JPS61274148A - Gear type speed changer - Google Patents

Abstract

PURPOSE:To make the overall axial length of a speed changer short, by arranging gear shift stage selectors on the sides of a clutch output shaft and a counter shaft, respectively. 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 two first to second gear shift stage selectors S1, S2 in order to selectively establish power transmission paths for the first to fourth gear shift stages with the use of first to fourth gear shift stage drive gears 21, 22, 25, 26. The gear shift stage selector S1 is for selecting the second and fourth gear shift stages while the selector S2 is for selecting the first and third gear shift stages. Further, the reverse gear shift stage is selected by meshing an idle gear 31, a drive gear 23 and a drive gear 30 with each other.

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 that 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, it is preferable that an odd-numbered gear train (for example, L speed and 3rd gear) be configured for one clutch output shaft, and an even-numbered gear train (for example, 2nd gear for example) for the other clutch output shaft. For example, when shifting up, if the gear is currently in l-speed, the gear train for second-speed, which is the first higher gear, is brought in in advance.
When switching to second gear, one of the previously connected clutches is disengaged and the other clutch is engaged in synchronization with the other clutch to ensure that the gear shift is carried out quickly while placing a large load on the gear selection device. I am trying not to add any.

In this type of gear transmission, the two clutches mentioned above are arranged in two types: 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 and combined in one place. There are side-by-side types arranged in
Recently, due to the limited space available in a vehicle, the future is looking toward a side-by-side type that can be made more compact and placed all in one place.

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 two-shaft 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 three-shaft 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 Laid-Open Publication No. 2002-11111 describes a case where the gear transmission is configured as a side-by-side type in which two clutches are arranged side by side and put together in one place, and also as a three-shaft type for four forward speeds. It is disclosed in Japanese Patent No. 58-225246. The device described in this publication has two clutch output shafts that are concentric with each other and a transmission output shaft that is parallel to the counter shaft (drive gear shaft in the publication).
It is provided with four driven gears of four speeds and two gear stage selection devices that selectively connect the driven gears to the output shaft of the transmission.

(Problem to be Solved by the Invention) However, in the above-mentioned publication, four driven gears and two gear stages are arranged in series in the axial direction with respect to one transmission output shaft, each corresponding to the number of gear stages. Since the clutch is equipped with a selection device, the axial length inevitably becomes long, and there is a great advantage in that the axial length can be made as short as possible by using two clutches in parallel and a three-shaft type. It was to be damaged.

Therefore, an object of the present invention is to provide a side-by-side system in which two clutches are arranged side by side and brought together in one place.

Further, it is an object of the present invention to provide a gear type transmission which can shorten the length in the axial direction as long as the same gear stage is obtained, assuming that the transmission is of a three-shaft type.

(Means and operations for solving the problem) In order to achieve the above-mentioned object, the present invention basically involves selecting gears in accordance with each gear stage in order to switch the power transmission path. The gear selection device for this purpose can be arranged separately for the clutch output shaft and the counter shaft. Specifically, the configuration is as follows. In other words, the transmission input shaft and the first clutch output shaft are arranged in series on the same axis, and the second clutch output shaft is rotatably arranged around the outer periphery of the first clutch output shaft. a first clutch that is arranged in parallel and independently operated and connects and disconnects the transmission input shaft and the first clutch output shaft; and a second clutch that connects and disconnects the transmission input shaft and the second clutch output shaft. a clutch; a counter shaft disposed parallel to the two clutch output shafts and interlocked with one clutch output shaft at a different rotation ratio via an interlocking gear; and a counter shaft disposed parallel to the two clutch output shafts; A transmission output shaft disposed between the two clutch output shafts and the counter shaft, a plurality of drive gears each provided on the other clutch output shaft and each having a different number of gears, and the drive gears. a plurality of drive gears each provided on the counter shaft and having a different number of gears, and selectively connecting the drive gears to the counter shaft. a plurality of gear selectors each provided on the transmission output shaft and meshing with both the drive gears provided on the other clutch output shaft and the drive gear provided on the counter shaft; with common driven gear.

This is a configuration equipped with the following.

In this way, the gear selection device is arranged separately on the clutch output shaft and the counter shaft, and a series of gear trains consisting of two drive gears and one driven gear that are in a meshing relationship with each other are arranged on the clutch output shaft and the counter shaft. Since it constitutes a gear stage, the overall axial length is extremely short.

