JP2002317860A - Automatic transmission - Google Patents

Abstract

(57) [Problem] To provide an automatic transmission and a manual transmission that share parts used for each unit to reduce the cost of the transmission and improve the assemblability. SOLUTION: An input shaft 9 having driving gears 31a to 36a and 47, and an output shaft 1 having driven gears 31b to 36b.
0, an input clutch 27 for transmitting and disconnecting power to and from the input shaft 9, and bypass clutches 41 and 42 for engaging and disengaging the input shaft 9 and the output shaft 10,
An automatic transmission in which a shift operation is performed by the switching mechanisms 51 to 53 by an actuator, the input clutch module 89 accommodating the input clutch 27, and the bypass clutch 4
Bypass clutch module 90 accommodating 1, 42
And the drive gears 31a, 32a, 34a, 35a, the driven gears 31b, 32b, 34b, 35b, and the switching mechanism 5.
A transmission is constituted by the transmission module 91 accommodating the transmissions 1 and 52, and the transmission module 91 is shared with the manual transmission.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission mounted on an automobile.

[0002]

2. Description of the Related Art As a transmission mounted on an automobile, there are a manual transmission for performing a shift operation by a manual operation of a driver and an automatic transmission for performing an automatic shift according to a preset shift pattern.

A manual transmission (MT) has an input shaft connected to a prime mover and having a plurality of drive gears mounted thereon, and an output shaft provided with a plurality of driven gears paired with the drive gears and connected to drive wheels. And a plurality of speed change gear trains are provided between the input shaft and the output shaft. In this MT, after the input clutch is disengaged at the time of shifting, the switching of a gear pair for transmitting power is manually switched from a plurality of transmission gear trains by a switching mechanism such as a synchromesh mechanism, and the input clutch is connected. As a result, a speed change operation, that is, a shift change is performed.

If the shift change and input clutch operation are performed by a shift actuator operated by hydraulic pressure, an automatic transmission based on the configuration of a manual transmission can be obtained. This type of automatic transmission with multiple gear trains (Automated Manual Transmissio
n. AMT is an automatic transmission mechanism that has a reduced number of parts compared to a normal torque converter type automatic transmission (AT) that has a planetary gear and the like in its automatic transmission mechanism, is easy to reduce the weight, and has a transmission efficiency of the drive system. Is high.

The AMT type automatic transmission includes:
As disclosed in Japanese Patent Application Laid-Open No. 2000-65199, a plurality of gear trains, a switching mechanism that switches between the gear trains, and a shift speed configured by a bypass clutch and a gear train are changed in accordance with an operation state. Automatic transmissions with automatic control have been developed.

[0006]

In a torque converter type automatic transmission having a planetary gear and a manual transmission, members constituting the transmission are different from each other. could not.

The AMT type automatic transmission has a plurality of gear trains and a switching mechanism for switching the gear trains to change gears, and can use parts common to the manual transmission. However, in the configuration of the conventional AMT type automatic transmission, only the parts are shared, and the sharing is limited.

An object of the present invention is to share parts for an automatic transmission and a manual transmission for each assembly, thereby reducing the cost of the transmission and improving the ease of assembly.

[0009]

The automatic transmission according to the present invention comprises:
An input clutch module including an input clutch that switches between a state in which the power of the prime mover is transmitted to a main input shaft portion and a state in which the power is transmitted to the main input shaft portion, and a clutch case that houses the input clutch; A first input shaft provided with a plurality of driven gears that mesh with the drive gears to form a transmission gear train, and a switching mechanism that switches the transmission gear train for transmitting power; A transmission module comprising: a transmission case accommodating the main input shaft and the first output shaft; and an input shaft rotating integrally with the main input shaft and the main input shaft. From the second output shaft that rotates integrally with the first output shaft.
A bypass clutch that transmits torque to the output shaft portion while controlling connection and disconnection in synchronization with the switching operation of the transmission gear train during gear shifting, and a bypass clutch case that houses the bypass clutch. And a clutch module, wherein the transmission module is shared with a manual transmission.

