JPS58225244A - Gear type transmission - Google Patents

Abstract

PURPOSE:To enable to shift gears to a required gear position smoothly, by providing a one-way clutch in each power transmitting system in series with a coupling clutch a selective gear type transmission in which a plurality of power transmitting systems having a synchromesh type change-speed gear train are disposed in parallel with each other. CONSTITUTION:A transmission of this invention comprises two drive gear shafts 1, 2 disposed on the same axis with each other and a driven gear shaft 3 disposed in parallel with said axis, and the drive gear shaft 1 is connected to an output shaft 101 of an internal combustion engine 100 via a clutch means 4. This clutch means 4 includes a coupling clutch 5 and a one-way clutch 6 disposed in series with each other and a coupling clutch 7 disposed in parallel with the one-way clutch 6. On the other hand, the drive gear shaft 2 is connected to the output shaft 101 via a clutch means 9 having a coupling clutch 11 and a one- way clutch 12 disposed in series with each other and an intermediate shaft 8. With such an arrangement, gear shifting is achieved by providing the first speed to the third speed synchronizing means 50 and the second speed to the fourth speed synchronizing means 60 on the driven gear shaft 3.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a gear type transmission used in a vehicle such as an automobile, and more particularly to a gear type transmission used as an automatic transmission for a vehicle.

A gear-type transmission used in vehicles such as automobiles connects multiple power transmission systems to each other, each selectively connected to a power source such as an internal combustion engine by an individual intermittent clutch, and each having a synchronized gear train. Selection m having in parallel
There's something on the bottom of the car.

This selective gear type transmission prevents the prime mover from being disconnected from the transmission even during gear changes by controlling the synchronous meshing of the transmission gears and the engagement and engagement of the intermittent clutches provided in each power transmission system. Even during load operation of the prime mover, the gears can be changed freely, so that it can be used in combination with a control device as a fully automatic transmission for vehicles.

However, in order for such a selective gear type transmission to actually be used as a fully automatic transmission for vehicles, one of the intermittent clutches, which had previously been disconnected, must be used to prevent the prime mover from being disconnected from the transmission when changing gears. The delicate r! JJ and others control is necessary,
This related control is one of the major obstacles to putting the selective gear type transmission into practical use as a fully automatic transmission for automobiles and the like.

In view of the above-mentioned problems in the selective gear type transmission as described above, the rotational speed of the input member increases to exceed the rotational speed of the output member in series with the disengagement clutch of each power transmission system when viewed from the power transmission path. It has been considered to provide a one-way clutch that transmits power only when the vehicle is intended to be used.

As mentioned above, a gear type transmission with a built-in one-way clutch has a large amount of rotational power even if rotational power is simultaneously applied to two pairs of gears with different transmission ratios (number of driven gear teeth/number of driving gear teeth). The one-way clutch connected to the gear pair of the lower gear ratio (lower gear side) becomes free, or idling.

The driven gear shaft can be adjusted to the smaller gear ratio without locking.
In other words, the tooth width on the high gear side is rotationally driven by the gear pair, so that during upshifting, after the gear pair on the high gear side is simultaneously engaged, the intermittent clutch on the high gear side is engaged while the intermittent clutch on the low gear side is connected. By connecting , the upshift can be completed, and when a gear is set to a certain gear, the gear pair of the gear one gear lower than this is brought into synchronous meshing, and the intermittent clutch on the lower gear side is connected. By keeping the gear in this state, the downshift can be completed by simply disengaging the intermittent clutch on the high speed gear side, and responsive acceleration can be obtained during kickdown.

As mentioned above, if a one-way clutch is provided in series with the disconnection clutch of each power transmission system when viewed from the power transmission path, the above-mentioned extremely significant effects and effects can be obtained. However, the rotational speed of the drive gear shaft is During so-called coasting, where the rotational speed is faster than the engine speed, the effect of engine braking becomes ineffective.

The present invention includes a one-way clutch as described above to facilitate gear shifting, and also includes an engine brake 1/-'F9h.
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The purpose is to provide a transmission.

According to the present invention, this object includes a plurality of power transmission systems each having a pair of transmission gears between an input shaft and an output shaft,
Some of the drive gear shafts of the plurality of power transmission systems are connected in series to a one-way clutch that transmits power only when the rotational speed of the input member is about to increase beyond the rotational speed of the output member. The other power transmission system includes an intermittent clutch connected to the one-way clutch and an intermittent clutch connected in parallel to the one-way clutch, and the other power transmission system transmits power only when the rotational speed of the input member is about to increase beyond the rotational speed of the output member. This is achieved by a gear-type transmission including a one-way clutch that operates and an intermittent clutch connected in series with the one-way clutch.

