JPS6331029B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention comprises a plurality of input shafts equipped with predetermined speed change gears, and a plurality of clutches that connect and connect each input shaft with the engine, and alternately connects and disconnects each of the clutches. The present invention relates to a composite clutch type multi-stage gear transmission that performs automatic transmission in multiple stages.

Conventionally, this type of composite clutch type multi-stage gear transmission has been disclosed, for example, in Japanese Patent Publication No. 12507/1983, which includes a first input shaft equipped with first speed and third speed change gears; a second input shaft having a second speed gear; and first and second clutches connecting the first and second input shafts to the engine drive shaft, the clutches being alternately engaged and engaged. It is known that automatic gear shifting is performed in a plurality of successive stages.

The present applicant has proposed a composite clutch type multi-gear transmission capable of automatically shifting speeds through electronic control (Japanese Patent Application No. 1983-1999).
No. 64995, Patent Application No. 1983-64996, and Patent Application No. 1983-
64997 specification, etc.). That is, a hydraulic speed change actuator that selects the speed change gear of each input shaft and switches the torque transmission path to the output shaft, a fluid type clutch actuator that continuously operates each clutch, and the speed change actuator and the clutch actuator. a group of solenoid valves that control the supply of fluid to the
A control circuit is provided to control the operation of each of the solenoid valve groups based on a vehicle speed signal, etc., and the control circuit controls the operation of the solenoid valve groups to operate a predetermined shift actuator and select a predetermined shift gear. , and by alternately connecting each clutch to the engine drive shaft by alternately operating each clutch actuator, it is possible to perform continuous automatic gear shifting in a plurality of stages.

By the way, when a reverse speed gear is provided on any one of the plurality of input shafts, as in the case of a speed change gear, a speed change actuator for selecting the reverse speed gear and a solenoid valve for controlling the operation of the speed change actuator are provided. However, in this case, since the reverse speed gear and the speed change gear are installed on the same input shaft, the reverse speed gear and the speed change gear may malfunction at the same time due to the malfunction of the corresponding solenoid valve. If the gears engage, there is a problem that in the worst case, the gears will be locked, making it impossible to drive. In addition, if the speed change actuator for selecting the reverse speed gear is controlled by a solenoid valve, the number of solenoid valves will increase, and the control circuit will have more objects to control, making the signal processing by the control circuit more complicated. There are also problems.

Therefore, the present invention has been made in view of the above, and includes a separate fluid valve that is slidably operated by a manual shift operation lever, and the fluid supply passage from the fluid supply source is switched by the fluid valve. When the shift lever is in the forward travel position, the fluid supply source and the solenoid valve for the forward movement actuator are communicated with each other, while when the shift lever is in the reverse movement position, the fluid supply source and the reverse actuator are communicated with each other, and the fluid supply source and the reverse movement actuator are communicated with each other when the shift lever is in the forward movement position. By operating the actuator and controlling the amount of fluid supplied to it with a flow control valve, signal processing in the control circuit that controls the solenoid valve is simplified, and the simultaneous meshing of the reverse speed gear and the forward speed gear is achieved. It is an object of the present invention to provide a composite clutch type multi-gear transmission which can reliably prevent the above-mentioned problems.

Hereinafter, the present invention will be described in detail based on embodiments shown in the drawings.

In FIGS. 1 and 2, 1 is an engine;
1a is an engine drive shaft, 2 and 3 are a first input shaft and a second input shaft that are loosely fitted in the front and back of the engine drive shaft 1a, and between the first input shaft 2 and the engine drive shaft 1a. A first clutch 4 constituted by a dry clutch with a large capacity is interposed therein, and the first clutch 4 is connected to connect the first input shaft 2 to the engine drive shaft 1a. Second input shaft 3 and engine drive shaft 1a
A second clutch 5 constituted by a lightweight and small wet type clutch is interposed between the engine and the engine drive shaft, and is configured to connect the second input shaft 3 to the engine drive shaft 1a by connecting the second clutch 5. . Reference numeral 6 denotes an output shaft, to which, for example, left and right front wheels (not shown) are connected via a differential gear 7, and the torque of the output shaft 6 drives the left and right front wheels (not shown). (2) is configured to rotate.

