JP2015135174A - transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission capable of multi-stage with a small number of gears while minimizing a shift shock due to torque loss. An input shaft Im, first and second auxiliary input shafts Is1 and Is2, and third and fourth auxiliary input shafts Is3 and Is4 are arranged in parallel on three axes, and a gap between them is provided. The left gear train composed of one input gear G1, the first sub input gear G3 and the third sub input gear G5, and the right gear composed of the second input gear G2, the second sub input gear G4 and the fourth sub input gear G6. The first and second auxiliary input shafts Is1 and Is2 and the first output shaft O1 disposed therein are connected by the first and second clutches C1 and C2, respectively. 3. The fourth auxiliary input shafts Is3 and Is4 and the second output shaft O2 disposed therein are connected by the third and fourth clutches C3 and C4, and the differential gears are connected from the first output shaft O1 and the second output shaft O2. A driving force is selectively output to D. [Selection] Figure 1

Description

  The present invention relates to a transmission that can be multistaged with a small number of gears and that can minimize a shift shock due to torque loss.

  The first input shaft and the second input shaft are coaxially arranged on the outer periphery of the transmission shaft connected to the engine, and the driving force of the transmission shaft is transmitted to the first input shaft and the second input shaft via the first clutch and the second clutch. Is transmitted to the output shaft through a path through the sub-axis or a path not through the sub-axis, thereby establishing a forward 8-speed gear stage. A twin-clutch transmission is known from Japanese Patent Application Laid-Open No. 2004-228561.

Japanese Patent No. 3733893

  By the way, in the above-described conventional one, as a characteristic of the twin clutch type transmission, it is possible to prevent the occurrence of torque loss at the time of shifting between most of the gear positions by pre-shifting the clutch after changing the clutch in advance. Although it is possible, ten gears are required between the first input shaft, the second input shaft, the sub shaft and the output shaft to establish a forward 8-speed gear stage, and the transmission frame is downsized. Therefore, it is desirable to reduce the number of gears.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a transmission that can be multistaged with a small number of gears while minimizing a shift shock due to torque loss.

  To achieve the above object, according to the first aspect of the present invention, an input shaft to which a driving force from a driving source is input, a first input gear supported on the input shaft so as to be relatively rotatable, and A second input gear; a first engagement device for coupling the first input gear to the input shaft; a second engagement device for coupling the second input gear to the input shaft; and parallel to the input shaft; A first sub-input shaft and a second sub-input shaft disposed coaxially with each other; a first sub-input gear fixed to the first sub-input shaft and meshing with the first input gear; and the second sub-input gear A second sub-input gear that is rotatably supported by the input shaft and meshes with the second input gear; a third engagement device that couples the second sub-input gear to the second sub-input shaft; A first output shaft disposed coaxially with the first sub input shaft and the second sub input shaft, and the second sub input shaft with the second sub input shaft. A first clutch coupled to one output shaft; a second clutch coupling the first secondary input shaft to the second secondary input shaft; and a third secondary input shaft disposed parallel to and coaxially with the input shaft. And a fourth sub input shaft, a third sub input gear fixed to the third sub input shaft and meshing with the first input gear, and supported by the fourth sub input shaft so as to be relatively rotatable. A fourth sub-input gear meshing with the two-input gear, a fourth engagement device coupling the fourth sub-input gear to the fourth sub-input shaft, the third sub-input shaft and the fourth sub-input shaft; A second output shaft arranged coaxially, a third clutch for coupling the fourth sub input shaft to the second output shaft, and a fourth clutch for coupling the third sub input shaft to the fourth sub input shaft And a differential gear connected to the first output shaft and the second output shaft. Transmission is proposed to be.

  According to the invention described in claim 2, in addition to the structure of claim 1, a transmission is proposed in which the second engagement device is a friction engagement device.

  According to the invention described in claim 3, in addition to the configuration of claim 1 or claim 2, the fourth engagement device is configured to separate the fourth sub input shaft and the fourth sub input gear. When the engagement state is released, the engagement state in which the fourth sub input shaft and the fourth sub input gear are coupled, and the rotation speed of the fourth sub input gear exceeds the rotation speed of the fourth sub input shaft. A transmission is proposed that is capable of selecting a one-way state in which driving force is transmitted from the fourth sub-input gear to the fourth sub-input shaft.

  According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, the fourth engagement device includes a hub fixed to the fourth auxiliary input shaft and a first one-way clutch. A first sleeve connected to one side in the axial direction of the hub and a second sleeve connected to the other side in the axial direction of the hub via a second one-way clutch. And the second sleeve engages with the first sleeve by sliding in one axial direction, and the first one-way clutch engages with the fourth auxiliary input. The second one-way clutch is engaged when the rotation speed of the gear exceeds the rotation speed of the fourth sub input shaft, and the rotation speed of the fourth sub input shaft of the second one-way clutch exceeds the rotation speed of the fourth sub input gear. A transmission is proposed that is sometimes engaged.

  According to the invention described in claim 5, in addition to the structure of claim 1, the first engagement device, the third engagement device, and the fourth engagement device are meshing engagement devices. A transmission featuring the above is proposed.

  According to a sixth aspect of the present invention, in addition to the configuration of the fourth aspect, the fourth engagement device is formed at one axial end of a spline provided on the inner periphery of the first sleeve. A single tooth-like first tooth-like portion, a one-tooth-like second tooth-like portion formed on the other axial end of the spline provided on the outer periphery of the first one-way clutch, and the second sleeve A single toothed third toothed portion that is formed at one axial end of a spline provided on the inner periphery and can mesh with the second toothed portion, and an axially other end of the fourth auxiliary input gear. A transmission comprising a fourth tooth-like part that is formed and can mesh with the first tooth-like part is proposed.

  According to a seventh aspect of the present invention, in addition to the configuration of the fourth aspect, the fourth engagement device includes a one-tooth-shaped first tooth formed at one axial end portion of the first sleeve. , A single toothed second tooth formed at the other axial end of the first sleeve, and an axial end of the second sleeve engaged with the second tooth A one-tooth-shaped third tooth-shaped portion, and a one-tooth-shaped fourth tooth-shaped portion formed on the other axial end portion of the fourth auxiliary input gear and meshable with the first tooth-shaped portion. A transmission is provided that is characterized by comprising.

  According to an eighth aspect of the invention, in addition to the configuration of the fifth aspect, the first engagement device which is a meshing engagement device capable of switching engagement / disengagement by rotation of a shift drum, The third engagement device and the fourth engagement device include a first shift pattern corresponding to a neutral that does not transmit a driving force among a plurality of shift patterns composed of combinations of engagement and disengagement thereof, A transmission is proposed in which the first shift pattern also corresponds to a predetermined gear position other than the neutral.

  The engine E of the embodiment corresponds to the drive source of the present invention, and the first synchronization device S1 to the fourth synchronization device S4 of the embodiment are respectively the first engagement device to the fourth engagement device of the present invention. Correspondingly, the fifth clutch C5 of the embodiment corresponds to the second engagement device of the present invention, and the synchronizer So with the one-way clutch of the embodiment corresponds to the fourth engagement device of the present invention.