(Example) Hereinafter, an example of the present invention in the case of four forward speeds will be described based on the attached drawings.

The transmission casing (not shown) includes a transmission input shaft 1,
Transmission Output Shaft 2) The first clutch output shaft 3, the second clutch output shaft 48, and the counter shaft 5 are rotatably held. Of these axes 1 to 5, transmission input @11 and
A short second clutch output shaft 4 is arranged in series with the clutch output shaft 3 on the same straight line, and is rotatably attached to the outer periphery of the front end (left end in the figure) of the first clutch output shaft 3. It is fitted. Further, the transmission output shaft 2 and the counter shaft 5 are each parallel to both clutch output shafts 3.4, and the transmission output shaft 2 is parallel to the clutch output shaft 3.4.
, 4 and the counter shaft 5. In addition, the transmission output shaft 2, both clutch output shafts 3 and 4, and the counter shaft 5
is arranged so that its axial center is located at each vertex of a triangle when viewed from the axial direction.

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 6 integrated with the rear end portion of the transmission input shaft 1. That is, the first clutch C1 has a drive plate 7 provided on the clutch drum 6 and a driven plate 8 provided on the front end of the first clutch output shaft 3, and when both plates 7 and 8 are pressed together, When the first clutch C1 is connected, the transmission input shaft l and the first clutch output shaft 3 are connected, and conversely, when the plates 7 and 8 are separated, they are in a disconnected state. Similarly, the second clutch C2 also
A drive plate 9 provided on the clutch drum 6 and a driven plate 10 provided on the front end of the second clutch output shaft 4
When both plates 9 and 10 are pressed together, they are in a connected state, and conversely, when both plates 9 and 10 are separated, they are in a disconnected state.

The counter shaft 5 is always interlocked with the second clutch output shaft 4 via an interlocking gear train GTO. This interlocking gear train GTO changes the rotation ratio, and is connected to a drive gear 11 integrated with the rear end of the second clutch output shaft 4.
, a driven gear 12 integrated into the front end of the collar 7, and an idle gear 1 that is rotatably attached to the transmission output shaft 2 and constantly meshes with both gears 11 and 12.
It consists of 3 and.

The first clutch output shaft 3 has two gears having different numbers of gears sequentially from the front side to the rear side.

Drive gears for 4th speed and reverse 21.22.23
is attached, and a clutch hub 24 is also attached between the drive gears 21 and 22 for second speed and fourth speed. Of these drive gears 21, 22, 23, the drive gears 21, 22 for 2nd speed and 4th speed are rotatable, and the drive gear 23 and clutch hub 24 for reverse are integrated, and each has a first clutch output. It is attached to axis 3. In addition, the counter shaft 5 has
Two drive gears 25 and 26 for 1 speed and 3 speed, each having a different number of gears, are rotatably attached, and a clutch hub 27 is integrally attached between both drive gears 25 and 26. . Furthermore, the transmission output shaft 2 is provided with first and second common driven gears 28, 29 and a reverse driven gear 3 in order from the front side to the rear side.
゜ are each attached to one weight.

The drive gears 21, 25 for 1st speed and 2nd speed and the first common driven gear 28 are located on the same plane,
This first common driven gear 28 is always meshed with the two drive gears 21 and 25. Similarly,
The drive gears 22, 26 for 3rd speed and 4th speed and the second common driven gear 29 are located on the same plane, and this second common driven gear 28 is connected to the two drive gears 2.
2.26 is always engaged. In this way, l
The gear train GTI for 2nd speed is composed of a drive gear 25 and a first common driven gear 28, and the gear train GT2 for 2nd speed
is composed of a drive gear 21 and a first common driven gear 28, and a gear train GT3 for third speed is composed of a drive gear 26.
and a second common driven gear 29, and a fourth gear gear train GT4 is composed of the drive gear 22 and the second common driven gear 29. In the embodiment, the interlocking gear train GTO is a reduction gear train, and therefore, the gear trains GT1 for 1st speed and 3rd speed, which are configured between the counter shaft 5 and the transmission output shaft 2, The gear ratio of GT3 is set in consideration of the reduction ratio of this interlocking gear train GTO.