Further, reference numeral 8 denotes a gear change gear group combined with the first input shaft 2 and the second input shaft 3;
The transmission gear of the input shaft 2 is composed of a first speed transmission gear 9, a third speed transmission gear 10, and a reverse speed gear 11, which are not adjacent to each other in the gear stage. The transmission gear No. 3 is similarly composed of second and fourth speed transmission gears 12 and 13 which are not adjacent to each other in the gear stage, and connects the first input shaft 2 to the first and third speed gears. and is connected to the output shaft 6 in a driving relationship through the reverse speed change gears 9 to 11, and the second input shaft 3 is connected to the output shaft 6 through the second speed and fourth speed change gears 12, 13. is configured to do so.

Furthermore, 14 is a 1-3 select gear spline-coupled between the first gear 9 and the third gear 10 of the first input shaft 2, and the 1-3 select gear 14 is the first gear gear 10. The gear 9 and the third speed gear 10 are formed to mesh with each other, and the 1-3 select gear 14 is connected to a 1-3 shift cylinder 16 that constitutes a hydraulic speed change gear actuator via a rod 15. Two springs 14a and 14b are connected to the rod 15 to hold the 1-3 select gear 14 in a neutral position. Further, the 1-3 shift cylinder 16 is connected to the 1-3 shift cylinder 16 via a first speed conduit 17 and a third speed conduit 18.
A shift valve solenoid valve 19 is connected, and the 1
-3 shift valve 19 controls the supply of fluid pressure to the 1-3 shift cylinder 16, and the 1-3 shift valve 19 controls the fluid pressure supply to the 1-3 shift cylinder 16.
3. When the shift valve 19 is not activated, the fluid pressure is
1-3 shift cylinder 16 via speed conduit 17
1- through rod 15.
The 3 select gear 14 is slid in the direction of the 1st speed gear 9 and meshed with the 1st speed gear 9, while fluid pressure is supplied through the 3rd speed conduit 18 when the 1-3 shift valve 19 is operated. As a result, the 1-3 select gear 14 is slid in the direction of the third speed gear 10 and meshed with the third speed gear 10, thereby changing the torque transmission path from the first input shaft 2 to the output shaft 6 to 2. It is configured to switch in stages.

In addition, 20 is a 2-4 select gear spline-coupled between the second speed gear 12 and the fourth speed gear 13 of the second input shaft 3, and the 2-4 select gear 20 is connected to the second speed gear 12 and the fourth speed gear 13 of the second input shaft 3. Speed gear 12 and fourth speed gear 13
The 2-
A 2-4 shift cylinder 22 constituting a hydraulic transmission gear actuator is connected to the 4-select gear 20 via a rod 21, and the rod 21 has a 2-4 shift cylinder 22 that holds the 2-4 select gear 20 neutrally
springs 20a, 20b are connected. Further, a 2-4 shift valve solenoid valve 25 is connected to the 2-4 shift cylinder 22 via a second speed conduit 23 and a fourth speed conduit 24. According to 2-4 above
By controlling the supply of fluid pressure to the shift cylinder 22 and supplying fluid pressure to the 2-4 shift cylinder 22 via the fourth speed conduit 24 when the 2-4 shift valve 25 is not in operation, The 2-4 select gear 20 is connected to the 4th speed gear 13 via the rod 21.
By sliding in the direction and meshing with the fourth speed gear 13, while supplying fluid pressure through the second speed conduit 23 when the 2-4 shift valve is activated,
2-4 The select gear 20 is slid in the direction of the second speed gear 12 and meshed with the second speed gear 12, thereby switching the torque transmission path from the second input shaft 3 to the output shaft 6 to two stages. It is configured as follows.

Further, 26 is the reverse speed gear 1 of the first input shaft 2.
1, the reverse select gear 26 is formed so as to be able to mesh with the reverse speed gear 11, and the reverse select gear 26 is connected to the reverse select gear 26 via a rod 27. A reverse cylinder 28 constituting an actuator for the reverse speed gear is connected, and the rod 27
A spring 29 is connected to which urges the rod 27 in the opposite direction to the reverse speed gear 11, and the spring force of the spring 29 normally forces the rod 27.
is biased toward the opposite side of the reverse gear 11 to disengage the reverse select gear 26 and the reverse gear 11, while at the same time, when fluid pressure is supplied to the reverse cylinder 28, the reverse cylinder 28 is operated. This allows the reverse select gear 26 to slide toward the reverse speed gear 11 against the spring force of the spring 29 and mesh with the reverse speed gear 11.

