JP2003120764A - Twin clutch transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a twin clutch transmission in which the number of forward shift ranges can be set to 7 or more, and by which compactness is achieved. SOLUTION: A first input shaft 3 to which power is inputted by a first clutch C1 and a second input shaft 4 to which power is inputted by a second clutch C2 are disposed on the same axial line. A countershaft 5 and an output shaft 6 are disposed in parallel to these input shafts 3 and 4. Gear pairs 7,...12 disposed between these shafts are selectively connected to either shaft by engagement clutch mechanisms K1,...K5 for setting a plurality of shift ranges. The plurality of engagement clutch mechanisms are not provided on the same axis with the input shafts, but on the same axis with the countershaft or the output shaft. At least one of the engagement clutch mechanisms is engaged, while at least one of the others is set disengaged, so that the number of forward shift ranges can be set to 7 or more.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a so-called twin clutch transmission having two clutch means for inputting power.

[0002]

2. Description of the Related Art An example of a transmission of this type is Japanese Patent Laid-Open No. 2000-.
No. 82554. To briefly explain an example of the configuration, a first clutch that connects the first input shaft to the engine and a second clutch that connects the second input shaft to the engine are arranged coaxially with each other. The auxiliary shaft and the output shaft are arranged parallel to each other. Between each of these shafts, six gear pairs of a first speed gear pair or a sixth speed gear pair and a drive gear pair for transmitting power from the counter shaft to the output shaft are provided. Is provided with a plurality of dog clutches for selectively connecting the pair of gears to any of the input shafts or counter shafts.

These dog clutches are the first
A speed gear pair, a third speed gear pair, and a fifth speed gear pair are selectively coupled to the first input shaft and the output shaft, and a second speed gear pair, a fourth speed gear pair, and a sixth speed gear pair. It is configured to selectively couple the speed gear pair to the second input shaft and the output shaft. Therefore, with the first clutch engaged, the second speed gear pair is connected to the second input shaft and the output shaft, and the first clutch is released and the second clutch is engaged. The shift is executed without interrupting the torque transmission from any of the input shafts to the output shaft.
Similarly, the gear shift between the other gear stages adjacent to each other can be performed. Therefore, the transmission described in the above publication can perform the gear shift without causing so-called torque interruption.

[0004]

The basic structure of the transmission described in the above publication is provided with a number of gear pairs corresponding to the number of gear stages to be set, and these gear pairs are first and second. Selected by the second clutch and the dog clutch,
Further, the gears adjacent to each other are set by engaging different input clutches. Therefore, in the conventional so-called twin clutch transmission described in the above publication, in order to increase the number of gear stages,
It is necessary to increase the number of gear pairs according to the number. Therefore, for example, the above publication discloses a configuration for setting 6 forward gears. However, in the case of setting this for 7 or more forward gears, 7 or more gear pairs are required. Since the number of gears is increased, the overall configuration of the transmission becomes larger as the number of stages increases, and the vehicle-mounted transmission has a problem of deterioration in vehicle mountability.

The present invention has been made in view of the above technical problems, and an object of the present invention is to provide a twin clutch transmission which is small in size and which is advantageous for multi-stage transmission.

[0006]

In order to achieve the above object, the invention of claim 1 is such that power is input by a first input shaft to which power is input by a first clutch and by a second clutch. The second input shaft and the second input shaft are arranged on the same axis, the auxiliary shaft and the output shaft are arranged in parallel with these input shafts, and the pair of gears arranged between these shafts are meshed by the clutch mechanism. A twin-clutch transmission that sets a plurality of shift stages by selectively connecting to one of the shafts, and is provided with a plurality of dog clutch mechanisms, and these dog clutch mechanisms are
It is arranged not coaxially with each of the input shafts but coaxially with the auxiliary shaft or the output shaft, and at least one of these dog clutch mechanisms is engaged with at least one of the other. Is set to a non-engaged state so that a forward shift speed of 7 or more is set.

