WO2013099840A1

WO2013099840A1 - Transmission

Info

Publication number: WO2013099840A1
Application number: PCT/JP2012/083415
Authority: WO
Inventors: 昌夫泉
Original assignee: 本田技研工業株式会社
Priority date: 2011-12-26
Filing date: 2012-12-25
Publication date: 2013-07-04
Also published as: JP2015078706A

Abstract

A transmission is provided in which, during a non-shifting period while a predetermined shift stage is established, the torque of an engine (E) is transmitted via the following route: a main clutch (Cm) → outer shafts (14A-14E) → first engagement switching-mechanisms (S2-S56) → transmission gears → an output shaft (12). When the main clutch (Cm) is disengaged during shifting and the torque of the engine (E) stops being transmitted to the output shaft (12) via the abovementioned route, the first engagement-switching mechanisms (S2-S56) are used to engage predetermined transmission gears with predetermined outer shafts (14A-14E), and second engagement-switching mechanisms (D12-D45) are used to engage predetermined outer shafts (14A-14E) with one another so that assist torque from an assist mechanism comprising an assist clutch (Ca), an inner shaft (13), a planetary gear mechanism (P), and a one-way clutch is transmitted from the outer shafts (14A-14E) to the output shaft (12) via predetermined transmission gears. Thus, by preventing torque loss during shifting, it is possible to prevent a reduced driving experience.

Description

transmission

The present invention relates to an AMT (automatic manual transmission) capable of preventing torque loss during gear shifting.

The so-called AMT enables an automatic transmission such as an automatic transmission (AT) by automatically performing a shift operation performed by a driver in a manual transmission (MT) by an actuator. However, since the AMT performs gear shifting in a state in which the clutch disposed between the engine and the transmission input shaft is disengaged, the driving force of the engine is not transmitted to the drive wheels while gear shifting is being performed. There is a problem that so-called "torque loss" occurs and the drive feel is reduced.

Therefore, an assist electric motor is connected to the power transmission path from the engine through the transmission to the drive wheels, and assist torque is generated in the electric motor during a torque dropout period for the transmission to shift, and torque dropout The following patent document 1 is known to prevent this.

Japanese Patent Laid-Open No. 2005-186740

As described above, if an assist electric motor is connected to the power transmission path from the engine through the transmission to the drive wheels, it is possible to prevent the torque loss of the AMT, but by providing the electric motor, weight and There is a problem that costs increase.

The present invention has been made in view of the above-described circumstances, and an object of the present invention is to prevent the torque loss of the AMT without requiring an electric motor for assisting.

In order to achieve the above object, according to the present invention, a first input shaft group in which a plurality of first input shafts are arranged in series, an output shaft arranged in parallel to the first input shaft group, and torque of a motor A first clutch for transmitting the first input shaft group, an assist mechanism for transmitting an assist torque for preventing torque loss to any of the plurality of first input shafts, and the plurality of first input shafts A plurality of transmission gears supported so as to be relatively rotatable to establish a predetermined shift speed, and a first meshing switching mechanism capable of coupling the transmission gears to the plurality of first input shafts are provided. A featured transmission is proposed.

According to the present invention, in addition to the first feature, there is proposed a transmission characterized in that it comprises a second meshing switching mechanism capable of coupling the plurality of first input shafts with each other.

Further, according to the present invention, in addition to the first or second feature, the assist mechanism comprises: a second input shaft coaxially disposed inside the first input shaft group; And a transmission mechanism for transmitting the torque of the second input shaft to the first input shaft group and a one-way clutch, wherein the one-way clutch has a rotational speed of the first input shaft group A third feature of the invention is a transmission characterized by engaging when the rotational speed of the second input shaft falls below the second input shaft.

Further, according to the present invention, in addition to the third feature, a fourth feature is that the transmission mechanism decelerates the number of rotations of the second input shaft and transmits it to the first input shaft group. A transmission is proposed.

Further, according to the present invention, in addition to any one of the first to fourth features, the second meshing switching mechanism is provided with a first position at which coupling between the plurality of first input shafts is released; According to a fifth aspect of the invention, there is provided a transmission characterized in that a plurality of first input shafts are coupled with each other and can be switched to a second position in which the transmission gear is coupled to the first input shaft.

The countershaft 12 of the embodiment corresponds to the output shaft of the present invention, and the inner shaft 13 of the embodiment corresponds to the second input shaft of the present invention, and the first to fifth outer shafts 14A of the embodiment The second to third drive gear 32, the third gear, the fourth drive gear 34, the fourth drive gear 35, and the sixth drive gear 36 according to the present invention correspond to the first input shaft of the present invention. The main clutch Cm of the embodiment corresponds to the first clutch of the present invention, and the assist clutch Ca of the embodiment corresponds to the second clutch of the present invention. The 2nd speed sleeve D12, the 2nd speed-3rd speed sleeve D23, the 2nd speed-3rd speed sleeve DS23, the 3rd speed-4th speed sleeve D34 and the 4th speed-5th speed sleeve D45 are the second meshing switching machines of the present invention. In the embodiment, the engine E and the motor generator M correspond to the motor according to the present invention, and the planetary gear mechanism P according to the embodiment corresponds to the transmission mechanism according to the present invention. The fast speed sleeve S12, the second speed sleeve S2 to the fourth speed sleeve S4, the third speed to the fourth speed sleeve S34, and the fifth speed to the sixth speed sleeve S56 correspond to the first meshing switching mechanism of the present invention. The clutch Ca, the inner shaft 13, the planetary gear mechanism P and the one-way clutch 19 correspond to the assist mechanism of the present invention.

According to the first feature of the present invention, during the non-shifting in which the predetermined gear position is established, the torque of the prime mover is the first clutch → the first input shaft group → the first meshing switching mechanism → shift gear → output It is transmitted by the path of the axis. Even if the first clutch is disengaged during gear shifting and the torque of the prime mover is not transmitted to the output shaft through the above path, the first gear switching mechanism couples the predetermined transmission gear to the predetermined first input shaft. By transmitting the assist torque from the assist mechanism to the output shaft from the first input shaft through the predetermined transmission gear, it is possible to prevent the torque loss during the gear change and to prevent the reduction of the drive feel. The assist torque is not limited to the torque of the electric motor, and can be obtained from any power source. For example, by using the torque of the driving motor for traveling, weight and cost can be reduced.

Further, according to the second feature of the present invention, by coupling predetermined first input shafts with each other by the second meshing switching mechanism, it is possible to prevent the torque loss during shifting between more gear stages, thereby achieving the drive feel of It is possible to prevent the decrease.

According to a third aspect of the present invention, the assist mechanism includes a second input shaft coaxially disposed inside the first input shaft group, and a second clutch transmitting the torque of the motor to the second input shaft. Since the transmission mechanism for transmitting the torque of the second input shaft to the first input shaft group and the one-way clutch are provided, the torque of the prime mover is second clutch → second input shaft → transmission during the shift in which the second clutch is engaged. The torque can be prevented from being transmitted through the path of mechanism → one-way clutch → first input shaft group. The one-way clutch is engaged when the rotational speed of the first input shaft group falls below the rotational speed of the second input shaft, so the first clutch is disengaged to shift the rotational speed of the first input shaft group As a result, the one-way clutch can be automatically engaged to transmit the assist torque to the first input shaft group. And, since the torque of the existing prime mover is used as the assist torque, other special drive sources such as an electric motor are not required, and weight and cost can be further reduced.

Further, according to the fourth feature of the present invention, the transmission mechanism of the assist mechanism decelerates the rotational speed of the second input shaft and transmits it to the first input shaft group, so that both the first and second clutches are engaged. When the predetermined gear is established, the one-way clutch can be disengaged to transmit the torque of the first input shaft to the output shaft.

Further, according to a fifth aspect of the present invention, the second meshing switching mechanism couples a plurality of first input shafts together with a first position for releasing coupling of the plurality of first input shafts and the first position. Since it is possible to switch between the second position where the transmission shaft is coupled to the input shaft, it is possible to easily switch between the transmission path of torque during non-shifting and the transmission path of assist torque during shifting.

