JPH07127657A - Clutch mechanism of semiautomatic transmission - Google Patents

Abstract

PURPOSE:To eliminate clutch slip and shift shock with a simple constitution in the clutch mechanism of a semiautomatic transmission. CONSTITUTION:A first clutch 1 and a second clutch 2 are constituted of a clutch flange 10 and pressure plates 11, 21 integratedly rotating with a driving member SIN on the engine side, and clutch plates 12, 22 fitted to a driven member SOUT on the transmission side. A oneway clutch 16 is interposed between the first clutch 1 and the driven member SOUT. For example at 2-3 shifting, The rotation of the driving member SIN is once lowered and then raised again. At this time by the first clutch 1 in the engaged condition and the oneway clutch 16, when rotating speed of the driving member SIN reaches that of the driven member SOUT, the oneway clutch 16 which is free up to the time is locked so as to drive the driven member SOUT. Thereafter the second clutch 2 is engaged. Hence, clutch slip is eliminated.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission having a plurality of shift stages, and more particularly to a transmission suitable for being mounted on an automobile or the like. The present invention relates to a clutch mechanism of a so-called semi-automatic transmission that has become unnecessary.

[0002]

2. Description of the Related Art Conventionally, for example, as a transmission for an automobile,
Manual transmissions and automatic transmissions are known. In the former, the structure of the transmission itself is simple, but the shift operation of the shift lever and the clutch operation by the foot pedal when starting or shifting are complicated. On the other hand, the latter automatic transmission does not require complicated gear shift lever and foot pedal operations, and if the gear shift lever is adjusted to the D (drive) range, for example, starting acceleration / deceleration to constant speed running Up to this, it is possible to automatically realize a suitable traveling state with one accelerator operation. However, such an automatic transmission also has drawbacks, its structure is very complicated, and the entire device tends to be large,
Moreover, since a suitable traveling state is created by intermittently connecting a large number of friction engagement elements with hydraulic pressure, it has been pointed out that it is necessary to constantly supply hydraulic pressure even during constant speed traveling, for example.

A semi-automatic transmission is known as a means for compensating for the above-mentioned drawbacks of the manual and automatic transmissions. This one is
The clutch pedal in the manual transmission is eliminated, and the clutch operation is automatically performed by the hydraulic device or the like based on the shift of the shift lever. When shifting,
Although it is necessary to shift the shift lever, it is not necessary to operate the clutch with the foot pedal, which was particularly complicated, and the parts other than the clutch, such as the shift gear, are as simple as a manual transmission. It is a thing. Further, it is of course unnecessary to supply the hydraulic pressure, which was always indispensable when the automatic transmission was running at a constant speed.

That is, the semi-automatic transmission has the advantages that the construction and operation are simple and that the loss of hydraulic pressure is small.

[0005]

However, since the above-mentioned semi-automatic transmission automatically performs the clutch on-off operation by a hydraulic device or the like, it is difficult to make a delicate on-off operation of the clutch, and the clutch operation is difficult. There was a risk that slippage would occur frequently, which would promote wear, and that a gear shift shock would occur due to a sudden connection. Furthermore, the characteristics of the clutch are
Since it gradually changes based on the wear or the like, there is a problem that complicated control must be performed by a control device or the like in order to realize a good clutch on / off operation in consideration of this.

Therefore, according to the present invention, two power transmission systems are provided as will be described later, and a one-way clutch is interposed in one of the two power transmission systems, so that a delicate on-off operation of the clutch can be performed with a simple structure. It is an object of the present invention to provide a clutch mechanism for a semi-automatic transmission that reduces wear of the clutch and shift shock.

[0007]

The present invention has been made in view of the above circumstances, and is a first clutch interposed between a driving member on the prime mover side and a driven member on the transmission side. A first power transmission system for connecting and disconnecting power via a second power transmission system for connecting and disconnecting power via a second clutch interposed between the driving member and the driven member. And is interposed between the first clutch and the driving member, or between the first clutch and the driven member, and allows transmission of power from the driving member side to the driven member side. , A one-way clutch that interrupts power transmission from the driven member side to the driving member side.