According to this configuration, each of the power transmission systems includes a one-way clutch and an intermittent clutch connected in series with the one-way clutch, so that changing gears requires delicate related control of the two intermittent clutches. Moreover, since the power transmission system in the back of the plurality of power transmission systems includes another disengagement clutch in parallel with the one-way clutch, when this disengagement clutch is connected, the C The power source and the output shaft of the transmission are connected by bypassing the one-way clutch, and a strong braking effect can be obtained. An intermittent clutch, which is provided in parallel to the one-way clutch in order to obtain an engine braking effect, is not provided in each of the power transmission systems. In a gear type transmission configured to selectively achieve the first speed and the third speed by the first power transmission system, and to selectively achieve the second speed and the fourth speed by the second power transmission system, , it is sufficient that the one-way clutch is provided in parallel to the one-way clutch only in the first power transmission system so that the engine braking effect can be obtained in the first gear when the most significant engine braking effect is obtained, and the coasting clutch is provided in each power transmission system in parallel with the one-way clutch. Compared to the case where an intermittent clutch is provided, the generally required engine braking effect can be obtained without significantly increasing the size of the gear type transmission.

The invention will now be described in detail by way of example embodiments with reference to the accompanying drawings. FIG. 1 is a skeleton diagram showing one embodiment of a tooth skew type transmission according to the present invention. A gear type transmission has two driving gear shafts (input shafts) 1.2 which are arranged on the same axis and one driven gear shaft (input shaft) which is parallel to these driving gear shafts. It has an output shaft) 3.

The drive gear shaft 1 is selectively connected at one end to an output shaft 101 of an internal combustion engine 100 via a clutch device 4. The clutch device @ 4 has an intermittent clutch 5 and a one-way clutch 6 in series with each other in its power transmission path, and also has another intermittent clutch 7 for coasting in parallel with the one-way clutch 6. That is, the input member (flywheel>5a) of the intermittent clutch 5 is connected to the output shaft 101, and the output member 51 is connected to the input member 6a of the one-way clutch 6.

The one-way clutch 6 has its output member 6b connected to the driving axle 1, and is configured to enter a locked state and transmit power only when the rotational speed of the input member 68 is about to increase beyond the rotational speed of the output member 6b. It has become. That is, the one-way clutch 6 transmits power only from the input member 6a to the output member 6b. Further, the intermittent clutch 7 has an input member 7a connected to an output member 5b of the intermittent clutch 5, and an output member 7b connected to the drive gear shaft 1.

The other drive gear shaft 2 has a clutch device 9 at one end thereof.
and is selectively connected to an output shaft 101 of an internal combustion engine 100 via an intermediate shaft 8. The intermediate shaft 8 is provided so as to pass through the hub portion 5C of the output member 5b and the hollow drive gear shaft 1.2 in the axial direction thereof. The clutch device 9 includes an intermittent clutch 11 and a one-way clutch 12 in series with each other when viewed from its power transmission path. That is, the input member 11a of the intermittent clutch 11 is connected to the intermediate shaft 8, and the output portion 01 lb is connected to the input member 12a of the one-way clutch 12. The one-way clutch 12 has its output member 12b connected to the drive gear shaft 2, and becomes locked to transmit power only when the rotational speed of the input member 12a is about to increase beyond the rotational speed of the output power section 4412b. It is designed to do this. That is, like the one-way clutch 6, the one-way clutch 12 transmits power only from the input member 12a to the output member 12b.

A first speed drive gear 21, a third continuous drive gear 23, and a reverse drive gear 25 are fixed to the drive gear shaft 1, respectively. Further, a second continuous drive gear 22 and a fourth speed drive gear 24 are each fixed to the drive gear shaft 2.

The driven gear shaft 3 includes driven gears 31 for first to fourth speeds.
- 34 are rotatably provided, and these driven gears are always in mesh with drive gears 21 - 24 having the same speed.

Further, the driven gear shaft 3 is provided with a first speed-third speed synchronizer 5.
0 and a second speed-fourth speed synchronizer 60 are provided. These synchronizers 50 and 60 are each of a well-known inertia lock type known as a Borgwana synchromesh device, and include clutch hubs 51 and 61 fixed to the driven gear shaft 3, and a first
Gear pieces 52 and 53 are integrally provided on each of the continuous driven gears 31 and 33, and the gear pieces 52 and 53 are integrally provided on each of the second and fourth driven gears 32 and 34. The synchronizer 50 includes gear pieces 62, 63 and synchronizer sleeves 54, 64, and the synchronizer 50 selectively connects either the first driven gear 31 or the third driven gear 33 to the driven gear shaft. 3 in a power transmission connection relationship, and the synchronizer 60 selectively connects either the second speed driven gear 32 or the fourth drive gear 34 to the driven gear shaft 3 in a power transmission relationship. It is supposed to be done.

A synchronizer sleeve 54 of the synchronizer 50 is integrally provided with a reverse driven gear 35 . An intermediate gear 27 provided on the shaft 26 so as to be slidable and rotatable in the axial direction of the shaft 26 is selectively engaged with the reverse driven gear 35 and the reverse driving gear 25.

Further, the driven gear shaft 3 is provided with one output gear 36, and this output gear 36 is always meshed with an input gear (ring gear) 38 of a differential gear device 37. The differential m-wheel arrangement 37 is of a type known per se and comprises two pairs of bevel gears 39.4o and 41.42, of which one pair of gears 0139.40 is rotatable by a shaft 43 into a case 44. The other pair of bevel gears 41 and 42 mesh with the bevel gears 39 and 40, respectively, and are connected to left and right output shafts 45 and 46.