Therefore, in the first aspect of the present invention, an appropriate engagement / disengagement operation is performed by alternately engaging the first clutch and the second clutch, and any one of the dog clutch mechanisms is appropriately engaged. As a result, seven or more forward gears are set. A plurality of the dog clutch mechanisms are provided, but these are not arranged on each input shaft but are arranged coaxially with any of the auxiliary shaft and the output shaft. Therefore, it is not necessary to further dispose a meshing clutch mechanism on each input shaft, which means disposing a relatively large number of parts, and a meshing clutch is disposed on a sub shaft or an output shaft on which a relatively small number of gears are arranged. By arranging the mechanism, the number of parts arranged side by side in the axial direction is reduced, and as a result, it is possible to suppress the increase in the axial length and downsize the transmission.

According to the invention of claim 2, the first input shaft to which power is input by the first clutch and the second input shaft to which power is input by the second clutch are arranged on the same axis. A secondary shaft and an output shaft are arranged in parallel with these input shafts, and a gear pair arranged between these shafts is selectively coupled to either shaft by a meshing clutch mechanism, whereby a plurality of gears are shifted. A twin-clutch transmission for setting a step, including five dog clutch mechanisms, engaging at least one of these dog clutch mechanisms, and at the same time disengaging at least one of the dog clutch mechanisms. It is characterized in that it is configured so as to set a forward shift speed of 7 or more.

Therefore, in the invention of claim 2, at least one of the five dog clutch mechanisms is engaged and at least one of the other is disengaged, and further, the first clutch and the second clutch are connected. By engaging any one of them, a forward shift speed of 7 or more is set. Therefore, the number of dog clutch mechanisms may be smaller than the number of forward shift speeds that can be set, so that the transmission can be downsized.

Further, the invention of claim 3 is the invention of claim 2, wherein a pair of gears for performing a decelerating action or an accelerating action is provided between the first input shaft or the second input shaft and the auxiliary shaft. The forward shift speed of 7 or more includes two shift speeds, namely, a shift speed that is set by causing a deceleration action by the gear pair and a shift speed that is set by causing a speed increasing action. It is a twin clutch transmission.

Therefore, according to the third aspect of the present invention, the gear pair acts as a reduction gear and also as a speed increasing gear depending on how the dog clutch mechanism is engaged or released. Therefore, since at least two forward gears are set by using the gear pair, the number of dog clutch mechanisms is smaller than the number of forward gears, and the number of gear pairs may be small. The size of the machine can be reduced.

Further, the invention of claim 4 is the same as claim 1
In the configuration of 3 or 3, four or more gears are arranged on the output shaft, and at least four dog clutch mechanisms for selectively connecting the gears to the output shaft are provided, and the sub gear is provided. A twin clutch transmission in which two or more gears are arranged on a shaft, and at least two dog clutch mechanisms for selectively connecting these gears to a counter shaft are provided. is there.

Therefore, in the fourth aspect of the invention, the dog clutch mechanism coaxially arranged with the auxiliary shaft is appropriately engaged or released, or the dog clutch mechanism coaxially arranged with the output shaft is appropriately engaged.・ When released, 7 or more forward speeds are set. The shift operation for setting the shift speed is accomplished by switching the dog clutch mechanism arranged on the auxiliary shaft or the output shaft. Since the auxiliary shaft or the output shaft is arranged on the circumference of a predetermined radius around each input shaft, the meshing clutch mechanism is also arranged on the circumference of a predetermined radius around each input shaft. Therefore, the degree of freedom in arranging the devices for executing the gear shift is increased.

According to a fifth aspect of the present invention, in the structure according to any one of the first to fourth aspects, the gear pair is the first gear.
A gear that receives torque from the input shaft or the second input shaft,
Another gear meshing with the gear and arranged on the counter shaft, and another gear meshing with the gear receiving torque from the first input shaft or the second input shaft and arranged on the output shaft. A twin clutch transmission including a gear.

Therefore, in the fifth aspect of the invention, the gear that receives the torque from any of the input shafts is always meshed with the other gear on the counter shaft and the further gear on the output shaft.
That is, a gear that receives torque from one of the input shafts forms a pair with another gear on the counter shaft, and at the same time forms a pair with another gear on the output shaft. The gear that receives the torque is shared by two gear pairs. Therefore, the number of gears required is reduced, and the transmission can be made smaller and lighter.

According to a sixth aspect of the present invention, in the structure according to any one of the first to fourth aspects, the gear pair is
The twin clutch transmission is characterized in that a pair of gears on the opposite side that are always meshed is limited to one.

