JPH04203669A - Synchronous controller for transmission - Google Patents

Abstract

PURPOSE:To reduce the number of synchronizers as well as to miniaturize a transmission as a whole by setting up a brake and a synchronous clutch concentrically on a clutch shaft in a separate manner, and synchronizing each rotation speed of both driving and driven sides of a mechanical clutch at each shift step by means of fitting between the brake and the synchronous clutch. CONSTITUTION:Mechanical clutches 1, 2, 3, 4 and 5 plus R are attached to each of first-fifth shift speed gears 9, 11-14 and a reversing gear 10, sliding a fork in the axial direction, and each internal spline of sleeves 221, 222 and 223 is engaged with outer splines 211, 222 and 223 of a clutchshaft 8 as well as external splines 9', 11', 12', 13' and 14' and 10' of these 1st to 5th shift speed gears 9, 11, 12, 13 and 14 as well as the reversing gear 10, thereby selecting each of gear speeds. There are provided a synchronous clutch C2 connecting the 1st speed gear 9 and the clutch shaft 8 adjustably for a degree of connection and a brake B connecting a casing of a transmission 43 and the clutch shaft 8 adjustably for a degree of connection, through which both driving and driven sides are synchronized at time of shifting.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a synchronous control device for a transmission, particularly for a general vehicle transmission equipped with a gear clutch consisting of a mechanical clutch.

[Next I] A conventional synchronous control device equipped with a mechanical friction clutch for changing gears in a general vehicle transmission will be explained as follows.

1-Reduction FIG. 3 of the attached drawings shows a five-speed transmission in a schematic vertical cross-sectional view.
Between the engine 100 and the clutch shafts 109 and 110,
The engine 1 is equipped with hydraulic friction clutches 107 and 108.
The power from 00 is transmitted to the clutch shaft 109 or 110 via the friction clutch 107 or 1 (18), and the friction clutches 133, 135, 132, 1 of each gear from 1st to 5th gear are transmitted.
34 and 143, the clutch of the required gear position is engaged to obtain the desired vehicle speed.

Specifically, in FIG. 3, 100 is an engine, 102 is an input shaft of a transmission connected to the output shaft of the engine 100, and 103 is an input shaft of a transmission connected to an output shaft of the engine 100.
and 104 are high-speed gears connected to the input side of the clutch 108, 105 or 106 are low-speed gears connected to the input side of the clutch 107, and 109 and 110 are clutch shafts integrated with the output sides of the clutches 107 and 108, respectively. ,
115, 118 and 111 are the clutch shaft 1, respectively.
The 3rd speed gear, 1st speed gear and 5th speed gear, 117 and 120, which are rotatably loosely fitted onto 09, are also connected to the clutch shaft 1.
A fourth speed gear and a second speed gear 116, 119 and 148, which are rotatably loosely fitted onto the output shaft 10, respectively, are connected to the output shaft 1.
an output gear integrally coupled to 21, 122. ~1223
are an external spline 130 integrated with the clutch shaft 109 and an external spline 1 integrated with the clutch shaft 110, respectively.
36, external spline 149 integrated with clutch shaft 109
and forks 123, 150 and 151, respectively, which are fitted into respective circumferential grooves on the outer periphery of sleeves having internal splines that engage with each other, are connected to a known operating cylinder (not shown) (for example, a 1-133552), and the sleeve 12
By moving 21 to 1223 left and right, the mechanical clutches 132, 133 and 134, 135 of each gear are
and 143 are engaged. Note that the output shaft 12
A driving wheel of the vehicle is coupled to the right end of the wheel 1.

Operation - Driving Now, assuming that the vehicle is running in first gear, the clutch 107 is operated by pressure oil supplied from a hydraulic pump (not shown) via a solenoid valve. Piston 142 is pressed and fitted. In addition, the sleeve 12Z1 of the first speed clutch 133 is
It engages with both the external spline 118' that is integral with the speed gear 118 and the external spline 130 that is integral with the clutch shaft 109, so that the clutch shaft 109 and the first speed gear 118 are integrally connected. be.

Therefore, the power from the engine 100 is as follows: input shaft 102 → low speed gear 105, 106 → clutch 10
7-1st speed gear 118-output gear 119→output shaft 121-
The transmission from the engine 100 to the driving wheels occurs over the course of the driving wheels, and 1
It is in high speed operation.

Note that, like the clutch 107, the clutch 108 includes:
Clutch hydraulic fluid that presses a clutch piston similar to the clutch piston 142 is supplied via a hydraulic boss and a solenoid valve (not shown), but during first speed operation, the clutch 108 is held disengaged and the clutch shaft 110 is Not rotating. However, the second speed gear +20, which is rotatably loosely fitted to the flange shaft 110, is rotated from the output gear 119 side because it meshes with the output gear 119.

Therefore, in this state, there is a rotational speed difference between the external spline 120' formed integrally with the second speed gear 120 and the internal spline of the sleeve 122□ on the clutch shaft 110. So sleeve 1222
to move the second speed clutch 135 to the second speed gear 120.
It is impossible to engage the external spline 120°, which is formed integrally with the external spline 120°. Therefore, in order to shift up to second speed operation, it is necessary to match the rotational speeds of the external spline 120' of the second speed gear 120 and the internal spline of the sleeve 122□. A synchronous clutch 139 is provided.

That is, the piston chamber 131 of this synchronous clutch 139
Then, pressure oil is sent from the oil supply hole 152 of the clutch shaft 110 via a solenoid valve (not shown), whereby the clutch piston 127 connects the second speed gear 120 to the clutch shaft 110 via the friction plates 125 and 126. Press it toward the cylindrical projection 153 formed on the top.

In this case, the carrier 114 of the synchronous clutch 139 is integrally coupled to the clutch shaft 110, so the second speed gear 120 is integrally coupled to the carrier 114 via the torque bin 128 and rotates integrally with the clutch shaft 110. .

Therefore, the external spline 120' of the second speed gear 120,
The rotational speed difference between the sleeve 1222 and the internal spline is eliminated, and the second speed clutch 135 can now be engaged. In this way, after the engagement of the second speed clutch 135 is completed, when the clutch 107 is disengaged and the clutch 108 is engaged, the second speed operating state is established.
Thereafter, by disengaging the first speed clutch 133, the upshift of the vehicle from the first speed to the second speed is completed.

Above, we explained about shifting up from 1st gear to 2nd gear, but we also explain about shifting up from 2nd gear to 3rd gear.
This is done in the same way as when shifting from 1st to 2nd gear.
That is, the third-speed synchronizing clutch 140 provided on the clutch shaft 109 synchronizes the rotational speeds of the external spline 115 of the third-speed gear 115 and the internal spline of the sleeve 1221. engage. By similar means, upshifting to 4th or 5th speed can be performed in cooperation with synchronizing clutch 141 or 144.

Conversely, when downshifting from a high gear to a low gear, the synchronous clutch of the gear to be engaged must be engaged in the same manner as in the case of upshifting from a low gear to a high gear. This can be done by:

(As mentioned above, conventionally known transmissions equipped with mechanical clutches are equipped with a synchronizing device to match the rotational speeds of the driving side and driven side of the clutch, which should be engaged at each gear stage. Therefore, for example, when a multi-speed transmission such as a 5-speed transmission is used, the shape of the entire transmission becomes large.
The weight is also large. However, this means that
Installation is a major problem for vehicle transmissions where space is a constraint due to equipment layout.

Therefore, an object of the present invention is to obtain a synchronization control device for a transmission that can reduce the number of synchronizers and thereby reduce the size of the entire transmission. .

- In order to solve this problem, in the present invention, for example, as shown in FIG. In general vehicle transmissions equipped with (R), the engine (
A clutch (C1) consisting of a hydraulic friction clutch having an input shaft (7) and a clutch shaft (8) connected to
), each speed gear (9, 11, 12, 13, 14) and a reverse gear (
10), and each external spline (21
, ~213) and each speed gear (9, 11, 12°13.1
4) Each speed output gear (16, 17, 18119
, 20) are integrally attached to the output shaft (15), and the l-speed gear (
9) and the clutch shaft (8), the synchronizing clutch (C2) is made up of a hydraulic friction clutch, and the casing of the transmission (43) and the clutch shaft (8) are connected to each other in an adjustable manner. A brake (B) consisting of an adjustable hydraulic friction clutch, a clutch shaft (8) and an output shaft (
15) Each rotational speed detector for detecting the rotational speed of
S, , S2) and the rotational speed detected by the rotational speed detector (S1, Sz), and when the rotational speeds are synchronized, the synchronous clutch (C2) and brake (B) are engaged and disengaged. signals and each gear clutch (1 to 5)
The present invention is characterized by a synchronous control device for a transmission comprising a controller (<54) that outputs an engagement signal.

When changing the gear stage of the monthly transmission 43, the brake (B) is applied during upshifting, and the synchronizing clutch (C2) is engaged while being slipped during downshifting. The rotational speeds of the driving side and driven side of each gear clutch (1 to 5) consisting of mechanical clutches to be engaged are quickly synchronized, and the rotational speeds of the driven side are smoothly engaged. Each mechanical clutch (1 to 5
) and the clutch shaft (8).
), a pair of synchronous clutches (C2) that integrally connect the
This can be done in combination with a set of brakes (B) that reduce the rotational speed of the clutch shaft (8).

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a synchronous control device according to the present invention will be described in detail with reference to FIG. 1 of the accompanying drawings, which shows a first embodiment in which a synchronous control device according to the present invention is implemented in a five-speed transmission.

As shown in FIG. 1, in this embodiment, the power of the engine 6 is transmitted to the input shaft 7 of the transmission 43, and then to the clutch shaft 8 via the clutch c1, which is a hydraulic friction clutch. However, on the clutch shaft 8,
L speed gear 9.2 speed gear 11.3 speed gear 12.4 speed gear 1
A 3.5-speed gear 14 and a reverse gear 10 are loosely fitted so as to be rotatable. Further, on the output shaft 15 arranged parallel to the clutch shaft 8, each gear stage gear 9.
14, the first speed output gear 16, the second speed output gear 17, the third speed output gear 18, the fourth speed output gear 19 and the fifth speed output gear 2o are legally attached. Note that a reverse rotation shaft 31 arranged parallel to the clutch shaft 8 includes a reverse rotation driven gear 29 that meshes with the reverse rotation gear 1°, and a reverse rotation driven gear 29 that meshes with the reverse rotation gear 1°, and a 1st speed output gear 1.
A reversing pinion 30 meshing with 6 is legally attached. Furthermore, a rotation speed detector S1 that detects the rotation speed of the clutch shaft 8 and a rotation speed detector S2 that detects the rotation speed of the output shaft 15 are provided. In addition, mechanical clutches 1, 2° 3.4 and 5 and R are attached to each of the gears 9, 11 to 14 of 1st to 5th speeds and the reverse gear 10, respectively. , external splines 9', 41', 12'', 13' and 14°, and 10' integral with each gear gear 9.11 to 14 and reverse gear 10, and these external splines 9'' and 10''. between the sets, between the sets 11' and 12', and between the sets 13'' and 14'.
External splines 21 . and 21 . are disposed integrally with the clutch shaft 8 and are formed from the same external splines as the external splines of each set. ．． 2L and 213, and external spline sets 9” and 10 for each set of gears.
11', 12', 13', 14' and internal splines meshing with external splines 211, 212 and 213, respectively, each axially movable sleeve 22. ．． 222 and 223, and these sleeves 22. , 222 and 22. are fitted with forks 23, 24 and 25 in respective circumferential grooves formed on their outer peripheries, and each of these forks is fitted with a set of pneumatic cylinders attached to the casing of the main body of the transmission 43. 47,48°49,50
and 51 and 52, it is adapted to be moved in the axial direction. In this way, by moving the fork axially via the pneumatic cylinder, the sleeve 22. , 222 and 22. The internal splines of the clutch shaft 8 are connected to the external splines 211° 21□ and 21. and each gear stage gear 9.11°12, 13 and 1 for 1st to 5th speeds
4 and the external splines 9', 11' of the reversing gear 10,
12', 13°, 14' and 10'', thereby switching the speed.

Further, the clutch shaft 8 has a rotatable ring 1 loosely fitted around the outer periphery of the clutch shaft 8.
Synchronous clutch C2 consisting of a hydraulic friction clutch that connects speed gear 9 and clutch shaft 8 in an adjustable manner.
and a brake B consisting of a hydraulic friction clutch that connects the casing of the transmission 43 and the clutch shaft 8 in an adjustable manner.
Each pneumatic pipe line 74.75.76, 77.78.79 that supplies air pressure to 7.48, 49°50, 51.52,
There are provided pressure oil pipes 64, 72, 73 for supplying pressure oil to the clutch C3, synchronized clutch C2, and brake B, and air solenoid valves 32, 33, 32, 33, 32, 32, 32, 32, 32, 32, 32, 32, 32, 32, 32, 32, 32, 32, 32, 32, 32, 33, 32, 32, 32, 44, 32, 32, 32, 32, 32, 32, 32, 34 , 32, 33 . 34, 35, 36, 37, and each pressure oil pipe line 64, 72.
The necessary command signals are supplied to each electromagnetic switching valve 38, 39, 40 installed in 73, and each pneumatic cylinder set 47 is
．． Clutch engagement from each range shift detector 26, 27, 28 attached to 48, 49.50, 51.52,
A rotational speed detector S1 and an output shaft 15 that receive shift detection signals such as neutral and detect the rotational speed of the clutch shaft 8.
A controller 54 is provided, which detects the rotational speeds of the clutch shaft 8 and the output shaft 15 by a rotational speed detector S2 that detects the rotational speed of It is being

The brake B consists of a friction plate that is axially movably engaged with an internal spline of a brake case fixed to the casing of the gearshift 8!43, and a friction plate that is axially movable with an external spline of the clutch shaft 8. It is formed by alternately arranging friction plates engaged with each other, and the degree to which each friction plate is pressed by a hydraulically actuated piston disposed within the piston chamber 83 can be adjusted.

Furthermore, as will be explained in detail later, the synchronous clutch C2 and the brake B operate in the same way during upshifts and downshifts, but the drive side of the clutch to be engaged, Due to the difference in rotational speed with the driven side, the brake B is engaged during upshifting, and the synchronization clutch C2 is engaged during downshifting, thereby synchronizing the driving side and the driven side.

The first embodiment of the transmission control device according to the present invention has the above-mentioned configuration, and its operation will be explained next.

First, when the engine 6 is stopped, the power of the controller 54 is also turned off, so the electromagnetic switching valves 38, 39 and 40 of the clutch C1, the synchronous clutch C2, and the brake B, and the air electromagnetic valves 32, 33 of each gear clutch.゜34,
35, 36 and 37 are all held in place by the return force of the spring.

From this state, in order to start engine 6 when starting,
When ti of the controller 54 is turned on and a starting command is given to the engine 6, a starting signal is output to the governor of the engine 6, and at the same time, a master signal is output to each of the electromagnetic switching valves and air solenoid valves mentioned above, and each clutch and Brake B remains in the released state. Then, after starting the engine 6, the controller 54 receives either a 1st speed command signal or a reverse rotation command signal in order to engage either the 1st speed clutch 1 or the reverse clutch R according to the traveling direction of the vehicle. , the controller 54
In the case of forward movement, the first speed clutch 1 is activated by the pneumatic source 42.
A signal 59 is output to energize the solenoid of the first speed air solenoid valve 33 provided in the conduit 75 to the pneumatic cylinder 48 of the pneumatic cylinder 48. Reversing air solenoid valve 3 provided in line 74 to cylinder 47
A signal 60 is output to energize solenoids No. 2 to engage first speed clutch 1 or reverse clutch R, respectively.

Furthermore, at the time of starting, the clutch C1 is disengaged as described above, and the output shaft 15 and the clutch shaft 8 are both stopped. Therefore, the clutch shaft 8 is in a free state. In the straight position, the first gear clutch 1 can be engaged. Note that the range shift detector 26 provided in the pneumatic cylinders 47 and 48 is
7. When 48 is activated, the shift detection signal 6 indicates whether the 1st speed clutch 1 is engaged, neutral, or reverse clutch R is engaged.
7 to the controller 54.

In this way, when the controller 54 receives an engagement signal for the first speed clutch 1 from the range shift detector 26, the controller 54 connects the pipe line 64 which applies hydraulic pressure from the hydraulic pump 41 to the piston chamber 44 of the clutch C1 via the electromagnetic proportional valve 84. By outputting a signal 68 that excites the solenoid of the electromagnetic switching valve 38 provided in The signal is transmitted to the gear 16, via the output shaft 15 which is integral with the gear, and is transmitted to the drive wheels of the vehicle attached to the output shaft 15, thereby obtaining the first speed driving state. During this time, the synchronizing clutch C2 and the brake B are held in the disengaged state. Note that when both the driving side and driven side of the engaged clutch are at zero rotation, the synchronous clutch C2 and the brake B are held disengaged.

In this way, when the vehicle is in the state of 1st speed operation and the vehicle speed increases sufficiently under 1st speed operation, when a 2nd speed command signal is given to the controller 54 to switch to 2nd speed, the 1st speed air electromagnetic Excitation signals 59 and 68 to the solenoids of valve 33 and electromagnetic switching valve 38 are cut off, and first speed clutch 1 and clutch C0 are disengaged. As a result, the controller 54 is given a shift signal from the range shift detector 26 indicating that the first speed clutch 1 is in the neutral state, and at the same time, the engagement/disengagement switch 53 indicates that the clutch C1 is disengaged. given a parent signal 63 representing
The controller 54 receives the rotational speeds of the clutch shaft 8 and the output shaft 15 as rotational speed detection signals 65 and 66 from rotational speed detectors S1 and S2, respectively. Therefore, the controller 54 connects a pipe that applies hydraulic pressure from the hydraulic pump 41 to the piston chamber 83 of the brake B via the electromagnetic proportional valve 46 so that the rotational speed on the driving side and the rotational speed on the driven side of the second-speed clutch 2 are synchronized. A signal 70 for exciting the solenoid of the electromagnetic switching valve 40 provided in the passage 73 is output, and at the same time a signal 71 for exciting the electromagnetic proportional valve 46 is output, thereby gradually increasing the oil pressure in the piston chamber 83. As a result, the brake B is engaged while slipping, so that the rotational speed of the clutch shaft 8 gradually decreases, and the rotational speeds of the driving side and the driven side of the second-speed clutch 2 are synchronized. In this case, the controller 54 receives the rotation speed detection signal 65 from the rotation speed detector S of the clutch shaft 8 and the rotation speed detection signal 65 from the output shaft 15.
By receiving the rotational speed detection signal 66 from the rotational speed detector S2 of When it is detected that the rotational speed is synchronized, a signal 57 for engaging the second speed clutch 2 is output to the solenoid of the second speed air solenoid valve 35, and a signal 57 is output from the pneumatic source 42 to the conduit 77.
When the range shift detector 27 outputs a shift signal 61 confirming the engagement to the controller 54, the controller 54 outputs a signal 70 to release the brake B. At the same time, a signal 68 for engaging the clutch C5 is output to the solenoid of the electromagnetic switching valve 38, and the first speed operation is switched to the second speed operation,
By increasing the output of the engine 6, the vehicle speed gradually increases.

The above explanation is about switching from 1st speed to 2nd speed, but the same applies to shifting from 2nd to 3rd speed, from 3rd to 4th, etc. It goes without saying that this will happen.

Conversely, the case of downshifting from a high speed gear to a low speed gear will be explained as follows. Here, as an example, a case of downshifting from 5th speed operation to 4th speed operation will be described.

During 5th speed operation, 5 rotates integrally with the clutch shaft 8.
Each gear gear 9.11°12 and 1 except speed gear 14
3 is rotated from the side of each output gear 16, 17, 18, and 19 that are integrally connected to the output shaft 15, and each rotates freely on the clutch shaft 8.
The rotational speed of each gear gear 9, 11, 12 and 13 increases in the order of 4th gear 13 - 3rd gear 12 -> 2nd gear 11 -> 1st gear 9 due to the difference in their respective gear ratios. ing.

Also, since the rotational speed of the spiral gear 14 during operation is smaller than the rotational speed of the freely rotating 4th gear 13, the clutch shaft 8, which is rotating in engagement with the 5th gear 14, A rotational speed difference occurs between the speed gears 13, and in this state, it is impossible to engage the 4th speed clutch 4, and the rotational speeds of the driving side and driven side of the clutch 4 are different. need to be synchronized. Therefore, first, controller 5
When a 4th speed command signal is applied to 4, the excitation signals 56 and 68 to the solenoids of the 5th speed air solenoid valve 36 and the solenoid switching valve 38 are cut off, and the 5th speed clutch 5 and clutch C1 are disengaged. A shift signal 62 indicating that the 5-speed clutch 5 is in the neutral state is given to the controller 54 from the range shift detector 28, and a master signal 63 indicating that the clutch C1 is disengaged is sent to the engagement/disengagement switch. 53, the controller 54 receives the rotational speeds of the clutch shaft 8 and the output shaft 15 from the detection signals 65 and 66 from the rotational speed detectors S1 and S2, respectively, and compares and calculates the rotational speeds of the clutch shaft 8 and the output shaft 15. , so that the rotational speeds of the driving side and driven side of the 4-speed clutch 4 are synchronized.
A signal 69 is output from the hydraulic pump 41 through an electromagnetic proportional valve 85 to energize the solenoid of the electromagnetic switching valve 39 provided in a conduit 72 that applies hydraulic pressure to the piston chamber 45 of the synchronous clutch C2 consisting of a hydraulic friction clutch. A signal 87 that excites the proportional valve 85 is output, and the synchronous clutch C
The hydraulic pressure in the second piston chamber 45 is gradually increased so that the driving side and the driven side of the fourth speed clutch 4 are synchronized. The controller 54 controls the rotational speed of the drive side of the 4-speed clutch 4,
Rotation speed detection signal 6 from rotation speed detectors S1 and S2
When it is detected that the 4-speed clutch 4 is synchronized by comparing and calculating 5 and 66, a signal 55 for engaging the 4-speed clutch 4 is output to the solenoid of the 4-speed air solenoid valve 37, and the pneumatic cylinder 52 through a conduit 79,
When the range shift detector 28 outputs a shift signal 62 confirming the engagement to the controller 54, the controller 54 outputs a signal 68 for engaging the clutch C1 to the solenoid of the electromagnetic switching valve 38, and the clutch C1 is engaged. The power of 1 m6 is transferred from the clutch shaft 8 to the 4th gear gear 1.
3 to the output shaft 15, and a 4th speed operating state can be obtained.

The above description has been made by taking as an example a downshift from 5th speed operation to 4th speed operation, but it goes without saying that downshifting of other gears can be performed in the same manner as above.

The reason why the synchronous clutch C2 is installed at the 1st gear 9 is because the speed ratio of each gear is different, so when each gear is rotated from the output shaft 15 side, the 1st gear 9 is the most This is because the rotational speed is high, and the first speed gear 9 and clutch shaft 8
By connecting the 1st speed gear 9 to the 5th speed gear 1
This is because the clutch shaft 8 can be synchronized with any of the gears up to 4.

In addition, in the above operation, regarding the control of brake B and synchronization clutch C2 when synchronizing the gear clutches, when synchronizing the clutches to be engaged, either brake B is engaged or synchronization clutch C2 is controlled. Whether or not they fit is determined based on the gear position command to be engaged given to the controller 54 and the rotational speeds of the clutch shaft 8 and output shaft 15, and the rotational speed detection signals 65. 66, the controller 54 compares and calculates the rotational speeds of the driving side and driven side of the clutch to be engaged to make a decision. When the rotational speed of the driving side is high, a signal 70 to engage the brake B is transmitted, and when the rotational speed of the driven side is high, a signal 69 to engage the synchronous clutch C2 is transmitted to each electromagnetic switching valve. 40,
39 to obtain synchronization of the gear clutch to be engaged.

The controller 54 detects that the rotational speeds of the driving side and the driven side are synchronized and outputs a clutch engagement signal, and the range shift detectors 26, 27, and 28 output a shift signal that confirms clutch engagement to the controller 54. When output, the controller 54 sends a signal 70.69 to the electromagnetic switching valve 40 to disengage the engaged brake B or synchronous clutch C2.
．． 39 and also outputs a signal 68 for engaging the clutch C0 to the electromagnetic switching valve 38, thereby completing the gear change.

Even if synchronization is detected and a clutch engagement signal is output, engagement fails and the range shift detector 26.27
．． 28 sends a clutch engagement confirmation signal to the controller 54.
If no output is generated, brake B or synchronous clutch C2 remains engaged, passes through the synchronous rotational speed, and the rotational speeds of the driving side and driven side of the engaged clutch are reversed. , when the rotational speed difference exceeds the set value, the electromagnetic switching valve 40.3 sends a signal to disengage the previously engaged brake B or synchronous clutch C2.
At the same time, a signal for engaging the synchronous clutch C2 or the brake B, which has been held disengaged up to now, is output to the electromagnetic switching valve 39, 40, and the synchronous rotational speed can be obtained in the same manner as described above. In addition, the actions of brake B and synchronized clutch C2 are the same during upshifts and downshifts, and due to the difference in rotational speed between the driving side and driven side of the clutch that is about to be engaged, when upshifting, , brake B, and synchronization clutch C2 are engaged during downshifting to obtain synchronization.

Furthermore, in the above control, when upshifting,
Only brake B and, at the time of downshifting, only synchronizing clutch C2 are engaged while slipping to obtain synchronization of each gear clutch, but in the present invention, brake B and synchronizing clutch Since C2 and C2 have independent configurations, it is also possible to use both together to obtain synchronization. If it is detected that the rotational speeds of the driving side and driven side of the 1st speed clutch that should be engaged have reached the set rotational difference just before they match, the pressing force of the synchronous clutch C2 is reduced to a constant pressure. At the same time, the brake B is engaged while slipping to reduce the acceleration of the clutch shaft 8 near the synchronous rotation speed, thereby preventing the clutch shaft 8 from over-rotating during the first gear latch engagement. It is possible.

In this embodiment, the engine rotational speed is not particularly controlled when the clutch C0 is disengaged and when the clutch C0 is disengaged. In order to reduce the shock, it is also possible to add an engine speed control function to the controller 54 and use an engine with an electronic governor to control the engine speed.

Next, FIG. 2 shows a second embodiment of the present invention, in which the present invention is applied to a transmission with four forward speeds and one reverse speed. In this figure, the same or similar members as in the first embodiment shown in FIG. 1 are given the same reference numerals or symbols.

As can be seen by comparing FIG. 2 with FIG. 1, in the second embodiment, the clutch shaft 8 in the first embodiment is replaced by two clutch shafts arranged parallel to the input shaft 7 of the transmission 99. Clutch shaft (1)8. and the clutch shaft (2) 82, and the output of the clutch C4, which is a hydraulic friction clutch connected to the input shaft 7, and the clutch shaft (1) 82. are interconnected, for example, via a set of speed increasing gears 91, 92 with a speed increasing ratio of 1,5, and the clutch shaft (2) 8. The clutch shaft (2) 82 has a gear ratio of 1.0 in the gear 92.
They are interconnected via a set of interlocking gears 92, 93.

Clutch shaft (1)8. In addition to a reversing gear 10 and a second speed gear 11 being rotatably loosely fitted, a mechanical clutch R is also provided.
and 2, external toothed splines 10' and 11° integral with each gear 10 and 11, and a clutch shaft (1
)8. An external spline 21. is formed from an external spline having the same dimensions as these external splines. and these external tooth splines 10°,
11', an axially movable sleeve 22. having an internal spline that engages with 2L. A fork 954 is fitted into a circumferential groove formed on the outer periphery of this sleeve 224, and this fork 95. is slid axially by a pair of pneumatic cylinders 50, 47 attached to the gauging of the transmission 99, so that its internal splines are moved against the clutch shaft (1) 8. External spline 21. is engaged with the external spline 10° of the reversing gear 10 or the external spline 11' of the second speed gear 11, thereby switching between forward and backward movement or switching the speed.

In addition, 1.3 and 4 speed gears 9, 12 and 13 are loosely fitted to the clutch shaft (2) 82 so as to be freely rotatable. and external splines 9° and 12° that are integral with the clutch shaft (2) and 12°, and the clutch shaft (2) is disposed integrally with the clutch shaft (2) 8° between them, and is formed from an external spline having the same dimensions as these external splines. External spline 21. and these external tooth splines 9° and 12°.

21. an axially movable sleeve having interlocking internal splines 22. and are arranged,
This sleeve 22. A fork 955 is fitted into a circumferential groove formed on the outer periphery of the fork 955.
is moved in the axial direction by a pair of pneumatic cylinders 49 and 48 attached to the casing of the transmission 99, so that the internal spline of the clutch shaft (2) 82
The external spline 215 is engaged with the external spline 9'' of the first speed gear 9 or the external spline 12' of the third speed gear 12, thereby switching the speed. .