  According to the configuration of the first aspect, the input shaft, the first and second auxiliary input shafts, the third and fourth auxiliary input shafts are arranged in parallel on three axes, and the first input is between them. A first gear train composed of a gear, a first sub-input gear and a third sub-input gear and a second gear train composed of a second input gear, a second sub-input gear and a fourth sub-input gear are arranged in two stages. The first and second auxiliary input shafts and the first output shaft arranged therein are connected by the first and second clutches, and the third and fourth auxiliary input shafts are arranged in the first and second clutches. By connecting the two output shafts with the third and fourth clutches and selectively outputting the driving force from the first output shaft and the second output shaft to the differential gear, the degree of freedom of the power transmission path in the transmission is increased. With only 6 gears, a forward 8-speed gear can be established. In addition, since a torque lock is not generated at the time of shifting between the first gear to the fourth gear, which is a low gear that is likely to generate a gear shift shock among the eight forward gears, a clutch-to-clutch with a pre-shift is performed. By performing the shift, it is possible to prevent the occurrence of torque loss, prevent the occurrence of a shift shock, and improve the acceleration performance.

  According to the second aspect of the present invention, since the second engagement device is a friction engagement device, the torque lock generated at the time of shifting between the fourth speed gear stage and the fifth speed gear stage is absorbed by the slip of the friction engagement device. In addition, a clutch-to-clutch shift between the fourth speed and the fifth speed can be achieved.

  According to the third aspect of the present invention, the fourth engagement device couples the fourth sub input shaft and the fourth sub input gear to the disengaged state in which the fourth sub input shaft and the fourth sub input gear are disconnected. Select the engaged state and the one-way state in which driving force is transmitted from the fourth sub input gear to the fourth sub input shaft when the rotation speed of the fourth sub input gear exceeds the rotation speed of the fourth sub input shaft Therefore, it is possible to absorb the torque lock generated at the time of shifting between the fifth speed gear stage and the sixth speed gear stage by the one-way state of the fourth engagement device, and to enable clutch-to-clutch gear shifting, and the gear shifting is completed. The engine brake can be operated by bringing the fourth engagement device into the engaged state during subsequent deceleration.

  According to a fourth aspect of the present invention, the fourth engagement device includes a hub fixed to the fourth auxiliary input shaft, and a first sleeve connected to one side in the axial direction of the hub via the first one-way clutch. And a second sleeve connected to the other axial side of the hub via a second one-way clutch, and the first sleeve engages with the fourth sub-input gear by sliding in the axial direction one side, The sleeve is engaged with the first sleeve by sliding in one axial direction, and the first one-way clutch is engaged when the rotation speed of the fourth auxiliary input gear exceeds the rotation speed of the fourth auxiliary input shaft, The 2 one-way clutch is engaged when the rotation speed of the fourth sub input shaft exceeds the rotation speed of the fourth sub input gear, so that the fourth sleeve can be operated by operating both the first sleeve and the second sleeve in the other axial direction. Engage the engagement device and release the first sleeve in one axial direction. By operating the second sleeve in the other axial direction, the fourth engagement device is brought into a one-way state, and by operating both the first sleeve and the second sleeve in one axial direction, the fourth engagement device is engaged. Can be in a state.

  According to the fifth aspect of the present invention, since the first engagement device, the third engagement device, and the fourth engagement device are meshing engagement devices, friction when they are not engaged is frictionally engaged. This can be reduced compared to the apparatus.

  According to a sixth aspect of the present invention, the fourth engagement device includes a one-tooth-shaped first tooth portion formed at one axial end portion of the spline provided on the inner periphery of the first sleeve, A one-tooth second tooth-shaped portion formed at the other axial end of the spline provided on the outer periphery of the one-way clutch, and an axial one-end portion of the spline provided on the inner periphery of the second sleeve. A single-toothed third tooth-shaped portion that can mesh with the second tooth-shaped portion, and a single-tooth-shaped fourth tooth that is formed at the other axial end of the fourth sub-input gear and can mesh with the first tooth-shaped portion. The first one-way clutch is not engaged when the first sleeve moves to one side in the axial direction and the first toothed portion abuts on the fourth toothed portion and rotates relative to the first toothed portion. Therefore, not only smooth engagement of the first tooth-like portion and the fourth tooth-like portion is possible, but the second sleeve moves to the one side in the axial direction. When the third tooth-like portion comes into contact with the second tooth-like portion and rotates relatively, the second one-way clutch is not engaged, so that the third tooth-like portion and the second tooth-like portion are smoothly engaged. It becomes possible.

  According to the seventh aspect of the present invention, the fourth engagement device includes the one-tooth-shaped first tooth portion formed at one axial end portion of the first sleeve and the other axial end portion of the first sleeve. The formed single-toothed second tooth-shaped portion, the single-toothed third tooth-shaped portion formed at one axial end portion of the second sleeve and meshable with the second tooth-shaped portion, and the fourth auxiliary input The first sleeve is formed on the other axial end portion of the gear and has a one-tooth-like fourth tooth portion that can mesh with the first tooth portion. Since the first one-way clutch is not engaged when the portion abuts against the fourth tooth-like portion and rotates relatively, only the first tooth-like portion and the fourth tooth-like portion can be smoothly engaged. The second one-way clutch may be engaged when the second sleeve moves to one side in the axial direction and the third tooth-shaped portion abuts against the second tooth-shaped portion and rotates relatively. In Ino allows smooth engagement of the third tooth and the second tooth.

  According to the configuration of the eighth aspect, the first engagement device, the third engagement device, and the fourth engagement device, which are meshing engagement devices that can be switched between engagement and disengagement by rotation of the shift drum, Among the plurality of shift patterns composed of a combination of engagement and disengagement, a first shift pattern corresponding to neutral that does not transmit driving force is provided, and the first shift pattern also corresponds to a predetermined shift speed other than neutral. Therefore, not only is it possible to reduce the size of the shift drum by sharing the neutral shift pattern and the shift pattern of another predetermined shift stage, but the total number of shift patterns is reduced by sharing the shift pattern. The shift amount of the shift drum required for shifting between the first gear and the reverse gear with the neutral in between can be reduced to eliminate the busy feeling. .

A skeleton diagram of a transmission. (First embodiment) FIG. 2 is an axial arrow view of FIG. 1. (First embodiment) The engagement table of a clutch and a synchronizer. (First embodiment) The torque flow figure of the 1st speed gear stage and the 2nd speed gear stage. (First embodiment) The torque flow figure of the 3rd speed stage and the 4th speed stage. (First embodiment) FIG. 6 is a torque flow diagram of a fifth speed gear stage and a sixth speed gear stage. (First embodiment) FIG. 7 is a torque flow diagram of the seventh speed gear stage and the eighth speed gear stage. (First embodiment) The torque flow figure of a reverse gear stage. (First embodiment) The figure which shows the gear ratio of each gear stage. (First embodiment) The engagement table of a clutch and a synchronizer when the 4th speed stage and the 6th speed stage are thinned out. (First embodiment) A skeleton diagram of a transmission. (Second Embodiment) Explanatory drawing of a structure and an effect | action of a synchronizer with a one-way clutch. (Second Embodiment) Explanatory drawing of the effect | action of the tooth-like part of the synchronizer with a one-way clutch (the 1). (Second Embodiment) Explanatory drawing of the effect | action of the tooth-like part of the synchronizer with a one-way clutch (the 2). (Second Embodiment) Explanatory drawing of the effect | action at the time of the upshift from 4th gear stage to 5th gear stage. (Second Embodiment) Explanatory drawing of the effect | action at the time of downshift from a 5th gear stage to a 4th gear stage. (Second Embodiment) Explanatory drawing of the effect | action at the time of the upshift from a 5th gear stage to a 6th gear stage. (Second Embodiment) Action | operation explanatory drawing at the time of downshift from 6th speed gear stage to 5th gear stage. (Second Embodiment) The engagement table of a clutch and a synchronizer. (Second Embodiment) The figure which shows the area | region which can perform clutch to clutch transmission. (Second Embodiment) The figure which shows the guide groove shape of the shift drum of the synchronizer with a one-way clutch. (Second Embodiment) The engagement table of a synchronizer. (Third embodiment) Explanatory drawing of the effect | action at the time of the speed change between the 1st-speed gear stage and a reverse gear stage. (Third embodiment)

First embodiment

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.