The gear type transmission configured as described above includes a clutch device 4.
．． 9 and the synchronizer 50, 60 are connected or engaged in combinations shown in the table below, thereby achieving four forward speeds and one reverse speed.

In the table, ◎ indicates a member that is connected or engaged and actually works, O indicates a member that is connected or engaged but does not work, and Δ indicates that the accelerator pedal is released due to engine braking, for example. ☆ indicates a one-way clutch that is locked when the engine is driving, and 11★ indicates a one-way clutch that is free when the engine is driving.

In the neutral stage, all the intermittent clutches 5.7.11 are in a disconnected state. At this time, the synchronizer 60 is in a neutral state, but in preparation for achieving the first gear, the synchronizer sleeve 54 of the synchronizer 50 is engaged with the gear piece 52, and the first linked driven gear 31 is connected to the driven gear. It may be connected to the shaft 3 in a power transmission relationship.

To change the gear from the neutral gear to the first gear, that is, to start the vehicle, if the connection of the first continuous driven gear 31 to the driven gear shaft 3 is completed in the neutral gear, the intermittent clutch 5 is activated. This is done only by connecting the When the intermittent clutch 5 is connected, the one-way clutch 6 is locked by the engine drive, and the rotational power of the internal combustion engine 100 is transmitted to the drive gear shaft 1 via the output shaft 101, the intermittent clutch 5, and the one-way clutch 6. Even more than this, the first
The signal is transmitted to the driven gear shaft 3 via the first speed gear pair consisting of the continuous drive gear 21 and the first speed driven gear 31 and the synchronizer 50, thereby achieving the first speed.

In the first gear, when the accelerator pedal of the internal combustion engine 100 is released, the intermittent clutch 7 is connected, so that the drive gear shaft 1 bypasses the one-way clutch 6 and the output shaft of the internal combustion engine 100 101, which puts the engine braking effect in place.

Switching from the first gear to the second gear, that is, upshifting, is possible if the intermittent clutch 7 is connected at this time.
After cutting this, the synchronizer sleeve 64 of the Shinmoro system H60 is engaged with the gear piece 62, the second continuous driven gear 32 is connected to the driven gear shaft 3 in a rotational power transmission relationship, and then the intermittent clutch 11 is connected. This is done by

When the intermittent clutch 11 is connected as described above, the one-way clutch 12 is locked by the engine drive, and the rotational power of the internal combustion engine 100 is transmitted through the output shaft 101, the intermediate shaft 8, the intermittent clutch 11, and the one-way clutch 12 to the drive gear. The signal is transmitted to the shaft 2, and from this, the second continuous gear pair consisting of the second speed drive gear 22 and the second speed driven gear 32, and the synchronizer 60 are transmitted to the driven gear 3. Second gear is achieved.

During this upshift, if the disengagement clutch 7 is in the connected state, the disengagement clutch 7 is disengaged before the disengagement clutch 11 is connected, but the disengagement clutch 5 is maintained in the connected state, and the synchronizer @ 50, the first speed driven tooth 1i31 is kept in the first speed state where the first speed driven tooth 1i31 is connected to the driven gear shaft 3 in a rotational power transmission relationship. In this second speed, if the output rotation speed of the transmission is constant, the rotation speed of the internal combustion engine 100 decreases in accordance with the decrease in the reduction ratio compared to the first speed, and the drive gear shaft 1 Since it rotates at a lower speed than the output shaft 101, at this time the intermittent clutch 5 is in the connected state as described above, and the drive gear shaft 1 is connected to the intermittent clutch 5.
Even if the one-way clutch 6 is connected to the internal combustion engine 100 via the one-way clutch 6, the one-way clutch 6 becomes free and idles, so that the gear type transmission does not become locked, and the second gear is not activated. To establish.

When changing the gear from the second gear to the first gear, that is, downshifting, the intermittent clutch 5 is in the connected state, and the first gear driven gear 31 is connected to the driven gear shaft by the synchronizer W50. 3 is maintained in the first gear state connected in a rotational power transmission relationship, this can be achieved only by disengaging the intermittent clutch 11. If this downshift is a kickdown, the rotation speed of the internal combustion engine 100 increases as the accelerator pedal is depressed, and when the rotation speed of the internal combustion engine 100 is about to exceed the rotation speed of the drive gear shaft 1, the one-way clutch 6 is activated to drive the engine. becomes locked by
Rotational power is now transmitted through the first gear.

To upshift from the second gear to the third gear, the disengagement clutch 11 and the synchronizer 60 are left in the state of the second gear, the disengagement clutch 5 is disengaged, and then the synchronizer sleeve of the synchronizer 50 is disengaged. 54 to gear piece 5
3, and the first connected driven gear 31''
This is achieved by connecting the speed driven gear 1133 to the driven gear shaft 3 in a rotational power transmission relationship and reconnecting the intermittent clutch 5 after this operation is completed. At this time, the one-way clutch 6 is in a locked state driven by the engine, and power is transmitted through the third gear pair consisting of the third-speed driving gear 23 and the third-speed driven gear 33. In addition, at this time, one-way clutch 12
becomes free.

Furthermore, in the third gear stage, the intermittent clutch 7 is selectively connected, so that an engine braking effect can be produced.