Note that the third speed gear 12 is connected to the clutch shaft (1) 8. The second speed gear 11 and the third speed output gear 94, which are integrated with the output shaft 15, are meshed with each other.

Further, the clutch shaft (2) 82 is provided with an external spline integrally with the clutch shaft (2) 82 and having the same dimensions as the external spline 13' integral with the fourth speed gear 13, as the mechanical clutch 4. External spline 216 formed from
and an axially movable sleeve 226 having internal splines that engage these external splines 13' and 216;
A fork 956 is fitted into a circumferential groove formed on the outer periphery of the transmission tR99, and the fork 956 is driven by a pneumatic cylinder 52 attached to the casing of the transmission tR99.
By being moved in the axial direction, the internal spline engages with the external spline 216 of the clutch shaft (2) 82 and the external spline 13° of the 4th speed gear 13, thereby increasing the speed. A switch is now taking place.

Note that the 1st and 4th speed gears 9 and 13, which are rotatably loosely fitted to the clutch shaft (2) 82, mesh with the output shaft 15 and the respective output gears 16 and 19 integral therewith, respectively. The third speed gear 12 meshes with the output shaft 15 and a third speed output gear 94 that is integral therewith.

Additionally, each pair of pneumatic cylinders 47.50, 48.49 and 52 has a range shift detector 96.97, respectively.
and 98 are attached, and from these, shift detection signals 90, 89 and 88, such as clutch engagement, neutral, etc., are output to the controller 54.

Note that the rotational speed detectors S1 and S2 are respectively connected to the clutch shaft (1) 8. and attached to the output shaft 15.

Further, a synchronizing clutch C2 and a brake B, each consisting of a hydraulic friction clutch, are attached to the clutch shaft (2), and the former is a 1st speed clutch that is rotatably loosely fitted on the outer periphery of the clutch shaft (2) 82. Gear and clutch shaft (2)
82 are connected so that the degree of coupling can be adjusted, and
The latter is the casing of the transmission 99 and the clutch shaft (2)
82 are connected to each other so that the degree of coupling can be adjusted.

Although the second embodiment of the present invention has such a configuration, its operation is under the control of the controller 54 and is essentially the same as that of the first embodiment. In a second embodiment, the clutch shaft is the clutch shaft (1)8. and a clutch shaft (2) 82, there are some differences in the power transmission path from the input shaft 7 to the output shaft 15 at each speed stage, but there are differences in the operating principle. There's nowhere to go.

This second embodiment has the above-described configuration and operation, but compared to the first embodiment, this second embodiment has the advantage that the overall length of the transmission can be made shorter. It is something that

The present invention has the above-described configuration, in which one set of brakes and one set of synchronous clutches are installed coaxially and independently on the clutch shaft, and the brake Since the rotational speed of the driving side and the driven side of the mechanical clutch of each gear stage is synchronized by the base of the synchronous clutch and the synchronizing clutch, the rotational speed of the mechanical clutch of each gear stage is synchronized. There is no need to install a synchronizer, and since the speed gear is used to increase the rotation speed on the drive side of the mechanical clutch to obtain synchronous rotation speed, there is no need for a dedicated speed-increasing synchronous gear. Therefore, the overall shape of the transmission can be made smaller and lighter.

Therefore, the present invention exhibits particularly excellent effects as a transmission for a vehicle whose installation is subject to space constraints.

[Brief explanation of the drawing]

FIG. 1 is an overall schematic layout diagram showing a first embodiment of the present invention;
FIG. 2 is an overall layout diagram showing the second embodiment, and FIG.
The figure is a layout diagram showing an example of a conventional synchronous control device equipped with a mechanical clutch for changing gears of a transmission. 1 to 5 - Mechanical clutch for 1 to 5 gears, 6 Engine, 7 Human power shaft, 8... Clutch shaft, 81... Clutch shaft (1), 82 - Clutch shaft (2) ,9,11,
12, 13.14... 1st to 5th speed gear, 10... Reverse gear, 15... Output shaft, 16 to 20.94... 1st to 5th speed output gear, 211 to 216... External spline, 221
~226... Sleeve, 23, 24, 25, 95. ．．
955°956...Fork, 26,27,2819
6,97.98...range shift detector, 29.reverse driven gear, 30..reverse pinion, electromagnetic switching valve of latch C2, 40...electromagnetic switching valve of brake B, 4
1...Hydraulic pump, 42...Pneumatic source, 43°99...
・Transmission, 44.45.83... Piston chamber, 46,
84.85... Solenoid proportional valve, 47-52... Sleeve sliding pneumatic cylinder, 54... Controller,
Cbi... Clutch consisting of a hydraulic friction clutch, C2...
・Synchronous clutch consisting of hydraulic friction clutch, B...
- Brake, R... Mechanical clutch for reverse rotation, S Bi... Clutch shaft rotation speed detector, S2... Output shaft rotation speed detector.