Therefore, in the invention of claim 6, each pair of gears is composed of two gears which are constantly meshed with each other. In other words, any two gear pairs do not share one gear. As a result, the limiting factors of the gear ratio are reduced, and the range of selection of the gear ratio is widened.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION Next, the present invention will be described based on specific examples. The transmission of the present invention is a twin clutch transmission having two clutches C1 and C2 as input clutches, one example of which is shown in a skeleton diagram in FIG. That is, the transmission shaft 2 for transmitting the torque output from the power source (for example, engine) 1 to the clutches C1 and C2.
The first input shaft 3 and the second input shaft 4 are coaxially arranged on the outer peripheral side of the. In the configuration shown in FIG. 1, the second input shaft 4 is arranged on the outer peripheral side of the transmission shaft 2, and the transmission shaft 2 and the second input shaft 4 are selectively connected by the second clutch C2. There is. Further, the first input shaft 3 is arranged on the outer peripheral side of the second input shaft 4, and the transmission shaft 2 and the first input shaft 3 are selectively connected by the first clutch C1.

The first clutch C1 and the second clutch C2 are friction clutches, and are controlled to a completely engaged state, a released state where torque is not transmitted, and a slip state which is an intermediate state between these states. It is configured to be able to.

An auxiliary shaft 5 and an output shaft 6 are arranged in parallel with the respective shafts 2, 3 and 4. A plurality of gear pairs are provided between each of the input shafts 3 and 4 and the sub shaft 5 and the output shaft 6, and meshing for selectively connecting the gear pairs to the sub shaft 5 or the output shaft 6. A clutch mechanism is provided. That is, the second speed gear pair 7 is provided between the second input shaft 4 and the output shaft 6. This second speed gear pair 7
Is a drive gear 7a provided integrally with the second input shaft 4.
And a driven gear 7b that is rotatably held coaxially with the output shaft 6 so that torque is transmitted at the first forward speed and the second forward speed, and torque is transmitted at the second reverse speed. Has become. When the driven gear 7b has a larger number of teeth than the number of teeth of the drive gear 7a, and therefore torque is transmitted from the drive gear 7a to the driven gear 7b, a deceleration action is performed.

Further, between the first input shaft 3 and the output shaft 6,
A third speed gear pair 8 is provided. This third speed gear pair 8
Is a drive gear 8a provided integrally with the first input shaft 3.
And a driven gear 8b that is rotatably held coaxially with the output shaft 6 so as to transmit torque at the third forward speed and the fourth forward speed, and transmit torque at the first reverse speed. Has become. When the driven gear 8b has more teeth than the drive gear 8a and therefore torque is transmitted from the drive gear 8a to the driven gear 8b, a deceleration action is performed.

Further, a sixth speed gear pair 9 is provided between the second input shaft 4 and the output shaft 6. The sixth speed gear pair 9 includes a drive gear 9a integrally provided on the second input shaft 4 and a driven gear 9b that is rotatably held coaxially with the output shaft 6, and is the fifth forward gear. Torque is transmitted at the sixth speed and the sixth forward speed. When the number of teeth of the driven gear 9b is smaller than the number of teeth of the drive gear 9a, and therefore torque is transmitted from the drive gear 9a to the driven gear 9b, the speed increasing action is performed.

Further, a seventh speed gear pair 10 is provided between the first input shaft 3 and the output shaft 6. The seventh speed gear pair 10 is composed of a drive gear 10a integrally provided on the first input shaft 3 and a driven gear 10b rotatably held coaxially with the output shaft 6, and is configured to move forward in the seventh forward direction. The torque is transmitted at the eighth speed and the forward speed. The number of teeth of the driven gear 10b is smaller than the number of teeth of the drive gear 10a.
When the torque is transmitted to, the speed increasing action is performed.

On the other hand, a first reduction gear pair 11 is provided between the sub shaft 5 and the first input shaft 3, and a second reduction gear pair 12 is provided between the sub shaft 5 and the second input shaft 4. Is provided. The first reduction gear pair 11 includes the third speed drive gear 8a,
This is a gear pair consisting of a driven gear 11b that is constantly meshed with this and is integrated with the counter shaft 5, and is therefore a gear pair that shares the drive gear 8a with the third speed gear pair 8. In addition,
The number of teeth of the driven gear 11b is larger than the number of teeth of the drive gear 8a,
Therefore, when transmitting torque from the drive gear 8a to the driven gear 11b, a deceleration action is performed.