Furthermore, 30 is a first clutch cylinder constituting a hydraulic clutch actuator connected to the first clutch 4 via a swingable operating lever 31, and the first clutch cylinder 30 has a A first clutch valve solenoid valve 33 is connected via a first clutch conduit 32, and the operating lever 31 is connected to the first clutch valve solenoid valve 33.
A spring 34 that biases the clutch 4 in the direction of disengaging it.
is connected to the first clutch valve 33.
controls the supply of fluid pressure to the first clutch cylinder 30, and stops the supply of fluid pressure to the first clutch cylinder 30 when the first clutch valve 33 is not operated, and is operated by the spring force of the spring 34. While rotating the lever 31 clockwise in the figure to disconnect the first clutch 4, the first clutch valve 3
3 is activated, fluid pressure is applied to the first clutch conduit 32.
By supplying the operating lever 31 to the first clutch cylinder 30 via the spring 34
The first clutch is connected by rotating the first clutch counterclockwise in the figure against the spring force of the first clutch.

In addition, numeral 35 is a second clutch cylinder constituting a hydraulic clutch actuator connected to the first clutch 4 via a swingable operating lever 36, and the second clutch cylinder 35 includes: A second clutch valve solenoid valve 38 is connected via a second clutch conduit 37, and a second clutch valve 38 is connected to the operating lever 36.
A spring 39 that biases the clutch 5 in the direction of disengaging it.
is connected to the second clutch valve 38.
When the second clutch valve 38 is not operated, the supply of fluid pressure to the second clutch cylinder 35 is stopped, and the spring force of the spring 39 controls the supply of fluid pressure to the second clutch cylinder 35. The operating lever 36 is rotated counterclockwise in the figure to disconnect the second clutch 5, while fluid pressure is supplied to the second clutch cylinder 35 via the second clutch conduit 37 when the second clutch valve 38 is operated. By doing so, the operating lever 36 is rotated clockwise in the figure against the spring force of the spring 39 to connect the second clutch 5.

Reference numeral 40 denotes a hydraulic pump as a fluid supply source which is drivingly connected to the engine drive shaft 1a, and a fluid valve, which is an important part of the present invention, is connected to the hydraulic pump 40 via a discharge pipe 41. The first clutch valve 33 and the second clutch valve 38 are connected to the shift valve 42 via a clutch conduit 43, and the 1-3 shift valve is connected to the shift valve 42 via a forward conduit 44. The valve 19 and the 2-4 shift valve 25 are further connected to a retraction cylinder 28 via a retraction conduit 45. The spool 42a of the shift valve 42 also includes P (parking), R (reverse), N (neutral), D (automatic shifting up to 4th gear), 3 (automatic shifting up to 3rd gear), 2 (Automatic shifting up to 2nd speed) A shift lever 46 constituting a manual shift operation lever having various operation positions is connected, and the fluid valve 40 is moved by sliding operation of the shift valve 42 in conjunction with operation of the shift lever 46. The hydraulic pressure supply passage is switched by sliding the spool 42a of the hydraulic pump 40.
When the shift lever 46 is at any shift position other than N, the clutch conduit 43 is opened to supply fluid to the first clutch valve 33 and the second clutch valve 38, and when the shift lever 46 is at any shift position other than N, 3. When in the forward running position of 2, the retreating pipe 45 is closed and the discharge pipe 41 is closed at the same time.
The hydraulic pump 40
While supplying the fluid to the 1-3 shift valve 19 and the 2-4 shift valve 25, the shift lever 4
6 is in the R backward travel position, the forward conduit 44 is closed, and the solenoid valves (1-3 shift valve 19 and 2-4 shift valve 25) and hydraulic pump 40
Cut off communication with. At the same time, the discharge pipe 41
and the retreating conduit 45, and the hydraulic pump 40
is configured to supply fluid to the retraction cylinder 28. Furthermore, a flow rate control valve 47 is interposed in the retreating conduit 45. The flow control valve 4
7 includes an orifice 47a that limits the flow rate of fluid when the fluid from the hydraulic pump 40 is being supplied to the reverse cylinder 28, that is, when the fluid is being supplied in the direction of meshing the reverse select gear 26 with the reverse speed gear 11. When the reverse select gear 26 and the reverse speed gear 11 are meshed, this mesh is performed loosely so that the 1-3 select gear 14 and the first speed gear 9 or the third gear 10 are engaged with each other. The meshing is released first, and when the meshing between the reverse select gear 26 and the reverse speed gear 11 is released, this is done promptly and the 1-3 select gear 14 and the first speed gear are released first. 9 or the third speed gear 10, thereby preventing the reverse speed gear 11 from simultaneously meshing with the first speed gear 9 or the third speed gear 10.