Downshifting from the third gear to the second gear is achieved only by disengaging the intermittent clutch 5, since the intermittent clutch 11 and synchronizer 60 remain in the second gear state at this time. be done. It should be noted that if the disengagement clutch 7 is in the connected state during this downshift, the disengagement clutch 7 is also disengaged at the same time as the disengagement clutch 5 is disengaged.

Upshifting from the 3rd gear to the 4th gear is performed by disengaging the intermittent clutch 7, if it is connected at this time, and then leaving the intermittent clutch 5 and the synchronizer 50 in the 3rd gear state. to disconnect the intermittent clutch 11, then engage the synchronizer sleeve 64 of the synchronizer 60 with the gear piece 63, and replace the second speed driven tooth skewer 32 with the fourth gear driven gear 34. This is achieved by connecting the clutch 11 to the shaft 3 in a rotational power transmission relationship and reconnecting the disconnection clutch 11 after this operation is completed. At this time, the one-way clutch 12 is in a locked state due to engine drive, and power is transmitted via the fourth gear pair consisting of the fourth gear drive gear 24 and the fourth gear driven gear 34. Incidentally, at this time, the one-way clutch 6 is in a free state.

Shifting down from the fourth gear to the third gear is possible by simply disengaging the intermittent clutch 11, since the intermittent clutch 5 and the synchronizer @50 remain in the state of the third gear. achieved.

To achieve the reverse gear from the neutral gear, the synchronizer 50 is brought into the neutral state, and then the reverse intermediate gear 26 is simultaneously engaged with both the reverse drive gear 25 and the reverse driven gear 35.
After that, the disconnection clutch 5 is connected. At this time, the rotational power of the internal combustion engine 100 is transferred to the output shaft 10.
1, the transmission is transmitted to the intermittent clutch 5, the one-way clutch 6, and the drive gear shaft 1, and then further passed through the synchronizer 50 and the reverse gear train consisting of the reverse drive gear 25, intermediate gear 26, and reverse driven gear 35. It is transmitted to the drive gear shaft 3. Incidentally, when traveling in reverse, the intermittent clutch 7 is also connected in order to extend the life of the one-way clutch 6.

FIGS. 2 to 8 each show other embodiments of the gear type transmission according to the present invention. In FIG. 2, parts corresponding to those in FIG. 1 are designated by the same reference numerals as in FIG.

In the embodiment shown in FIG. 2, the disconnection clutch 7 is omitted, and the disconnection clutch 11 and the one-way clutch 12 are connected in parallel between the drive gear 2 and the intermediate shaft 8 for coasting. 13 are provided. This intermittent clutch 13 has its input portion U13a connected to the intermediate shaft 8, and its output member 13b directly connected to the drive gear shaft 2.

In this embodiment, when the gear stage is set to the second gear or the fourth gear, the disconnection clutch 13 is connected, thereby creating a state in which an engine braking effect can be produced.

In the embodiment shown in FIG. 3, the driving gear shaft 2 is directly connected to the output shaft 101, and another driven gear shaft 14 is provided concentrically with the driven gear shaft 3. . The driven gear shaft 3 has first and third speed driven gears 31 and 3.
3 and a synchronizer 50 are provided, and the driven gear shaft 14
are provided with driven tooth skewers 32, 34 for second speed and fourth speed and a synchronizer device 60, and the driven gear shafts 3 and 14 are selectively connected by a clutch device 9. . The clutch device 9 is not provided with an intermittent clutch parallel to the one-way clutch 12, but the clutch device 4 is provided with an intermittent clutch 7 for coasting in parallel with the one-way clutch 6. ．． stomach.

. 11 Therefore, in this embodiment, similarly to the embodiment shown in FIG. A situation that can occur.

FIG. 4 is a modification of the embodiment shown in FIG. 3, in which the output shaft 101 of the internal combustion engine 100, the clutch device 4, and the drive gear 2 are connected via a hydraulic torque converter 70 with a direct coupling clutch. .

The hydraulic torque converter 70 with a direct coupling clutch includes a pump impeller 71, a turbine runner 72, and a stator 73.
The pump impeller 71 is connected to the output shaft 101, and the turbine runner 72 is connected to the input shaft of the clutch device 4. It is connected to the member 5a and the drive tooth width shaft 2. The IC stator 73 is connected to a fixed support member 76 via a one-way clutch 75.
more supported.

In this embodiment, the direct coupling clutch 74 is connected in the second to fourth gears, so that power is transmitted in substantially the same way as in the embodiment described above in these gears. However, in the first gear and reverse gear, the direct coupling clutch 7
4 is disconnected, and the rotational power of the internal combustion engine 100 is transmitted via the hydraulic torque converter 70. This allows the vehicle to move forward and backward smoothly without requiring delicate latch operations.

In this embodiment as well, the clutch device 9 is not provided with an intermittent clutch in parallel with its one-way clutch 12, but the clutch device 4 is provided with a one-way clutch 7 for coasting in parallel with its one-way clutch 6. is provided.