FIG. 1 is a skeleton diagram of a transmission. First Embodiment FIG. 2 is an enlarged view of part 2 of FIG. First Embodiment FIG. 3 is an enlarged view of part 3 of FIG. First Embodiment FIG. 4 is a schematic view showing a power transmission path of the transmission. First Embodiment FIG. 5 is an explanatory view of a power transmission path at the time of in-gear of the neutral → first gear. First Embodiment FIG. 6 is an engagement chart of each engagement element at the time of in-gear of the neutral → first gear. First Embodiment FIG. 7 is an explanatory view of a power transmission path at the time of shift-up of the first shift stage to the second shift stage. First Embodiment FIG. 8 is an engagement chart of each engagement element at the time of upshifting from the first gear to the second gear. First Embodiment FIG. 9 is an explanatory view of a power transmission path at the time of upshifting from the second gear to the third gear. First Embodiment FIG. 10 is an engagement chart of engagement elements at the time of upshifting from second gear to third gear. First Embodiment FIG. 11 is an explanatory view of a power transmission path at the time of upshifting from the third gear to the fourth gear. First Embodiment FIG. 12 is an engagement chart of engagement elements at the time of upshifting from the third gear to the fourth gear. First Embodiment FIG. 13 is an explanatory view of a power transmission path at the time of shift-up of the fourth gear position → the fifth gear position. First Embodiment FIG. 14 is an engagement chart of each engagement element at the time of upshifting from the fourth gear to the fifth gear. First Embodiment FIG. 15 is an explanatory view of a power transmission path at the time of shift-up of the fifth gear position → the sixth gear position. First Embodiment FIG. 16 is an engagement chart of each engagement element at the time of shift-up of the fifth gear position → the sixth gear position. First Embodiment FIG. 17 is an explanatory diagram of a power transmission path at the time of downshifting from the sixth gear to the fifth gear. First Embodiment FIG. 18 is an engagement chart of engagement elements at the time of downshifting from the sixth gear to the fifth gear. First Embodiment FIG. 19 is an explanatory diagram of a power transmission path at the time of downshifting of the fifth gear to the fourth gear. First Embodiment FIG. 20 is an engagement chart of engagement elements at the time of downshifting of the fifth gear to the fourth gear. First Embodiment FIG. 21 is an explanatory diagram of a power transmission path at the time of downshifting from the fourth gear to the third gear. First Embodiment FIG. 22 is an engagement chart of engagement elements at the time of downshifting from the fourth gear to the third gear. First Embodiment FIG. 23 is an explanatory view of a power transmission path at the time of downshifting from the third gear to the second gear. First Embodiment FIG. 24 is an engagement chart of engagement elements at the time of downshifting from the third gear to the second gear. First Embodiment FIG. 25 is an explanatory diagram of a power transmission path at the time of downshifting from second gear to first gear. First Embodiment FIG. 26 is an engagement chart of each engagement element at the time of downshifting from second gear to first gear. First Embodiment FIG. 27 is a table showing the necessity and availability of torque assist according to the type of shift. First Embodiment FIG. 28 is a time chart explaining torque transmission at the time of gear shift. First Embodiment FIG. 29 is a time chart explaining torque transmission at the time of gear shift. (Conventional example) FIG. 30 is a skeleton diagram of the transmission. Second Embodiment 31 is an enlarged view of part 31 of FIG. Second Embodiment 32 is an enlarged view of part 32 of FIG. Second Embodiment FIG. 33 is an enlarged view of part 33 in FIG. Second Embodiment FIG. 34 is an operation explanatory view corresponding to FIG. Second Embodiment FIG. 35 is a schematic view showing a power transmission path of the transmission. Second Embodiment FIG. 36 is an explanatory diagram of a power transmission path at the time of in-gear of the neutral → first gear. Second Embodiment FIG. 37 is an engagement chart of each engagement element at the time of in-gear of the neutral → first gear. Second Embodiment FIG. 38 is an explanatory view of a power transmission path at the time of shift-up of the first shift stage to the second shift stage. Second Embodiment FIG. 39 is an engagement chart of engagement elements at the time of upshift from the first gear position to the second gear position. Second Embodiment FIG. 40 is an explanatory diagram of a power transmission path at the time of upshifting from the second gear to the third gear. Second Embodiment FIG. 41 is an engagement chart of engagement elements at the time of upshift from second gear to third gear. Second Embodiment FIG. 42 is an explanatory diagram of a power transmission path at the time of shift-up of the third gear position → the fourth gear position. Second Embodiment FIG. 43 is an engagement chart of engagement elements at the time of upshifting from the third gear to the fourth gear. Second Embodiment FIG. 44 is an explanatory diagram of a power transmission path at the time of downshifting from the fourth gear to the third gear. Second Embodiment FIG. 45 is an engagement chart of each engagement element at the time of downshifting from fourth gear to third gear. Second Embodiment FIG. 46 is an explanatory diagram of a power transmission path at the time of downshifting from the third gear to the second gear. Second Embodiment FIG. 47 is an engagement chart of engagement elements at the time of downshift of third gear → second gear. Second Embodiment FIG. 48 is an explanatory diagram of a power transmission path at the time of downshifting from second gear to first gear. Second Embodiment FIG. 49 is an engagement chart of engagement elements at the time of downshift from second gear to first gear. Second Embodiment FIG. 50 is a skeleton diagram of the transmission. Third Embodiment FIG. 51 is an explanatory diagram of a power transmission path at the time of shift-up of the first shift stage to the second shift stage. Third Embodiment FIG. 52 is an explanatory diagram of a power transmission path at the time of downshifting from second gear to first gear. Third Embodiment FIG. 53 is an explanatory diagram of a power transmission path at the time of shift from neutral gear position to reverse gear position. Third Embodiment

12 Counter shaft (output shaft)
13 Inner shaft (second input shaft)
14A 1st outer shaft (1st input shaft)
14B 2nd outer shaft (1st input shaft)
14C Third outer shaft (first input shaft)
14D 4th outer shaft (1st input shaft)
14E Fifth outer shaft (first input shaft)
19 One-way clutch 32 2-speed drive gear (speed change gear)
33 3rd gear drive gear
34 4th gear (gear)
35 5-speed drive gear (transmission gear)
36 6th gear (gear)
Ca assist clutch (second clutch)
Cm Main clutch (1st clutch)
D12 1st speed-2nd speed sleeve (2nd meshing switching mechanism)
D23 Sleeve for 2 speeds-3 speeds (2nd meshing switching mechanism)
D34 3rd-4th sleeve (2nd meshing switching mechanism)
D45 4th-5th sleeve (second meshing switching mechanism)
DS23 Sleeve for 2 speeds-3 speeds (2nd meshing switching mechanism)
E engine (motor)
P Planetary gear mechanism (transmission mechanism)
M motor generator (motor)
S12 1st speed-2nd speed sleeve (1st meshing switching mechanism)
S2 2-speed sleeve (first meshing switching mechanism)
S3 3-speed sleeve (first meshing switching mechanism)
S34 3rd-4th sleeve (1st meshing switching mechanism)
S4 4-speed sleeve (first meshing switching mechanism)
S56 5th-6th sleeve (first meshing switching mechanism)

Hereinafter, an embodiment of the present invention will be described based on the attached drawings.

First embodiment

First, a first embodiment of the present invention will be described based on FIGS. 1 to 29. FIG.

As shown in FIG. 1, the transmission T for six forward gears is a so-called AMT (automatic manual transmission), which performs automatic transmission by operating the shift sleeve of a parallel shaft type manual transmission with an actuator. It is.

The transmission T includes a main shaft 11 and a countershaft 12 arranged in parallel with each other. The main shaft 11 is divided into five in the axial direction with the inner shaft 13 positioned radially inward, and the outer periphery of the inner shaft 13 And an outer shaft group including first to fifth

outer shafts

14A, 14B, 14C, 14D, and 14E which are relatively rotatably fitted to each other.

An integrated main clutch Cm and an assist clutch Ca are disposed between the crankshaft 15 of the engine E and one end side of the main shaft 11, and when the main clutch Cm is engaged, the crankshaft 15 is a first outer It is coupled to the shaft 14A, and the crankshaft 15 is coupled to the inner shaft 13 when the assist clutch Ca is engaged.

The main clutch Cm and the assist clutch Ca are switched between a state in which they are engaged together, a state in which they are both disengaged, and a state in which the assist clutch Ca is engaged and the main clutch Cm is disengaged. A state where the main clutch Cm is engaged and the assist clutch Ca is disengaged does not occur.

At the other end side of the main shaft 11, a double pinion type planetary gear mechanism P connecting the inner shaft 13 and the fifth outer shaft 14E is disposed. The planetary gear mechanism P includes a sun gear 16 fixed to the inner shaft 13, a carrier 18 fixed to the casing 17, a ring gear 20 connected to the fifth outer shaft 14E via the one-way clutch 19, and a carrier 18 And a plurality of inner pinions 21 rotatably supported by the sun gear 16 and a plurality of outer pinions 22 rotatably supported by the carrier 18 and simultaneously meshed with the inner pinions 21 and the ring gear 20. The planetary gear mechanism P is connected so that the inner shaft 13 and the fifth outer shaft 14E rotate in the same direction, and the rotation speed of the fifth outer shaft 14E is slightly lower than the rotation speed of the inner shaft 13 (Eg, 1.00 rotation: 0.99 rotation).

The one-way clutch 19 is engaged when the rotation speed on the outer race side connected to the planetary gear mechanism P exceeds the rotation speed on the inner race side connected to the fifth outer shaft 14E, otherwise Disengage. Therefore, when the inner shaft 13 and the fifth outer shaft 14E rotate at the same speed, the number of rotations on the outer race side is reduced by the planetary gear mechanism P, so the number of rotations on the outer race side is the rotation on the inner race side The one-way clutch 19 is disengaged when the number is reduced. When the inner shaft 13 rotates and the fifth outer shaft 14E stops, the one-way clutch 19 engages because the inner race side is stopped even if the rotational speed on the outer race side is reduced by the planetary gear mechanism P when the fifth outer shaft 14E stops. Match. When the fifth outer shaft 14E rotates and the inner shaft 13 is stopped, the one-way clutch 19 is disengaged, but such a situation does not occur in the present embodiment.

The first speed drive gear 31 is fixed to the fifth outer shaft 14E, the second speed drive gear 32 is relatively rotatably supported to the fourth outer shaft 14D, and the third speed drive gear 33 is relatively rotatable to the third outer shaft 14C. The fourth speed drive gear 34 is supported relatively rotatably on the second outer shaft 14B, and the fifth speed drive gear 35 and the sixth speed drive gear 36 are supported relative rotatably on the first outer shaft 14A.

A first speed driven gear 37 meshing with the first speed drive gear 31 is supported by the countershaft 12 so as to be relatively rotatable, and a second speed driven gear 38 meshing with the second

speed drive gear

32 and 3 meshing with the third speed drive gear 33 A fast driven gear 39, a 4-speed driven gear 40 meshing with the 4-speed drive gear 34, a 5-speed driven gear 41 meshing with the 5-speed drive gear 35, and a 6-speed driven gear 42 meshing with the 6-speed drive gear 36 are fixed.

The final drive gear 43 fixed to the countershaft 12 meshes with the final driven gear 44 fixed to the case of the differential gear D, and the left and right drive wheels W, W are connected to

driveshafts

45, 45 extending from the differential gear D to the left and right. Be done.

As apparent from FIGS. 1 and 2, the first-speed driven gear 37 can be coupled to the countershaft 12 via the first-speed sleeve S1 (see FIG. 1), and the second-speed drive gear 32 via the second-speed sleeve S2. The third speed drive gear 33 can be coupled to the third outer shaft 14C through the third speed sleeve S3, and the fourth speed drive gear 34 can be second through the fourth speed sleeve S4. The five-speed drive gear 35 and the six-speed drive gear 36 can be coupled to the first outer shaft 14A via the sleeve S56 between the fifth speed and the sixth speed. The first speed sleeve S1, the second speed sleeve S2, the third speed sleeve S3, the fourth speed sleeve S4, and the fifth speed-sixth speed sleeve S56 are all formed of a known speed change sleeve having a synchromesh function.

A first speed-second speed sleeve D12 is disposed between the fifth outer shaft 14E and the fourth outer shaft 14D, and a second speed third speed sleeve D23 is disposed between the fourth outer shaft 14D and the third outer shaft 14C. Is disposed between the third outer shaft 14C and the second outer shaft 14B, and the sleeve D34 is disposed between the third outer gear 14 and the second outer shaft 14B, and the fourth outer gear 14 is disposed between the second outer shaft 14B and the first outer shaft 14A. A quick sleeve D45 is disposed. The first speed-second speed sleeve D12, the second speed-third speed sleeve D23, the third speed-fourth speed sleeve D34 and the fourth speed-fiveth speed sleeve D45 are all sleeves having a dog clutch function.