Claims (1)

[Claims] 1. A clutch (C_1) consisting of a hydraulic friction clutch whose input side is connected to the engine (6); and a clutch (C_1)
The clutch shaft (8; 8_1, 8_2) connected to the output side of
) and the respective speed gears (9, 11, 12) which are loosely fitted on the clutch shafts (8; 8_1, 8_2) so as to be freely rotatable.
, 13, 14) and reverse gear (10), and each speed gear (9
, 11, 12, 13, 14) and a mechanical clutch (1, 2, 3, 4, 5, R) for selectively engaging the reverse gear (10) with the clutch shaft (8; 8_1, 8_2). and,
An output shaft (15) is connected to each speed gear (9, etc.) and a reverse gear (10) via each speed output gear (16, etc.), and the mechanical clutches are arranged in pairs (1, R, etc.). Each pair of clutches (1, R, etc.) has an integrally formed pair of identical external splines (9', 10', etc.) on each associated gear pair (9, 10, etc.). ) formed integrally with the clutch shaft (8; 8_1, 8_2),
External splines (21_1, etc.) having the same dimensions as this pair of external splines (9', 10'), and internal teeth corresponding to these external splines (9', 10', 21_1, etc.) Sleeve with splines (22_1
etc.), a fork (23, etc.) attached to this sleeve (22_1, etc.), and a pneumatic pressure fixed to the housing of the transmission (43, 99) to slide the fork (23, etc.) in the axial direction. Pair of cylinders (47, 48
General vehicle transmissions (43, etc.)
99), a brake (B) consisting of a hydraulic friction clutch and a synchronization clutch (C_2) consisting of a hydraulic friction clutch are provided on the clutch shaft (8, 8_2), and the brake (B) is connected to the transmission (43, 99). A transmission (43, 99) in which a synchronizing clutch (C_2) connects a casing and a clutch shaft (8, 8_2), and a synchronous clutch (C_2) connects a 1-speed gear (9) and a clutch shaft (8, 8_2) so that the degree of engagement can be adjusted, respectively. )
When changing gears, the brake (B) is engaged when shifting up, and the synchronizing clutch (C_2) is engaged while shifting when downshifting, and the mechanical clutch to be engaged is thereby engaged. A synchronous control device for a transmission, characterized by synchronizing the rotational speeds of a driving side and a driven side (such as 1) and smoothly engaging them. 2. On the clutch shaft (8; 8_1) and output shaft (15),
A rotation speed detector (S
_1, S_2), respectively, and a pair of pneumatic cylinders (47, 48, etc.) of a mechanical clutch (1, etc.)
is equipped with a range shift detector (1, R, etc.) for outputting shift signals such as engagement and neutral for the pair of clutches (1, R, etc.).
26, etc.), and rotation speed detectors (S_1, S_2)
The rotational speeds detected by are compared and calculated, and when the rotational speeds are synchronized, the synchronizing clutch (C_2) and the brake (
B) signal and range shift detector (
2. The synchronous control device for a transmission according to claim 1, further comprising a controller (54) for receiving a shift detection signal from a shift detection signal (e.g., 26) and outputting a required command signal. 3. Claim 1 or 2, wherein the clutch shaft (8) is configured integrally with the output side of the clutch (C_1), and the synchronous clutch (C_2) and the brake (B) are provided on the clutch shaft (8). A synchronous control device for the transmission described above. 4. The clutch shaft (8) is connected to the input shaft (7) of the transmission (99).
) The clutch shaft (1) (8_1
) and a clutch shaft (2) (8_2), which connects the clutch (C_1) and the clutch shaft (1) (8_1) via a pair of mutually meshing gears (91, 92). A pair of gears (92) that mutually engage the clutch shaft (1) (8_1) and the clutch shaft (2) (8_2)
, 93), and the clutch shaft (1) (8_1)
A second speed gear (11) and a reverse gear (10) are rotatably fitted into the clutch shaft (2) (8_2).
, 4th speed gears (9, 12, 13) are rotatably fitted loosely into the output shaft (15), and 1st and 4th speed output gears (16) and (16) meshing with the 1st and 4th speed gears (13). 19) is integrally provided, and the second speed gear (11), which is rotatably loosely fitted to the clutch shaft (1) (8_1), is connected to the clutch shaft (2) (8_2).
The third speed gear (12) is fitted into the third speed gear (12) rotatably and loosely fitted to the output shaft (15).
It meshes with the speed output gear (94), and connects the 4th speed gear (13) to the clutch shaft (2) (8_2) and the integral external toothed sprite (
21_6) through the sleeve (22_6), and also the synchronous clutch (C_2) and brake (B)
The synchronous control device for a transmission according to any one of claims 1 to 3, wherein the transmission synchronous control device is mounted on the clutch shaft (2) (8_2). 5. The controller (54) supplies pneumatic pipes (such as
74, etc.), and the electromagnetic switching valves (39, 70, etc.) provided in the pressure oil pipes (69, 70) that supply pressure oil to the synchronous clutch (C_2) and brake (B). 5. The synchronous control device for a transmission according to claim 1, wherein the synchronous control device for a transmission is configured to control the operation of the transmission device 40).