[0010] The transmission of the present invention is characterized in that the bypass module houses a hydraulic control device for operating the bypass clutch.

[0011]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a skeleton diagram showing an automatic transmission according to an embodiment of the present invention, and FIG.
It is a skeleton diagram which shows the meshing state of the gear seen from the -A line direction. The automatic transmission is connected to a prime mover 8 and has an input shaft 9 and an output shaft 10 parallel to the input shaft 9 and connected to driving wheels. The input shaft 9 is a main input shaft portion 11
And the first input shaft portion 12 and the second input shaft portion 13 and rotate integrally, and the output shaft 10 is formed by the first output shaft portion 10a and the second output shaft portion 10b. They rotate together. The input shaft 9 and the output shaft 10 face the direction of travel of the vehicle, and include a clutch case 16, a bypass clutch case 17 and a transmission case 18.
9, this automatic transmission can be applied to a four-wheel drive vehicle arranged vertically.

The main input shaft 11 and the first input shaft 1
2 and the second input shaft portion 13 are divided at both ends of the bypass clutch case 17 and are connected to the first output shaft portion 10.
a and the second output shaft portion 10b are separated by a connection surface between the bypass clutch case 17 and the transmission case 18.

A torque converter 23 having a lock-up clutch 22 is connected to a crankshaft 21 of the prime mover 8, and an oil pump 25 is connected to a housing 24 of the torque converter 23. That is, the torque converter 2
3, an oil pump 25 is connected to the crankshaft 21 via the housing 24.
It is driven by one rotation. A multi-plate type between the turbine shaft 26 transmitting the output of the torque converter 23 and the main input shaft portion 11 is switched between an engaged state for fastening the turbine shaft 26 to the main input shaft portion 11 and a released state for releasing the fastening. , Ie, the input clutch 27 is provided.

The second input shaft portion 13 is provided with third and sixth speed drive gears 33a and 36a rotatably. First
Of the first and second speed drive gears 31a,
32a are integrally provided, and the fourth and fifth drive gears 3
4a and 35a are provided rotatably. The second output shaft portion 10b has third and sixth speed driven gears 33b, 36b.
Are provided integrally. The first output shaft portion 10a is provided with first and second speed driven gears 31b and 32b rotatably provided therein, and fourth and fifth speed driven gears 34b and 35b are provided integrally. Drive gears 31a to 36a and driven gear 31
The gears b to 36b are meshed with each other to form a forward gear set.

Further, the second input shaft section 13 is provided with first and second two bypass clutches 41 and 42. The first bypass clutch 41 is connected to the second input shaft 1.
3 has a clutch hub 41a fixed to a hollow shaft 43 provided rotatably with respect to the clutch shaft 3, and a clutch drum 41b fixed to the second input shaft portion 13. By pressing a plurality of clutch discs 44 provided alternately on the clutch hub 41a and the clutch drum 41b, the first bypass clutch 41 is engaged.

The second bypass clutch 42 includes a clutch drum 42b fixed to the second input shaft 13 and a sixth clutch 42.
Hub 4 fixed to a hollow shaft 45 that rotatably supports the high-speed drive gear 36a with respect to the second input shaft portion 13.
2a. The second bypass clutch 42
The sixth-speed drive gear 36a is fixed to the hollow shaft 45 of. By pressing a plurality of clutch disks 46 provided alternately on the clutch drum 42b and the clutch hub 42a, the second bypass clutch 42 is engaged. Since both bypass clutches 41 and 42 are provided adjacent to the second input shaft portion 13, the two clutch drums 41b and 42b are integrated.