The reverse driven gear 30 is always separated from the reverse drive gear 23, and by moving the idle gear 31 back and forth together with its idle shaft 32, the reverse driven gear 30 is connected to the driven gear through the idle gear 31. 30 is engaged and disengaged. Of course, this drive gear 23 and driven gear 30
and the idle gear 31 constitute a reverse gear train GTR. The idle shaft 15 is located on the opposite side of the counter shaft 5 with respect to a line connecting the axes of the clutch output shaft 3.4 and the counter shaft 5.

Drive gears 21.22.25 for the 1st to 4th speeds.
26 to selectively configure the power system paths for 1st to 4th speeds, two gear stage selection devices Sl and S2 are provided. The gear selection device S1 is for selecting the second speed, that is, the drive gear 21, and the fourth speed, that is, the drive gear 22, and is connected to the clutch hub 24 and the outer periphery of this clutch hub 24, so that it is non-rotatable and slidable relative to the clutch hub 24. and an attached clutch sleeve 33°. Further, in correspondence with the clutch sleeve 33, a gear spline 34 is integrally formed on the rear end surface of the second-speed drive gear 21, while a gear spline 35 is integrally formed on the front end surface of the fourth-speed drive gear 22. It is structured as follows. As a result, when the clutch sleeve 33 is moved forward and engaged with the gear spline 34, the 2nd speed drive gear 2 is connected to the first clutch output shaft 3 via the first gear selection device S1 ( Also, the clutch sleeve 33 is moved rearward to connect the gear spline 35.
When engaged, the fourth-speed drive gear 22 is connected to the first clutch output shaft 3. Of course, when the clutch sleeve 33 is at an intermediate position in the longitudinal direction, each of the above-mentioned connection 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 27 and a clutch sleeve 36 that is non-rotatably but slidably attached to the outer periphery of the clutch hub 27. In correspondence with the clutch sleeve 36, a gear spline 37 is integrally formed on the rear end surface of the first speed drive gear 25, and a gear spline 38 is integrally formed on the front end surface of the third speed drive gear 26. It is composed of Therefore, when the clutch sleeve 36 is moved forward and engaged with the gear spline 37, the l-speed drive gear 25 is connected to the counter shaft 5 via the second gear selection device S2. In addition, the gear spline 38 is moved by moving the clutch sleeve 36 backward.
When engaged, the third speed drive gear 26 is connected to the counter shaft 5 via the second gear selection device S2.

Of course, when the clutch sleeve 36 is at an intermediate position in the longitudinal direction, the interlocking relationship described above is released.

Note that the selection of the power transmission path for reverse is as described above, in which the idle gear 31 is connected to the drive gear 2 for reverse.
3 and the driven gear 30.

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. In the embodiment, power is not extracted directly from the transmission output shaft 2, but is constantly interlocked with the transmission output shaft 2 via interlocking gears 39 and 40 due to the positional relationship with a differential gear (not shown). The power is taken out from the output output shaft 41.

■1st speed 2nd clutch C2 (2nd clutch output shaft 4) → interlocking gear train GTO → counter shaft 5 → 1st speed drive gear 25 (
2nd speed first clutch CI (first clutch output shaft 3) → 2nd speed drive gear 21 (forward movement of first speed selection device S1) → first common driven gear 28 (motion)→
Counter shaft 5 → first common driven gear 28 ■ 3rd speed second clutch C2 (second clutch output shaft 4) → interlocking gear train GTO → → counter shaft 5 → 3rd speed drive gear 26
(Backwards movement of second gear selection device S2) → second common driven gear 29 C4 speed first clutch CI (first clutch output shaft 3) → 4th speed drive gear 22 (first gear selection device S backward motion) →
2nd common driven gear 29 ■ Reverse first clutch C1 (first clutch output shaft 3) → Reverse loop train GTR (meshing of idle gear 31) → Transmission output shaft 2 Of course, depending on the above 1st to 4th speeds The gear ratio is set to decrease sequentially from the 1st gear side to the 4th gear side.

The above-mentioned transmission is mounted on, for example, an automobile and used, for example, in the following manner. First, when starting, both clutches c1 and C2 are in neutral, with both clutches disengaged.
In addition, after the idle gear 31 does not mesh with both gears 23 and 30, the first gear selection device S2 selects the l-speed drive gear 25, and then the second clutch C2 is connected. A quick start is made.