  As shown in FIGS. 1 and 2, the transmission T of the present embodiment includes an input shaft Im connected to the engine E, a first output shaft O1 and a second output shaft O1 arranged in parallel to the input shaft Im. And an output shaft O2. The second sub input shaft Is2 is coaxially fitted to the outer periphery of the first output shaft O1, and the first sub input shaft Is1 is coaxially fitted to the outer periphery of the second sub input shaft Is2. The shaft Is2 can be coupled to the first output shaft O1 via the first clutch C1, and the first secondary input shaft Is1 can be coupled to the second secondary input shaft Is2 via the second clutch C2. The fourth sub input shaft Is4 is coaxially fitted to the outer periphery of the second output shaft O2, and the third sub input shaft Is3 is coaxially fitted to the outer periphery of the fourth sub input shaft Is4. The shaft Is4 can be coupled to the second output shaft O2 via the third clutch C3, and the third secondary input shaft Is3 can be coupled to the fourth secondary input shaft Is4 via the fourth clutch C4. Each of the first clutch C1 to the fourth clutch C4 is a wet multi-plate clutch.

  A first input gear G1 is supported on the input shaft Im so as to be relatively rotatable. The first input gear G1 includes a first sub input gear G3 fixed to the first sub input shaft Is1, and a third sub input shaft. It meshes with a third auxiliary input gear G5 fixed to Is3. The first input gear G1 can be coupled to the input shaft Im via the first synchronizer S1.

  A second input gear G2 is supported on the input shaft Im so as to be relatively rotatable. The second input gear G2 includes a second auxiliary input gear G4 supported on the second auxiliary input shaft Is2 so as to be relatively rotatable, and a fourth auxiliary gear G4. It meshes with a fourth sub input gear G6 that is rotatably supported by the sub input shaft Is4. The second input gear G2 can be coupled to the input shaft Im via the second synchronizer S2.

  The first output gear G7 fixed to the first output shaft O1 and the second output gear G8 fixed to the second output shaft O2 mesh with the final output gear G9 provided to the differential gear D, so that the differential gear D The left and right drive wheels W connected to are driven.

  A reverse idle shaft R is arranged in parallel with the input shaft Im, and a reverse drive gear G10 fixed to the input shaft Im meshes with a reverse idle gear G11 supported rotatably on the reverse idle shaft R so that the reverse idle shaft A reverse driven gear G12 fixed to R meshes with the fourth auxiliary input gear G6. The reverse idle gear G11 can be coupled to the reverse idle shaft R via the fifth synchronization device S5.

  One of the features of the skeleton of the transmission T is that the input shaft Im, the first and second auxiliary input shafts Is1 and Is2, and the third and fourth auxiliary input shafts Is3 and Is4 are parallel on three axes. Between these axes, the left gear train comprising the first input gear G1, the first sub input gear G3 and the third sub input gear G5, the second input gear G2, the second sub input gear G4 and A three-axis two-stage structure is connected in two stages on the right and left sides with the right gear train composed of the fourth sub-input gear G6. With this structure, it is possible to increase the degree of freedom of the power transmission path in the transmission T, and to establish a forward 8-speed gear stage with the six gears G1 to G6.

  Another feature of the skeleton of the transmission T is a multi-output shaft structure in which the first output shaft O1 and the second output shaft O2 are arranged in parallel between the input shaft Im and the differential gear D. With this structure, the driving force is selectively output from the first output shaft O1 and the second output shaft O2 to the differential gear D, thereby increasing the degree of freedom of the power transmission path in the transmission T and increasing the number of stages. Can do.

  Still another feature of the skeleton of the transmission T is that the first output shaft O1, the first sub-input shaft Is1, and the second sub-input shaft Is2 that are coaxially arranged, and the first clutch C1 and the first clutch C1 that are coaxially arranged with them. The second output shaft O2, the third sub input shaft Is3, and the fourth sub input shaft Is4 that can be coupled by the two clutches C2 and are coaxially arranged by the third clutch C3 and the fourth clutch C4 that are coaxially arranged therewith. It is a 2 × 2 clutch structure that can be coupled. With this structure, it is possible to expand a region where a so-called clutch-to-clutch shift is possible in which torque transmission is not interrupted during a shift, and to reduce shift shock and improve acceleration.

  Next, the operation of the first embodiment of the present invention having the above-described configuration will be described based on the clutch and synchronization device engagement table of FIG. 3 and the torque flow diagrams of FIGS.

<Neutral>
As shown in FIG. 3, when the transmission T is neutral, the first clutch C1 to the fourth clutch C4 are all disengaged, and the first synchronizer S1 to the fifth synchronizer S5 are all disengaged. Thus, the driving force of the engine E is not transmitted to the driving wheels W and W.

<1st gear stage>
As shown in FIGS. 3 and 4A, when the first synchronizing device S1, the third synchronizing device S3, and the fourth synchronizing device S4 are engaged, and the second clutch C2 and the third clutch C3 are engaged, the engine The driving force of E is input shaft Im → first synchronizing device S1 → first input gear G1 → first sub input gear G3 → first sub input shaft Is1 → second clutch C2 → second sub input shaft Is2 → third synchronization. Device S3 → second sub input gear G4 → second input gear G2 → fourth sub input gear G6 → fourth synchronizer S4 → fourth sub input shaft Is4 → third clutch C3 → second output shaft O2 → second output The first gear is established by being transmitted to the drive wheels W and W through a path of gear G8 → final output gear G9 → differential gear D.

<2nd gear stage>
As shown in FIGS. 3 and 4B, when the first synchronization device S1 is engaged and the third clutch C3 and the fourth clutch C4 are engaged, the driving force of the engine E is changed from the input shaft Im to the first synchronization. Device S1 → first input gear G1 → third sub input gear G5 → third sub input shaft Is3 → fourth clutch C4 → fourth sub input shaft Is4 → third clutch C3 → second output shaft O2 → second output gear It is transmitted to the drive wheels W, W through the path of G8 → final output gear G9 → differential gear D, and the second gear is established.

<3rd gear stage>
As shown in FIGS. 3 and 5A, when the first synchronizer S1 is engaged and the first clutch C1 and the second clutch C2 are engaged, the driving force of the engine E is changed from the input shaft Im to the first synchronization. Device S1 → first input gear G1 → first sub input gear G3 → first sub input shaft Is1 → second clutch C2 → second sub input shaft Is2 → first clutch C1 → first output shaft O1 → first output gear It is transmitted to the drive wheels W, W through the path of G7 → final output gear G9 → differential gear D, and the third gear is established.

<4th gear>
As shown in FIGS. 3 and 5B, when the first synchronization device S1, the third synchronization device S3, and the fourth synchronization device S4 are engaged, and the first clutch C1 and the fourth clutch C4 are engaged, the engine The driving force of E is input shaft Im → first synchronizing device S1 → first input gear G1 → third auxiliary input gear G5 → third auxiliary input shaft Is3 → fourth clutch C4 → fourth auxiliary input shaft Is4 → fourth synchronization. Device S4 → fourth sub input gear G6 → second input gear G2 → second sub input gear G4 → third synchronizer S3 → second sub input shaft Is2 → first clutch C1 → first output shaft O1 → first output The transmission is transmitted to the drive wheels W and W through the path of gear G7 → final output gear G9 → differential gear D, and the fourth gear is established.