In the embodiment shown in FIG. 5, a drive gear shaft 2 is provided parallel to the drive gear shaft 1, which drive gear shaft includes a clutch device 9 and mutually meshed gear wheels 15, 16, 17 and It is connected to an output shaft 101 via an intermediate shaft 8. 1st
The speed to fourth drive gears 21 to 24 are each connected to the drive gear shaft 1.
or 2, and these drive gears are provided on the drive gear shaft, and the 1c synchronizer 50 or 60
is selectively connected to the drive gear shaft 1 or 2 in a rotational power transmission relationship. A common driven gear 47 for the first and second gears, a common driven gear 48 for the third and fourth gears, and a reverse driven tooth medium 35 are fixed to the driven gear shaft 3, respectively. ing. The driven gear 47 has the first gear 21 and the second gear 22 meshing with each other at the same time, and the driven gear 48 has the third gear 23 and the fourth gear 24 simultaneously meshing with each other. They mesh with each other. Further, the synchronizer sleeve 54 of the synchronizer 50 is integrally provided with a reverse driving gear 25.

In this embodiment as well, the clutch device 5.9 and the synchronizer device @50.60 are connected or engaged in the combinations shown in the table above, so that the embodiment shown in FIG. As in the example, four forward speeds and one reverse speed are achieved, and the clutch device 4 is provided with an intermittent clutch 7 for coasting in parallel to its one-way clutch 6. An engine braking effect can be obtained in the first gear or the third gear.

Further, FIG. 6 is a modification example of the embodiment shown in FIG.
Similar to the embodiment shown in FIG. 4, a hydraulic torque converter 70 with a direct coupling clutch is provided. The gear train in the embodiment shown in FIG. 6 is substantially identical to the gear train in the embodiment shown in FIG. In the embodiment shown in FIG. 6, the same effects as those of the embodiment shown in FIG. 4 can be obtained.

In the embodiment shown in FIG. 7, a drive gear shaft 1 is connected to a turbine runner 72 of a hydraulic torque converter 70 via a clutch device 4 and an intermediate shaft 10, and the drive gear shafts 2 are in mesh with each other. It is connected to a turbine runner 72 of a hydraulic torque converter 70 via gears 15, 16, 17 and a clutch device 9. The gear 16 is rotatably mounted on the driven gear shaft 3 and is selectively connected to the driven gear shaft 3 in a rotational power transmission relationship by a synchronizer 80 . The synchronizer 80 is
□Clutch hub 8 fixed to the driven gear shaft 3;
It includes a gear piece 82 fixed to a one-tooth skewer 47 and a synchronizer sleeve 83, and the synchronizer sleeve 83 is integrally provided with a reverse driven gear 35.

In such an embodiment, the clutch device @4.9 and the synchronizer device 50,60 are connected or engaged in the combinations shown in the table above, so that the first to fourth gears can be changed.
A gear and a reverse gear are achieved, and a fifth gear is achieved by engaging the synchronizer 80 and connecting the intermittent clutch 11.

In this embodiment as well, the clutch device @4 has a coasting intermittent clutch 7 in parallel with its one-way clutch 6.
By providing this, an engine braking effect can be obtained in the first gear or the third gear.

In the embodiment shown in FIG. 8, the drive gear shaft 2 is connected to a turbine runner 72 of a hydraulic torque converter 70 via mutually meshed gears 15, 16, 17, a clutch device 9 and an intermediate shaft 8. ing. The drive gear shaft 1 is rotatably provided with a fifth drive gear 28 in addition to the first and third drive gears, and the drive gear shaft 2 is rotatably provided with a fifth drive gear 28 in addition to the second and fourth drive gears. A sixth speed drive tooth medium 29 is rotatably provided. Also, the driven gear shaft 3 has a fifth
A driven gear 49 is fixed that meshes with the speed and sixth speed drive gears 28, 29 at the same time.

The fifth speed drive gear 28 is selectively connected to the drive gear shaft 1 in a rotational power transmission relationship by a synchronizer 80, and the sixth speed drive gear 29 is selectively connected to the drive gear shaft 2 by a synchro device 90. It is designed to be connected in a power transmission relationship. Synchronizers 80 and 90 include clutch hubs 8 fixed to drive gear shaft 1 and drive gear shaft 2, respectively.
1 and 91, gear pieces 82 and 92 fixed to the fifth speed river drive gear 28 and the sixth continuous drive gear 29, and synchronizer sleeves 83 and 93, and the synchronizer sleeve 83 includes the reverse drive gear 25. It is installed in one piece.

In this embodiment, there are six forward speeds and one reverse speed, and the clutch device 4 is provided with a coasting intermittent clutch 7 in parallel to its one-way clutch 6, so that the first An engine braking effect can be obtained in gear, third gear, and fifth gear.

FIG. 9 shows still another embodiment of the gear type transmission according to the present invention. The gear type transmission in this embodiment has three driving gear shafts 201, 202, and 203 concentric with each other, and one driven gear shaft 204 that is parallel to these driving gear shafts. have.

At one end of the drive gear shaft 201, a one-way clutch 212 and an intermittent clutch 213 are connected in series when viewed from the power transmission path, and a coasting intermittent clutch 214 is provided in parallel to the one-way clutch 212 and the intermittent clutch 214 are connected to the hydraulic torque converter 20.
5 turbine launch 207. The hydraulic torque converter 205 is itself well-known and includes a pump impeller 206, a turbine runner 207, and a stator 208, and the fluid pumped as the pump impeller 2060 rotates is composed of the pump impeller, turbine runner, and stator. It is designed to circulate through a truss-shaped annular passage.