In this case, the first power transmission system includes a first urging member that brings the first clutch into a contact state in the absence of a gear shifting operation, and the first urging member in a pressure state based on the gear shifting operation. A second hydraulic power transmission system for disengaging the first clutch, and the second power transmission system for disengaging the second clutch in a non-shift operation state. A biasing member and a second hydraulic device that disconnects the second clutch in a pressurizing state based on a gear shift operation may be provided.

Further, each of the first clutch and the second clutch may be a friction clutch having a friction engagement element.

In addition, the friction clutch of the first power transmission system may have a fluid coupling, and the power may be transmitted through the fluid coupling.

[0011]

In the following description of the operation, the case where the clutch mechanism of the transmission according to the present invention is mounted on a general automobile will be described as an example.

In the above-described structure, the first and second power transmission systems are interposed between the driving member and the driven member, and the first power transmission system includes the driven member from the driving member side. A one-way clutch is provided so that power can be transmitted only to the side. As a result, the main 2
Two functions, namely, a function of gradually making the rotational speeds of the driving member and the driven member having different rotational speeds equal to each other (hereinafter referred to as "synchronization function"), and a driving member and a driven member are directly connected to each other. Separates the function of transmitting power directly between the shafts (hereinafter referred to as "transmission function"), and
First synchronization function (with one-way clutch)
The power transmission system of 1 and the transmission function of the latter can be shared by the second power transmission system. As a result, the power transmission between the driving member and the driven member is mainly handled by the first power transmission system at the time of starting and gear shifting, and is mainly handled by the second power transmission system at other times. .

Explaining in detail the case of shifting the automobile from the second speed to the third speed, for example, the first and second clutches are in the engaged state before the shift. Upon shifting, the accelerator pedal is returned to reduce the rotation of the drive member (the engine speed may be directly controlled based on the shift regardless of the accelerator pedal), and then the shift lever is switched from the 2nd range to the 3rd range. The second clutch is disengaged due to shifting to the range. At this time, the rotation speed of the drive member on the prime mover side suddenly decreases. At this point, the rotation speed of the driving member falls below the rotation speed of the driven member, and the one-way clutch of the first clutch becomes free. On the other hand, the rotation of the driven member on the transmission side gradually decreases, and at the same time as the gears are meshed in the 2-3 shift, it rapidly decreases and then gradually decreases after the shift, but does not fall to the idle rotation. After completing 2-3 shifts, depress the accelerator pedal to increase the rotation of the prime mover. Then, when the rotational speed of the driving member matches the rotational speed of the driven member, the one-way clutch that was free until now is locked, and the driving force of the driving member is driven via the one-way clutch and the first clutch. Transmitted to the member. After that, the second clutch is brought into the contact state. At this time, since the rotational speeds of the driving member and the driven member have already become approximately the same due to the first clutch and the like, the engagement operation of the second clutch is smoothly performed with the clutch hardly slipping. Further, during the shift, the first clutch constantly maintains the contact state, so that the first clutch does not slip. That is, due to the action of the one-way clutch, neither the first clutch nor the second clutch slips during the shift. However, the first clutch needs a half-clutch at the time of starting, as in the conventional case.

On the other hand, transmission of power during acceleration / deceleration without speed change and during constant speed travel is performed by a second clutch that directly connects the driving member and the driven member. However, except when the rotational speed of the driven member exceeds the rotational speed of the driving member,
Power is also transmitted by the first clutch.

The first clutch can transmit the driving force of the driving member to the driven member at the time of acceleration in the locked state based on the direction of the one-way clutch, but at the time of deceleration in the free state. The driving force cannot be transmitted from the driven member to the driving member. In other words, it has no effect when the engine is braked. The second clutch operates during engine braking.

To summarize the above, the first clutch is basically always in the contact state except when starting. Even at the time of shifting, the transmission of power between the driving member and the driven member is cut off by the action of the one-way clutch, so that the contact state can be maintained. On the other hand, the second clutch is in the disengaged state at the time of starting and shifting, and is in the engaged state at other times. The contact operation is performed based on the action of the first clutch after the rotational speeds of the driving member and the driven member become substantially the same. That is, the second clutch does not constantly require a half clutch.