<5-speed shift stage>
As shown in FIGS. 3 and 6A, when the second synchronizing device S2 and the fourth synchronizing device S4 are engaged and the third clutch C3 is engaged, the driving force of the engine E is changed from the input shaft Im to the second shaft. Synchronizer S2 → second input gear G2 → fourth sub input gear G6 → fourth synchronizer S4 → fourth sub input shaft Is4 → third clutch C3 → second output shaft O2 → second output gear G8 → final output gear The transmission is transmitted to the drive wheels W, W through the path of G9 → differential gear D, and the fifth gear is established.

<6-speed shift stage>
As shown in FIGS. 3 and 6B, when the second synchronizing device S2 and the third synchronizing device S3 are engaged and the second clutch C2, the third clutch C3, and the fourth clutch C4 are engaged, the engine E Is driven by the input shaft Im → second synchronizing device S2 → second input gear G2 → second auxiliary input gear G4 → third synchronizing device S3 → second auxiliary input shaft Is2 → second clutch C2 → first auxiliary input shaft. Is1 → first sub input gear G3 → first input gear G1 → third sub input gear G5 → third sub input shaft Is3 → fourth clutch C4 → fourth sub input shaft Is4 → third clutch C3 → second output shaft The transmission is transmitted to the drive wheels W and W through the path of O2, second output gear G8, final output gear G9, and differential gear D, and the sixth gear is established.

<7-speed gear stage>
As shown in FIGS. 3 and 7A, when the second synchronization device S2 and the fourth synchronization device S4 are engaged and the first clutch C1, the second clutch C2, and the fourth clutch C4 are engaged, the engine E Is driven by the input shaft Im → second synchronizing device S2 → second input gear G2 → fourth auxiliary input gear G6 → fourth synchronizing device S4 → fourth auxiliary input shaft Is4 → fourth clutch C4 → third auxiliary input shaft. Is3 → third sub input gear G5 → first input gear G1 → first sub input gear G3 → first sub input shaft Is1 → second clutch C2 → second sub input shaft Is2 → first clutch C1 → first output shaft The transmission is transmitted to the drive wheels W and W through the route of O1, first output gear G7, final output gear G9, and differential gear D, and the seventh speed is established.

<8-speed gear stage>
As shown in FIGS. 3 and 7B, when the second synchronizing device S2 and the third synchronizing device S3 are engaged and the first clutch C1 is engaged, the driving force of the engine E is changed from the input shaft Im to the second Synchronizer S2 → second input gear G2 → second sub input gear G4 → third synchronizer S3 → second sub input shaft Is2 → first clutch C1 → first output shaft O1 → first output gear G7 → final output gear The transmission is transmitted to the drive wheels W and W through the route of G9 → differential gear D, and the eighth gear is established.

<RVs gear stage>
As shown in FIGS. 3 and 8, when the fourth synchronization device S4 and the fifth synchronization device S5 are engaged and the third clutch C3 is engaged, the driving force of the engine E is changed from the input shaft Im → the reverse drive gear G10 → Reverse idle gear G11 → 5th synchronizing device S5 → reverse idle shaft R → reverse driven gear G12 → 4th auxiliary input gear G6 → 4th synchronizing device S4 → 4th auxiliary input shaft Is4 → 3rd clutch C3 → second output shaft O2 The second transmission gear G8, the final output gear G9, and the differential gear D are transmitted by reverse rotation to the drive wheels W and W to establish a reverse gear.

  FIG. 9 shows the gear ratio of the transmission T from the first gear to the eighth gear. The gear ratio and torque flow from the first gear to the eighth gear vary depending on the setting of the number of teeth of each gear G1 to G6, and the gear ratio shown in FIG. 9 is an example.

  Of the 1st to 8th gears established as described above, the upshift and downshift between the 1st and 2nd gears and the shift between the 2nd and 3rd gears. Up-shifting and down-shifting, and up-shifting and down-shifting between the third speed shift stage and the fourth speed shift stage, can be performed so-called clutch-to-clutch shift. That is, after the pre-shift operation for operating the synchronizer in advance with the subsequent shift stage is established during the establishment of the previous shift stage, the clutch is changed from the engagement state of the previous shift stage to the engagement state of the subsequent shift stage. By gripping, torque transmission is prevented from being interrupted during a shift operation, and shift shock can be reduced and acceleration performance can be improved.

  On the other hand, among the 1st to 8th gears, upshifts and downshifts between the 4th and 5th gears, and upshifts and downshifts between the 5th and 6th gears, The shift-up and shift-down between the 6-speed shift stage and the 7-speed shift stage and the shift-up and shift-down between the 7-speed shift stage and the 8-speed shift stage cannot be performed with the clutch-to-clutch shift described above. Since the same speed change operation as that of AMT (automatic manual transmission) is required, torque transmission is temporarily interrupted during the speed change operation.

  That is, if the pre-shift operation described above is performed at the time of shifting between the 4th speed gear stage to the 8th speed gear stage, there is a problem that torque lock occurs in which torque is transmitted in parallel through a plurality of paths inside the transmission T. For this reason, it is necessary to engage the rear clutch after operating the synchronizer in accordance with the rear shift stage with the front stage clutch disengaged. As a result, a torque drop occurs in which torque transmission is temporarily interrupted between the time when the former clutch is disengaged and the time when the latter clutch is engaged. However, in the present embodiment, torque loss occurs only in the shift between the fourth gear to the eighth gear, which is the high speed gear. Since the vehicle speed is high at this high gear, the gear shift due to torque loss occurs. Shock is unlikely to occur and the impact on merchandise is small.

  As described above, according to the present embodiment, the input shaft Im, the first and second auxiliary input shafts Is1 and Is2, and the third and fourth auxiliary input shafts Is3 and Is4 are parallel on three axes. The left gear train composed of the first input gear G1, the first auxiliary input gear G3 and the third auxiliary input gear G5, the second input gear G2, the second auxiliary input gear G4 and the fourth The first and second clutches connect the first and second auxiliary input shafts Is1 and Is2 and the first output shaft O1 disposed in the first and second auxiliary input shafts Is1 and Is2 to the right and left gear trains of the auxiliary input gear G6. The third and fourth auxiliary input shafts Is3 and Is4 and the second output shaft O2 disposed in the third and fourth auxiliary input shafts Is3 and Is4 are connected by the third and fourth clutches C3 and C4, and the first output shaft O1 is connected. And selectively outputs driving force from the second output shaft O2 to the differential gear D. Increasing the flexibility of the power transmission path in the transmission T in Rukoto can establish eight forward speeds in slightly six gears G1 to G6.

  In addition, since a torque lock is not generated at the time of shifting between the first gear to the fourth gear, which is a low gear that is likely to generate a gear shift shock among the eight forward gears, a clutch-to-clutch with a pre-shift is performed. By performing the shift, it is possible to prevent the occurrence of torque loss, prevent the occurrence of a shift shock, and improve the acceleration performance.

  By the way, as shown in FIG. 10, if the upshift or downshift is performed by thinning out the 4th speed stage and the 6th speed stage among the 1st speed stage to the 8th speed stage of the transmission T of the present embodiment, A clutch-to-clutch shift is also possible in the shift between the third and fifth gears and the shift between the fifth and seventh gears, and as a result, the first to seventh gears. A clutch-to-clutch shift can be performed between them.