On the other hand, the second reduction gear pair 12 is a gear composed of the sixth speed drive gear 9a and a drive gear 12a which is always meshed with the sixth speed drive gear 9a and is rotatably arranged coaxially with the counter shaft 5. Therefore, the drive gear 9a is a pair of gears shared by the sixth speed gear pair 9. When the number of teeth of the drive gear 12a is smaller than that of the drive gear 9a, and therefore torque is transmitted from the drive gear 12a to the drive gear 9a, a deceleration action is performed.

A reverse gear pair 13 is provided between the second input shaft 4 and the counter shaft 5. That is, a reverse gear 13a is rotatably arranged coaxially with the counter shaft 5, and an idle gear 13b that meshes with the reverse gear 13a and the second speed drive gear 7a is provided. Therefore, the reverse gear pair 13 includes the reverse gear 13a and the idle gear 13b.
And a second speed drive gear 7a, and the second speed drive gear 7a is configured to be shared by the second speed gear pair 7.

As described above, on the output shaft 6, from the left side of FIG. 1, the seventh speed driven gear 10b, the third speed driven gear 8b,
Four gears, a sixth speed driven gear 9b and a second speed driven gear 7b, are rotatably arranged, and these gears are connected to the output shaft 6
There are four meshing clutch mechanisms selectively coupled to. Further, two gears, a second reduction drive gear 12a and a reverse gear 13a, are rotatably arranged on the counter shaft 5, and a meshing clutch for selectively connecting these gears to the counter shaft 5 is provided. A mechanism is provided.

More specifically, the seventh speed driven gear 10
A hub sleeve S1 which is spline-fitted to the clutch hub 14 integrated with the output shaft 6 is arranged between b and the third speed driven gear 8b. The seventh-speed driven gear 10b is connected to the output shaft 6 by moving the driven gear 10b to the spline 15 and engaging the spline 15. Therefore, the first dog clutch mechanism K1 is formed here. Further, the hub sleeve S1 is configured to be connected to the output shaft 6 by moving the hub sleeve S1 toward the third speed driven gear 8b side and engaging the spline 16 with the third speed driven gear 8b. Therefore, the second dog clutch mechanism K2 is formed here.

6th speed driven gear 9b and 2nd speed driven gear 7b
A hub sleeve S2, which is spline-fitted to the clutch hub 17 integrated with the output shaft 6, is disposed between the first and second gears.
The sixth speed driven gear 9b is connected to the output shaft 6 by moving to the b side and engaging with the spline 18. Therefore, a third dog clutch mechanism K3 is formed here. Further, the second driven gear 7b is connected to the output shaft 6 by moving the hub sleeve S2 toward the second driven gear 7b and engaging the spline 19 thereof.
Therefore, a fourth dog clutch mechanism K4 is formed here.

On the other hand, between the second reduction drive gear 12a and the reverse gear 13a on the auxiliary shaft 5, a hub sleeve S3 spline-fitted to the clutch hub 20 integrated with the auxiliary shaft 5 is provided. The second reduction drive gear 12a is arranged to be connected to the auxiliary shaft 5 by moving the hub sleeve S3 to the second reduction drive gear 12a side and engaging the spline 21. There is. Therefore, here, the fifth dog clutch mechanism K5
Is configured. Further, by moving the hub sleeve S3 toward the reverse gear 13a side and engaging with the spline 22 thereof, the reverse gear 13a is connected to the auxiliary shaft 5. Therefore, a sixth dog clutch mechanism K6 is formed here.

In the transmission shown in FIG. 1, eight forward gears and two forward gears are used.
It is possible to set the reverse stage of the stage. The state of engagement / disengagement of each clutch C1, C2 and each dog clutch mechanism K1, ... K6 for setting these shift speeds is shown collectively in FIG. In addition, in FIG.
The numbers in the columns for each hub sleeve S1, S2, S3 are
Reference numbers of gears with which the respective hub sleeves are engageable are indicated, and "N" indicates a neutral (off) position in which none of the gears engages. Also, the ● mark indicates that the torque is engaged and torque is transmitted, the ○ mark indicates that the neutral position is indispensable, and the Δ mark indicates that the gear is engaged and waits for a downshift. The ∇ marks indicate that they are engaged and stand by for an upshift. The blank column indicates the released state.