The pump impeller 206 connects the intermittent clutch 210 to the output shaft 101 of the internal combustion engine 100. I! tied together. Further, the stator 208 is supported by a fixed support member 211 via a one-way clutch 209.

The drive gear shaft 202 is connected at one end to the output shaft 101 of the internal combustion engine 100 via a one-way clutch 240 and an intermittent clutch 241, which are connected in series when viewed from the power transmission path. On the other hand, it is connected to the output shaft 101 via another coasting intermittent clutch 242 provided in parallel.

The other driving gear shaft 203 is connected to the output shaft 101 via a one-way clutch 243 and an intermittent clutch 244 when viewed along the power transmission path.

One-way clutches 212, 240 and 243 both have their input members 212a, 240a and 243a;
'b and 2243b, only when the rotational speed is about to increase beyond that, it becomes locked and transfers from those input members to the output member, immediately t51! Rotational power is transmitted from the Fi clutch to the drive gear shaft.

A first speed drive gear 221 and a reverse drive gear 226 are each fixed to the drive gear shaft 201 .

The drive gear shaft 202 includes a second speed drive gear 222 and a fourth speed drive I! fi skewers 224 are each fixed.

A third speed drive gear 223 and a fifth continuous drive gear 225 are each fixed to the drive tooth center shaft 203 .

The driven gear shaft 204 has a driven IJJ for 1st speed to 5th speed.
M wheels 231 to 235 are each rotatably provided, and these driven gears are driven by driving gears 221 to 22 having the same speed.
5. They are always meshing with each other.

In addition, the driven gear shaft 204 is provided with a first synchronizing synchronizer 25.
0 and 2nd speed - 4th speed synchronizer 260 and 3rd speed - 5th speed
A speed synchronizer @270 is provided. The first synchronizer 250 includes a clutch hub 251 fixed to the driven gear shaft 204, a gear piece 252 provided on the first driven gear 231, and a synchronizer sleeve 253. The toothed skewer 231 is selectively coupled to the driven gear shaft 204 in a power transmission relationship. The second speed-fourth speed synchronizer 260 includes a clutch hub 261 fixed to the driven gear shaft 204,
2nd speed driven gear 232 and 4th speed driven gear 23
The drive gear shaft 204 includes driven gears 262 and 263 provided in each of the gears 262 and 263, and a synchronizer sleeve 264. It is designed to be connected in a power transmission relationship. Further, the third speed-fifth gear synchronizer 270 includes a clutch hub 271 fixed to the driven gear shaft 204, and a gear piece provided on each of the third gear driven gear 233 and the fifth driven gear 235. 272.
273 and a synchronizer sleeve 274, so as to selectively connect either the third speed driven tooth skewer 233 or the fifth speed driven gear 235 to the driven gear shaft 204 in a power transmission relationship. It has become.

Further, a reverse driven gear 236 is fixed to the driven gear shaft 204. An intermediate gear 228, which is provided on the shaft 227 so as to be slidable and rotatable in the axial direction of the shaft 227, is selectively engaged with the reverse driven gear 236 and the reverse drive gear 226.

Further, a gear 237 is fixed to the driven gear shaft 204, and this gear 237 is connected to the gear 2 fixed to the output shaft 238.
It meshes with 39.

In the gear type transmission configured as described above, the connection or engagement of the intermittent clutch 210.213.214.241.242.244 and the synchronizer 250.260.270 is as shown in the table below. By doing so, five forward speeds and one reverse speed are achieved.

In the table, ◎ indicates a member that is connected or engaged and actually works, and O indicates a member that is connected or engaged but is actually working! 1. Components that do not have 1. △ indicates an intermittent clutch that connects only when the accelerator pedal is released for engine braking, ☆ indicates a one-way clutch that is locked when the engine is driven, and ★ indicates a free state when the engine is driven. The figure shows a one-way clutch.

In the neutral stage, all the disengagement clutches 210.213.
214.241 and 242.244 are in a disconnected state.

To change the gear from the neutral gear to the first gear, that is, to start the vehicle forward, first, the synchronizer sleeve 253 of the synchronizer 250 is engaged with the gear piece 252, and the first driven gear 251 is connected to the driven gear shaft. 204 in a rotational power transmission relationship, and then the disconnection clutches 210 and 213 are connected. Intermittent clutch 210.21
3 is connected, the rotational power of the internal combustion engine 100 is transmitted to the pump impeller 206 of the hydraulic torque converter 205, and when the accelerator pedal of the internal combustion engine 100 is depressed and its rotational speed reaches a predetermined value, internal combustion engine 1
The rotational power of 00 is transmitted to the driving gear shaft 201 via the intermittent clutch 210, the hydraulic torque converter 205, the intermittent clutch 213, and the one-way clutch 212, and from this, it is further transmitted to the first speed driving gear 221 and the first continuous driven gear 2.
The signal is transmitted to the driven gear shaft 204 via the first speed gear pair 31 and the synchronizer 250, thereby causing the vehicle to start moving forward in the first speed.