The main part of the present invention, the one-way clutch of the first power transmission system and the first clutch are used to make the rotational speeds of the driving member and the driven member substantially the same, and then the second speed. The fact that the clutch is put in the engagement state is the same not only for gear shifting during acceleration, but also gear shifting during deceleration and also for starting. Therefore, the description thereof will be described in the embodiment and omitted here. .

Next, in both the first and second power transmission systems, a contact state is created by a biasing member and a disconnection state is created by pressurizing the hydraulic system. Times (including starting) are small in the general driving of automobiles. Therefore, the supply of hydraulic pressure by the hydraulic device is reduced, and it is possible to eliminate the need to constantly supply hydraulic pressure, unlike the automatic transmission. Therefore, it is possible to improve the fuel efficiency by eliminating the loss of the oil pump for generating the hydraulic pressure.

Further, when the above-mentioned first and second clutches are formed by friction clutches, the structure can be simplified as compared with other types of clutches.

In addition, when the friction clutch has a fluid coupling, it is possible to reduce the drag of the clutch at low speed.

[0021]

Embodiments of the present invention will be described below with reference to the drawings. In the following description, it is assumed that the clutch mechanism according to the present invention is mounted between the engine (motor) of the automobile and the transmission of the third forward speed (neither is shown). <Embodiment 1> FIG. 1 shows a clutch mechanism C of a transmission. The figure is a vertical cross-sectional view showing the configuration of the upper half of the clutch mechanism C, a diagram showing a hydraulic control device for operating the clutch, the running state of the vehicle and the opening / closing of the clutch valve, and the operation of the one-way clutch (OWC). And a table showing the relationship with the state.

The clutch mechanism C is a drive member on the engine side (hereinafter, "drive shaft" in the sense that the rotation of the clutch mechanism C from the output shaft of the engine is input first).
Say. In the figure, a disk-shaped plate is shown. ) S _IN and the driven member on the transmission side (the final output shaft from the clutch mechanism C. hereinafter referred to as the “driven shaft”).
Say. ) Interposed between S _OUT and both axes S _IN ,
Two power transmission systems, that is, a first power transmission system and a second power transmission system are formed between S _OUT . These first
The main constituents of the first and second power transmission systems are the first clutch 1 and the second clutch 2, respectively.

The first clutch 1 has a clutch flange 10 (which also serves as a second clutch 2 described later) and a pressure plate 11 on the side of the drive shaft S _IN , and is sandwiched by these members. Clutch plate 1
2 is provided on the driven shaft S _OUT side. Clutch flange 10
Is an axially long boss portion 10 rotatably supported by the outer periphery of the case member 10f outside the driven shaft S _OUT.
a, a hub portion 10b that extends from the center in the longitudinal direction of the boss portion 10a to the outer peripheral direction and further extends forward at the outermost periphery (hereinafter, the left side in the figure is referred to as "front" and the right side is referred to as "rear"), and the hub portion 10b. Has a flange portion 10c fixed inward at the front end thereof. A boss 10d with a screw is provided on the front side of the outer peripheral side of the flange portion 10c, and a disk-shaped drive shaft S _IN is fixed from the front via a nut 10e screwed to this screw. For the clutch flange 10,
The driving force from the engine is transmitted via the drive shaft S _IN .

The clutch flange 10 is the driven shaft S.
_The pressure plate 11 is arranged so as not to move in the axial direction of _OUT (hereinafter referred to as “front-back direction”).
Are supported by the clutch flange 10 so as to be movable in the front-rear direction. The pressure plate 11 includes an inner portion 11a movably supported by the outer peripheral surface of the boss portion 10a of the clutch flange 10, an intermediate portion 11b extending forward from the outer periphery of the inner portion 11a, and an outer portion from the front end of the intermediate portion 11b. It has a plate portion 11c that spreads over. Inner part 1
A packing 11 is provided between the outer peripheral surface of the boss 10a and the la 1a.
d is interposed. Further, in front of the inner portion 11a, the fixing plate 13 positioned by the snap ring 13a fitted to the outer periphery of the boss portion 10a is arranged, and between the outer periphery of the boss portion 10a and the intermediate portion 11b, respectively.
An O-ring 13b and a packing 13c are attached. These members form a hydraulic chamber A for moving the pressure plate 11 back and forth. Plate part 1
1c is a flange portion 10 of the clutch flange 10 described above.
The plate portion 11c is disposed at a position facing c.
An urging member 15 that urges the entire pressure plate 11 forward is disposed between the rear surface of the clutch flange 10 and the hub portion 10b of the clutch flange 10.