Furthermore, 48 is a shift switch equipped with a movable contact 48a that is connected to the shift lever 46 and moves as the shift lever 46 is operated.
The shift switch 48 has fixed contacts Ro, No, Do, 3o, 2o corresponding to the operating position of the shift lever 46.
Therefore, when the movable contact 48a moves with the operation of the shift lever 46, the shift lever 4
It is configured to detect the operating position of No. 6 and generate a shift position signal indicating this operating position.

Furthermore, 49 is a control circuit, and the control circuit 49 receives a shift position signal from the shift switch 48, a vehicle speed signal from a vehicle speed sensor 50, and an engine load sensor (intake pipe negative pressure or accelerator opening). An engine load signal from a sensor (detecting sensor) 51 and an accelerator opening signal from an accelerator opening sensor 52 are input, and when the time of start is detected based on these signals, an operation signal Q1 is generated, The operation signal Q1 is input to the first clutch valve 33 to perform automatic start control, and is also used when shifting from the first gear to the second gear (for example, 15
Km/h), the generation of the operation signal Q1 is stopped and at the same time the operation signal Q4 is generated and the operation signal Q4 is inputted to the second clutch valve 38. After that, the operation signal Q1 is inputted at every predetermined speed change. and operation signal Q
4 alternately and input to the first clutch valve 33 and the second clutch valve 38, respectively, and at a predetermined time during driving in the second gear (for example, when driving at 18 km/h), an operation signal Q2 is generated. Generates the operation signal Q2 to the 1-3 shift valve 19
Also, from the time of starting, the operation signal Q3 is outputted and the operation signal Q3 is inputted to the 2-4 shift valve 25, while at a predetermined time while traveling in the third gear (for example, when traveling at 32 km/h). Then, the generation of the operation signal Q3 is stopped, and each of the above-mentioned valves 33, 38,
19 and 25 to perform stop control and automatic shift control.

Note that 53 is a regulator for keeping the fluid pressure constant, 54 to 56 are check valves, and 57 is a neutral switch.

Next, the operation of the above embodiment will be explained with reference to FIGS. 3 and 4. The operating position of the operating lever 31 is detected by the shift switch 48, and when it is at the N shift position (when stopped), the shift valve 42, the communication between the discharge pipe 41 and the clutch pipe 43 is cut off, so that the fluid from the hydraulic pump 40 is not supplied to the first clutch valve 33 and the second clutch valve 38. As a result, the first clutch and the second clutch 5 are in a disengaged state due to the biasing forces of springs 34 and 39, respectively.

When the shift lever 46 is operated, for example, to the D shift position, the shift valve 42 is slid accordingly, and while the communication between the discharge pipe 41 and the backward pipe 45 is cut off, the discharge pipe 41 and the backward pipe 45 are moved forward. service pipe 44, discharge pipe 41, and clutch pipe 43
The fluid from the hydraulic pump 40 is communicated with the 1-3 shift valve 19 via the advancement pipe 44.
and is supplied to the 2-4 shift valve 25. At the same time, the connection of the first speed gear 9 is commanded by de-energizing the 1-3 shift valve 19, and the 2-4 shift cylinder 25 is energized by the output of the operation signal Q3 shown in FIG. 3 from the control circuit 49. The operation commands the connection of the second speed gear 12, and the 1-3 and 2-4 shift valves 19,
Each of the fluids that have reached the first speed pipe 17
is supplied to the 1-3 shift cylinder 16 via the 1-3 shift cylinder 16, and is also supplied to the 2-4 shift cylinder 22 via the 2nd gear conduit 23. As a result, the 1-3 select gear 14 and the 1st gear gear 9 The 2-4 select gear 20 and the second speed gear 12 mesh with each other. At that time, the communication between the discharge pipe 41 and the retreating pipe 45 remains cut off, so the fluid of the hydraulic pump 40 is not supplied to the retreating cylinder 28 via the retreating pipe 45. , when the first gear 9 is engaged, the reverse gear 11 is not engaged at the same time.