The 1st-2nd sleeve D12, the 2nd-3rd sleeve D23 and the 3rd-4th sleeve D34 basically have the same structure, and have a 3-way function capable of switching three states. ing.

FIG. 3 shows the structure and function of the first-speed-second-speed sleeve D12 as a representative of the first-speed-second-speed sleeve D12, the second-speed-third-speed sleeve D23 and the third-speed-four-speed sleeve D34. is there. The fifth outer shaft 14E and the fourth outer shaft 14D respectively include

splines

51 and 52, and the sleeve 53 includes a spline 54 engageable with the

splines

51 and 52. A dog hole 55 is formed on the right end face of the sleeve 53, and a dog 56 on which the dog hole 55 can be engaged is formed on the left end face of the two-speed drive gear 32.

Therefore, in the left moving state of the sleeve 53 shown in FIG. 3A, the fifth outer shaft 14E, the fourth outer shaft 14D, and the two-speed drive gear 32 are separately and rotatably separated. In the neutral state of the sleeve 53 shown in FIG. 3B, the fifth outer shaft 14E and the fourth outer shaft 14D are coupled by the sleeve 53 while the 2-speed drive gear 32 is separated from the fourth outer shaft 14D. In the right-moving state of the sleeve 53 shown in FIG. 3C, the fifth outer shaft 14E and the fourth outer shaft 14D are coupled by the sleeve 53, and the dog hole 55 and the dog 56 are engaged. The third outer shaft 14E, the fourth outer shaft 14D and the second speed drive gear 32 are integrally connected.

Similarly, according to the sleeve D23 for the second and third gears, the coupling state of the fourth outer shaft 14D, the third outer shaft 14C, and the third gear drive gear 33 can be switched to three states. According to the intermediate sleeve D34, the coupling state of the third outer shaft 14C, the second outer shaft 14B and the fourth speed drive gear 34 can be switched to three states.

Next, the operation of the transmission T at the time of shifting will be described based on FIGS. 4 to 26.

The transmission T according to the present embodiment has a function of eliminating a torque loss that temporarily interrupts torque transmission during gear shifting. While each gear is established, the torque of the engine E is transmitted from the main clutch Cm to the drive wheels W, W via the first to fifth outer shafts 14A to 14E, but the main clutch Cm is engaged. During gear shifting in which torque transmission is interrupted by interruption, the torque of the engine E is transmitted to the drive wheels W, W via the assist clutch Ca, the inner shaft 13 and part of the first to fifth outer shafts 14A to 14E. Thus, it is possible to prevent torque loss during gear shifting.

However, since the fifth gear and the sixth gear have the same structure as that of the normal MT, the function of preventing the torque omission during gear shift including the fifth gear and the sixth gear is not exhibited. However, at the time of gear change at a high gear position, there is no practical problem because it is difficult to feel the torque loss from the beginning.

FIG. 4 schematically shows the power transmission path of the transmission T used in the operation explanatory diagrams of FIG. 5, FIG. 7, FIG. 9 to FIG. 25. The main clutch Cm, assist clutch Ca and one way clutch 19 are black. When it is filled, it is in the engaged state, and when it is white, it is shown that it is in the non-engaged state. 1st speed sleeve S1, 2nd speed sleeve S2, 3rd speed sleeve S3, 4th speed sleeve S4, 5th to 6th speed sleeve S56, 1st to 2nd speed sleeve D12, 2nd to 3rd speed sleeve D23, 3rd speed -The fourth speed sleeve D34 and the fourth speed-fifth speed sleeve D45 are in a state of being connected for power transmission when drawn in solid lines, and are in a state of being disconnected for power transmission when drawn in broken lines. It is shown that.

6, 8, 10 to 26 are engagement tables of the main clutch Cm, the assist clutch Ca and the respective sleeves, where steps (a) to (h) indicate the respective steps of the gear change process, and ○ indicates The position of each sleeve at the step is indicated, and the arrows pointing to the right and left indicate the movement direction of each sleeve at the step.

[In -gear operation of neutral → first gear ] (see FIGS. 5 and 6)
As shown in FIG. 5A, in the neutral state, the main clutch Cm and the assist clutch Ca are both engaged. In addition, the first to fifth outers are achieved because the 1st to 2nd speed sleeve D12, the 2nd to 3rd speed sleeve D23, the 3rd to 4th speed sleeve D34 and the 4th to 5th speed sleeve D45 are in a neutral state. The shafts 14A to 14E are connected in series. The first speed drive gear 31 is separated from the countershaft 12, and the second speed drive gear 32 to the sixth speed drive gear 36 are also separated from the second to fifth outer shafts 14A to 14D.

Therefore, although the torque of the engine E is transmitted from the main clutch Cm to the first-speed driven gear 37 through the first to fifth outer shafts 14A to 14E and the first-speed drive gear 31, the first speed driven gear 37 is in the right-moving state. The torque transmission to the countershaft 12 is interrupted because it is separated from the countershaft 12 by the first speed sleeve S1. On the other hand, although the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, the one-way clutch 19 is disengaged to interrupt the torque transmission.

After the main clutch Cm and the assist clutch Ca are both disengaged (see step (a)) as shown in FIG. 5 (B), the first speed sleeve S1 is moved left as shown in FIG. 5 (C). The first speed driven gear 37 is coupled to the countershaft 12 (see step (b)). Subsequently, as shown in FIG. 5D, when the main clutch Cm and the assist clutch Ca are both engaged (see step (c)), the torque of the engine E is transmitted from the main clutch Cm to the first to fifth outer shafts 14A. It is transmitted to the counter shaft 12 through a path of ~ 14E → 1st speed drive gear 31 → 1st speed driven gear 37 → 1st speed sleeve S1, and further countershaft 12 → final drive gear 43 → final driven gear 44 → differential gear D → drive shaft 45, Transmission to the left and right drive wheels W and W is established through the 45 route, and the first gear is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the number of rotations on the inner race side exceeds the number on the outer race side. The clutch 19 is disengaged to interrupt torque transmission.

[ Operation when shifting up from 1st gear position to 2nd gear position ] (see FIGS. 7 and 8)
When the main clutch Cm is disengaged (see step (a)) as shown in FIG. 7 (B) from the established state of the first gear shown in FIG. 7 (A), the first to fifth outer shafts 14A Since torque transmission to 14E is shut off, the one-way clutch 19 is engaged when the rotation speed on the outer race side exceeds the rotation speed on the inner race side, and the torque of the engine E is the assist clutch Ca → inner shaft 13 → planet Gear mechanism P → one-way clutch 19 → fifth outer shaft 14 E → first speed drive gear 31 → first speed driven gear 37 → first speed sleeve S1 is transmitted to the countershaft 12 and torque from the main clutch Cm side Even if the transmission is interrupted, torque transmission from the assist clutch Ca side is continued to prevent torque loss during gear shifting. It is possible. At this time, the number of revolutions transmitted from the assist clutch Ca side is decelerated by about 1% by the planetary gear mechanism P, but the amount is small so that it can not be felt by the occupant.

Subsequently, as shown in FIG. 7C, in order to prevent torque circulation, the sleeve D12 between the first and second gears is operated to the left to separate the fifth outer shaft 14E and the fourth outer shaft 14D. The second speed sleeve S2 is moved leftward to couple the second speed drive gear 32 to the fourth outer shaft 14D (see step (c)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 7 (D), the main clutch Cm is engaged (see step (d)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the countershaft 12 through the first to fourth outer shafts 14A to 14D, the second speed sleeve S2, the second speed drive gear 32, and the second speed driven gear 38. The gear is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

Subsequently, as shown in FIG. 7E, as a post-processing, the first speed sleeve S1 is moved to the right to separate the first speed driven gear 37 from the countershaft 12 (see step (e)). The fifth outer shaft 14E and the fourth outer shaft 14D are coupled by moving the sleeve D12 to the right to be in a neutral state (see step (f)).

[ Operation at the time of shift-up from second gear to third gear ] (see FIGS. 9 and 10)
From the established state of the second gear shown in FIG. 9 (A), as shown in FIG. 9 (B), the sleeve D12 is moved to the right between the 1st and 2nd gears to make it a right movement, thereby allowing 2nd speed drive. The gear 32 is coupled to the fourth outer shaft 14D and the fifth outer shaft 14E (see step (a)). Subsequently, as shown in FIG. 9C, when the main clutch Cm is disengaged (see step (b)), torque transmission to the first to fifth outer shafts 14A to 14E is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → fifth outer shaft 14E → The 1st to 2nd speed sleeve D12 → 2nd speed drive gear 32 and the 2nd speed driven gear 38 are transmitted to the countershaft 12 and the assist clutch is engaged even if the torque transmission from the main clutch Cm side is interrupted. The torque transmission from the Ca side can be continued to prevent the torque loss during shifting. Further, the second speed sleeve S2 is moved to the right to separate the second speed drive gear 32 from the fourth outer shaft 14D (see step (c)).

Subsequently, as shown in FIG. 9D, in order to prevent torque circulation, the fourth outer shaft 14D and the third outer shaft 14C are separated by operating the sleeve D23 between the second and third gears in the left moving state. The third speed sleeve S3 is moved leftward to couple the third speed drive gear 33 to the third outer shaft 14C (see step (e)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 9E, the main clutch Cm is engaged (see step (f)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the countershaft 12 through the first to third outer shafts 14A to 14C, the third speed sleeve S3, the third speed drive gear 33 and the third speed driven gear 39. The gear is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

Subsequently, as shown in FIG. 9F, as a post-process, the 2-speed drive gear 32 is moved to the fourth outer shaft 14D and the fifth outer by moving the sleeve D12 for the first and second speeds to the left to make it into a neutral state. While separating from the shaft 14E (see step (g)), the fourth outer shaft 14D and the third outer shaft 14C are coupled by moving the sleeve D23 for 2nd to 3rd gear to the right and making it into a neutral state (step (h) )reference).