A clutch plate 12 is arranged in front of the pressure plate 11. The clutch plate 12 is provided with a damper 12a having several springs in the circumferential direction on the inner circumference side, and clutch facings 12b are attached on both the front and back sides on the outer circumference side. Inside the clutch plate 12, a one-way clutch 16 whose movement in the front-rear direction is restricted by restriction plates 12c, 12c is mounted. The one-way clutch 16 has a driven shaft S _OUT.
The inner peripheral side is fixed to a ring 16a that is serrated and coupled to the outer periphery of the. As a result, the clutch plate 12
Is supported by the driven shaft S _OUT so as to be movable back and forth, and based on the mounting direction of the one-way clutch 16,
The rotation is restricted.

Next, the structure of the second clutch 2 will be described.
The second clutch 2 has a clutch flange 10 (also used as the above-mentioned first clutch 1) and a pressure plate 21 on the drive shaft S _IN side, and the clutch plate 22 sandwiched by these members is used as the driven shaft S _OUT. Have on the side. The pressure plate 21 arranged so as to surround the clutch flange 10 is supported by the clutch flange 10 so as to be movable in the front-rear direction. Pressure plate 2
Reference numeral 1 denotes an inner portion 21a supported by the outer peripheral surface of the boss portion 10a so as to be movable back and forth, an intermediate portion 21b extending rearward from the inner portion 21a, and a portion extending the intermediate portion 21b further outward and extending forward. Plate part 21c spreading inside
Have. A packing 21d is interposed between the inner portion 21a and the outer peripheral surface of the boss portion 10a. Also the inner part 2
At the rear of 1a, a fixed plate 2 positioned by a snap ring 23a fitted to the outer periphery of the boss portion 10a.
3 are arranged, and an O-ring 23b and a packing 23c are mounted between the outer periphery of the boss portion 10a and the intermediate portion 21b. These members form a hydraulic chamber B for moving the pressure plate 21 back and forth. The plate portion 21c has a through hole through which the aforementioned boss 10d penetrates, and the flange portion 10 of the clutch flange 10 is provided.
It is arranged at a position facing c. The rear side of the hub portion 10b of the clutch flange 10 and the pressure plate 21.
A biasing member 25 that biases the entire pressure plate 21 rearward is interposed between them.

The plate portion 21 of the pressure plate 21
A clutch plate 22 is arranged inside c. The clutch plate 22 has a damper 22a having an elastic member such as rubber arranged on the inner peripheral side, and clutch facings 22b attached on both front and back sides on the outer peripheral side. The inner side of the clutch plate 22 is serration-coupled to the outer periphery of the driven shaft S _OUT . Thus the clutch plate 22 is configured to rotate integrally with the driven shaft S _OUT, it is rotatably supported front and rear by the driven shaft S _OUT.

The above-mentioned urging member 15 holds the clutch plate 12 between the flange portion 10c and the plate portion 11c in a state where the gear shifting operation is not performed. That is, the contact state of the first clutch 1 is created. Similarly, the urging member 25 holds the clutch plate 22 between the flange portion 10c and the plate portion 21c in a state where the gear shifting operation is not performed.
That is, the contact state of the second clutch 2 is created. It is the pressure oil in the hydraulic chamber A and the hydraulic chamber B that creates the disengaged state of the first clutch 1 and the second clutch 2 against the urging force of the urging members 15 and 25 in the state where there is no speed change operation. Is a hydraulic control device 30 for supplying