Upshifting from 1st speed to 2nd speed is performed as follows. That is, in the first speed running state, the second speed drive gear 21 is selected in advance by the first gear selection device S1. Next, the second clutch C2 is disengaged, and the first clutch CI is connected in the middle of this disengagement, and after the second clutch C2 is disengaged, the first clutch CI is disengaged.
I is fully connected and this results in two far-backs. Subsequent upshifts are performed in the same way as the shift-up from 1st to 2nd speed described above, but during this upshift, the gear train (drive gear) corresponding to the next higher gear is always shifted. Preselected.

Also, similar to upshifting, downshifting is performed by alternately using (connecting) both latches C1 and C2, but the gear position selected in advance for downshifting is The gear train (drive gear) will be the next lower stage of the gear train (drive gear) currently in use.
drive gear).

Furthermore, when in reverse, -equal clutches CI, C2
This is done by engaging the idle gear 31 with the drive gear 23 and the driven gear 30 from a neutral state in which both are disconnected, and then connecting the first clutch C1.

Both clutches C1 and C2 mentioned above) Both gear range selection devices Sl
, S2 and the idle gear 31 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 speeds is performed according to shift characteristics determined in advance 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.

(2) The number of drive gears provided on the first clutch output shaft 3, the counter shaft 5, and the accompanying gear selection devices can be set to an appropriate number depending on the desired gear.

■The reverse gear train GTR has drive gear 23.
, the driven gear 30, and the idle gear 31 are always meshed, and one of the gears is rotatable with respect to the shaft that holds it, so that when the reverse is selected,
This rotation may be disabled (connected) by a gear selection device provided for reverse. Of course, s/
The vehicle convoy GTR for buses can also be configured between the second clutch output shaft 4 and the transmission output shaft 2, or between the counter shaft 5 and the transmission output shaft 2.

■The two-way speed selection devices SL and S2 are not shown in the example for simplification, but they are mesh synchronizers (synchronizers).
Alternatively, an appropriate type such as a friction type clutch may be adopted.

■The drive gear installed on the first clutch output shaft 3 is for odd-numbered gears, such as 1st speed and 3rd speed, and the drive gear installed on the counter shaft 5 is for 2nd speed, 4th speed, etc. It can be used for even number stages.

(2) While the first clutch output shaft 3 is interlocked with the counter shaft 5, the second clutch output shaft 4 may be provided with a plurality of drive gears having different gear ratios depending on the gear position.

(Effects of the Invention) As is clear from the above description, the present invention allows the axial length to be significantly shortened compared to the conventional gear in order to obtain a desired gear stage.

[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 5: Counter axis 21 Ni drive gear (for 2nd speed) 22nd drive gear (for 4th speed) 25 Ni drive gear (for 1st speed) 26: Drive gear (for 3rd speed) 28: 1st common driven gear 29: 2nd common driven gear C1: 1st clutch C2: 2nd clutch SL: 1st gear selection device S2: Second gear selection device GTO: Interlocking gear train GTI: 1st speed gear train GT2: 2nd speed gear train GT3: 3rd speed gear train GT4: 4-speed gear train GTR: Reverse gear train

Claims (2)

[Claims] (1) A transmission input shaft and a first clutch output shaft arranged in series on the same axis, and a second clutch output shaft rotatably arranged around the outer periphery of the first clutch output shaft, arranged in parallel with each other. a first clutch that is independently operated and connects and disconnects the transmission input shaft and the first clutch output shaft; and a second clutch that connects and disconnects the transmission input shaft and the second clutch output shaft. , a counter shaft disposed parallel to both the clutch output shafts and interlocked with one of the clutch output shafts at a different rotation ratio via an interlocking gear; A transmission output shaft disposed between the two clutch output shafts and the counter shaft, a plurality of drive gears each provided on the other clutch output shaft and having different numbers of gears, and selectively controlling the drive gears. a gear selection device connected to the other clutch output shaft; a plurality of drive gears each provided on the counter shaft and having a different number of gears; and a gear selection device selectively connecting the drive gears to the counter shaft. and a plurality of common driven gears each provided on the transmission output shaft and meshing with both the drive gears provided on the other clutch output shaft and the drive gear provided on the counter shaft. A gear-type transmission characterized by comprising the following. (2) In claim 1, the drive gears provided on the other clutch output shaft and the counter shaft are two each for four forward speeds, and
Two drive gears installed on the same shaft are used for gears that are not adjacent to each other.