WO2013099840A1 - Transmission - Google Patents

Transmission Download PDF

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Publication number
WO2013099840A1
WO2013099840A1 PCT/JP2012/083415 JP2012083415W WO2013099840A1 WO 2013099840 A1 WO2013099840 A1 WO 2013099840A1 JP 2012083415 W JP2012083415 W JP 2012083415W WO 2013099840 A1 WO2013099840 A1 WO 2013099840A1
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WO
WIPO (PCT)
Prior art keywords
gear
speed
torque
sleeve
clutch
Prior art date
Application number
PCT/JP2012/083415
Other languages
English (en)
Japanese (ja)
Inventor
昌夫 泉
Original Assignee
本田技研工業株式会社
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Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Publication of WO2013099840A1 publication Critical patent/WO2013099840A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0818—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts comprising means for power-shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2079—Transmissions using gears with orbital motion using freewheel type mechanisms, e.g. freewheel clutches
    • F16H2200/2082—Transmissions using gears with orbital motion using freewheel type mechanisms, e.g. freewheel clutches one freewheel mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing

Definitions

  • 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.
  • AT automatic transmission
  • MT manual transmission
  • 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.
  • torque loss occurs and the drive feel is reduced.
  • 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.
  • 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.
  • 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.
  • a transmission characterized in that it comprises a second meshing switching mechanism capable of coupling the plurality of first input shafts with each other.
  • 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.
  • 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.
  • the second meshing switching mechanism is provided with a first position at which coupling between the plurality of first input shafts is released;
  • 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
  • the inner shaft 13 of the embodiment corresponds to the second input shaft of the present invention
  • 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
  • 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.
  • the engine E and the motor generator M correspond to the motor according to the present invention
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the one-way clutch can be disengaged to transmit the torque of the first input shaft to the output shaft.
  • 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.
  • 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 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.
  • FIG. 29 is a time chart explaining torque transmission at the time of gear shift.
  • 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.
  • 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.
  • 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.
  • FIG. 1 a first embodiment of the present invention will be described based on FIGS. 1 to 29.
  • FIG. 1 a first embodiment of the present invention will be described based on FIGS. 1 to 29.
  • 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.
  • AMT automatic manual transmission
  • 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.
  • 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
  • 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
  • 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.
  • 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
  • a second speed third speed sleeve D23 is disposed between the fourth outer shaft 14D and the third outer shaft 14C.
  • 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.
  • the fifth outer shaft 14E, the fourth outer shaft 14D, and the two-speed drive gear 32 are separately and rotatably separated.
  • 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.
  • 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.
  • 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.
  • 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.
  • the transmission T 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.
  • 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.
  • 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.
  • 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.
  • steps (a) to (h) indicate the respective steps of the gear change process
  • steps (a) to (h) indicate the respective steps of the gear change process
  • ⁇ indicates The position of each sleeve at the step
  • the arrows pointing to the right and left indicate the movement direction of each sleeve at the step.
  • 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.
  • 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.
  • step (a) 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.
  • 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)).
  • the torque loss transmitted from the assist clutch Ca side is also prevented.
  • the main clutch Cm is engaged (see step (d)).
  • 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.
  • 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.
  • 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)).
  • step (b) 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.
  • 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)).
  • 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)).
  • the torque loss transmitted from the assist clutch Ca side is also prevented.
  • the main clutch Cm is engaged (see step (f)).
  • 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.
  • 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.
  • 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.
  • 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).
  • step (b) 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)).
  • 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)).
  • the torque loss transmitted from the assist clutch Ca side is also prevented.
  • the main clutch Cm is engaged (see step (f)).
  • 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.
  • 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.
  • 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)).
  • step (b) 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 S
  • 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.
  • 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)).
  • the torque loss transmitted from the assist clutch Ca side is also prevented.
  • the main clutch Cm is engaged (see step (f)).
  • 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.
  • 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.
  • 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)).
  • 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.
  • 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)).
  • 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.
  • step (d) 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.
  • step (c) 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.
  • 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)).
  • the torque loss transmitted from the assist clutch Ca side is also prevented.
  • the main clutch Cm is engaged (see step (g)).
  • 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.
  • 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.
  • 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)).
  • step (c) 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.
  • 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)).
  • the torque loss transmitted from the assist clutch Ca side is also prevented.
  • the main clutch Cm is engaged (see step (g)).
  • 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.
  • 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.
  • step (H) 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)).
  • step (c) 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.
  • 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)).
  • the torque loss transmitted from the assist clutch Ca side is also prevented.
  • the main clutch Cm is engaged (see step (g)).
  • 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.
  • 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.
  • 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)).
  • step (c) 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.
  • 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)).
  • the torque loss transmitted from the assist clutch Ca side is also prevented.
  • the main clutch Cm is engaged (see step (g)).
  • 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 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.
  • 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.
  • 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.
  • 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.
  • FIG. 30 Next, a second embodiment of the present invention will be described based on FIGS. 30 to 49.
  • FIG. 30 to 49 a second embodiment of the present invention will be described based on FIGS. 30 to 49.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the transmission T 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.
  • 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.
  • 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.
  • 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.
  • the two-speed drive gear 32 is coupled to the first outer shaft 14A (see step (b)).
  • the torque loss transmitted from the assist clutch Ca side is also prevented.
  • the main clutch Cm is engaged (see step (c)).
  • 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.
  • 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.
  • 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)).
  • step (b) 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.
  • 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)).
  • the torque loss transmitted from the assist clutch Ca side is also prevented.
  • 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.
  • 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)).
  • step (b) 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.
  • 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.
  • the main clutch Cm is engaged (see step (d)).
  • 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.
  • 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.
  • step (b) 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.
  • 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.
  • the main clutch Cm is engaged (see step (d)).
  • 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.
  • 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.
  • step (b) 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.
  • the third speed drive gear 33 is separated from the first outer shaft 14A (step c))
  • 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.
  • the main clutch Cm is engaged (see step (e)).
  • 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.
  • 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.
  • 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)).
  • step (b) 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.
  • the main clutch Cm is engaged (see step (d)).
  • 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.
  • 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.
  • the first gear sleeve S1 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.
  • 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.
  • 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.
  • FIG. 50 to 53 Next, a third embodiment of the present invention will be described based on FIGS. 50 to 53.
  • FIG. 50 to 53 a third embodiment of the present invention will be described based on FIGS. 50 to 53.
  • 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.
  • a sleeve S12 between the 1st and 2nd gears, which is a synchromesh mechanism.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 53 [ Operation at the time of shift from neutral to reverse gear ] (see FIG. 53)
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the torque of the engine E as the assist torque
  • the magnitude of the assist torque can be appropriately controlled to further enhance the drive feel.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Transmission dans laquelle, pendant une période de non-changement de vitesse alors qu'un étage de changement de vitesse prédéfini est établi, le couple d'un moteur (E) est transmis par le biais du trajet suivant : un embrayage principal (Cm) → arbres extérieurs (14A-14E) → premiers mécanismes de commutation de mise en prise (S2-S56) → engrenages de transmission → un arbre de sortie (12). Lorsque l'embrayage principal (Cm) est désolidarisé pendant le changement de vitesse et que le couple du moteur (E) arrête d'être transmis à l'arbre de sortie (12) par l'intermédiaire du trajet précité, les premiers mécanismes de commutation de mise en prise (S2-S56) sont utilisés pour mettre les engrenages de transmission prédéfinis en prise avec les arbres extérieurs prédéfinis (14A-14E), et des seconds mécanismes de commutation de mise en prise (D12-D45) sont utilisés pour mettre les arbres extérieurs prédéfinis (14A-14E) en prise les uns avec les autres de sorte qu'un couple d'assistance provenant d'un mécanisme d'assistance comprenant un embrayage d'assistance (Ca), un arbre intérieur (13), un mécanisme de satellite (P) et un embrayage unidirectionnel soit transmis des arbres extérieurs (14A-14E) à l'arbre de sortie (12) par l'intermédiaire d'engrenages de transmission prédéfinis. Ainsi, en évitant une perte de couple pendant le changement de vitesse, il est possible d'éviter de subir une réduction d'entraînement.
PCT/JP2012/083415 2011-12-26 2012-12-25 Transmission WO2013099840A1 (fr)