A drive gear 47 for retreat is rotatably mounted on the second input shaft 13, and an idler shaft 48 arranged in parallel with the second input shaft 13 is shown in FIG. As described above, the idler gear 48a meshing with the reverse drive gear 47 and the idler gear 48b meshing with the third speed driven gear 33b are fixed. Idler gear 48b
Is set to be smaller than the number of teeth of the idler gear 48a. That is, the idler gear 48b has a smaller diameter than the idler gear 48a.
The third speed driven gear 33b with which the gear 8b meshes is a reverse driven gear.

Each of the drive gears 31a to 36a meshes with a corresponding driven gear 31b to 36b to form a speed change gear train, that is, a speed change step, and a speed change operation is performed by switching a speed change step for transmitting power. Output shaft 10
The first input shaft portion 12 is provided with a first switching mechanism 51 for switching the speed to one of a first speed and a second speed. A second switching mechanism 52 for switching is mounted. Further, the second input shaft portion 13 is provided with a third switching mechanism 53 for switching the shift speed between the third speed and the reverse speed, and each of the switching mechanisms 51 to 53 includes a synchromesh mechanism. It has become.

The first switching mechanism 51 has two speeds, a first speed and a second speed.
The output shaft 1 is disposed between the two driven gears 31b and 32b.
It has a synchro hub 51a fixed to 0 and a synchro sleeve 51b which always meshes with the hub. When the synchro sleeve 51b is engaged with a spline 61 formed integrally with the driven gear 31b, the shift speed is set to the first speed, and when the synchro sleeve 51b is engaged with a spline 62 formed integrally with the driven gear 32b, the speed is set to the second speed. Is done.

Similarly, the second switching mechanism 52 is connected to the fourth speed and the fifth speed.
A synchro hub 52a disposed between the two high-speed drive gears 34a, 35a and fixed to the first input shaft portion 12;
It has a synchro sleeve 52b which always meshes with this. When the synchro sleeve 52b is engaged with a spline 64 formed integrally with the drive gear 34a, the shift speed is set to the fourth speed, and conversely, when meshed with the spline 65 formed integrally with the drive gear 35a, the shift speed is set to the fifth speed. Is done.

Further, a third switching mechanism 53 is provided between the third speed drive gear 33a and the reverse drive gear 47, and is provided with a synchro hub 53a fixed to the hollow shaft 43, and a synchro sleeve constantly engaged with the hub. 53b.
When the synchro sleeve 53b is engaged with the spline 63 formed integrally with the drive gear 33a, the speed is set to the third speed via the first bypass clutch 41, and conversely, the spline 67 formed integrally with the drive gear 47 is formed. , The rotation of the input shaft 9 is transmitted to the output shaft 10 via the idler shaft 48 and set to the reverse stage.

The first to third switching mechanisms 51 to 53
The synchro sleeves 51b to 53b can be controlled to a neutral state in which they do not mesh with the splines 61 to 65, 67 installed on both sides, and the plurality of synchro sleeves 51b to 53b and the splines 61 to 65, 67 mesh simultaneously during traveling. Never. Further, when switching to the sixth speed, all the synchro sleeves 51b to 53b are arranged in a neutral state.

As described above, the switching between the first speed and the second speed is performed by operating the synchro sleeve 51b of the first switching mechanism 51, and the switching between the fourth speed and the fifth speed is performed according to the second speed. This is performed by operating the synchro sleeve 52b of the switching mechanism 52. On the other hand, the switching between the third speed and the reverse speed is performed by the third switching mechanism under the state where the first bypass clutch 41 is engaged and power is transmitted to the synchro hub 53a via the hollow shaft 43. This is carried out by operating the synchro sleeve 53b of 53. The switching to the sixth speed is performed by the operation of the second bypass clutch 42.

Since this automatic transmission has a plurality of bypass clutches 41 and 42, the transmission is shifted while transmitting power via the first bypass clutch 41 or the second bypass clutch 42 while the input clutch 27 is in the engaged state. An operation can be performed, and a drop in transmission torque during shifting can be eliminated.