In the first gear, when the accelerator pedal of the internal combustion engine 100 is released, the intermittent clutch 214 is connected and the drive gear shaft 1 is connected to the one-way clutch 21.
2 and is drive-coupled to the internal combustion engine 100 via the hydraulic torque converter 205, whereby an engine braking effect can occur.

To change the gear from the first gear to the second gear, that is, to upshift, the disengagement clutch 210, 213 and the sink 0 device 250 remain in the first gear, and the synchronizer sleeve 264 of the synchronizer 260 is shifted to the gear piece. 262, and the second continuous driven gear 232 is connected to the driven gear shaft 20.
4 in a rotational power transmission relationship, and then the disconnection clutch 241 is connected. When the intermittent clutch 242 is connected as described above, the one-way clutch 2
12 is in a free state and idles, but the one-way clutch 240 is in a locked state due to engine drive.
The rotational power of the internal combustion engine 100 is transmitted to the drive gear shaft 202 via the output shaft 101, the intermittent clutch 241, and the one-way clutch 240, and further from this to the second speed drive gear shaft 22.
The signal is transmitted to the driven gear shaft 204 through the second speed gear pair consisting of the second connected driven gear 232 and the synchronizer 260, thereby achieving the second speed.

In this second gear stage, an engine braking effect can be obtained by connecting the intermittent clutch 242.

At this time, the intermittent clutches 210 and 214 are connected, and the first gear driven gear 231 is switched to the first gear by the synchronizer 250. This can be achieved only by disengaging the intermittent clutch 241 because it remains connected to the driven gear shaft 204 in a rotational power transmission relationship. Upshifting from the second gear to the third gear leaves the intermittent clutch 241 and the synchronizer 260 in the second gear, engages the synchronizer sleeve 274 of the synchronizer 270 with the gear piece 272, and This is achieved by connecting the third continuous driven gear 233 to the driven gear center shaft 204 in a rotational power transmission relationship, and connecting the intermittent clutch 244 after this operation is completed. At this time, the one-way clutch 240 is in a free state, the one-way clutch 243 is in a locked state by engine drive, and the internal combustion engine 1000 is in a locked state.
The rotational power is transmitted to the drive gear 203 via the output shaft 101, the intermittent clutch 244, and the one-way clutch 243.
From this, a third gear pair and synchronizer 2 including a third gear drive gear 223 and a third gear driven gear 233
70 to the driven gear shaft 204, thereby achieving the third gear. )
1. Furthermore, when upshifting from 2nd gear to 3rd gear,
Disconnect clutches 210 and 214, and return synchronizer sleeve 253 to the neutral position. At this time, no rotational power is transmitted to the hydraulic torque converter 205, and the power loss in the hydraulic torque converter becomes substantially zero.

In order to downshift from the third gear to the second gear, the disengagement clutch 241 and the synchronizer 260 remain in the second gear state.
This can only be accomplished by cutting.

To upshift from the third gear to the fourth gear, the disengagement clutch 244 and the synchronizer 270 are left in the third gear state, the disengagement clutch 241 is disengaged, and then the synchronizer sleeve of the synchronizer 260 is disengaged. 264 is engaged with the gear piece 263, and the fourth continuous driven gear 23
4 is connected to the driven gear shaft 204 in a rotational power transmission relationship,
This is achieved by reconnecting the disconnection clutch 241 after this operation is completed. At this time, the one-way clutch 240 is in a locked state due to engine drive, and the fourth gear drive gear 224 and the fourth gear driven gear 234
Power is transmitted via a fourth gear pair.

Note that at this time, the one-way clutch 243 is in a free state. Also, in this fourth gear, the intermittent clutch 242
When connected, an engine braking effect can be achieved.

Downshifting from the fourth gear to the third gear is achieved by simply disengaging the intermittent clutch 241 because the intermittent clutch 244 and synchronizer 270 remain in the third gear state. This is achieved by

To upshift from the fourth gear to the fifth gear, the disengagement clutch 241 and the synchronizer 260 are left in the state of the fourth gear, and the disengagement clutch 244 is disengaged, and then the synchronizer sleeve 274 of the synchronizer 270 is is engaged with the gear piece 273, and the fifth continuous driven gear 235
This is achieved by transmitting the rotational power to the driven gear shaft 204 in a rotational power transmission relationship and reconnecting the disconnection clutch 244 after this operation is completed. At this time, the one-way clutch 243 is in a locked state due to engine drive.
Rotational power is transmitted through a gear pair consisting of the fifth speed drive gear 225 and the fifth continuous driven gear 235. Note that at this time, the one-way clutch 240 is in a free state.

Downshifting from the fifth gear to the fourth gear is achieved only by disengaging the intermittent clutch 244, since the intermittent clutch 241 and synchronizer 260 remain in the fourth gear state. Ru.