[ Operation when shifting up from third gear to fourth gear ] (see FIGS. 11 and 12)
As shown in FIG. 11 (B) from the established state of the third gear shown in FIG. 11 (A), the sleeve D23 is moved to the right between the second and third gears to make it move to the right, the three-speed drive The gear 33 is coupled to the third outer shaft 14C and the fourth outer shaft 14D (see step (a)). Subsequently, as shown in FIG. 11C, when the main clutch Cm is disengaged (see step (b)), torque transmission to the first to fifth outer shafts 14A to 14E is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → fifth outer shaft 14E → 1st-2nd sleeve D12 → 4th outer shaft 14D → 2nd-3rd sleeve D23 → 3rd gear drive gear 33 and 3rd speed driven gear 39 will be transmitted to the countershaft 12 and the main Even if the torque transmission from the clutch Cm side is interrupted, the torque transmission from the assist clutch Ca side It is possible to prevent the loss torque during shifting to continue. Further, the third speed sleeve S3 is moved to the right to separate the third speed drive gear 33 from the third outer shaft 14C (see step (c)).

Subsequently, as shown in FIG. 11D, in order to prevent torque circulation, the third outer shaft 14C and the second outer shaft 14B are separated by operating the sleeve D34 between the third gear and the fourth gear in the left moving state. The fourth speed sleeve S4 is moved to the left to couple the fourth speed drive gear 34 to the second outer shaft 14B (see step (e)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 11E, the main clutch Cm is engaged (see step (f)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the countershaft 12 through the path of the first and second

outer shafts

14A and 14B, the second speed sleeve S2, the fourth speed drive gear 34 and the fourth speed driven gear 40. The gear is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

Subsequently, as shown in FIG. 11F, as the post-processing, the three-speed drive gear 33 is separated from the third outer shaft 14C by moving the sleeve D23 between the second and third gears to the left and making it into a neutral state. Step (g)) The third outer shaft 14C and the second outer shaft 14B are coupled by moving the sleeve D34 for 3rd to 4th to the right to be in the neutral state (see step (h)).

[ Operation when shifting up from 4th gear position to 5th gear position ] (see FIGS. 13 and 14)
From the established state of the fourth gear shown in FIG. 13 (A), as shown in FIG. 13 (B), the fourth speed drive can be achieved by moving the sleeve D34 between the third and fourth gears to the right to make it right. The gear 34 is coupled to the first outer shaft 14A and the second outer shaft 14B (see step (a)). Subsequently, as shown in FIG. 13C, when the main clutch Cm is disengaged (see step (b)), torque transmission to the first to fifth outer shafts 14A to 14E is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → fifth outer shaft 14E → 1st-2nd sleeve D12 → 4th outer shaft 14D → 2nd-3rd sleeve D23 → 3rd outer shaft 14C → 3rd-4th sleeve D34 → 2nd outer shaft 14B → 4th drive gear As it is transmitted to the countershaft 12 in the path of the 34 and 4-speed driven gear 40, Even if the torque transmitted from the clutch Cm side is cut off, thereby preventing the loss torque during shifting to continue the torque transmission from the assist clutch Ca side. Further, the fourth speed sleeve S4 is moved to the right to separate the fourth speed driven gear 40 from the second outer shaft 14B (see step (c)).

Subsequently, as shown in FIG. 13D, in order to prevent torque circulation, the second outer shaft 14B and the first outer shaft 14A are separated by operating the sleeve D45 between the fourth and fifth gears in the left moving state. (See step (d)) The 5-speed drive gear 35 is coupled to the first outer shaft 14A by moving the sleeve S56 for 5-speed to 6-speed leftward to move left (see step (e)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 13E, the main clutch Cm is engaged (see step (f)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the countershaft 12 in the path of the first outer shaft 14A → sleeve S 56 → 5th speed drive gear 35 → 5th speed driven gear 41 between the 5th speed and 6th. Stages are established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

Subsequently, as shown in FIG. 13F, as a post-process, the fourth speed drive gear 34 is separated from the second outer shaft 14B by moving the sleeve D34 for the third speed to the fourth speed to the left to make the neutral state. Step (g)) The second outer shaft 14B and the first outer shaft 14A are coupled by moving the sleeve D45 between the fourth gear and the fifth gear to the right to be in the neutral state (refer to the step (h)).

[ Operation when shifting up from 5th gear position to 6th gear position ] (see FIGS. 15 and 16)
Since upshifting from the fifth gear position to the sixth gear position is a gear change between high-speed gear positions and it is difficult for the driver to feel a torque loss, the torque loss prevention control is not performed in this embodiment. Is trying to simplify the structure of

From the established state of the fifth gear shown in FIG. 15 (A), as shown in FIG. 15 (B), both the main clutch Cm and the assist clutch Ca are released (see step (a)), The 5-speed drive gear 35 is separated from the first outer shaft 14A by moving the sleeve S56 in the −6th gear to the right to be in the neutral state (see step (b)). Subsequently, as shown in FIG. 15C, by moving the sleeve S56 for 5th to 6th to the right and making it right, the 6th drive gear 36 is coupled to the first outer shaft 14A ( By engaging the main clutch Cm and the assist clutch Ca together (refer to step (d)) and the assist clutch Ca as shown in FIG. 15 (D) (refer to step (d)), the 6th speed drive gear 36 is mounted on the first outer shaft 14A. Establish a 6th gear shift. The action at the time of shift-up of the fifth gear position to the sixth gear position is the same as the action of a normal AMT having no torque drop prevention function.

[ Operation when shifting down from 6th gear position to 5th gear position ] (see FIGS. 17 and 18)
Downshift six-speed shift stage → 5-speed shift stage, the missing a shift torque between fast shift speed for difficult to be perceived in the passenger, in the present embodiment by not performing control for preventing loss torque, transmission T Is trying to simplify the structure of

From the establishment state of the sixth gear shown in FIG. 17A, as shown in FIG. 17B, both the main clutch Cm and the assist clutch Ca are disengaged (see step (a)), and the fifth The 6th speed drive gear 36 is separated from the first outer shaft 14A by moving the sleeve S56 for -6th speed to the left to be in the neutral state (see step (b)). Subsequently, as shown in FIG. 17C, the 5-speed to 6-speed sleeve S56 is moved leftward to be left moved, thereby coupling the 5-speed driven gear 41 to the first outer shaft 14A (step As shown in FIG. 17D, as shown in FIG. 17D, by engaging the main clutch Cm and the assist clutch Ca together (refer to step (d)), the 5-speed drive gear 35 is used as the first outer shaft 14A. Combine to establish the fifth gear. The operation at the time of downshifting of this sixth gear position to the fifth gear position is the same as the operation of a normal AMT that does not have a torque drop prevention function.

[ Operation when shifting down from fifth gear to fourth gear ] (see FIGS. 19 and 20)
From the established state of the fifth gear shown in FIG. 19A, as shown in FIG. 19B, in order to prevent torque circulation, the sleeve D45 is moved leftward between the fourth and fifth gears to be left moved. By cutting the second outer shaft 14B and the first outer shaft 14A (see step (a)) and moving the sleeve D34 between the third and fourth gears to the right to make the fourth speed drive The gear 34 is coupled to the third outer shaft 14C and the second outer shaft 14B (see step (b)). Subsequently, as shown in FIG. 19C, when the main clutch Cm is disengaged (see step (c)), torque transmission to the first to fifth outer shafts 14A to 14E is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → fifth outer shaft 14E → 1st-2nd sleeve D12 → 4th outer shaft 14D → 2nd-3rd sleeve D23 → 3rd outer shaft 14C → 3rd-4th sleeve D34 → 4th drive gear 34 and 4th driven gear 40 The torque from the main clutch Cm side is transmitted to the countershaft 12 by Be interrupted reaches it, it is possible to prevent the loss torque during shifting to continue the torque transmission from the assist clutch Ca side.

Subsequently, as shown in FIG. 19 (D), the 5-speed drive gear 35 is separated from the first outer shaft 14A by moving the sleeve S56 for 5-speed to 6-speed right to be in the neutral state (step (d ), The 4th-5th gear sleeve D45 is moved to the right to make it into a neutral state, and the second outer shaft 14B and the first outer shaft 14A are coupled (see step (e)), and the 4th gear sleeve S4 is The actuator is moved leftward to couple the 4-speed drive gear 34 to the second outer shaft 14B (see step (f)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 19E, the main clutch Cm is engaged (see step (g)). As a result, the torque of the engine E is from the main clutch Cm to the path of the first outer shaft 14A → fourth speed to fifth speed sleeve D45 → second outer shaft 14B → fourth speed sleeve S4 → fourth speed drive gear 34 → fourth speed driven gear 40 Is transmitted to the countershaft 12 to establish the fourth gear. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

Subsequently, as shown in FIG. 19F, the 4-speed drive gear 34 is separated from the second outer shaft 14B by moving the sleeve D34 for 3rd to 4th to the left as a post-processing to make it into a neutral state (step (H)).

[ Operation when shifting down from 4th gear position to 3rd gear position ] (see FIGS. 21 and 22)
From the established state of the fourth gear shown in FIG. 21 (A), as shown in FIG. 21 (B), the sleeve D34 for the third and fourth gears is moved left to move left as shown in FIG. 21 (B). By separating the third outer shaft 14C and the second outer shaft 14B (see step (a)), and moving the sleeve D23 between the second and third gears to the right to move the third gear The gear 33 is coupled to the fourth outer shaft 14D and the third outer shaft 14C (see step (b)). Subsequently, as shown in FIG. 21C, when the main clutch Cm is disengaged (see step (c)), torque transmission to the first to fifth outer shafts 14A to 14E is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → fifth outer shaft 14E → 1st-2nd sleeve D12 → 4th outer shaft 14D → 2nd-3rd sleeve D23 → 3rd gear drive gear 33 and 3rd speed driven gear 39 will be transmitted to the countershaft 12 and the main Even if the torque transmission from the clutch Cm side is interrupted, the torque transmission from the assist clutch Ca side It is possible to prevent the loss torque during shifting to continue.

Subsequently, as shown in FIG. 21D, the fourth speed sleeve S4 is moved to the right to separate the fourth speed drive gear 34 from the second outer shaft 14B (see step (d)), and the sleeve between the third and fourth speeds. The third outer shaft 14C and the second outer shaft 14B are coupled by moving D34 to the right to be in the neutral state (see step (e)), and the third speed sleeve S3 is moved left to shift the third speed drive gear 33 3 Connect to the outer shaft 14C (see step (f)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 21E, the main clutch Cm is engaged (see step (g)). As a result, the torque of the engine E is from the main clutch Cm to the first outer shaft 14A.fwdarw.the sleeve D45 between the fourth and fifth gears.fwdarw.the second outer shaft 14B.fwdarw.the sleeve D34 between the third and fourth gears.fwdarw.the third outer shaft 14C.fwdarw.the third gear. It is transmitted to the countershaft 12 through the path of the sleeve S3 → 3rd speed drive gear 33 → 3rd driven gear 39, and a third speed gear is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

Subsequently, as shown in FIG. 21F, as a post-process, the 3-speed drive gear 33 is separated from the third outer shaft 14C by moving the sleeve D23 between the second and third speeds to the left to make it into a neutral state (step (H)).

[ Operation when shifting down from third gear to second gear ] (see FIGS. 23 and 24)
From the established state of the third gear shown in FIG. 23 (A), as shown in FIG. 23 (B), the sleeve D23 between the second and third gears is moved left to move left as shown in FIG. 23 (B). By separating the fourth outer shaft 14D and the third outer shaft 14C (see step (a)), and moving the sleeve D12 between the first and second gears to the right to move the two-speed drive. The gear 32 is coupled to the fifth outer shaft 14E and the fourth outer shaft 14D (see step (b)). Subsequently, as shown in FIG. 23C, when the main clutch Cm is disengaged (see step (c)), torque transmission to the first to fifth outer shafts 14A to 14E is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → fifth outer shaft 14E → The 1st to 2nd speed sleeve D12 → 2nd speed drive gear 32 and the 2nd speed driven gear 38 are transmitted to the countershaft 12 and the assist clutch is engaged even if the torque transmission from the main clutch Cm side is interrupted. The torque transmission from the Ca side can be continued to prevent the torque loss during shifting.

Subsequently, as shown in FIG. 23D, the third speed sleeve S3 is moved to the right to separate the third speed drive gear 33 from the third outer shaft 14C (see step (d)), and the sleeve between the second speed and the third speed. The fourth outer shaft 14D and the third outer shaft 14C are connected by moving D23 to the right to be in the neutral state (see step (e)), and the second speed sleeve S2 is moved left to shift the second speed drive gear 32 4 Connect to the outer shaft 14D (see step (f)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 23E, the main clutch Cm is engaged (see step (g)). As a result, the torque of the engine E is from the main clutch Cm to the first outer shaft 14A.fwdarw.the sleeve D45 between the fourth and fifth gears.fwdarw.the second outer shaft 14B.fwdarw.the sleeve D34 between the third and fourth gears.fwdarw.the third outer shaft 14C and second gear. The power is transmitted to the countershaft 12 through the path of sleeve D23 → fourth outer shaft 14D → second speed sleeve S2 → second speed drive gear 32 → second speed driven gear 38 to establish a second speed. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

Subsequently, as shown in FIG. 23F, as a post-process, the two-speed drive gear 32 is separated from the second outer shaft 14B by moving the sleeve D12 for the first and second speeds to the left to make it into a neutral state (step (H)).

[ Operation at the time of downshifting from second gear to first gear ] (see FIGS. 25 and 26)
From the established state of the 2nd gear position shown in FIG. 25 (A), as shown in FIG. 25 (B), the sleeve D12 is moved leftward between the 1st and 2nd gears to prevent torque circulation. Thus, the fifth outer shaft 14E and the fourth outer shaft 14D are separated (see step (a)), and the first speed sleeve S1 is moved left to couple the first speed driven gear 37 to the countershaft 12 (step (b )reference). Subsequently, as shown in FIG. 25C, when the main clutch Cm is disengaged (see step (c)), the torque transmission to the first to fifth outer shafts 14A to 14E is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → fifth outer shaft 14E → 1st speed drive gear 31 → 1st speed driven gear 37 and 1st speed sleeve S1 are transmitted to counter shaft 12 along the path, and even if torque transmission from main clutch Cm side is interrupted, from assist clutch Ca side Torque transmission can be continued to prevent torque loss during gear shifting.

Subsequently, as shown in FIG. 25D, the second speed sleeve S2 is moved to the right to separate the second speed drive gear 32 from the second outer shaft 14B (see step (d)), and the sleeve between the first and second speeds The fifth outer shaft 14E and the fourth outer shaft 14D are coupled by moving the D12 to the right to be in a neutral state (see step (e)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 25E, the main clutch Cm is engaged (see step (g)). As a result, the torque of the engine E is from the main clutch Cm to the first outer shaft 14A.fwdarw.the sleeve D45 between the fourth and fifth gears.fwdarw.the second outer shaft 14B.fwdarw.the sleeve D34 between the third and fourth gears.fwdarw.the third outer shaft 14C and second gear. -3rd speed sleeve D23 → 4th outer shaft 14D → 1st-2nd speed sleeve D 12 → 5th outer shaft 14E → 1st speed drive gear 31 → 1st speed driven gear 37 → 1st speed sleeve S1 to countershaft 12 The first gear is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

In order to shift from the first gear to the neutral position, it is only necessary to move the first sleeve S1 to the right to separate the first driven gear 37 from the countershaft 12 from the state shown in FIG.

As mentioned above, although the process of the shift between the adjacent shift stages was demonstrated, according to this embodiment, the jump shift between the shift stages which are not adjacent is also possible. In the jump shift, while the main clutch Cm is disengaged and the assist torque is transmitted through the assist clutch Ca, the power transmission path of the desired jump gear is established, and from this state the main clutch Cm Is achieved by engaging the

The time chart of FIG. 29 shows the torque transfer characteristic at the time of shift-up of the conventional AMT having no torque assist function. The engagement release of the clutch is started at time t1, the engagement release is completed at time t2, the engagement of the clutch is started at time t3, and the engagement is completed at time t4. The engine speed after shift-up is lower than the engine speed before shift-up, so the engine speed decreases in the region from time t1 to time t3. However, the output torque of the transmission largely drops in the range of time t1 to time t4 and a torque drop occurs.

The time chart of FIG. 28 shows the torque transfer characteristic at the time of shift up of the AMT of the present embodiment having a torque assist function. Although the rotational speed of the first to fifth outer shafts 14A to 14E is greatly reduced because the main clutch Cm is disengaged during gear shifting, the rotational speed of the inner shaft 13 is the engine because the assist clutch Ca is in the engaged state. Follows the number of revolutions and gradually decreases. Therefore, even if the torque transmitted by the first to fifth outer shafts 14A to 14E is greatly reduced during gear shifting, the assist torque is transmitted by the inner shaft 13 during that time, so that the drop of the transmission output torque is eliminated. It can be seen that torque loss is prevented.

The table of FIG. 27 shows the necessity of torque loss prevention according to the type of shift and the possibility of torque loss prevention according to the present embodiment. The area where the torque loss prevention is required is the area where the drive feel is greatly impaired if the torque loss prevention is not performed, and in the area where the torque loss prevention is not necessary, the drive feel is almost lost even without the torque loss prevention. There is no region, and the region where torque loss prevention is desirable is the region between the above two regions, and the other region is the region where no gear change is performed. The ○ marks indicate that the torque loss can be prevented by the present embodiment, and the x marks indicate that the torque loss can not be prevented also by the present embodiment.

As is clear from this table, according to the present embodiment, torque loss can be prevented in all the regions where torque loss prevention is required, and torque can be prevented in two of four regions where torque loss prevention is desirable. It turns out that it is possible to prevent disconnection. Of the four areas where torque loss prevention is desirable, torque loss prevention can not be performed in two areas because the normal AMT structure is adopted for the fifth gear and the sixth gear. By providing the same torque drop prevention function as the 1st to 4th shift stages in the 6th shift stage, it is possible to prevent the torque dropout in all of the four regions where the torque drop prevention is desirable.

Second embodiment

Next, a second embodiment of the present invention will be described based on FIGS. 30 to 49. FIG.

As shown in FIG. 30, the transmission T for a four forward geared automobile is a so-called AMT (automatic manual transmission), which performs automatic transmission by operating the shift sleeve of a parallel shaft type manual transmission with an actuator. It is.

The transmission T includes a main shaft 11 and a countershaft 12 which are disposed parallel to each other, and the main shaft 11 is divided into three in the axial direction with the inner shaft 13 positioned radially inward, and the outer periphery of the inner shaft 13 And an outer shaft group including first to third

outer shafts

14A, 14B and 14C which are relatively rotatably fitted to each other.

At the other end side of the main shaft 11, a double pinion type planetary gear mechanism P connecting the inner shaft 13 and the third outer shaft 14C is disposed. The planetary gear mechanism P includes a sun gear 16 fixed to the inner shaft 13, a carrier 18 fixed to the casing 17, a ring gear 20 connected to the fifth outer shaft 14E via the one-way clutch 19, and a carrier 18 And a plurality of inner pinions 21 rotatably supported by the sun gear 16 and a plurality of outer pinions 22 rotatably supported by the carrier 18 and simultaneously meshed with the inner pinions 21 and the ring gear 20. The planetary gear mechanism P is connected so that the inner shaft 13 and the third outer shaft 14C rotate in the same direction, and the rotation speed of the third outer shaft 14C is slightly lower than the rotation speed of the inner shaft 13 (Eg, 1.00 rotation: 0.99 rotation).

The one-way clutch 19 is engaged when the rotation speed on the outer race side connected to the planetary gear mechanism P exceeds the rotation speed on the inner race side connected to the third outer shaft 14C, otherwise Disengage. Therefore, when the inner shaft 13 and the third outer shaft 14C rotate at the same speed, the rotation speed on the outer race side is reduced by the planetary gear mechanism P, so the rotation speed on the outer race side is the rotation on the inner race side. The one-way clutch 19 is disengaged when the number is reduced. When the inner shaft 13 rotates and the third outer shaft 14C stops, the one-way clutch 19 engages because the inner race side is stopped even if the rotational speed on the outer race side is reduced by the planetary gear mechanism P. Match. When the third outer shaft 14C is rotated and the inner shaft 13 is stopped, the one-way clutch 19 is disengaged, but such a situation does not occur in the present embodiment.

The first speed drive gear 31 is fixed to the third outer shaft 14C, the second speed drive gear 32 is supported relatively rotatably on the second outer shaft 14B, and the third speed drive gear 33 and the fourth speed drive are supported on the first outer shaft 14A. The gear 34 is relatively rotatably supported.

A first speed driven gear 37 meshing with the first speed drive gear 31 is supported on the countershaft 12 so as to be relatively rotatable, and a second speed driven gear 38 meshing with the second speed drive gear 32 and a third speed driven gear meshing with the third speed drive gear 33 A fourth speed driven gear 40 engaged with the 39th and fourth speed drive gears 34 is fixed.

driveshafts

45, 45 extending from the differential gear D to the left and right. Be done.

As apparent from FIGS. 30 and 31, the first speed sleeve S1 can couple the first speed driven gear 37 to the countershaft 12 (see FIG. 30), and the third speed-fourth speed sleeve S34 is the third speed drive gear 33 or The 4-speed drive gear 34 can be coupled to the first outer shaft 14A. The first speed sleeve S1 and the third speed-fourth speed sleeve S34 are both formed of known sleeves having a synchromesh function.

A first speed-second speed sleeve D12 is disposed between the third outer shaft 14C and the second outer shaft 14B, and a second speed third speed sleeve DS23 is disposed between the second outer shaft 14B and the first outer shaft 14A. Is placed. The first speed-second speed sleeve D12 having a two-way function capable of switching between two states is constituted by a sleeve having a dog clutch function, and a second speed-third speed having a three-way function capable of switching three states. The intermediate sleeve DS23 is formed of a sleeve having both a dog clutch function and a synchromesh function.

As shown in FIGS. 31 and 32, the first-speed / second-speed sleeve D12 includes a sleeve 51 on which a first inner spline 51a and a second inner spline 51b are formed, and the first and second inner splines 51a are formed. , 51b are engageable with the

outer splines

52, 53 formed on the third outer shaft 14C and the second outer shaft 14B, respectively. A dog hole 51c is formed on the right end face of the sleeve 53, and a dog 54 on which the dog hole 51c can be engaged is formed on the left end face of the second speed drive gear 32.

Therefore, in the left-moving state of the sleeve 51 shown in FIG. 32A, the first inner spline 51a and the outer spline 52 are engaged, and the second inner spline 51b and the outer spline 53 are engaged, The third outer shaft 14C and the second outer shaft 14B are coupled by the sleeve 51, and the dog 54 is disengaged from the dog hole 51c, whereby the two-speed drive gear 32 is separated from the third outer shaft 14C.

In the right-moving state of the sleeve 53 shown in FIG. 32B, the third outer shaft 14C and the second outer shaft 14B are separated by disengaging the engagement of the second inner spline 51b and the outer spline 53, and the dog 54 is moved. Is engaged with the dog hole 51c, the two-speed drive gear 32 is coupled to the third outer shaft 14C.

As shown in FIGS. 31 and 33, the second-speed / third-speed sleeve DS23 includes a sleeve 55 on which a first inner spline 55a and a second inner spline 55b are formed, and the first and second inner splines 55a are formed. , 55b are engageable with

outer splines

56, 57 respectively formed on the second outer shaft 14B and the first outer shaft 14A. A dog hole 55c is formed on the right end face of the sleeve 55, and a dog 58 on which the dog hole 55c can be engaged is formed on the left end face of the three-speed drive gear 33.

A synchro hub 59 relatively rotatably supported on the outer periphery of the second outer shaft 14 B is disposed between the 2-speed drive gear 32 and the sleeve 55, and between the synchro hub 59 and the 2-speed drive gear 32. A blocking ring 60 is disposed on the The third inner spline 55d formed on the sleeve 55 is engaged with the outer spline 61 formed on the synchro hub 59, the dog 62 formed on the blocking ring 60, and the dog 63 formed on the two-speed drive gear 32. It is possible.

Therefore, in the left-moving state of the sleeve 55 shown in FIG. 34A, the engagement of the first inner spline 55a and the outer spline 56 is released while the second inner spline 55b is engaged with the outer spline 57. While the two outer shafts 14B and the first outer shaft 14A are separated, the third inner spline 55d engages with the dog 62 of the blocking ring 60 and the dog 63 of the two-speed drive gear 32, whereby the two-speed drive gear 32 is engaged. It is coupled to the first outer shaft 14A.

In the neutral state of the sleeve 55 shown in FIG. 34B, the first and second

inner splines

55a and 55b respectively engage the outer spline 56 and the outer spline 57, whereby the second outer shaft 14B and the first outer shaft are obtained. When the third inner spline 55d separates from the dog 62 of the blocking ring 60 and the dog 63 of the 2-speed drive gear 32 while the 14A is coupled, the 2-speed drive gear 32 is separated from the first outer shaft 14A.

In the right-moving state of the sleeve 55 shown in FIG. 34 (C), the second inner spline 55b is disengaged from the outer spline 57 while the first inner spline 55a is engaged with the outer spline 56, thereby the second outer The shaft 14B and the first outer shaft 14A are separated, and the dog hole 55c is engaged with the dog 58 of the third gear drive gear 33, whereby the third gear drive gear 33 is coupled to the second outer shaft 14B.

Next, the operation of the transmission T at the time of shifting will be described based on FIGS. 35 to 49. FIG.

The transmission T according to the present embodiment has a function of eliminating a torque loss that temporarily interrupts torque transmission during gear shifting. While each gear is established, the torque of the engine E is transmitted from the main clutch Cm to the drive wheels W, W via the first to third outer shafts 14A to 14C, but the main clutch Cm is engaged. During gear shifting in which torque transmission is interrupted by interruption, the torque of the engine E is transmitted to the drive wheels W, W via the assist clutch Ca, the inner shaft 13 and part of the first to third outer shafts 14A to 14C. Thus, it is possible to prevent torque loss during gear shifting.

FIG. 35 schematically shows the power transmission path of the transmission T used in the operation explanatory views of FIG. 36, FIG. 38, FIG. 40... FIG. 48. The main clutch Cm, the assist clutch Ca and the one-way clutch 19 are black. When it is filled, it is in the engaged state, and when it is white, it is shown that it is in the non-engaged state. In addition, when the first speed sleeve S1, the first speed-second speed sleeve D12, the second speed-third speed sleeve DS23, and the third speed-fourth speed sleeve S34 are drawn in solid lines, they are in a state of being capable of transmitting power. When drawn in a broken line, it indicates that power transmission is in a disconnected state.

Fig. 37, Fig. 39, Fig. 41 ... Fig. 49 is an engagement table of the main clutch Cm, the assist clutch Ca and each sleeve, wherein steps (a) to (f) show each step of the gear change process, The position of each sleeve at the step is indicated, and the arrows pointing to the right and left indicate the movement direction of each sleeve at the step.

[ Nature to 1st gear in gear in action ] (see FIGS. 36 and 37)
As shown in FIG. 36A, at the time of neutral position, the first speed sleeve S1 is in the right movement state to separate the first speed driven gear 37 from the countershaft 12, and the sleeve D12 is in the left movement state between the first and second speeds. The third outer shaft 14C and the second outer shaft 14B are coupled, and the sleeve for second / third gear DS23 is in the neutral state and couples the second outer shaft 14B and the first outer shaft 14A. After the main clutch Cm and the assist clutch Ca are both disengaged from this state (see step (a)), the first speed sleeve S1 is moved left to move left as shown in FIG. 36 (B). The first speed driven gear 37 is coupled to the countershaft 12 (see step (b)).

Subsequently, as shown in FIG. 36C, when the main clutch Cm and the assist clutch Ca are both engaged (see step (c)), the torque of the engine E is transmitted from the main clutch Cm to the first to third outer shafts 14A. 14C → 1st drive gear 31 → 1st driven gear 37 → 1st speed sleeve S1 is transmitted to the countershaft 12 and the countershaft 12 → final drive gear 43 → final driven gear 44 → differential gear D → drive shaft 45, Transmission to the left and right drive wheels W and W is established through the 45 route, and the first gear is established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the number of rotations on the inner race side exceeds the number on the outer race side. The clutch 19 is disengaged to interrupt torque transmission.

[ Operation at the time of shift-up from first gear to second gear ] (see FIGS. 38 and 39)
When the main clutch Cm is disengaged (see step (a)) as shown in FIG. 38 (B) from the established state of the first gear shown in FIG. 38 (A), the first to third outer shafts 14A Since torque transmission to 14C is interrupted, the one-way clutch 19 is engaged when the number of rotations on the outer race side exceeds the number of rotations on the inner race side, and the torque of the engine E is assist clutch Ca → inner shaft 13 → planet Gear mechanism P → one-way clutch 19 → third outer shaft 14 C → first speed drive gear 31 → first speed driven gear 37 → first speed sleeve S1 is transmitted to the countershaft 12 and torque from the main clutch Cm side Even if the transmission is interrupted, torque transmission from the assist clutch Ca side is continued to prevent torque omission during gear shifting. It can be. At this time, the number of revolutions transmitted from the assist clutch Ca side is decelerated by about 1% by the planetary gear mechanism P, but the amount is small so that it can not be felt by the occupant.

Subsequently, as shown in FIG. 38C, the second outer shaft 14B and the first outer can be moved leftward by moving the sleeve DS23 between the second and third gears leftward to prevent torque circulation. While disconnecting the shaft 14A, the two-speed drive gear 32 is coupled to the first outer shaft 14A (see step (b)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 38 (D), the main clutch Cm is engaged (see step (c)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the countershaft 12 through the path of the first outer shaft 14A → the sleeve DS23 → the second speed drive gear 32 → the second speed driven gear 38 between the second speed and the third speed, and the second speed shift Stages are established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission. Subsequently, as shown in FIG. 38E, as a post-process, the first speed sleeve S1 is moved to the right to separate the first speed driven gear 37 from the countershaft 12 (see step (d)).

[ Operation when shifting up from second gear to third gear ] (see FIGS. 40 and 41)
From the established state of the second gear position shown in FIG. 40 (A), as shown in FIG. 40 (B), the third outer is achieved by moving the sleeve D12 between 1st and 2nd to the right and moving it to the right. The shaft 14C is separated from the second outer shaft 14B, and the two-speed drive gear 32 is coupled to the first outer shaft 14A (see step (a)). Subsequently, as shown in FIG. 40C, when the main clutch Cm is disengaged (see step (b)), torque transmission to the first to third outer shafts 14A to 14C is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is in the assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → third outer shaft 14C → The 1st to 2nd speed sleeve D12 → 2nd speed drive gear 32 and the 2nd speed driven gear 38 are transmitted to the countershaft 12 and the assist clutch is engaged even if the torque transmission from the main clutch Cm side is interrupted. The torque transmission from the Ca side can be continued to prevent the torque loss during shifting.

Subsequently, as shown in FIG. 40 (D), the second outer shaft 14B and the first outer shaft are moved by moving the sleeve DS23 between the second and third gears to the right to make it into a neutral state in order to prevent torque circulation. 14A is coupled, and the two-speed drive gear 32 is separated from the first outer shaft 14A (see step (c)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 40 (E), by connecting the sleeve S34 for 3rd to 4th to the left and moving it to the left, after connecting the 3rd speed drive gear 33 to the first outer shaft 14A ( Step (d)) As shown in FIG. 40F, the main clutch Cm is engaged (see step (e)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the countershaft 12 through the path of the first outer shaft 14A → sleeve S 34 → third gear drive gear 33 → third gear driven gear 39 between the third gear and the fourth gear, Stages are established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission. Subsequently, as shown in FIG. 40 (G), as a post-process, the 2-speed drive gear 32 is separated from the third outer shaft 14C by moving the sleeve D12 for 1-speed / 2-speed to the left and making it left-moving. , And the third outer shaft 14C and the second outer shaft 14B are coupled (see step (f)).

[ Operation when shifting up from third gear to fourth gear ] (see FIGS. 42 and 43)
From the established state of the third gear position shown in FIG. 42 (A), as shown in FIG. 42 (B), by moving the sleeve DS23 between 2nd and 3rd to the right and making it right, the second outer The shaft 14B and the first outer shaft 14A are separated, and the 3-speed drive gear 33 is coupled to the second outer shaft 14B (see step (a)). Subsequently, as shown in FIG. 42C, when the main clutch Cm is disengaged (see step (b)), torque transmission to the first to third outer shafts 14A to 14C is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is in the assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → third outer shaft 14C → 1st to 2nd sleeve D12 → 2nd outer shaft 14B → 2nd to 3rd sleeved sleeve DS 23 → 3rd speed drive gear 33 and 3rd speed driven gear 39 are transmitted to the countershaft 12 and the main Even if the torque transmission from the clutch Cm side is interrupted, the torque from the assist clutch Ca side The missing torque during the shift can be prevented us to continue.

Subsequently, as shown in FIG. 42 (D), the 3-speed drive gear 33 is moved to the first outer shaft by moving the sleeve S34 between the third and fourth gears rightward by two steps from the left movement state and making it right movement state. The four-speed drive gear 34 is coupled to the first outer shaft 14A separately from 14A (see step (c)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 42E, the main clutch Cm is engaged (see step (d)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the countershaft 12 through the path of the first outer shaft 14A → the sleeve S34 → the fourth gear drive gear 34 → the fourth gear driven gear 40 between the third gear and the fourth gear, and the fourth gear Stages are established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

Subsequently, as shown in FIG. 42 (F), by moving the sleeve DS23 for the second and third speeds to the left as a post-processing to make it into a neutral state, the third speed drive gear 33 is separated from the second outer shaft 14B. , And the second outer shaft 14B and the first outer shaft 14A (see step (e)).

[ Operation when shifting down from 4th gear position to 3rd gear position ] (see FIGS. 44 and 45)
From the established state of the fourth gear shown in FIG. 44 (A), as shown in FIG. 44 (B), the sleeve DS23 is moved to the right between the second and third gears in order to prevent torque circulation. Thus, the third speed drive gear 33 is coupled to the second outer shaft 14B, and the second outer shaft 14B and the first outer shaft 14A are separated (see step (a)). Subsequently, as shown in FIG. 44C, when the main clutch Cm is disengaged (see step (b)), torque transmission to the first to third outer shafts 14A to 14C is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is in the assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → third outer shaft 14C → 1st to 2nd sleeve D12 → 2nd outer shaft 14B → 2nd to 3rd sleeved sleeve DS 23 → 3rd speed drive gear 33 and 3rd speed driven gear 39 are transmitted to the countershaft 12 and the main Even if the torque transmission from the clutch Cm side is interrupted, the torque from the assist clutch Ca side The missing torque during the shift can be prevented us to continue.

Subsequently, as shown in FIG. 44 (D), the 4-speed drive gear 34 is moved to the first outer shaft by moving the sleeve S34 between the third and fourth gears leftward by two steps from the right movement state and moving it leftward. Separately from 14A, the 3-speed drive gear 33 is coupled to the first outer shaft 14A (see step (c)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 44 (E), the main clutch Cm is engaged (see step (d)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the countershaft 12 through the path of the first outer shaft 14A → sleeve S 34 → third gear drive gear 33 → third gear driven gear 39 between the third gear and the fourth gear, Stages are established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

Subsequently, as shown in FIG. 44 (F), by moving the sleeve DS23 between the second and third gears to the left as a post-processing to make it into a neutral state, the three-speed drive gear 33 is separated from the second outer shaft 14B. , And the second outer shaft 14B and the first outer shaft 14A (see step (e)).

[ Operation when shifting down from 3rd gear position to 2nd gear position ] (see FIGS. 46 and 47)
From the established state of the third gear shown in FIG. 46 (A), as shown in FIG. 46 (B), the sleeve D12 between the first and second gears is moved to the right to move it right to prevent torque circulation. Thus, the second speed drive gear 32 is coupled to the third outer shaft 14C, and the third outer shaft 14C and the second outer shaft 14B are separated (see step (a)). Subsequently, as shown in FIG. 46C, when the main clutch Cm is disengaged (see step (b)), torque transmission to the first to third outer shafts 14A to 14C is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is in the assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → third outer shaft 14C → The 1st to 2nd speed sleeve D12 → 2nd speed drive gear 32 and the 2nd speed driven gear 38 are transmitted to the countershaft 12 and the assist clutch is engaged even if the torque transmission from the main clutch Cm side is interrupted. The torque transmission from the Ca side can be continued to prevent the torque loss during shifting.

Subsequently, as shown in FIG. 46 (D), by moving the sleeve S34 for 3rd to 4th to the right to make it into a neutral state, the third speed drive gear 33 is separated from the first outer shaft 14A (step c)) As shown in FIG. 46 (E), the second outer shaft 14B and the first outer shaft 14A are separated by moving the sleeve DS23 to the left and moving it to the left between the second and third gears, as shown in FIG. The high speed drive gear 32 is coupled to the first outer shaft 14A (see step (d)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 46F, the main clutch Cm is engaged (see step (e)). As a result, the torque of the engine E is transmitted from the main clutch Cm to the countershaft 12 through the path of the first outer shaft 14A → the sleeve DS23 → the second speed drive gear 32 → the second speed driven gear 38 between the second speed and the third speed, and the second speed shift Stages are established. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

Subsequently, as shown in FIG. 46 (G), the second speed drive gear 32 is separated from the third outer shaft 14C by moving the sleeve D12 for 1st to 2nd to the left to make it left moving as post processing. The third outer shaft 14C and the second outer shaft 14B are coupled together (see step (f)).

[ Operation at the time of downshifting from second gear to first gear ] (see FIGS. 48 and 49)
From the establishment state of the second gear position shown in FIG. 48 (A), as shown in FIG. 48 (B), the first gear driven gear 37 is a countershaft by moving the first gear sleeve S1 to the left to move left. Bond to 12 (see step (a)). Subsequently, as shown in FIG. 48C, when the main clutch Cm is disengaged (see step (b)), torque transmission to the first to third outer shafts 14A to 14C is interrupted, so the outer race The one-way clutch 19 is engaged when the rotational speed on the side exceeds the rotational speed on the inner race side, and the torque of the engine E is in the assist clutch Ca → inner shaft 13 → planetary gear mechanism P → one-way clutch 19 → third outer shaft 14C → 1st speed drive gear 31 → 1st speed driven gear 37 and 1st speed sleeve S1 are transmitted to counter shaft 12 along the path, and even if torque transmission from main clutch Cm side is interrupted, from assist clutch Ca side Torque transmission can be continued to prevent torque loss during gear shifting.

Subsequently, as shown in FIG. 48 (D), by moving the sleeve DS23 for 2nd to 3rd to the right to place it in a neutral state, the second speed drive gear 32 is separated from the first outer shaft 14A, and The outer shaft 14B and the first outer shaft 14A are coupled (see step (c)). In the meantime, the torque loss transmitted from the assist clutch Ca side is also prevented.

Subsequently, as shown in FIG. 48E, the main clutch Cm is engaged (see step (d)). As a result, the torque of the engine E is from the main clutch Cm to the first outer shaft 14A → the sleeve DS23 between the second gear and the third gear → the second outer shaft 14B → the sleeve D12 between the first gear and the second gear → the third outer shaft 14C → the first gear The drive gear 31 → first speed driven gear 37 → first speed sleeve S1 is transmitted to the countershaft 12 to establish a first speed shift stage. At this time, the torque of the engine E is transmitted from the assist clutch Ca to the one-way clutch 19 via the inner shaft 13 and the planetary gear mechanism P, but the rotation speed on the inner race side exceeds the rotation speed on the outer race side. The one-way clutch 19 is disengaged to interrupt torque transmission.

In order to shift from the first gear to the neutral position, the first gear sleeve S1 only needs to be moved leftward from the state of FIG. 48 (E) to separate the first driven gear 37 from the countershaft 12. When neutral, the main clutch Cm and the assist clutch Ca may be engaged or disengaged, which is appropriately set according to the characteristics (normally open or normally closed) of the clutch actuator.

As described above, according to the second embodiment, the same function and effect as those of the first embodiment described above can be achieved. Moreover, since the transmission T according to the second embodiment does not have a gear stage having only the function of a normal AMT, it is possible to prevent the torque loss in the gear shift among all the gear stages.

Third embodiment

Next, a third embodiment of the present invention will be described based on FIGS. 50 to 53. FIG.

As shown in FIG. 50, in the third embodiment, the present invention is applied to an electric vehicle, and a transmission T with two forward gears is mainly connected to a rotating shaft 71 of a motor generator M which is a driving source for traveling. A main shaft 11 comprising a first outer shaft 14A and a second outer shaft 14B connected via a clutch Cm, and an inner shaft 13 directly connected to the rotation shaft 71 of the motor generator M are provided. The first speed drive gear 31 fixed to the shaft 14 B meshes with the first speed driven gear 37 fixed to the counter shaft 12, and the second speed drive gear 32 supported relatively rotatably to the first outer shaft 14 A is fixed to the counter shaft 12 It meshes with the 2nd speed driven gear 38 provided.

The first outer shaft 14A is provided with a sleeve S12 between the 1st and 2nd gears, which is a synchromesh mechanism. When the sleeve S12 is in the neutral state, the 1st and 2nd drive gears 31 and 32 are made. Is separated from the first outer shaft 14A and moved leftward, the first speed drive gear 31 and the second outer shaft 14B are coupled to the first outer shaft 14A, and moved rightward the second speed drive gear 32 is the first outer It is coupled to the shaft 14A. The power transmission paths from the countershaft 12 to the drive wheels W, W are the same as those in the first and second embodiments.