When the transmission is switched from neutral to forward gear, neutral to reverse gear, forward gear to reverse gear, and reverse gear to forward gear, which are in the neutral state of the transmission, the turbine shaft 26 and the main input shaft 11 are connected to each other. , The input clutch 27 is operated to interrupt the torque transmission, and then the switching operation is performed.

Inside the hollow output shaft 10 is a front wheel output shaft 7.
The front wheel output shaft 71 is connected to the output shaft 10 by a center differential device 72 and to a drive shaft (not shown) for front wheels via a front differential device 73.
Also, the center differential device 72 is
The rear wheel output shaft 74 is connected to a rear wheel drive shaft (not shown) via a rear differential device (not shown) through a rear gear 2b and a driven gear 72b.

FIG. 3 is a block diagram of a hydraulic control device for an automatic transmission according to an embodiment of the present invention. As shown in FIG. 3, in such an automatic transmission, switching of the gear position, inputting and shutting off of the transmission torque are performed by the ECU 7.
5, a plurality of solenoid valves VA1 to VA housed in a control valve unit 76 as a hydraulic control device.
By operating A9, various actuators 81 to 8
This is made possible by controlling the supply of operating hydraulic pressure from the oil pump 25 to the control unit 7.

The engagement of the first bypass clutch 41 and the second bypass clutch 42 is performed by the operations of the first bypass clutch actuator 81 and the second bypass clutch actuator 82, respectively. When engaged, a power transmission state is established, and the power of the second input shaft portion 13 is transmitted to the hollow shaft 43. When the second bypass clutch 42 is engaged,
The power of the second input shaft 13 is transmitted to the hollow shaft 45.
On the other hand, when the two bypass clutches 41 and 42 are disengaged, the transmission of power is cut off. In addition,
The operating oil pressure is supplied to the first bypass clutch actuator 81 via the electromagnetic pressure control valve VA1 and the electromagnetic pressure control valve VA
2 via the second bypass clutch actuator 82
Supplied to

In the first to third switching mechanisms 51 to 53,
The operation of the shift actuator 83 is synchronized with the synchro sleeve 5
The transmission is switched to each of the selected gears by being transmitted to 1b to 53b. That is, switching in the direction of arrow C shown in FIG. 3 becomes possible. Shift actuator 83
Is supplied with operating hydraulic pressure via two electromagnetic pressure control valves VA5, VA6.

A select actuator 8 supplied with hydraulic pressure via two electromagnetic switching valves VA3 and VA4.
By the operation of 4, the synchro sleeves 51b to 53b that transmit the operation of the shift actuator 83 are determined.
That is, switching in the direction of arrow B is performed by the select actuator 84.

The input clutch 27 is engaged by the operation of an input clutch actuator 85 whose operating oil pressure is controlled by the electromagnetic pressure control valve VA7. When the input clutch 27 is engaged, the power of the turbine shaft 26 forms the input shaft 9. Input shaft 1
1, and when the engagement is released, the power transmission is interrupted.

A release chamber 86 and an apply chamber 87 are provided inside the torque converter 23 with the lock-up clutch 22 as a boundary. When hydraulic oil is supplied to the release chamber 86 by the electromagnetic pressure control valve VA8 and hydraulic oil in the apply chamber 87 is opened by the electromagnetic pressure control valve VA9,
The lock-up clutch 22 is released. In this state, the rotational drive of the crankshaft 21 is transmitted to the turbine shaft 26 via the torque converter 23.

When hydraulic oil is supplied to the apply chamber 87 and hydraulic oil in the release chamber 86 is released, the lock-up clutch 22 is engaged due to a pressure difference. In this state, the rotational drive of the crankshaft 21 is transmitted directly to the turbine shaft 26.