Applications Claiming Priority (2)

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JP2011282805A JP2015078706A (ja) 2011-12-26 2011-12-26 変速機
JP2011-282805 2011-12-26

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WO2013099840A1 true WO2013099840A1 (fr) 2013-07-04

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3083581A1 (fr) * 2018-07-06 2020-01-10 Suzuki Motor Corporation Transmission de vehicule
CN111016644A (zh) * 2019-12-04 2020-04-17 西南大学 具有多排式超越离合器的紧凑型自适应自动变速***
EP3739238A1 (fr) * 2019-05-14 2020-11-18 Deere & Company Transmission de puissance pour les machines agricoles

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101673814B1 (ko) 2015-10-08 2016-11-08 현대자동차주식회사 차량의 변속 제어방법

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Publication number Priority date Publication date Assignee Title
JPS58225244A (ja) * 1982-06-22 1983-12-27 Toyota Motor Corp 歯車式変速装置
JPS60205047A (ja) * 1984-03-30 1985-10-16 Nissan Motor Co Ltd 車両用変速機
JPS6372351U (fr) * 1986-10-30 1988-05-14
JP2000065167A (ja) * 1998-08-25 2000-03-03 Ford Global Technol Inc 自動車用３軸多段変速機
JP2005207487A (ja) * 2004-01-22 2005-08-04 Honda Motor Co Ltd 車両用変速機

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58225244A (ja) * 1982-06-22 1983-12-27 Toyota Motor Corp 歯車式変速装置
JPS60205047A (ja) * 1984-03-30 1985-10-16 Nissan Motor Co Ltd 車両用変速機
JPS6372351U (fr) * 1986-10-30 1988-05-14
JP2000065167A (ja) * 1998-08-25 2000-03-03 Ford Global Technol Inc 自動車用３軸多段変速機
JP2005207487A (ja) * 2004-01-22 2005-08-04 Honda Motor Co Ltd 車両用変速機

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3083581A1 (fr) * 2018-07-06 2020-01-10 Suzuki Motor Corporation Transmission de vehicule
EP3739238A1 (fr) * 2019-05-14 2020-11-18 Deere & Company Transmission de puissance pour les machines agricoles
US11391353B2 (en) 2019-05-14 2022-07-19 Deere & Company Power shift transmission for agricultural machines
CN111016644A (zh) * 2019-12-04 2020-04-17 西南大学 具有多排式超越离合器的紧凑型自适应自动变速***
CN111016644B (zh) * 2019-12-04 2022-03-29 西南大学 具有多排式超越离合器的紧凑型自适应自动变速***

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