A tandem type planetary gear mechanism P provided at an end of the main shaft 11 opposite to the motor generator M has a common carrier 72 fixed to the casing 17, and the carrier 72 has a small diameter first pinion And large diameter second pinions 74 are rotatably supported. The first pinions 73 mesh with the large diameter first sun gear 75 and the ring gear 76 fixed to the second outer shaft 14B, and the second pinions 74 mesh with the small diameter second sun gear 77 and the ring gear 76. . The one-way clutch 19 is disposed between the inner shaft 13 and the second sun gear 77.

The number of teeth of each gear of the planetary gear mechanism P is set such that the rotation input from the engine E to the second sun gear 77 slightly reduces the rotational speed and transmits it to the first sun gear 75. The rotation of the rotation shaft 71 of the motor / generator M is as follows: main clutch Cm → first outer shaft 14A → sleeve S between first gear and second gear → first drive gear 31 → second outer shaft 14B → first sun gear 75 → carrier 72 When it is transmitted to the second sun gear 77 through the path, the rotation speed of the second sun gear 77 becomes slightly higher than the rotation speed of the inner shaft 13 directly connected to the rotation shaft 71 of the motor generator M. At this time, the one-way clutch 19 slips and absorbs differential rotation between the second sun gear 77 on the outer race side of the one-way clutch 19 and the inner shaft 13 on the inner race side of the one-way clutch 19.

When the main clutch Cm is disengaged and the motor / generator M is disconnected from the first outer shaft 14A, the rotational speed of the second sun gear 77 is decreased to be lower than the rotational speed of the inner shaft 13. Is engaged, the rotation of the inner shaft 13 is transmitted to the second sun gear 77, and the planetary gear mechanism P decelerates slightly and is output to the second outer shaft 14B side.

Next, the operation of the embodiment of the present invention having the above configuration will be described.

[ Operation at the time of shift-up from first gear to second gear ] (see FIG. 51)
As shown in FIG. 51 (A), when the first gear is established and the vehicle is traveling forward, the motor generator M rotates forward, the main clutch Cm is engaged, and the first gear-second gear is engaged. The sleeve S12 is in the leftward movement state, and couples the first speed drive gear 31 to the first outer shaft 14A. Accordingly, the torque of the motor / generator M is as follows: main clutch Cm → first outer shaft 14A → sleeve S12 between first and second gears → first gear drive gear 31 → first driven gear 37 → counter shaft 12 → final drive gear 43 → final driven gear 44 → differential gear D → the

drive shafts

45, 45 are transmitted to the left and right drive wheels W, W. At this time, the torque of the motor generator M is transmitted from the inner shaft 13 to the inner race side of the one-way clutch 19, but the speed of rotation of the outer race side is higher than the number of rotations on the inner race side Also, the one-way clutch 19 is disengaged to prevent the occurrence of interlock.

Subsequently, as shown in FIG. 51B, when the main clutch Cm is disengaged, the connection between the motor / generator M and the first outer shaft 14A is cut off, so the rotation on the outer race side of the one-way clutch 19 is performed. The one-way clutch 19 is engaged because the number is lower than the number of rotations on the inner race side where the rotation of the motor generator M is directly transmitted via the inner shaft 13. As a result, the torque of the motor generator M is transmitted to the countershaft 12 through the path of inner shaft 13 → one way clutch 19 → planetary gear mechanism P → second outer shaft 14 B → first speed drive gear 31 → first speed driven gear 37 Torque loss is prevented.

In this manner, while the torque loss during shifting is prevented by the assist torque transmitted from the inner shaft 13, as shown in FIG. 51 (C), the sleeve S12 is moved to the right between the first and second gears. The 2-speed drive gear 32 is coupled to the first outer shaft 14A. Then, as shown in FIG. 51 (D), when the main clutch Cm is engaged, the torque of the motor / generator M is determined by the main clutch Cm → the first outer shaft 14A → the sleeve S12 for the first and second speeds → the second speed drive gear The signal is transmitted to the countershaft 12 along the path of the 32nd.fwdarw.2-speed driven gear 38, and the upshift to the second speed is completed. During the establishment of the second gear, rotation is transmitted from the first driven gear 37 to the outer race side of the one-way clutch 19 via the first drive gear 31 and the planetary gear mechanism P. However, the first gear and second gear The rotation speed on the outer race side of the one-way clutch 19 exceeds the rotation speed on the inner race side due to the gear ratio difference and the speed increasing action of the planetary gear mechanism P, so that the one-way clutch 19 is disengaged and an interlock is generated. Is prevented.

[ Operation at the time of downshifting from second gear to first gear ] (see FIG. 52)
As shown in FIG. 52 (B) from the state of FIG. 52 (A) where the second gear is established and the vehicle is moving forward, the main clutch Cm is disengaged to release the motor / generator M and the first When the connection with the outer shaft 14A is cut off, the rotation speed of the outer race side of the one-way clutch 19 is the rotation speed of the inner race side of the one-way clutch 19 to which the rotation of the motor generator M is directly transmitted via the inner shaft 13. Below the one-way clutch 19 is engaged. As a result, the torque of the motor generator M is transmitted to the countershaft 12 through the path of inner shaft 13 → one way clutch 19 → planetary gear mechanism P → second outer shaft 14 B → first speed drive gear 31 → first speed driven gear 37 Torque loss is prevented.

In this manner, while the torque loss during shifting is prevented by the assist torque transmitted from the inner shaft 13, as shown in FIG. 52C, the sleeve S12 is moved leftward between the first and second gears. The first speed drive gear 31 is coupled to the second outer shaft 14B. Then, as shown in FIG. 52 (D), when the main clutch Cm is engaged, the torque of the motor / generator M is set to the main clutch Cm → first outer shaft 14A → first-second / second-speed sleeve S12 → first-speed drive gear The signal is transmitted to the countershaft 12 through the path of 31 → 1st driven gear 37, and the downshift to the 1st gear is completed. During the establishment of the first gear, the rotation of the motor / generator M is transmitted to the outer race side of the one-way clutch 19 from the second outer shaft 14B via the planetary gear mechanism P, but the planetary gear mechanism P is increased. When the rotation speed on the outer race side of the one-way clutch 19 exceeds the rotation speed on the inner race side due to the fast action, the one-way clutch 19 is disengaged and the occurrence of interlock is prevented.

[ Operation at the time of shift from neutral to reverse gear ] (see FIG. 53)
As shown in FIG. 53 (A), at the time of neutral position, the sleeve S12 is in the neutral state during the first speed-second speed, and the first speed drive gear 31, the second speed drive gear 32 and the second outer shaft 14B are the first outer shaft 14A. , The main clutch Cm is engaged, and the motor generator M is stopped. From this state, as shown in FIG. 53 (B), the first-speed / second-speed sleeve S12 is moved leftward to couple the first-speed drive gear 31 to the first outer shaft 14A. Subsequently, as shown in FIG. 53 (C), when the motor generator M is driven reversely, the torque of the motor generator M is reduced from the main clutch Cm → the first outer shaft 14A → the first gear-second gear sleeve S 12 → the first gear The reverse gear is transmitted to the counter shaft 12 in the path of the drive gear 31 → first driven gear 37, and the shift to the reverse gear is completed. The power transmission path of the reverse gear is the same as the power transmission path of the first gear, but only the rotational direction of the motor generator M is different.

At this time, the rotation of the motor / generator M is transmitted from the inner shaft 13 to the inner race side of the one-way clutch 19 and the rotation of the outer race side is accelerated by the planetary gear mechanism P, as in the establishment of the first gear. Although the number of rotations is higher than the number of rotations on the inner race side, there is a possibility that the one-way clutch 19 may be engaged and interlock may occur because the rotation direction of the motor generator M is reverse. However, the one-way clutch 19 according to the present embodiment releases the engagement regardless of the direction of rotation if the number of rotations on the outer race side is higher than the number of rotations on the inner race side. It does not occur.

As described above, also according to the present embodiment, it is possible to prevent the torque loss during shifting as in the first embodiment described above, and to improve the drive feel.

As mentioned above, although embodiment of this invention was described, this invention can perform various design changes in the range which does not deviate from the summary.

For example, although the engine E is used as a power source of the assist mechanism in the embodiment, any power source such as an electric motor can be used other than the engine E. However, by using the torque of the engine E as the assist torque, not only the other power source such as the electric motor becomes unnecessary, but also by shifting the torque of the engine E by the transmission T and outputting it as the assist torque, The magnitude of the assist torque can be appropriately controlled to further enhance the drive feel.

Claims

A first input shaft (14A to 14E) group in which a plurality of first input shafts (14A to 14E) are arranged in series;
An output shaft (12) disposed parallel to the first input shaft (14A to 14E) group;
A first clutch (Cm) for transmitting torque of a prime mover (E, M) to the first input shaft (14A to 14E) group;
An assist mechanism for transmitting an assist torque for preventing a torque loss to any one of the plurality of first input shafts (14A to 14E);
A plurality of transmission gears (32 to 36) supported rotatably relative to the plurality of first input shafts (14A to 14E) to establish a predetermined gear position;
And a first meshing switching mechanism (S2 to S56; S34; S12) capable of coupling the plurality of transmission gears (32 to 36) to the plurality of first input shafts (14A to 14E). Machine.
The transmission according to claim 1, further comprising a second meshing switching mechanism (D12, D23, D34, D45; DS23) capable of coupling the plurality of first input shafts (14A to 14E).
The assist mechanism
A second input shaft (13) coaxially disposed inside the first input shaft (14A to 14E) group, and a second for transmitting the torque of the motor (E, M) to the second input shaft (13) Clutch (Ca),
A transmission mechanism (P) for transmitting the torque of the second input shaft (13) to the first input shaft (14A to 14E) and a one-way clutch (19);
The one-way clutch (19) engages when the rotational speed of the first input shaft (14A to 14E) group falls below the rotational speed of the second input shaft (12). Or The transmission of Claim 2.
The transmission according to claim 3, wherein the transmission mechanism (P) decelerates the number of rotations of the second input shaft (13) and transmits it to the first input shaft (14A to 14E) group. Machine.
The second meshing switching mechanism (D12, D23, D34, D45; DS23) has a first position at which coupling between the plurality of first input shafts (14A to 14E) is released, and the plurality of first input shafts ( 14A to 14E) It is characterized in that it is possible to switch between a second position in which the transmission gears (32 to 36) are coupled to the first input shaft (14A to 14E). A transmission according to any one of the preceding claims.