking gear. In other words, the clutch section and the gear shift section can be assembled separately and then assembled together, which is advantageous in terms of manufacturing. . This applies to two clutch output shafts to which two clutches are connected.

This is easily understood if one considers the troublesomeness of assembling a gear train corresponding to the gear position and a gear position selection device for selecting this gear train.

Of course, in each of the 1st, 3rd, and 5th gears where power is transmitted through gears, each gear train is constructed independently of the other, so the gear ratios in other gears are affected. It is possible to freely change the gear ratio at a specific gear stage without having the same effect on the gear position.

[Brief explanation of drawings]

The figure is an overall skeleton diagram showing an embodiment of the present invention. 1: Transmission input shaft 2: Transmission output shaft 3: First clutch output shaft 4: 2nd clutch output shaft 15: Counter axis 18: Idol Gear Cent C1: 1st clutch C2: 2nd clutch SL: 1st gear selection device S2: Second gear selection device S3; 3rd gear selection device GTI: l-speed gear train GT2: 2nd speed gear train GT3: 3rd speed gear train GT5: 5th 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 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 shafts; a counter shaft that is arranged parallel to the two clutch output shafts and is interlocked with the second clutch output shaft; and a counter shaft that connects the transmission output shaft and the counter shaft, respectively. 4 gears for 1st speed, 3rd speed, 5th speed and reverse configured between
a second-speed gear train configured between the first clutch output shaft and the transmission output shaft via an idle gear set rotatably disposed around the outer periphery of the counter shaft; First and second gear trains that act on two predetermined gear trains that are different from each other among the four gear trains for 1st speed, 3rd speed, 5th speed, and reverse to select the gear train. a third gear selection device for directly connecting the first clutch output shaft and the transmission output shaft to configure a fourth gear; A gear type transmission device characterized by: