JPS5924296B2 - Vehicle transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a gear type transmission for a vehicle having a main transmission mechanism and a sub-transmission mechanism.

Generally, the number of gears and the gear ratio of an automobile gear transmission are determined by taking into consideration conditions such as engine output, engine performance such as maximum rotational speed, vehicle weight, fuel consumption, and shift operability.

By the way, in order to improve the acceleration of a car and achieve low fuel consumption, it is generally required to increase the number of gears, but increasing the number of gears makes the gear shifting operation complicated and also increases the size of the transmission. Moreover, it has the disadvantage of being expensive.

In particular, when a horizontally mounted front engine front wheel drive system (FF system) is adopted for a small vehicle with a narrow vehicle width, the drive system consisting of the engine, clutch, transmission, etc. The length in the axial direction must be set small in relation to the vehicle width, and in this case, it is mainly required to shorten the length in the direction of the input shaft of the transmission, and when increasing the number of gears, it is necessary to It takes.

In addition, automotive gear transmissions installed in small cars generally have 3 to 5 forward gears, taking into account the various conditions mentioned above, but this is especially true for small engines with low maximum output. If a transmission with three to five forward gears is installed in a small car equipped with a In general, the desired fuel efficiency deteriorates, and if the overall reduction ratio is lowered with emphasis on fuel efficiency, acceleration performance deteriorates and drivability deteriorates.

A main object of the present invention is to provide a gear type transmission having a sub-transmission mechanism and having good shift operability.

Another object of the present invention is to provide a vehicle transmission that can achieve both low fuel consumption, good acceleration, and powerful driving with simple operation, especially in small automobiles equipped with small engines. It is in.

Still another object of the present invention is to provide a vehicular transmission which is short in the input shaft direction and has a large number of gears with a simple structure and is inexpensive.

Another object of the present invention is to provide a vehicle transmission suitable for a case where a main engine horizontally mounted FF system is adopted in a small vehicle with a narrow vehicle width.

Further, other objects of the present invention will become clear from the embodiments shown below, and the above features include a pair of gears fitted to an input shaft connected to the crankshaft of an engine via a friction clutch, A sub-transmission mechanism in which one of the pair of gears is selected by a first clutch device having a synchronization mechanism and power is transmitted to the sub-shaft to obtain two reduction ratios, and both the sub-shaft and the output shaft. a power transmission mechanism having a main transmission mechanism in which one of a plurality of gear trains arranged in pairs is selected by a second clutch device to obtain a plurality of gear ratios, the second clutch device being A manual operation mechanism that is linked to a manual shift lever via a link mechanism, an actuator that selectively achieves one reduction ratio by switching the first clutch, and supplying fluid pressure to the pressure chamber of the actuator. a fluid pressure supply source for the fluid pressure supply, a passage communicating the fluid pressure supply source with the pressure chamber of the actuator, a switching valve interposed in the passage for switching the supply and discharge of the fluid pressure to the pressure chamber, and the sub-transmission mechanism. A manual switch is provided to control the operation of the switching valve to select one of the two reduction ratios, and a clutch disengagement detection switch is provided to detect the disengaged state of the friction clutch, and when the manual switch is operated, the clutch disengagement occurs. When the detection switch detects that the friction clutch is disconnected, the switching valve operates to switch between supplying and discharging fluid pressure to the pressure chamber, and the actuator is operated to switch the reduction ratio of the auxiliary transmission mechanism. A vehicle transmission characterized in that it is configured to

Alternatively, it can be achieved by a transmission based on the transmission with the above configuration.

Next, the present invention will be explained in detail with reference to embodiments shown in the drawings.

An embodiment of the present invention shown in FIGS. 1 to 6 is a small front-wheel drive vehicle equipped with a transmission with 4 forward speeds x 2 and 1 reverse speed x 2. crankshaft 2
is via the friction clutch 3 that is commonly used in the past.
A subshaft 7 and an output shaft 8 are connected to the input shaft 5 of the transmission 4, and are disposed in the casing 6 of the transmission 4 in parallel to the input shaft 5, and below the clutch casing 9 that houses the friction clutch 3. A differential device 10 is provided.

The friction clutch 3 is disconnected when the release bearing 12 is slid on the input shaft 5 by a clutch lever 11 that is operated in conjunction with the operation of a clutch pedal (not shown) provided on the floor 100 of the driver's seat shown in FIG. , has a conventional structure in which contact is made.

Two gears 13 and 14 with slightly different diameters are rotatably fitted to the input shaft 5, and these gears 13 and 14 are selectively connected to the input shaft by a conventional common synchronous mesh clutch device 15. It is integrated into 5.

The gears 13 and 14 are the gear 1 integrally disposed on the subshaft 7.
Among gears 6, 17, 18, 19 and 20, gears 16 and 1
It meshes with each of 8.

Gears 21, 22, 23, and 24 are rotatably fitted to the output shaft 8, and a gear 25 is integrally provided.
Each gear 21, 22, 23 and 24 corresponds to each gear 16 on the countershaft.
, 18, 19, and 20, and the gear 25 is meshed with a drive gear 26 of the differential 10.

A gear 17 provided on the subshaft 7 meshes with teeth formed on the outer peripheral surface of a sleeve 30 of a synchronous mesh clutch device 29 provided on the output shaft 8 via an idler gear 28 fitted on the shaft 27. and achieve reverse speed.

Clutch devices 29 and 31 provided on the output shaft 8 selectively achieve the integration of the gear wheels 21 , 22 , 23 and 24 onto the output shaft 8 .

Both of the clutch devices 29 and 31 employ the conventional synchronous mesh type, and the mesh of the idler gear 28 for achieving the reverse speed employs the conventional selective sliding type.

The power transmitted by the gear 25 to the first drive gear 26 of the differential device 10 is transmitted to the pair of drive shafts 3 via the differential gears 32 and 33.
4, and each drive shaft 34 transmits power to a front wheel (not shown).

By the way, the reduction ratio or speed change ratio between each gear in the above-mentioned transmission is set as shown in the table below, as an example.

As is clear from the above table, in this embodiment, the relative gear ratio A1/of the two reduction ratios selected by the sub-transmission mechanism is
A2 is the relative gear ratio B1/B25 between adjacent gear ratios of each gear ratio selected by the main transmission mechanism to achieve forward movement.
B2/Ba t It is set smaller than B3/B4.

By setting the relative gear ratio A1/A2 of these two reduction ratios to be small, automation of the sub-transmission mechanism described below is facilitated.

3 and 4, the clutch device 15 is connected to the hub 3.
5, a spring 36, a key 37, and a sleeve 38, and a shift fork 39 is fitted into an annular groove provided on the outer periphery of the sleeve 38, and the shift fork 39 is configured to be slidable in the axial direction of the casing 6. Shift rail 40
The shift rail 40 has a groove 42 in which the tip of the select finger 41 is fitted, and
Grooves 43 and 44 for positioning the shift rail 40 are formed, and a ball 4 biased by a spring 45 is formed in the groove.
6 selectively engages, the base of the select finger 41 is fixed to a select shaft 47 which is pivoted to the casing 6, and a lever 48 is provided on a portion of the select shaft 47 that projects outward from the casing 6. There is.

Therefore, when the lever 48 is rotated, the select finger 41 is interlocked via the select shaft 47, and accordingly, the shift rail 40 is slid in the left-right direction in FIG. 4, and the shift fork 39 is also moved in the left-right direction. The sub-transmission mechanism is operated to switch between two reduction ratios.

5 and 6, the lever 48 is operated by an actuator 49 attached to the casing 6, and the actuator is an air cylinder 5 which incorporates a piston 51 connected to the lever 48 via a rod 50.
2, two pressure chambers 53 partitioned by a piston 51
．． Negative pressure generated in the intake system of the engine 1 is led to 54 as fluid pressure.

In this embodiment, the intake manifold 56 provided on the downstream side of the carburetor 55 is used as a fluid pressure supply source, and the negative pressure generated in the intake manifold 56 is supplied to the negative pressure passage 57 and the branch passages 58, 59.
is guided to each pressure chamber 53, 54 via.

A check valve 60 and a negative pressure tank 61 are interposed in the middle of the negative pressure passage 57, and atmospheric release passages 62 and 63 are provided in each branch passage 58 and 59, and the negative pressure passage 5
Solenoid valves 64 and 65 are provided for selectively controlling the communication between the branch passages 58 and 59 and the respective branch passages 58 and 59, or the communication between each of the branch passages 58 and 59 and each of the atmospheric release passages 62 and 63.

The solenoid valve 64 is connected to one terminal 67 of two separately provided fixed terminals 67 and 68 of the manual switch 66, and the solenoid valve 65 is connected to the other terminal 68.

A movable terminal 69 selectively connected to both terminals 67 and 68 of the manual switch 66 is connected to a battery 72 via a clutch disconnection detection switch 70 and an engine key switch 71, which are closed when the friction clutch 3 is disconnected. It is connected.

The manual switch 66 is installed in a location where it can be easily operated by the driver in the driver's seat, and the clutch disengagement detection switch 70 is located between the clutch pedal and the clutch lever ←1.
1, and clutch disengagement is detected by displacement of the link mechanism.

When the solenoid valves 64 and 65 are energized, the negative pressure passage 5
7 and each branch passage 58, 59 are configured to communicate with each other.

In addition, in this embodiment, the lever 48 in FIG.
When is rotated clockwise around the select shaft 47, the sleeve 38 is displaced to the left in FIG. 1, and a sub-shift with a larger reduction ratio of 1.562 is obtained.
When rotated in the opposite direction, a sub-shift with a smaller reduction ratio of 1.181 is obtained.

By the way, the clutch devices 29 and 31 are connected to shift forks 75 provided on shift rails 73 and 74 shown in FIG.
etc., and the gear 2 on the idler shaft 27
8 is a shift fork 7 provided on a shift rail 76
7, these shift rails 73, 74, 7
The selective sliding operation of 6 is performed by the rotation and axial movement of a control shaft 80 connected via a link 79 to a shift lever 78 provided on the floor 100 of the driver's seat.

Next, the operation of the above embodiment device will be explained. When it is desired to obtain good acceleration performance, especially when driving in a city or climbing a hill, the manual switch 66 is operated and the movable terminal 69 is connected to the terminal as shown in FIG. On the other hand, when it is desired to obtain low fuel consumption during high-speed driving, etc., the manual switch 66 is operated and the movable terminal 69 is connected to the terminal 68.

After the manual switch 66 is operated in this way, when the clutch pedal is depressed, the friction clutch 3 is disconnected.
Detecting this disconnection, the clutch disconnection detection switch 70 is closed, and the key switch 71 is closed in the driven state, so that the solenoid valve 64 or 65 is energized.

Now, considering the case where the solenoid valve 64 is energized, the solenoid valve 64 communicates the atmosphere opening passage 62 and the branch passage 58 in a demagnetized state, so the pressure chamber 54
Atmospheric air is introduced into the solenoid valve 64, and the negative pressure passage 57 and the branch passage 58 are communicated with each other by energizing the solenoid valve 64, and the negative pressure stored in the negative pressure tank 61 is guided to the pressure chamber 54. .

Note that the high negative pressure generated in the intake manifold 56 is constantly guided to the negative pressure tank 61 via the check valve 60.

When negative pressure is introduced into the pressure chamber 54, the piston 51 is attracted and displaced to the right as shown in FIG.

At this time, the pressure chamber 53 has an atmospheric release passage 63 and a branch passage 5.
Atmospheric air is led through 9.

When the piston 51 is displaced to the right in FIG. 4, the lever 48 is rotated clockwise via the rod 50, and a sub-shift with a larger reduction ratio of 1.526 is obtained, improving acceleration performance. do.

After the sub-shift is completed, when the clutch pedal is released and the friction clutch 3 is connected, the clutch disconnection detection switch 70 is opened, the energization to the solenoid valve 64 is cut off, and the pressure chamber 54 is Atmospheric pressure is introduced into the shift rail 40 due to the ball 46 fitting into the groove 43.
is positioned, and the sub-shift to the side with the larger reduction ratio is not released.

Next, when the clutch pedal is depressed after the manual switch 66 is operated and the terminals 68 and 69 are connected, the solenoid valve 65 is energized and negative pressure is introduced into the pressure chamber 53 and the lever 48. is rotated counterclockwise.

Then, the shift rail 40 is displaced to the left in FIG. 3, and stops with the ball 46 fitted in the groove 44.
A sub-shift with a smaller reduction ratio of 1.181 is obtained, and low fuel consumption is achieved.

It is clear from the above (According to the above embodiment, the operation of the sub-transmission mechanism, that is, the gear shift operation by the clutch device 15, is performed by pressing the clutch pedal at an appropriate time after operating the manual switch 66 provided in the driver's seat. When depressed, the switching operation is automatically performed in response to the disconnection of the friction clutch 3.
It is not necessary to perform the manual switch 66 and the clutch pedal depression operation at the same time, and the gear change operation is simple.

In addition, in the transmission 4 having the power train described above, a combination of two reduction ratios by the auxiliary transmission mechanism provided on the input shaft 5 and five transmission ratios by the main transmission mechanism provided on the output shaft 8 is provided. This enables 10-speed shifting, allowing for economical driving with low fuel consumption, depending on the driving condition of the vehicle.
Alternatively, high-output driving with good drivability is possible with simple operations.Furthermore, with the 3-shaft structure, the rotation direction of the output shaft is reversed compared to the conventional 2-shaft structure, so it is possible to drive horizontally. The transversely mounted engine and the conventional vertically mounted engine are now common, and the conventional engine can be used as the transversely mounted engine. The structure of the device has been greatly simplified, and the input shaft 5 of the transmission 4 has been shortened and compacted, and the transverse engine type FF system has been adopted especially for small vehicles with narrow vehicle widths. It is steeped in practicality.

Further, in the above embodiment, since the relative gear ratio A1/A2 of the two reduction ratios selected by the auxiliary transmission mechanism is set to be particularly small, when the clutch device 15 is switched,
The relative rotational speed between the input shaft 5 and the gear 13 or 14 on the integrated side is small, so the synchronization time can be set short, and the shock during gear shifting is small. device 15
It becomes easy to adjust the feeling at the time of connection, and the structure of the automatic operating device of the sub-transmission mechanism including the actuator 49 is simplified.

In the above embodiment, the negative pressure generated in the intake system was used as the working fluid of the actuator 49, but the seventh embodiment
As in the modification shown in the figure, the discharge oil pressure of a warming oil pump may be used, or the discharge air pressure of an air pump for supplying secondary air provided for exhaust gas purification, or especially for actuating the actuator 49 (1). The working fluid pressure provided by the pump may also be used.

The modification shown in FIG. 7 will be described with substantially the same parts as those shown in FIG. 5 of the above embodiment being given the same reference numerals.
On the discharge side of the engine 1, an oil passage 82 branched from a warming oil passage (not shown) is connected to each branch passage 58, 59, and each branch passage 58, 59 has an oil drain passage communicating with the oil pan 83 of the engine 1. 84, 85, and 86 are provided, and the solenoid valves 64, 65 selectively control communication between the oil passage 82 or the oil drain passage 86 and each branch passage 58, 59.

In the above modification, when both solenoid valves 64 and 65 are demagnetized, both pressure chambers 53 and 54 are communicated with oil drain passage 86, and when solenoid valve 64 or 65 is energized, the discharge pressure of pump 81 is reduced to oil. Passage 82, branch passage 58 or 5
9 to the pressure chamber 54 or 53, and the piston 51 is actuated by the high oil field introduced to the pressure chamber.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of a power train showing an embodiment of the present invention, Fig. 2 is a sectional view taken along the line ■-■ in Fig. 3 of the above embodiment, and Fig. 3 is a gear shift diagram in the above embodiment. FIG. 4 is a cross-sectional view taken along line IV--IV in FIG. 3, and FIG. 5 is a cross-sectional view taken along line IV--IV in FIG. FIG. 6 is a schematic diagram of the transmission operation transmission system of the above embodiment, and FIG. 1 is a schematic diagram showing a modification of the auxiliary transmission operation system of the above embodiment. 1: Engine, 2: Crankshaft, 3: Friction clutch, 4
: Transmission, 5: Input shaft, 7: Subshaft, 8: Output shaft, 10:
Differential device, 15, 29, 31: Clutch device, 48 Nilever, 49: Actuator, 57: Negative pressure passage, 5B,
59: Branch passage, 62° 63: Atmospheric opening passage, 64,6
5: Solenoid valve, 66: Manual switch, 70: Clutch disconnection detection switch, 72: Battery, 82: Hydraulic passage,
84゜85.86: Oil drain passage, 87: Clutch control lever, 89: Actuator, 94: Atmospheric release passage, 95: Solenoid valve, 96: Throttle valve, 98: Solenoid, 102, 103: Switch, 104: Stop switch , 104 Nilever, 117°118: Operation indicator light.

Claims (1)

[Claims] 1 A pair of gears is fitted to an input shaft connected to the crankshaft of the engine via a friction clutch, and one of the pair of gears is selected by a first clutch device having a synchronization mechanism to be connected to the subshaft. A second clutch device selects one of a plurality of gear trains arranged in pairs on each of the sub-transmission mechanism to which power is transmitted and two reduction ratios are obtained, and the sub-shaft and the output shaft. a power transmission mechanism having a main transmission mechanism capable of obtaining a plurality of speed ratios; a manual operation mechanism in which the second clutch device is interlocked with a manual shift lever via a link mechanism; and a switching operation of the first clutch. an actuator that selectively achieves one of the reduction ratios, a fluid pressure supply source for supplying fluid pressure to the pressure chamber of the actuator, a passage communicating the fluid pressure supply source with the pressure chamber of the actuator; A switching valve that is interposed in the passage and switches between supplying and discharging the fluid pressure to the pressure chamber, a manual switch that controls the operation of the switching valve to select one of the two reduction ratios of the auxiliary transmission mechanism, and the friction clutch. A clutch disengagement detection switch is provided to detect a disengaged state, and when the manual switch is operated and the clutch disengagement detection switch detects a disengaged state of the friction clutch,
A vehicle transmission characterized in that the switching valve is operated to switch the supply and discharge of fluid pressure to the pressure chamber, and the actuator is operated to switch the reduction ratio of the sub-transmission mechanism.