The hydraulic control device 30 includes the oil pump 3 respectively.
2. The hydraulic pressure supplied via the buffer tank 31 is controlled by opening and closing the clutch valves V1 and V2 based on the operation of the clutch solenoids 19 and 29, respectively, so that the oil passages 10d and 10e of the boss portion 10a of the clutch flange 10 are closed.
The pressure of the hydraulic pressure supplied to the hydraulic chamber A and the hydraulic chamber B is controlled via the above. The hydraulic control device 30 controls the on / off operation of the first and second clutches 1 and 2 by the balance between the hydraulic pressures P _A and P _B supplied to the hydraulic chambers A and B and the biasing forces of the biasing members 15 and 25, respectively. I do. The lower left table of FIG. 1 shows the operating states of the clutch valves V1, V2 and the one-way clutch 16. In the table, a circle indicates that the clutch valve V1 or the clutch valve V2 is actuated to supply the hydraulic pressure P _A or the hydraulic pressure P _B to the hydraulic chamber A or the hydraulic chamber B, and therefore the first clutch 1 (starting clutch). Or second
Indicates that the clutch 2 (shift clutch) of the first clutch 1 is disengaged.
Alternatively, it indicates that the second clutch 2 is in the contact state. Further, when the one-way clutch 16 is locked (LOCK) in the contact state of the first clutch 1, power is transmitted from the drive shaft S _IN to the driven shaft S _OUT , but when it is free (FREE), No power is transmitted.

FIG. 2 is a schematic configuration diagram of the clutch mechanism C of FIG. 1, and FIG. 3 is an operation diagram of the clutch mechanism C. The operation of the clutch mechanism C will be described with reference to these figures and the table of FIG. 1 described above. In FIG. 2, E / G is the engine and T is
/ M indicates a transmission.

When the vehicle is stopped before starting, the first and second
Both clutches 1 and 2 are in the contact state. Here, the shift switch is turned on (shift the shift lever to the 1st speed)
Then, the hydraulic pressures P _A and P _B are supplied to the hydraulic chambers A and B, and the first and second clutches 1 and 2 are brought into the contact state. Next, when you depress the accelerator, the rotation of the drive shaft S _IN first rises,
Almost at the same time, the hydraulic pressure P _A is gradually decreased, the first clutch 1 is in a half-clutch state, and based on the lock of the one-way clutch 16, the power of the drive shaft S _IN is gradually transmitted to the driven shaft S _OUT . The rotation increases. When the half-clutch state is finished and the first clutch 1 is completely in the contact state, the rotation speed of the drive shaft S _{IN and} the rotation speed of the driven shaft S _OUT become the same, and these rotation speeds are equal to each other. They both rise in number and accelerate. After the rotational speeds of both shafts have become the same, the second clutch 2 is immediately brought into the engaged state.
When increasing the number of revolutions at the same time, the second clutch 2
Can also be maintained in the disengaged state as shown by a dotted line S2 in the figure after 1-2 clutches of the first clutch 1 and before 1-2 shifts. This kind of continuation has a short time interval between them, and the control is complicated in order to perform the "contact" and "disconnect" operations within this short time. During this time, engine braking is used. Less likely to
It is performed based on the practical reasons such as the above. By omitting the "break" and "contact" operations, it is possible to simplify the control.

The first clutch 1 is kept in the contact state until the vehicle stops (or becomes a predetermined speed or less) after the half clutch is completed.

When the start acceleration is completed, the accelerator is turned off.
Then, shift 1-2. At this time, the second clutch 2 is in the disengaged state. Drive shaft S by accelerator off
The number of revolutions of _IN is drastically reduced and falls below the number of revolutions of the driven shaft S _OUT , and the one-way clutch 16 becomes free. The rotational speed of the driven shaft S _OUT gradually decreases, and then suddenly decreases at the moment of switching the shift speed, and then gradually decreases, but does not fall below the rotational speed of the drive shaft S _IN . When the accelerator is turned on after the 1-2 shift is completed, the rotation speed of the drive shaft S _IN increases rapidly. And the drive axis S
_When the rotational speed of _IN catches up with the rotational speed of the driven shaft S _OUT , the one-way clutch 16 is locked, and the rotational speeds of both shafts become the same (the synchronizing function of the first clutch 1). When the accelerator is depressed in this state, the second speed acceleration is performed. After the start of this acceleration, the second clutch 2 is brought into the contact state immediately.
At this time, since the rotational speeds of the drive shaft S _IN and the driven shaft S _OUT are synchronized, the contact operation of the second clutch 2 is
Smooth and almost no slippage or sudden connection, and of course no shift shock.