Each shift speed will be described below. In the forward first speed, the second hub driven gear 7b is connected to the output shaft 6 by the second hub sleeve S2, and the third hub sleeve S3 is connected.
Is set by connecting the second reduction drive gear 12a to the counter shaft 5 and engaging the first clutch C1 in that state. Therefore, in the first forward speed, the engine torque transmitted via the first clutch C1 is transmitted from the first input shaft 3 to the auxiliary shaft 5 via the first reduction gear pair 11 as shown by the thick line in FIG. And further transmitted from the auxiliary shaft 5 to the second input shaft 4 through the fifth dog clutch mechanism K5 and the second reduction gear pair 12, and the second input shaft 4 transmits the second speed gear pair 7 and the fourth speed gear pair 7. It is transmitted to the output shaft 6 via the dog clutch mechanism K4. As a result, each reduction gear pair 11,
12 and the second speed gear pair 7 each perform a deceleration action to set the first speed having the largest gear ratio in the forward speed.

By gradually disengaging the first clutch C1 and gradually engaging the second clutch C2 from the above-described first forward speed state, an upshift from the first speed to the second speed is executed. In the second forward speed, the engine torque is transmitted to the second input shaft 4 via the second clutch C2. Then, as indicated by a thick line in FIG. 4, the second input shaft 4 to the second speed gear pair 7 and the fourth dog clutch mechanism K4.
The torque is transmitted to the output shaft 6 via. Therefore, since only the second speed gear pair 7 decelerates and transmits the torque, the forward second speed having a smaller gear ratio than the first speed is obtained.

In the forward second speed state, the third hub driven gear 8b is connected to the output shaft 6 by the first hub sleeve S1 and the third hub sleeve S3 is set to the neutral position. It will be in a standby state for an upshift to the 3rd speed. Therefore, in this state, the second clutch C
The third forward speed is set by gradually releasing 2 and gradually engaging the first clutch C1. The torque transmission path in that case is shown by the thick line in FIG. 5, and the engine torque transmitted to the first input shaft 3 via the first clutch C1 is the third speed gear pair 8 and the second dog clutch mechanism. It is transmitted to the output shaft 6 via K2. Since the gear ratio of the third speed gear pair 8 is set to be smaller than the gear ratio of the second speed gear pair 7, the third speed has a gear ratio smaller than the second speed.

In this forward third speed state, the second hub sleeve S2 is set to the neutral position, and the second reduction drive gear 12a is moved by the third hub sleeve S3.
The vehicle is in a stand-by state for upshifting to the fourth speed by connecting to. Therefore, in this state, the fourth forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2. The torque transmission path in that case is shown by the thick line in FIG.
The engine torque transmitted to the second input shaft 4 via the clutch C2 is transmitted to the counter shaft 5 via the second reduction gear pair 12 and the fifth meshing clutch mechanism K5, and the counter shaft 5 performs the first speed reduction. The third speed gear pair 8 via the driven gear 11b.
The torque is transmitted to the drive gear 8a. Therefore the second
In the reduction gear pair 12 and the first reduction gear pair 11,
Since the torque is transmitted from the driven side to the drive side, these reduction gear pairs 11, 12 perform the speed increasing action. And
Third speed gear pair 8 and second dog clutch mechanism K2
The torque is transmitted to the output shaft 6 via. Compared with the third speed, the second reduction gear pair 12 and the first reduction gear pair 11
Since the speed-increasing effect is added, the gear ratio as a whole becomes slightly smaller, and the fourth gear having a smaller gear ratio than the third gear is set.

In the fifth forward speed, the first hub sleeve S1 is set in the neutral position, the sixth hub driven gear 9b is connected to the output shaft 6 by the second hub sleeve S2, and the third hub sleeve S3 is used by the third hub sleeve S3. It is set by connecting the 2 reduction drive gear 12a to the counter shaft 5 and engaging the first clutch C1 in that state. The torque transmission path at the fifth forward speed is shown by the thick line in FIG.
The engine torque transmitted to the input shaft 3 is transmitted to the second reduction drive gear 12a via the first reduction gear pair 11, the sub shaft 5, and the fifth dog clutch mechanism K5.
The driven gear of the second reduction gear pair 12 is the sixth speed gear pair 9
Since it is the drive gear 9a, the torque is transmitted to the output shaft 6 through the sixth speed gear pair 9 and the third dog clutch mechanism K3. Therefore, at the fifth forward speed, torque is transmitted from the drive gear 12a to the drive gear 9a side in the second reduction gear pair 12, so that the second reduction gear pair 12 performs the deceleration action, but the sixth speed gear. Since the gear ratio to 9 is small, the fifth forward speed, which has a smaller gear ratio than the fourth forward speed, is obtained.