Thereafter, the vehicle speed and engine load are measured by the vehicle speed sensor 50 and the engine load sensor 51, and the control circuit 49 determines whether or not the vehicle is stopped. When the accelerator pedal is depressed, the third signal from the control circuit 49 is determined. The first clutch 4 is connected by the start control based on the output of the operation signal Q1 shown in the figure.
It will start automatically.

Thereafter, the vehicle speed and engine load are measured over time by the vehicle speed sensor 50 and the engine load sensor 51, and the control circuit 49 sets a plurality of shift points in advance according to the vehicle speed and engine load as shown in FIG. When the driving zone is determined according to the table, the control circuit 49 stops outputting the operation signal Q1 at a speed change point, for example, when traveling at 15 km/h, and at the same time outputs the operation signal Q4 shown in FIG. 4 and the second clutch 5, and a shift to the second speed is performed. In addition, at a preset gear change point outside the switching operation range at the same time when the clutches 4 and 5 are connected, for example, when driving at 18 km/h, the control circuit 49 outputs the operation signal Q2 shown in FIG. A shift to the third speed gear 10 is performed, and then, when the vehicle is traveling at 25 km/h, an automatic shift to the third speed is performed by output switching between the operation signal Q1 and the operation signal Q4 from the control circuit 49. When traveling at 32 km/h, the control circuit 49 stops outputting the operation signal Q3, thereby switching to the fourth gear 13 in advance, and when the speed reaches 40 km/h, the operation signals Q1 and Q4 from the control circuit 49 are output again. By switching the output between the two, an automatic shift to the fourth speed is performed. At this time, communication between the hydraulic pump 40 and the reverse cylinder 28 is always cut off by the shift valve 42, so that when driving with the third speed gear 10 engaged, the reverse select gear 26 and the reverse speed gear 1
1 do not mesh with each other, and simultaneous meshing of the reverse speed gear 11 and the third speed gear 10 can be reliably prevented.

On the other hand, when the shift lever 46 is operated to the R shift position, the corresponding sliding operation of the shift valve 42 cuts off the communication between the discharge pipe 41 and the forward movement pipe 44, and at the same time, the communication between the discharge pipe 41 and the forward movement pipe 44 is cut off. Pipe line 43, discharge pipe line 41, and retreat pipe line 45
The fluid from the hydraulic pump 40 is supplied to the reverse cylinder 28 via the reverse conduit 45, and the reverse select gear 26 and reverse speed gear 11 are brought into mesh with each other. When the accelerator pedal is depressed in this state, the start is controlled by the output of the operation signal Q1 from the control circuit 49, the first clutch 4 is connected, and the vehicle is automatically moved backward. At that time, communication between the discharge pipe 41 and the forward pipe 44 is cut off by the shift valve 42, so fluid is not supplied to the 1-3 shift cylinder 16, and the 1-3 select gear 14 is It is held neutrally by the urging force of springs 14a and 14b. Therefore, the reverse speed gear 11 and the first
The speed gear 9 or the third speed gear 10 will not mesh at the same time. Moreover, even if the shift lever 46 is immediately operated from, for example, the D shift position to the R shift position, the speed of fluid supply to the reverse cylinder 28 is slowed down by the flow rate control valve 47.
The meshing of the reverse speed gear 11 is performed gradually, and therefore simultaneous meshing of the reverse speed gear 11 and the first speed gear 9 or the third speed gear 10 can be more reliably prevented. Also, conversely, shift lever 4
Even if 6 is immediately shifted from the R shift position to the D shift position, the fluid is immediately discharged from the reverse cylinder 28 by the flow control valve 47, so the mesh of the reverse speed gear 11 is immediately released, and the 1- The 3 select gear 14 and the first speed gear 9 or the third speed gear 10 do not mesh with each other.