While the select actuator 84 is controlled by the electromagnetic switching valves VA3 and VA4, the shift actuator 83 is controlled by the electromagnetic pressure control valves VA5 and VA4.
A6 is used because of the difference in the operation target of the actuator. When controlling in the direction of arrow B, which is the control direction of the select actuator 84, it is only necessary to be able to control three positions. On the other hand, when controlling in the direction of arrow C, which is the control direction of the shift actuator 83, the synchromesh mechanism is operated. Electromagnetic pressure control valves VA5 and VA6 capable of adjusting the supply hydraulic pressure are used, and the shift actuator 83 is controlled to be strong at the beginning of the operation, at the middle during the synchro synchronization, and weakly at the end of the operation.

The two bypass clutches 41, 4
2, input clutch 27, and lock-up clutch 2
Pressure control valves VA1, VA2, VA to control
The reason for using 7 to VA9 is that in order to operate the friction engagement device, it is necessary to adjust the operating oil pressure to smoothly engage.

FIG. 4 is a sectional view of a unit constituted by the bypass clutch case 17 and members accommodated in the bypass clutch case 17, that is, a bypass clutch module 90. A main part of the AMT type automatic transmission according to the embodiment shown in FIG. 1 is housed in a bypass clutch case 17. As shown in FIG.
The bypass clutch case 17 includes a front case 17a and a rear case 17b.
After assembling the members, the front case 17a is mounted to position the members.

The bypass clutch case 17 includes a first bypass clutch 41, a second bypass clutch 42, a reverse drive gear 47, a third speed drive gear 33a, and a second switching mechanism 53. The input shaft portion 13 is rotatably mounted, and the bypass clutch case 17 includes a second gear having driven gears 33b and 36b of a third speed and a sixth speed.
The output shaft portion 10b is rotatably mounted. Further, a front wheel output shaft 71 is rotatably mounted inside the second output shaft portion 10b, and a drive pinion 93 to the front differential device 73 is provided at one end of the front wheel output shaft 71.
Is attached. At both ends of the second input shaft 13, spline portions that are fitted to the main input shaft 11 and the first input shaft 12 are provided. By providing the spline portion in this manner, the shaft can be fitted and the bypass clutch case 1
7, a main input shaft 11 in a clutch case 16 and a first input shaft 12 in a transmission case 18.
To facilitate joining.

The lower part of the second output shaft portion 10b mounted in the bypass clutch case 17 shown in FIG.
A control valve unit 76 that houses a plurality of solenoid valves VA1 to VA9 that controls an actuator that performs automatic shifting is housed. As shown in FIG. 1, a unit is formed by the clutch case 16, the torque converter 23 accommodated in the clutch case 16, the input clutch 27, and the front differential device 73, and this unit becomes the input clutch module 89. The input clutch module 89 is mounted on one end of the bypass clutch module 90.

The transmission case 18 formed by the front case 18a and the rear case 18b, and the first, second, fourth, and fifth speed drive gears 31a, 31 accommodated in the transmission case 18. 32a, 34a, 35a
, A first output shaft 10a having driven gears 31b, 32b, 34b, and 35b that are paired with these drive gears, and first and second switching mechanisms 51, 5.
2. A unit is formed by the center differential device 72, the drive gear 72a for the rear wheel, and the driven gear 72b, and this unit becomes the transmission module 91. The members are accommodated in the transmission case 18 in this way to constitute the transmission module 91, and the transmission module 91 is mounted on the other end of the bypass clutch module 90. Therefore, the automatic transmission includes the input clutch module 89, the bypass clutch module 90, and the transmission module 91.

In this embodiment, the members accommodated in the transmission module 91 can be used for a manual transmission for four-wheel drive, and can be shared by standardized units, that is, modules. Becomes Therefore, when the automatic transmission shown in FIG. 1 is used as a manual transmission, it is not provided in the transmission module 91, but is provided with a gear required for the manual transmission and other parts for the manual transmission. A module provided with an input clutch operated by a clutch pedal and a front differential device is mounted on the input clutch module 89 instead of the bypass clutch module 90.
It can be used by installing instead of.