When comparing the engagement states of the clutches and the clutch mechanism of the fifth forward speed and the fourth speed, the positions of the first hub sleeve S1 and the second hub sleeve S2, and The engagement states of the first clutch C1 and the second clutch C2 are different. Therefore, not only the torque transmission path is changed by switching the input clutch, but also the torque transmission path needs to be changed by the dog clutch mechanism, so that the torque of the output shaft 6 is temporarily reduced to near zero. Blocking occurs.

From the above fifth forward speed state, the sixth forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2. The torque transmission path in that case is shown by a thick line in FIG.
The engine torque transmitted to the second input shaft 4 via the clutch C2 is transmitted to the output shaft 6 via the sixth speed gear pair 9 and the third dog clutch mechanism k3. That is,
In the fifth forward speed, torque was transmitted to the sixth speed gear pair 9 via the reduction gear pairs 11 and 12, whereas in the sixth speed, the sixth speed gear was directly transmitted from the second input shaft 4. Since the torque is transmitted to the pair 9, the sixth speed, which has a smaller gear ratio than the fifth speed, is set.

By connecting the seventh speed drive gear 10b to the output shaft 6 by the first hub sleeve S1 and setting the third hub sleeve S3 to the neutral position in the sixth forward speed state, It will be in a standby state for an upshift to speed. Therefore, in this state, the second clutch C
The seventh forward speed is set by gradually releasing 2 and gradually engaging the first clutch C1. The torque transmission path in that case is shown by the thick line in FIG. 9, and the engine torque transmitted to the first input shaft 3 via the first clutch C1 is the seventh torque gear pair 10 and the first dog clutch mechanism K1. Is transmitted to the output shaft 6 via. The gear ratio of the seventh speed gear pair 10 is a speed-increasing gear pair smaller than the gear ratio of the sixth speed gear pair 9, and thus the seventh speed has a smaller gear ratio than the sixth speed.

In the seventh forward speed state, the second hub sleeve S2 is set to the neutral position, and the second reduction drive gear 12a is connected to the countershaft 5 by the third hub sleeve S3. It will be in a standby state for upshifting to 8th speed. Therefore, in this state, the first clutch C1
The eighth forward speed is set by gradually engaging the second clutch C2 while gradually disengaging. The torque transmission path in this case is shown by the bold line in FIG. 10, and the engine torque transmitted to the second input shaft 4 via the second clutch C2 is transmitted from the sixth speed drive gear 9a to the second reduction drive gear 12
a to the fifth meshing clutch mechanism K5
Is transmitted to the sub shaft 5 via. Then, torque is transmitted from the counter shaft 5 to the first input shaft 3 via the first reduction gear pair 11, and from the first input shaft 3 via the seventh speed gear pair 10 and the first dog clutch mechanism K1. Torque is transmitted to the output shaft 6. In this case, each reduction gear pair 11, 12
Then, since the torque is transmitted from the driven side to the drive side (from the gear having a large number of teeth to the gear having a small number of teeth), each of them performs an accelerating action. As a result, there is a difference between the seventh forward speed and whether or not torque is transmitted via the reduction gear pair 11, 12, and accordingly, the eighth speed having a smaller gear ratio than the seventh speed is set. It

Next, the reverse gear will be described. In the above-described transmission shown in FIG. 1, the reverse speed can be set by engaging either the second clutch C2 or the first clutch C1. First, the reverse gear set by engaging the second clutch C2 will be described. When engaging the second clutch C2, the third driven gear 8b is connected to the output shaft 6 by the first hub sleeve S1. , And the reverse gear 13a is connected to the countershaft 5 by the third hub sleeve S3, and the second hub sleeve S2 is set in the neutral position. Therefore, as indicated by the thick line in FIG. 11, the engine torque transmitted to the second input shaft 4 via the second clutch C2 is transmitted from the second speed drive gear 7a to the idle gear 13b of the reverse gear pair 13, This reverse gear pair 13
And the auxiliary shaft 5 via the sixth dog clutch mechanism K6.
Torque is transmitted to. Then, torque is transmitted from the sub shaft 5 to the output shaft 6 via the first reduction gear pair 11, the third speed gear pair 8, and the second dog clutch mechanism K2.