Further, since there is no solenoid valve for controlling the retraction cylinder 28, the number of solenoid valves used is reduced accordingly, and the objects to be controlled by the control circuit 49 are reduced.
Since signal processing for the backward motion, which is different from the forward motion, is not necessary, the signal processing in the control circuit 49 does not become complicated.

In the above embodiment, the accelerator opening signal is input to the control circuit 49 to properly control automatic gear shifting, but it is not necessary to input the accelerator opening signal to the control circuit 49. It is possible to perform automatic gear shift control using only signals. However, if this is input, it is possible to perform a kickdown, etc., which is more preferable from the point of view of appropriate control of automatic gear shifting.

As explained above, according to the present invention, by providing a fluid valve that switches communication between a fluid supply source and a solenoid valve for controlling a forward actuator, and communication between the fluid supply source and a backward actuator. ,
Since it is possible to prevent simultaneous meshing of the reverse speed gear and the forward speed gear provided on the same input shaft, the number of solenoid valves used is reduced, resulting in less signal processing and fluid flow in the control circuit that controls the solenoid valves. The route can be prevented from becoming complicated and the device can be simplified.

Moreover, according to the present invention, the actuator for the reverse speed gear is connected to the fluid valve via the flow control valve that controls the flow rate of the fluid when the fluid is supplied in the direction of meshing the reverse speed gear. By more reliably preventing simultaneous meshing between the gear and the forward speed gear, and preventing gear lock, it is possible to improve the reliability of automatic gear shifting.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 is a general schematic diagram, FIG. 2 is a diagram of the main part, FIG. 3 is an explanatory diagram of operation, and FIG. 4 is a flowchart. 1a...Engine drive shaft, 2...First input shaft,
3...Second input shaft, 4...First clutch, 5...
2nd clutch, 6... Output shaft, 9... First speed gear, 10... Third speed gear, 11... Reverse speed gear,
12...Second speed gear, 13...Fourth speed gear, 16
...1-3 shift cylinder, 19...1-3 shift valve, 22...2-4 shift cylinder, 25
2-4 shift valve, 28... Reverse cylinder, 30... First clutch cylinder, 33... First clutch valve, 35... Second clutch cylinder, 38... Second clutch valve, 40... Fluid Pressure pump (fluid supply source), 42...shift valve (fluid valve), 46...shift lever, 47...flow control valve, 47a...orifice, 48...shift switch, 49...control circuit.

Claims (1)

Claims: 1 at least two input shafts, as many clutches as there are clutches for coupling each of said input shafts to an engine drive shaft, and coupling each of said input shafts in driving relation to an output shaft; In order to achieve this, each input shaft includes one or more sets of speed change gears and reverse speed gears, and each set of speed change gears on the same input shaft is comprised of speed change gears that are not adjacent to each other in the gear stage, a speed change gear actuator that selects a speed change gear associated with each input shaft to switch a torque transmission path; a reverse speed gear actuator that selects a reverse speed gear and switches a torque transmission path;
A plurality of hydraulic clutch actuators for engaging and disengaging each of the clutches, a group of solenoid valves for controlling the supply of fluid to each actuator for the transmission gear and the clutch, and a manual shift operation lever are used to shift at least the forward position and the clutch. A fluid valve that is slid to a backward position and connects and disconnects communication between the electromagnetic valve group and the fluid supply source, and detects the operating position of the shift operation lever, and generates a shift position signal indicating this operating position. The shift switch, the above-mentioned shift position signal, vehicle speed signal and engine load signal are input, and automatic start and stop control is executed by turning on and off the clutch on the input shaft side where the speed change gear for the start gear is provided. The connection of both clutches is gradually switched at the same time according to a preset shift point based on the speed and engine load, and the above-mentioned shift gear and a control circuit for issuing an operation signal for operating the electromagnetic valve group to perform gear change control for operating transfer, wherein the fluid valve is configured to operate as described above in its retracted position. The actuator for the reverse speed gear is configured to cut off communication between each electromagnetic valve that controls the speed change gear and the fluid supply source, and the communication between the reverse speed gear actuator and the fluid supply source is interrupted only by the fluid valve. and a flow control valve is provided between the actuator for the reverse speed gear and the fluid valve to limit the flow rate of the fluid when the fluid is supplied in the direction of meshing the reverse speed gear. Clutch type multi-gear transmission.