To switch from the neutral gear to the reverse gear, that is, to start the vehicle in reverse, the synchronizer 250 is brought into the neutral state, and then the reverse intermediate gear 228 is simultaneously engaged with both the reverse drive gear 226 and the reverse driven gear 236. , by connecting the master clutch 210. At this time, the internal combustion engine 10
The rotational power j of 0 is generated by the output shaft 101, the intermittent clutch 210, the hydraulic torque converter 205. Drive gear shaft 2
01, the signal is transmitted to the driven gear shaft 204 via the reverse drive gear 226, the intermediate gear 228, the reverse driven gear 236, and the synchronizer 250. During this backward movement, the intermittent clutch 214 may also be connected.

In this embodiment, as described above, the engine braking effect is obtained in the first, second, and fourth gears by the disengagement clutch 214 and the disengagement clutch 242.

[Brief explanation of the drawing]

1 to 9 are skeleton diagrams showing embodiments of a gear type transmission according to the present invention. 1.2... Drive gear shaft, 3... Driven gear shaft, 4...
... Clutch device, 5... Intermittent clutch, 6... One-way clutch, 7... Intermittent clutch, 8... Intermediate shaft, 9... Clutch device, 10... Intermediate shaft, 11
...intermittent clutch, 12...one-way clutch,
13... Intermittent clutch, 14... Driven gear shaft, 1
5.16.17... Gear, 21... First continuous drive gear, 22... Second continuous drive gear, 23...
・3rd continuous drive gear, 24 411th continuous drive gear, 25
...Reverse drive gear, 26...shaft. 27... Intermediate gear, 28... Third continuous drive gear, 2
9... Sixth continuous drive gear, 31... First continuous driven gear 32... Second continuous driven gear, 33... Third continuous driven gear, 34... Fourth continuous driven gear. Drive gear, 35・
...Reverse driven gear, 36...Output gear, 37...
・Differential gear device, 38...Input gear, 39-42...
・Bevel gear, 43...shaft, 44...case, 45.4
6...Output shaft, 47~4...Driven gear, 50.
... Synchronizer device, 51 ... Clutch hub, 52.5
3... Gear piece, 54... Synchronizer sleeve, 60... Synchronizer, 61... Clutch hub, 62.63... Gear piece, 64... Synchronizer sleeve, 70... Fluid with direct coupling clutch type torque converter, 71... pump impeller, 72... turbine runner, 73... stator, 74... direct coupling clutch, 75... one-way clutch, 76... fixed support member, 80... Synchronizer device, 81...Clutch hub, 82...Gear piece, 83...Synchronizer sleeve, 90...Synchronizer device, 91...
Clutch hub, 92... Gear piece, 93... Synchronizer sleeve, 100... Internal combustion engine. 101... Output shaft, 201-203... Drive gear shaft. 204... Driven gear shaft, 205... Fluid torque converter, 206... Pump impeller, 207...
・Turbine launch, 208... Stator, 209...
・One-way clutch, 210... Intermittent clutch, 2
11...Fixed support part U, 212...One-way clutch. 213.214... Intermittent clutch, 221... First
Speed drive gear, 222...Second continuous drive gear, 223
... 3rd continuous drive gear, 224... 4th speed drive tooth weight. 225... 5th speed drive gear, 226... Reverse drive gear, 227... Shaft, 228... Intermediate gear, 23
DESCRIPTION OF SYMBOLS 1... 1st speed driven gear, 232... 2nd continuous driven gear, 233... 3rd continuous driven gear, 234...
... Driven gear for 4th speed, 235... Driven gear for 5th speed. 236... Reverse driven gear, 237... Gear, 2
38... Output shaft, 239... Gear, 240... One-way clutch, 241. ．． 242... Intermittent clutch, 243... One-way clutch, 244... Intermittent clutch. 250... Synchronizer device, 251... Clutch hub. 252... Gear piece, 253... Synchronizer sleeve, 260... Synchronizer device, 261... Clutch hub, 262.263... Gear piece, 264
...Synchronizer sleeve, 270...Synchronizer device. 271...Clutch hub, 272.273...Gear piece, 274...Synchronizer sleeve Patent applicant Toyota Motor Corporation Agent
Patent Attorney Masaaki Akashi (Self)
Procedural amendment entry 1, case description 1982 patent application No. 1107086 2
, Name of the invention Gear type transmission 3, Relationship with the case of the person making the amendment Patent applicant address 1, Toyota-cho, Toyotafu, Aichi Prefecture Name (3)
20) l-Yota Automatic Kushi Co., Ltd. 4, Agent Address: 3rd floor, Kayabacho Nagaoka Building, 1-5-19 Shinkawa, Chuo-ku, Tokyo 104 Telephone: 551-41716 Number of inventions increased by amendment 07. Amendment Target: Drawing 8, Contents of amendment: Figure 9 of the drawings will be corrected as shown in the attached figure.

Claims (1)

[Claims] It has a plurality of power transmission systems each having a pair of speed change gears between an input shaft and an output shaft, and some of the power transmission systems among the plurality of power transmission systems are such that the rotational speed of the input member is equal to or higher than that of the output member. The other power transmission system includes a one-way clutch that transmits power only when the rotational speed is to be increased beyond the rotational speed of is a gear type that includes a one-way clutch that transmits power only when the rotational speed of the input member is about to increase beyond the rotational speed of the output member, and an intermittent clutch connected in series to the one-way clutch.