On the other hand, when the torque is input from the first clutch C1, the reverse gear 13a is connected to the auxiliary shaft 5 by the third hub sleeve S3, and the second speed driven wheel is driven by the second hub sleeve S2. The gear 7b is connected to the output shaft 6 and the first hub sleeve S1 is set in the neutral position. Therefore, as indicated by the thick line in FIG. 12, the engine torque transmitted to the first input shaft 3 via the first clutch C1 is passed through the first reduction gear pair 11 and the counter shaft 5 and the sixth meshing clutch mechanism K6. Is transmitted to the reverse gear pair 13, the torque is transmitted from the idle gear 13b to the second speed gear pair 7, and the torque is transmitted to the output shaft 6 via the fourth dog clutch mechanism K4.

Since the reverse gear is normally set when the vehicle is stationary, the first forward speed and the reverse gear are adjacent to each other. Therefore, from the viewpoint of easiness of control and establishment of fail-safe, the reverse speed set by engaging the second clutch C2 among the above two reverse speeds is
Usually used.

As described above, in the transmission shown in FIG. 1, eight gears can be set as the forward gear using a total of six gear pairs including two gear pairs sharing one gear. As a result, it can be configured as a small multi-stage transmission. This is because it is possible to set the shift speed at which the reduction gear mechanism is used for increasing the speed.

Further, the auxiliary shaft 5 and the output shaft 6 arranged in parallel with the respective input shafts 3 and 4 arranged coaxially.
Since the intermeshing clutch mechanism is coaxially arranged, the number of parts arranged on the same axis is equalized, and the number of parts on one axis is compared with the number of parts on the other axis. An extremely large number can be avoided, and as a result, the overall shaft length of the transmission can be shortened. Further, although the dog clutch mechanism is operated from the outside of the transmission, the arrangement position thereof is located outside and outside the input shafts 3 and 4 on the center side. It becomes easy to avoid interference with the control device, and the degree of freedom in arranging operating devices (not shown) such as actuators for operating the dog clutch mechanism increases.

It should be noted that the gear train shown in FIG. 1 can be used to form a transmission that sets seven forward gears. The engaged / released states of each clutch and the dog clutch mechanism for that purpose are shown collectively in FIG. The chart shown in FIG. 13 is obtained by deleting the “4th” column in the chart shown in FIG. 2 described above and moving down the fifth and higher gears by one gear.

When the shift is executed according to the chart of FIG. 13, the shift between the third forward speed and the fourth forward speed is performed by the meshing clutch mechanism with the first clutch C1 kept engaged. Since the engagement / disengagement state is changed, so-called torque interruption occurs at the time of shifting between these shift speeds. However, similarly to the case where the shift is executed according to the chart of FIG. 2, since the shift stage in which torque cutoff occurs is on the relatively high speed side, it is possible to suppress or prevent discomfort such as shift shock or shift delay. You can

Further, a transmission for setting six forward gears can be constructed by using the gear train shown in FIG. The engaged / released states of the respective clutches and the dog clutch mechanism for that purpose are shown collectively in FIG.
The chart shown in FIG. 14 is obtained by deleting the “4th” column in the chart shown in FIG. 13 described above and moving down the fifth and higher speeds by one gear. With such a configuration, it is possible to execute the shift between the adjacent shift speeds without causing the torque interruption.

By the way, in the above-described transmission having the gear train shown in FIG. 1, the first reduction gear pair 11 and the third speed gear pair 8 share the drive gear 8a, and the second reduction gear pair 12 and the second reduction gear pair 12. The 6th speed gear pair 9 shares the drive gear 9a. As a result, the inter-axis distance of each axis and the gear ratio may interfere with each other, and the gear ratio that can be set may be restricted. FIG. 15 is a skeleton diagram showing a configuration in which such restrictions are eliminated.