When used for driving the front wheels, a module excluding the center differential device 72 from the transmission module 91 is used, and when used for driving the rear wheels, the front differential device 73 is used from the input clutch module 89. It can be used by using the excluded module.

As described above, by modularizing each main member in the transmission, it is possible to reduce the cost by sharing the members by the unit. Also, by increasing the number of shift speeds of the bypass clutch module 90, it is possible to easily increase the number of AMT type automatic transmissions.

The present invention is not limited to the above-described embodiment, and it goes without saying that various changes can be made without departing from the scope of the present invention. For example, although the illustrated automatic transmission is for a four-wheel drive vehicle, it can also be used for a two-wheel drive vehicle, and even a single bypass clutch can be used. It can be used even if the number of gears accommodated in the bypass clutch module 90 and the transmission module 91 is changed. The input clutch module 89
It is not necessary to accommodate the torque converter 23 in the first embodiment, and the unit members to be modularized are not limited to the members accommodated in each of the modules 89 to 91 in the above embodiment.

[0045]

As described above, according to the present invention, the automatic transmission is constituted by the input clutch module, the bypass clutch module and the transmission module, so that the transmission module can be shared with the manual transmission. As a result, the cost of the transmission can be reduced.

The controllability of the automatic transmission is accommodated in the bypass clutch module, which is the main part of the automatic transmission, so that the assemblability can be improved.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a skeleton diagram showing the meshing state of the gears as viewed from the direction of line AA in FIG.

FIG. 3 is a block diagram for hydraulically controlling an automatic transmission according to an embodiment of the present invention.

FIG. 4 is a sectional view of a transmission module according to an embodiment of the present invention.

[Explanation of symbols]

Reference Signs List 8 motor 10a first output shaft portion 10b second output shaft portion 11 main input shaft portion 12 first input shaft portion 13 second input shaft portion 16 clutch case 17 bypass clutch case 18 transmission case 27 input clutch 31a , 32a, 33a, 34a, 35a, 36a, 4
7 Drive gear 31b, 32b, 33b, 34b, 35b, 36b
Driven gear 41 First bypass clutch (bypass clutch) 42 Second bypass clutch (bypass clutch) 51 First switching mechanism (switching mechanism) 52 Second switching mechanism (switching mechanism) 53 Third switching mechanism 76 Control Valve unit (hydraulic control device) 89 Input clutch module 90 Bypass clutch module 91 Transmission module

Continued on the front page F term (reference) 3D039 AA02 AA04 AB01 AC03 AC13 AC37 AC64 AC77 3J028 EA07 EA08 EA09 EB13 EB35 EB37 EB62 FA42 FB03 FB04 FB14 FC13 FC23 FC32 FC42 FC63 GA02 HA13 HA22 HB01 3J552 MA02 MA12 MA26 NB

Claims (2)

[Claims] 1. An input clutch module comprising: an input clutch for switching power of a prime mover to a state of transmitting power to a main input shaft portion and a disconnection state; a clutch case accommodating the input clutch; and a plurality of drive gears. A first input shaft portion that rotates integrally with the main input shaft portion, a first output shaft portion provided with a plurality of driven gears that mesh with the drive gears to form a transmission gear train, A transmission module including a switching mechanism for switching a transmission gear train, and a transmission case accommodating the first input shaft portion and the first output shaft portion; the main input shaft portion and the first input shaft portion; At the time of shifting, the second input shaft that rotates integrally with the input shaft and the second output shaft that rotates integrally with the first output shaft synchronizes with the switching operation of the transmission gear train. To control connection and disconnection Automatic transmission, wherein a bypass clutch for transmitting the torque, and a bypass clutch module comprising a bypass clutch case that accommodates the bypass clutch, that is shared with manual transmission the transmission module. 2. The automatic transmission according to claim 1, wherein a hydraulic control device that operates the bypass clutch is housed in the bypass clutch module.