  Therefore, when the vehicle is accelerated rapidly, the vehicle speed is sufficiently high when shifting up from the 4th speed stage even if the 4th speed stage and the 6th speed stage are shifted without thinning out. An unpleasant shift shock does not occur even if torque loss occurs after the fourth gear. Also, when accelerating the vehicle slowly, shifting up by thinning out the 4th and 6th gears to enable clutch-to-clutch shifting up to the 7th gear and avoiding a shift shock. Can do. Since the vehicle speed is sufficiently high when shifting from the seventh gear to the eighth gear, an uncomfortable shift shock does not occur even if torque is lost.

Second embodiment

  Next, a second embodiment of the present invention will be described with reference to FIGS.

  As is apparent from a comparison of FIGS. 1 and 11, the second embodiment replaces the second synchronizer S2 of the first embodiment with a fifth clutch C5 formed of a wet multi-plate clutch, and the first embodiment The fourth synchronizer S4 of the embodiment is replaced with a synchronizer So with a one-way clutch, and the other configurations are the same.

  As shown in FIG. 12, the synchronizer So with a one-way clutch capable of coupling the fourth sub input gear G6 to the fourth sub input shaft Is4 includes a hub 11 fixed to the fourth sub input shaft Is4, A first one-way clutch 12A and a second one-way clutch 12B arranged on the outer periphery, a first sleeve 13A that is spline-coupled to an outer race of the first one-way clutch 12A in an axially slidable manner, and an outer portion of the second one-way clutch 12B And a second sleeve 13B splined to the race in an axially slidable manner. The first sleeve 13A and the second sleeve 13B are operated independently from each other by an actuator (not shown).

  As shown in FIG. 13 and FIG. 14, a single tooth-shaped first tooth portion a... Is formed at one axial end portion (right end portion) of the spline teeth on the inner periphery of the first sleeve 13 </ b> A, and the fourth auxiliary On the other axial end portion (left end portion) of the input gear G6, a single-toothed fourth tooth portion d... That can mesh with the first tooth portions a. Further, a single tooth-like second tooth portion b is formed at the other axial end portion (left end portion) of the outer peripheral spline teeth of the first one-way clutch 12A, and the inner peripheral spline teeth of the second sleeve 13B. A single toothed third tooth portion c... That can mesh with the second tooth portion b... Is formed at one end portion (right end portion) in the axial direction. The inclination directions of the first tooth-like part a ... and the fourth tooth-like part d ... coincide with each other so that they can come into surface contact with each other, and the inclination directions of the second tooth-like part b ... and the third tooth-like part c ... They are matched so that they can make surface contact with each other. In addition, the inclination directions of the first tooth portions a and the fourth tooth portions d and the inclination directions of the second tooth portions b and the third tooth portions c are set in opposite directions.

  Instead of forming the first tooth-like portion a ... at the right end of the inner peripheral spline of the first sleeve 13A, the first tooth-like portion a ... may be formed directly at the right end of the first sleeve 13A. . Instead of forming the second tooth-like portion b at the left end of the outer spline of the first one-way clutch 12A, the second tooth-like portion b may be formed directly at the left end of the first sleeve 13A. In this case, instead of forming the third tooth-like portion c at the right end of the inner peripheral spline of the second sleeve 13B, it is necessary to form the fourth tooth-like portion d directly at the right end of the second sleeve 13B. is there.

  FIG. 21 shows a developed view of the shape of the guide groove of the shift drum 15 that drives the first sleeve 13A and the second sleeve 13B. The shape of the first guide groove 15a for driving the first sleeve 13A via the first shift fork (not shown) and the shape of the second guide groove 15b for driving the second sleeve 13B via the second shift fork (not shown). And is partly different.

  In the disengaged state shown in FIG. 21 (A), the first and second shift forks are in the position (a). At this time, the first and second sleeves 13A are formed by the first guide groove 15a and the second guide groove 15b. , 13B both move to the left, and in the engaged state shown in FIG. 21C, the first and second shift forks are in the position (c). At this time, the first guide groove 15a and the second guide groove 15b As a result, the first and second sleeves 13A and 13B both move to the right. However, in the one-way state shown in FIG. 21B, the first and second shift forks are in the position (b) between the positions of the shift pattern (a) and (c). At this time, the second guide Only the first sleeve 13A moves to the right by the first guide groove 15a while the second sleeve 13A is held at the left movement position by the groove 15b.

  Similarly to the normal synchronization device, when the first sleeve 13A moves to the right, the first tooth-shaped portion a ... and the fourth tooth-shaped portion d ... mesh with each other, so that the first sleeve 13A engages with the fourth auxiliary input gear G6. Combined. Further, when the second sleeve 13B moves to the right, the third tooth portion c ... and the second tooth portion b ... mesh with each other, whereby the second sleeve 13B is coupled to the first sleeve 13A.

  As shown in FIG. 12A, when both the first sleeve 13A and the second sleeve 13B are in the left movement position, the synchronization device So with the one-way clutch is disengaged, and the fourth sub input gear G6 is The four sub input shafts Is4 are completely separated from each other and can freely rotate relative to each other.

  As shown in FIG. 12B, when the first sleeve 13A is in the right movement position and the second sleeve 13B is in the left movement position, the synchronizer So with the one-way clutch is in the one-way state, and the fourth auxiliary input gear G6. Is connected to the fourth auxiliary input shaft Is4 via the first one-way clutch 12A. In this one-way state, the first one-way clutch 12A is engaged when the driving force is transmitted from the fourth sub input gear G6 to the fourth sub input shaft Is4, and conversely the fourth sub input shaft Is4 to the fourth sub input gear. The first one-way clutch 12A slips when the driving force is transmitted to G6.

  As shown in FIG. 12C, when both the first sleeve 13A and the second sleeve 13B are in the rightward movement position, the synchronization device So with the one-way clutch is engaged, and the fourth sub input gear G6 is in the first one-way. The fourth auxiliary input shaft Is4 is connected to both the clutch 12A and the second one-way clutch 12B. Since the engagement directions of the first one-way clutch 12A and the second one-way clutch 12B are set to be opposite to each other, the fourth sub input gear G6 is completely coupled to the fourth sub input shaft Is4 and can be rotated integrally. Become.

  As shown in FIGS. 13 (A) and 13 (B), when the first teeth 13a of the first sleeve 13A that moves right and the fourth teeth d of the fourth auxiliary input gear G6 mesh with each other, The first tooth-like portion a ... and the fourth tooth-like portion d ... are in contact with each other and the first sleeve 13A and the fourth auxiliary input gear G6 are forced to rotate relative to each other. Since the first one-way clutch 12A is interposed between 13A and the boss 11, if the relative rotation is in a direction in which the first one-way clutch 12A is engaged, the relative rotation is prevented and the first tooth portion a ... and the fourth tooth-like part d ... may not be meshed.

  However, according to the present embodiment, the first one-way clutch is set by setting the inclination directions of the one-tooth-shaped first tooth-shaped portion a ... and the single-tooth-shaped fourth tooth-shaped portion d ... to a predetermined direction. The relative rotation is not prevented by 12A, and as shown in FIG. 13 (C), the first tooth-like portion a and the fourth tooth-like portion d can be surely and smoothly engaged with each other. .

  As shown in FIGS. 14A and 14B, when the third teeth c of the second sleeve 13B moving rightward and the second teeth b of the first sleeve 13A mesh with each other, one tooth The third tooth-like portion c and the second tooth-like portion b are in contact with each other and the second sleeve 13B and the first sleeve 13A are forced to rotate relative to each other. Since the second one-way clutch 12B is interposed between the second one-way clutch 12B and the second one-way clutch 12B, the relative rotation is prevented and the third tooth-shaped portion c. There is a possibility that the teeth b.

  However, according to the present embodiment, the second one-way clutch is set by setting the inclination directions of the one-tooth-shaped third tooth-shaped portion c... And the one-tooth-shaped second tooth-shaped portion b. The relative rotation is not prevented by 12B, and the third teeth c and second teeth b can be reliably and smoothly engaged with each other as shown in FIG. 14C. .

  In the first embodiment, the clutch-to-clutch shift can be performed between the first gear to the fourth gear, but in the second embodiment, the fifth clutch C5 and the synchronizer So with the one-way clutch are used. As a result, the clutch-to-clutch shift can be performed between the 4th speed shift stage and the 5th speed shift stage and between the 5th speed shift stage and the 6th speed shift stage. The to-clutch shift can be performed, and the gear stage in which the clutch-to-clutch shift can be performed is expanded.

  As is apparent from comparing the engagement table of the present embodiment shown in FIG. 19 with the engagement table of the first embodiment shown in FIG. 3, the engagement sequence of the fifth clutch C5 of the present embodiment is It is the same as the engagement sequence of the second synchronization device S2 of the first embodiment, and the engagement sequence of the synchronization device So with the one-way clutch of the present embodiment is the same as that of the fourth synchronization device S4 of the first embodiment. It is the same as the engagement sequence.

  Next, the reason why the clutch-to-clutch shift between the fourth gear and the fifth gear cannot be performed in the first embodiment will be described.

  As shown in FIG. 15A, the first synchronizer S1, the third synchronizer S3, and the fourth synchronizer S4 are engaged, and the first clutch C1 and the fourth clutch C4 are engaged, resulting in the fourth speed gear. In order to perform a clutch-to-clutch shift to shift up to the fifth speed shift stage from the established state, first, as shown in FIG. 15B, the second synchronizer S2 required for the fifth speed shift stage is engaged. Next, as shown in FIG. 15C, the first clutch C1 and the fourth clutch C4 that were engaged at the fourth speed are disengaged and are required at the fifth speed. The third clutch C3 is engaged, and finally, as shown in FIG. 15 (D), the first synchronizer S1 and the third synchronizer S3 engaged at the fourth speed are disengaged. Is required.

  In FIG. 15B, when the second synchronizer S2 is engaged in the process of shifting up from the fourth gear to the fifth gear, the engine E → input shaft Im → first synchronization is applied to the second input gear G2. Device S1 → first input gear G1 → third sub input gear G5 → third sub input shaft Is3 → fourth clutch C4 → fourth sub input shaft Is4 → fourth synchronizer S4 → fourth sub input gear G6 → second The driving force of the fourth speed shift stage is transmitted through the path of the input gear G2, while the driving force is transmitted to the input shaft Im through the path of the fifth speed shift stage of the engine E → the input shaft Im. At this time, since the input shaft Im and the second input gear G2 supported on the outer periphery thereof rotate relative to each other at different rotational speeds to generate torque lock, the second synchronizer S2 includes the second input gear G2 on the input shaft Im. Cannot be pre-shifted, and clutch-to-clutch shift from the fourth gear to the fifth gear becomes impossible.

  Also, as shown in FIG. 16A, from the state where the second synchronizer S2 and the fourth synchronizer S4 are engaged and the third clutch C3 is engaged and the fifth gear is established, the fourth gear is changed. In order to perform a clutch-to-clutch shift to shift down to the first gear, first, as shown in FIG. 16B, the first and third synchronizers S1 and S3 necessary for the fourth gear are engaged ( Next, as shown in FIG. 16C, the third clutch C3 engaged at the fifth gear is disengaged and the first clutch C1 and the fourth clutch required at the fourth gear are shifted. It is necessary to engage the clutch C4 and finally disengage the second synchronizer S2 engaged at the fifth gear as shown in FIG. 16D.

  Even when shifting down from the fifth gear to the fourth gear, when the third clutch C3 is disengaged and the first clutch C1 and the fourth clutch C4 are engaged in FIG. Since the two-synchronization device S2 remains engaged, a torque lock is generated between the input shaft Im and the second input gear G2 that rotate relative to each other at different rotational speeds, and the shift from the fifth gear to the fourth gear is performed. The clutch-to-clutch shift is disabled.

  As described above, in the first embodiment, the clutch-to-clutch shift between the fourth gear and the fifth gear is impossible. However, according to the present embodiment, the first embodiment is the same as the first embodiment. By replacing the two-synchronizer S2 with a fifth clutch C5 made of a wet multi-plate clutch, the input shaft Im and the second input gear G2 rotate relative to each other when the clutch-to-clutch shift between the fourth gear and the fifth gear is performed. Even so, the fifth clutch C5 is engaged while slipping so as to allow the relative rotation of the fifth clutch C5, thereby avoiding torque lock and enabling clutch-to-clutch shift.

  Next, the reason why the clutch-to-clutch shift from the fifth gear to the sixth gear cannot be performed in the first embodiment will be described.

  As shown in FIG. 17 (A), from the state in which the second synchronization device S2 and the fourth synchronization device S4 are engaged and the third clutch C3 is engaged and the fifth gear is established, the sixth gear is changed. In order to perform clutch-to-clutch shift for shifting up, first, as shown in FIG. 17B, the third synchronizer S3 required at the sixth gear is engaged (pre-shift), and then, FIG. As shown in FIG. 17C, the second clutch C2 and the fourth clutch C4 required at the sixth gear are engaged, and finally, as shown in FIG. A procedure for releasing the engagement of the fourth synchronizing device S4 is required.

  When the third synchronizer S3 is engaged in the process of shifting up from the fifth gear to the sixth gear (see FIG. 17B), and then the second clutch C2 and the fourth clutch C4 are engaged (see FIG. 17). 17 (C)), engine E → input shaft Im → second synchronizing device S2 → second input gear G2 → second auxiliary input gear G4 → third synchronizing device S3 → second auxiliary input shaft Is2 → second clutch C2. → 1st sub input shaft Is1 → first sub input gear G3 → first input gear G1 → third sub input gear G5 → third sub input shaft Is3 → fourth clutch C4 → driven by the path of the fourth sub input shaft Is4 At the same time as the force is transmitted, the driving force is transmitted along the path of engine E → input shaft Im → second synchronizer S2 → second input gear G2 → fourth auxiliary input gear G6. At this time, the fourth sub input shaft Is4 tries to rotate at a higher speed than the fourth sub input gear G6, but the fourth synchronizer S4 is still engaged and the fourth sub input shaft Is4 and the fourth sub input gear G6 are engaged. Are integrally coupled, torque lock occurs, and clutch-to-clutch shift is disabled.

  However, according to the present embodiment, since the fourth synchronization device S4 is replaced with the synchronization device So with a one-way clutch, the synchronization device So with a one-way clutch is set to a one-way state (see FIG. 12B), Even if the rotation speed of the fourth auxiliary input shaft Is4 exceeds the rotation speed of the fourth auxiliary input gear G6 due to the engagement of the three synchronization device S3, the first one-way clutch 12A of the synchronization device So with the one-way clutch slips and torque locks. By suppressing the occurrence of this, clutch-to-clutch shift can be performed while preventing interruption of driving force transmission.

  By the way, if the synchronizer So with the one-way clutch remains in the one-way state after the sixth gear is established, the first one-way clutch 12A slips when the vehicle is decelerated and the drive wheels W, W to the engine E There is a problem that the driving force cannot be transmitted in the reverse direction and the engine brake does not operate. However, the first one-way clutch 12A and the second one-way clutch 12B are both locked so as not to slip by switching the synchronizer So with the one-way clutch to the engaged state (see FIG. 12C) after the sixth speed is established. Thus, the fourth sub input gear G6 is integrally coupled to the fourth sub input shaft Is4, and the engine brake can be operated without any trouble.

  Next, the reason why the clutch-to-clutch shift from the sixth gear to the fifth gear cannot be performed in the first embodiment will be described.

  As shown in FIG. 18A, the second synchronizer S2 and the third synchronizer S3 are engaged, the second clutch C2, the third clutch C3, and the fourth clutch C4 are engaged, and the sixth gear is established. In order to perform clutch-to-clutch shift to shift down to the fifth gear from the established state, first, as shown in FIG. 18B, the fourth synchronizer S4 is engaged (preshift), and then As shown in FIG. 18C, the second clutch C2 and the fourth clutch C4 that do not need to be engaged at the fifth speed are disengaged, and finally, as shown in FIG. A procedure for disengaging the third synchronizer S3 that has been engaged at the sixth speed is required.

  When the fourth synchronizer S4 is engaged in the process of shifting down from the sixth gear to the fifth gear (see FIG. 18B), the engine E → input shaft Im → second gear is connected to the fourth sub input shaft Is4. 2 synchronizer S2 → second input gear G2 → second sub input gear G4 → third synchronizer S3 → second sub input shaft Is2 → second clutch C2 → first sub input shaft Is1 → first sub input gear G3 → The driving force is transmitted along the path of the first input gear G1, the third sub input gear G5, the third sub input shaft Is3, the fourth clutch C4, and the fourth sub input shaft Is4, and at the same time, the fourth sub input gear G6. The driving force is transmitted through a path of engine E → input shaft Im → second synchronizing device S2 → second input gear G2 → fourth auxiliary input gear G6. At this time, since the fourth sub input shaft Is4 rotates at a higher speed than the fourth sub input gear G6, the fourth sub input shaft Is4 and the fourth sub input gear G6 cannot be coupled by the fourth synchronizer S4. Torque lock occurs and clutch-to-clutch shift is disabled.

  However, according to the present embodiment, since the fourth synchronization device S4 is replaced with the synchronization device So with the one-way clutch, the first one-way clutch 12A slips by setting the synchronization device So with the one-way clutch to the one-way state. Thus, the relative rotation of the fourth sub input shaft Is4 and the fourth sub input gear G6 is allowed and the occurrence of torque lock is avoided. Then, the second clutch C2 and the fourth clutch C4 are disengaged so that the driving force is not transmitted from the fourth clutch C4 to the fourth auxiliary input shaft Is4, and the rotation speed of the fourth auxiliary input shaft Is4 is set to the fourth auxiliary input gear. When the rotational speed is less than G6, the first one-way clutch 12A of the one-way clutch-equipped synchronization device So in the one-way state is engaged to transmit the driving force from the fourth sub-input gear G6 to the fourth sub-input shaft Is4. A clutch-to-clutch shift from the sixth gear to the fifth gear can be performed while preventing the transmission of the driving force from being interrupted.

  By the way, if the synchronizer So with the one-way clutch remains in the one-way state, the first one-way clutch 12A slips when the vehicle is decelerated after the establishment of the fifth gear, and the drive wheels W and W transfer to the engine E. There is a problem that the driving force cannot be transmitted in the reverse direction and the engine brake does not operate. However, by switching the synchronization device So with the one-way clutch to the engaged state after the establishment of the fifth speed gear stage, both the first one-way clutch 12A and the second one-way clutch 12B are locked so that they cannot slip, and are connected to the fourth sub input shaft Is4. The fourth sub input gear G6 can be integrally coupled to operate the engine brake without any trouble.

  As described above, in the first embodiment, the clutch-to-clutch shift between the fifth gear and the sixth gear is impossible. However, according to the present embodiment, the first embodiment is different from the first embodiment. By replacing the 4-synchronizer S4 with a synchronizer So with a one-way clutch, the fourth sub-input shaft Is4 and the fourth sub-input gear G6 rotate relative to each other when the clutch-to-clutch shift between the fifth gear and the sixth gear is performed. Even so, the first one-way clutch 12A waits while slipping so as to allow the relative rotation, thereby avoiding torque lock and enabling clutch-to-clutch shift. In addition, since the synchronization device So with the one-way clutch has a smaller friction than the wet multi-plate clutch, it is possible to reduce the friction loss as compared with the case where the wet multi-plate clutch is used.

  FIG. 20A shows whether or not the clutch-to-clutch shift in the first embodiment is possible. The clutch-to-clutch shift is possible between the non-shaded shift stages, and the clutch-to-clutch shift is performed between the shaded shift stages. The clutch cannot be shifted. As already described, in the first embodiment, the range in which the clutch-to-clutch shift can be performed is expanded by skipping the fourth and sixth gears and performing the jump gear shift. The clutch-to-clutch shift is still impossible in the area surrounded by.

  On the other hand, FIG. 20B shows whether or not the clutch-to-clutch shift can be performed in the present embodiment. As already described, in the present embodiment, the clutch between the first gear to the sixth gear is used. Although the to-clutch shift is possible, the clutch-to-clutch shift can be performed between the previous shift speeds by skipping the 7th speed and performing the jump shift. In the case where a jump shift is performed when the accelerator pedal is suddenly returned or when the accelerator pedal is kicked down, according to the present embodiment, a clutch-to-clutch shift can be performed by interposing an intermediate shift stage therebetween. For example, a clutch-to-clutch shift between the second gear and the sixth gear, which was impossible in the first embodiment, is made possible by interposing the fifth gear in the present embodiment.

  As described above, according to the present embodiment, the clutch-to-clutch shift can be performed in the region surrounded by the chain line frame in FIG. 20B, and the clutch-to-clutch shift can be performed as compared with the first embodiment. The area can be greatly expanded.

Third embodiment

  Next, a third embodiment of the present invention will be described based on FIG. 22 and FIG. 23 by taking a shift drum type as an example.

  FIG. 22A shows the first synchronizer S1, the third synchronizer S3, and the synchronizer So with a one-way clutch related to the establishment of the forward shift stage in the engagement table of the second embodiment shown in FIG. The part corresponding to is extracted. The type of shift pattern, which is a combination of engagement states of the first synchronizer S1, the third synchronizer S3, and the synchronizer So with the one-way clutch, is the pattern (1) corresponding to the neutral, the second speed gear stage, and the third speed gear shift. Pattern (2) corresponding to the first gear, Pattern (3) corresponding to the first and fourth gears, Pattern (4) corresponding to the fifth and seventh gears, and Sixth gear. And five types of patterns (5) corresponding to the eighth gear.

  In the second embodiment described above, the first synchronizer S1, the third synchronizer S3, and the synchronizer So with the one-way clutch are all disengaged at the neutral position. However, as shown in FIG. In the embodiment, the synchronization device So with the one-way clutch is engaged in the neutral. Even if the synchronization device So with the one-way clutch is engaged in the neutral, there is no possibility that the driving force of the engine E is transmitted to the differential gear D as long as the first synchronization device S1 and the fifth clutch C5 are disengaged. .

  By engaging the synchronizer So with the one-way clutch in the neutral, the neutral shift pattern is the same as the shift pattern of the fifth speed shift stage and the seventh speed shift stage. Pattern (1) corresponding to the 3rd speed, pattern (2) corresponding to the 1st and 4th speed, pattern (3) corresponding to the neutral, 5th and 7th speed The pattern (4) corresponding to the 6th gear and the 8th gear is reduced.

  The first synchronizer S1, the third synchronizer S3, and the synchronizer So with a one-way clutch are operated by a shift fork that is engaged with and driven by a guide groove formed on the outer periphery of the shift drum. When the number of types is reduced to four types, the length of the guide groove on the outer periphery of the shift drum is shortened accordingly, so that the outer diameter of the shift drum can be reduced and the size and weight can be reduced.