When the second speed acceleration is completed, the accelerator is turned off.
F to enter the 2-3 shift. The operations of the first and second clutches 1 and 2 and the one-way clutch 16 for the 2-3 shift and the subsequent third speed acceleration are 1-2.
The description is omitted because it is the same as the shift and the subsequent second speed acceleration. Further, the 3-2 shift during deceleration is almost the same as the 1-2 shift and the 2-3 shift described above, except that the rotational speed of the driven shaft S _OUT once increases during the shift. The description is omitted.

As described above, the first clutch 1 and the second clutch 2 described above are basically operated as shown by the solid line. That is, the first clutch 1 is in a contact state at the time of stopping and starting, and is in a disengaged state in other cases. On the other hand, the second clutch 2 is disengaged at the time of stopping and starting, and at the time of shifting. Further, the disengaged state of the second clutch 2 during shifting corresponds to the free state of the one-way clutch 16. From these things, the first when considering including the one-way clutch 16
The clutch 1 functions to make the rotational speeds of the drive shaft S _IN and the driven shaft S _{OUT the} same at the time of starting or shifting (synchronization function), while the second clutch 2 is rotation of the S _iN and the driven shaft S _OUT takes a contact state in a state of being synchronized, acceleration and deceleration and constant-speed travel to improve the transmission of power between the drive shaft S _iN and the driven shaft S _OUT To function (transmission function). During engine braking, the one-way clutch 16 of the first clutch 1 becomes free, and at this time, the second clutch operates.

By the way, what has been described above is the basic operation of the first clutch 1 and the second clutch 2 including the one-way clutch 16, and these are appropriately changed for reasons of design and practical use. You can also As an example, the second clutch 2 in FIG. 1 may be replaced by the portion indicated by the dotted line S2 in FIG. 3 as described above. Further, for example, the first clutch 1 in FIG. 1 may be indicated by the dotted line S1 in FIG. In addition, the first clutch 1 may be disengaged during the 1-2 shift. As a result, a half clutch is generated as at the time of starting, but it is possible to reduce the capacity of the first clutch 1 and make it compact. Of course, a portion similar to the dotted line S1 may be provided for 2-3 shifts and 3-2 shifts.

When S1 shown in FIG. 3 is provided, the operating condition
Causes a shock to the one-way clutch 16 during the shift
There are also things to do. In this case, release the first clutch 1.
Use the half-clutch to make contact with the clutch, as in
You can also change the slide. Similarly, the second class
When the touch 2 is also in contact, change the clutch to slip.
This will further reduce gear shift shock. <Second Embodiment> A second embodiment will be described with reference to FIGS.
It In this embodiment, the first clutch 1 of the clutch mechanism C is
Install fluid coupling 51 instead of damper 12.
Then, the power is intermittently connected through the fluid. First in FIG.
Clutch 1, second clutch, one-way clutch 1
6 shows an operation diagram of 6 and the like. Fitted with fluid coupling 51
To start, change gear, accelerate / decelerate, run at constant speed, etc.
Keep the first clutch 1 in the engaged state during driving.
Can simplify the control related to the disconnecting operation.
can do. However, even in this case, the first class
The switch 1 is left and the dotted line S is shown when braking or stopping.
As shown in 3, make sure to completely cut off power transmission.
It is good. <Third Embodiment> A third embodiment will be described with reference to FIGS.
It This embodiment is the same as the above-mentioned second embodiment.
51, instead of the first clutch 1, a drag prevention device
This is an example in which a fluid coupling 52 with function is attached.
It This fluid coupling 52 is shown in the enlarged view of FIG.
As shown, a pump 52a that rotates independently
It has a turbine 52 inside which the flow of fluid (point
Baffles 52c and blades 52d that regulate the line
Is provided. The shape of these baffles 52c is
Shape, the arrangement position, the oil flow on the blade 52d during constant rotation
It is set not to fall. This makes it possible to start
It is designed to prevent dragging (during constant speed rotation).
In addition, in the present embodiment, in the narrow sense of the meaning of the first embodiment.
The first clutch 1 is omitted, but the fluid clutch is
Pulling 52 is drive shaft S_INAnd driven shaft S _OUT Drive between
The first class in the broad sense of making intermittent transmission of power
It constitutes a switch, and is out of the spirit of the present invention.
There is no. <Embodiment 4> The embodiment 4 shown in FIG.
Instead of the damper 12a of the first clutch 1,
Install the damper 53, and add the damper for the second clutch 2.
By omitting the clutch 22a, the entire clutch mechanism C
The configuration is simplified.