  When the shift lever is operated to shift between the first gear and the reverse gear, the shift lever always passes through the neutral position, so that the first gear → neutral → reverse gear or reverse gear → neutral → Shifts are executed in the order of the first gear.

  As shown in FIG. 23 (A), in the five types of shift patterns of the second embodiment, the shift pattern changes when shifting from the first speed shift stage to the neutral → reverse shift stage is (3) → (2) → (1) → (2) → (3) → (4) It is necessary to change in 5 steps, and there is a problem that a quick shift is prevented and a busy feeling is caused. On the other hand, as shown in FIG. 23 (B), in the four types of shift patterns of the present embodiment, the shift pattern changes when shifting from the 1st speed shift stage to the neutral → reverse shift stage is (2) → Since it is one step (3), the shift can be completed in an extremely short time.

  Although the above description has been given of the shift from the first gear stage to the neutral to the reverse gear stage, the same applies to the gear shift from the reverse gear stage to the neutral to the first gear stage.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the transmission of the present invention is not limited to the shift drum type described in the embodiment.

  The drive source of the present invention is not limited to the engine E of the embodiment, and may be any other drive source such as a motor / generator.

  Further, the engagement device according to the first aspect of the present invention is not limited to the first to fourth synchronization devices S1 to S4 and the synchronization device So with one-way clutch of the embodiment, and may be a wet multi-plate clutch or a dog clutch.

C1 1st clutch C2 2nd clutch C3 3rd clutch C4 4th clutch C5 5th clutch (2nd engagement device)
E Engine (drive source)
G1 first input gear G2 second input gear G3 first sub input gear G4 second sub input gear G5 third sub input gear G6 fourth sub input gear Im input shaft Is1 first sub input shaft Is2 second sub input shaft Is3 Third sub input shaft Is4 Fourth sub input shaft O1 First output shaft O2 Second output shaft S1 First synchronizer (first engagement device)
S2 Second synchronization device (second engagement device)
S3 Third synchronization device (third engagement device)
S4 Fourth synchronization device (fourth engagement device)
So Synchronizer with one-way clutch (fourth engagement device)
a 1st tooth-like part b 2nd tooth-like part c 3rd tooth-like part d 4th tooth-like part

Claims (8)

An input shaft (Im) to which a driving force from the driving source (E) is input;
A first input gear (G1) and a second input gear (G2) supported by the input shaft (Im) so as to be relatively rotatable;
A first engagement device (S1) for coupling the first input gear (G1) to the input shaft (Im), and a second engagement for coupling the second input gear (G2) to the input shaft (Im) Devices (S2, C5);
A first sub-input shaft (Is1) and a second sub-input shaft (Is2) arranged parallel to and coaxial with the input shaft (Im);
A first sub input gear (G3) fixed to the first sub input shaft (Is1) and meshing with the first input gear (G1);
A second auxiliary input gear (G4) that is rotatably supported by the second auxiliary input shaft (Is2) and meshes with the second input gear (G2);
A third engagement device (S3) for coupling the second auxiliary input gear (G4) to the second auxiliary input shaft (Is2);
A first output shaft (O1) disposed coaxially with the first sub input shaft (Is1) and the second sub input shaft (Is2);
A first clutch (C1) for coupling the second auxiliary input shaft (Is2) to the first output shaft (O1);
A second clutch (C2) for coupling the first sub input shaft (Is1) to the second sub input shaft (Is2);
A third sub-input shaft (Is3) and a fourth sub-input shaft (Is4), which are arranged parallel to and coaxial with the input shaft (Im);
A third sub input gear (G5) fixed to the third sub input shaft (Is3) and meshing with the first input gear (G1);
A fourth sub input gear (G6) that is rotatably supported by the fourth sub input shaft (Is4) and meshes with the second input gear (G2);
A fourth engagement device (S4, So) for coupling the fourth sub input gear (G6) to the fourth sub input shaft (Is4);
A second output shaft (O2) disposed coaxially with the third sub input shaft (Is3) and the fourth sub input shaft (Is4);
A third clutch (C3) for coupling the fourth auxiliary input shaft (Is4) to the second output shaft (O2);
A fourth clutch (C4) for coupling the third sub input shaft (Is3) to the fourth sub input shaft (Is4);
A differential gear (D) connected to the first output shaft (O1) and the second output shaft (O2);
A transmission comprising:   Transmission according to claim 1, characterized in that the second engagement device (C5) is a friction engagement device. The fourth engagement device (So)
A disengagement state in which the fourth sub input shaft (Is4) and the fourth sub input gear (G6) are disconnected, and a connection for coupling the fourth sub input shaft (Is4) and the fourth sub input gear (G6). And when the rotational speed of the fourth auxiliary input gear (G6) exceeds the rotational speed of the fourth auxiliary input shaft (Is4), the fourth auxiliary input shaft (G6) The transmission according to claim 1 or 2, wherein a one-way state in which a driving force is transmitted to Is4) is selectable. The fourth engagement device (So) includes a hub (11) fixed to the fourth auxiliary input shaft (Is4) and one axial direction of the hub (11) via a first one-way clutch (12A). A first sleeve (13A) connected to the side, and a second sleeve (13B) connected to the other axial side of the hub (11) via a second one-way clutch (12B),
The first sleeve (13A) engages with the fourth auxiliary input gear (G6) by sliding in one axial direction, and the second sleeve (13B) is engaged with the first sleeve by sliding in one axial direction. (13A)
The first one-way clutch (12A) is engaged when the rotational speed of the fourth auxiliary input gear (G6) exceeds the rotational speed of the fourth auxiliary input shaft (Is4), and the second one-way clutch (12B) ) Is engaged when the rotational speed of the fourth auxiliary input shaft (Is4) exceeds the rotational speed of the fourth auxiliary input gear (G6).   The first engagement device (S1), the third engagement device (S3), and the fourth engagement device (S4, So) are meshing engagement devices. transmission. The fourth engagement device (So)
A single-toothed first tooth portion (a) formed at one axial end of a spline provided on the inner periphery of the first sleeve (13A);
A single-toothed second tooth portion (b) formed at the other axial end portion of the spline provided on the outer periphery of the first one-way clutch (12A);
A single-toothed third tooth portion (c) formed at one axial end of a spline provided on the inner periphery of the second sleeve (13B) and meshable with the second tooth-like portion (b); ,
A fourth tooth-like portion (d) having a one-tooth shape that is formed at the other axial end portion of the fourth auxiliary input gear (G6) and can mesh with the first tooth-like portion (a). The transmission according to claim 4. The fourth engagement device (So)
A single-toothed first tooth-shaped portion (a) formed at one axial end portion of the first sleeve (13A);
A single toothed second tooth (b) formed at the other axial end of the first sleeve (13A);
A single-toothed third tooth portion (c) formed at one axial end portion of the second sleeve (13B) and meshable with the second tooth-like portion (b);
A fourth tooth-like portion (d) having a one-tooth shape that is formed at the other axial end portion of the fourth auxiliary input gear (G6) and can mesh with the first tooth-like portion (a). The transmission according to claim 4.   The first engagement device (S1), the third engagement device (S3), and the fourth engagement device (So), which are meshing engagement devices that can be switched between engagement and disengagement by rotation of a shift drum, A first shift pattern corresponding to a neutral that does not transmit a driving force among a plurality of shift patterns formed by a combination of these engagement / disengagement, wherein the first shift pattern is a predetermined shift speed other than the neutral. The transmission according to claim 5, which also corresponds to the above.

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