[0038]

As described above, according to the present invention,
A first power transmission system and a second power transmission system are interposed between the driving member and the driven member, and further, the first clutch and the driven member (or the driving member) of the first power transmission system. ) With a one-way clutch to synchronize the rotation of the driving member and the driven member with each other, and a transmission function of transmitting power between the two shafts after the synchronization. By sharing the system and the second power transmission system, it is possible to reduce the wear of the clutch and the shift shock without performing a delicate on-off operation of the clutch with a simple configuration.

[Brief description of drawings]

FIG. 1 shows a longitudinal section showing a configuration of an upper half portion of a clutch mechanism of a first embodiment, a block diagram of a hydraulic control device, and operation tables of first and second clutches and a one-way clutch.

FIG. 2 is a skeleton diagram showing the configuration of the clutch mechanism of the first embodiment.

FIG. 3 is a diagram showing a relationship among vehicle speed, rotation speeds of a drive shaft and a driven shaft, shift operation, hydraulic pressure, and disengagement states of first and second clutches in the first embodiment.

FIG. 4 is a skeleton diagram showing a configuration of a clutch mechanism according to a second embodiment.

FIG. 5 is a diagram showing a relationship among vehicle speed, rotation speeds of a drive shaft and a driven shaft, shift operation, hydraulic pressure, and disengagement states of first and second clutches in a second embodiment.

FIG. 6 is a skeleton diagram showing a configuration of a clutch mechanism according to a third embodiment.

FIG. 7 is an enlarged sectional view of a fluid coupling according to a third embodiment.

FIG. 8 is a skeleton diagram showing a configuration of a clutch mechanism according to a third embodiment.

[Explanation of symbols]

1 1st clutch 2 2nd clutch 10 Clutch flange 11,21 Pressure plate 12,22 Clutch plate 15,25 Energizing member 16 One-way clutch 19, V1 1st hydraulic system (clutch solenoid, clutch valve) 29, V2 Second hydraulic device (clutch solenoid, clutch valve) 30 Hydraulic control device 52, 53 Fluid coupling C Clutch mechanism S _IN drive member (drive shaft) S _OUT driven member (driven shaft)

Front Page Continuation (72) Inventor Hideki Ariga 2-19-12 Sotokanda, Chiyoda-ku, Tokyo Equus Research Co., Ltd.

Claims (4)

[Claims] 1. A first power transmission system for connecting and disconnecting power via a first clutch interposed between a drive member on the prime mover side and a driven member on the transmission side, and the drive member. A second member interposed between the driven member and the driven member.
A second power transmission system for connecting and disconnecting power through the clutch, the first clutch and the driving member, or the first clutch and the driven member, and the driving member. And a one-way clutch that allows the transmission of power from the driven member side to the driven member side and shuts off the power transmission from the driven member side to the driving member side. mechanism. 2. The first power transmission system includes a first urging member that brings the first clutch into a contact state in the absence of a gear shift operation, and the first urging member in a pressure state based on the gear shift operation. A first hydraulic device for disengaging the first clutch, and the second power transmission system includes a second hydraulic device for engaging the second clutch in a non-shifting state. The clutch mechanism for a semi-automatic transmission according to claim 1, further comprising a biasing member and a second hydraulic device that disengages the second clutch in a pressurizing state based on a gear shift operation. 3. The clutch mechanism for a semi-automatic transmission according to claim 1, wherein the first clutch and the second clutch are friction clutches each having a friction engagement element. 4. The semi-automatic transmission according to claim 3, wherein the friction clutch of the first power transmission system has a fluid coupling, and transmits power through the fluid coupling. Clutch mechanism.