In the configuration shown in FIG. 15, a drive gear 11a for the first reduction gear pair 11 and a driven gear 12b for the second reduction gear pair 12 are added to the configuration shown in FIG. The arrangements of the clutches C1 and C2, the input shafts 3 and 4, and the gear pairs are changed. More specifically, the input clutches C1 and C2 are arranged on the engine 1 side, and the second clutch C2 is arranged on the outer peripheral side of the first clutch C1. As a result, the first clutch C1 that is frequently controlled to be in a slip state at the time of starting is located on the rotation center side, and it is easy to supply the lubricating oil for cooling the friction surface thereof.

Along with such arrangement of the input clutches C1 and C2, the second input shaft 4 is coaxially arranged on the outer peripheral side of the first input shaft 3. Then, the first input shaft 3 has a first
The reduction drive gear 11a is integrally provided. The first reduction gear pair 11 is arranged on the outer peripheral side of the first hub sleeve S1. In other words, the positions of the both in the axial direction are substantially the same. As a result, since the hub sleeve S1 having a small radius and the first reduction gear pair 11 composed of a gear having a large radius are arranged in the radial direction, the space is effectively used, and the outer dimensions of the transmission as a whole are reduced. It is getting smaller.

A second reduction driven gear 12b is integrally provided on the second input shaft 4 arranged on the outer peripheral side of the first input shaft 3. Further, the idle gear 13 for the reverse gear
b is engaged with the driven gear 7b of the second speed gear pair 7. Other configurations are similar to those shown in FIG.

Even in the transmission having the gear train shown in FIG. 15, it is possible to set seven or more forward stages. First, FIG. 16 is a table collectively showing the engaged / released states of the clutches C1 and C2 and the dog clutch mechanism K1, ... K6 in the case of being configured so as to set eight forward gears and one reverse gear. The meaning of each symbol in FIG. 16 is the same as each symbol in FIG. 2 described above.

As described above, the gear train shown in FIG. 15 is basically different from the gear train shown in FIG. 1 in that each reduction gear pair 11, 12 does not share a gear with other gear pairs. Therefore, the engagement / release states of the input clutches C1 and C2 and the dog clutch mechanisms K1, ... K6 for setting the respective shift speeds and the torque transmission paths are basically the same as those of the gear train shown in FIG. Is the same. Hereinafter, each shift speed will be described.

In the forward first speed, the second driven gear 7b is connected to the output shaft 6 by the second hub sleeve S2, and the third speed
It is set by connecting the second reduction drive gear 12a to the auxiliary shaft 5 by the hub sleep S3 of 1 and engaging the first clutch C1 in that state. Therefore, in the first forward speed, as shown by the thick line in FIG. 17, the engine torque transmitted via the first clutch C1 is transmitted from the first input shaft 3 to the auxiliary shaft 5 via the first reduction gear pair 11. And further transmitted from the auxiliary shaft 5 to the second input shaft 4 through the fifth dog clutch mechanism K5 and the second reduction gear pair 12, and the second input shaft 4 transmits the second speed gear pair 7 and the fourth speed gear pair 7. It is transmitted to the output shaft 6 via the dog clutch mechanism K4. As a result, each of the reduction gear pairs 11, 12 and the second speed gear pair 7 performs a deceleration action to set the first speed having the largest gear ratio in the forward gear.

By gradually releasing the first clutch C1 and gradually engaging the second clutch C2 from the above-described first forward speed state, an upshift from the first speed to the second speed is executed. In the second forward speed, the engine torque is transmitted to the second input shaft 4 via the second clutch C2. Then, as indicated by a thick line in FIG. 18, from the second input shaft 4 to the second speed gear pair 7 and the fourth dog clutch mechanism K.
Torque is transmitted to the output shaft 6 via 4. Therefore, since only the second speed gear pair 7 decelerates and transmits the torque, the forward second speed having a smaller gear ratio than the first speed is obtained.

In this forward second speed state, it is possible to connect the third speed driven gear 8b to the output shaft 6 by the first hub sleeve S1 and set the third hub sleeve S3 to the neutral position. it can. Therefore, in this state, the second
The third forward speed is set by gradually releasing the clutch C2 and gradually engaging the first clutch C1. The torque transmission path in that case is shown by the bold line in FIG. 19, and the engine torque transmitted to the first input shaft 3 via the first clutch C1 is the third speed gear pair 8 and the second dog clutch mechanism. It is transmitted to the output shaft 6 via K2. Since the gear ratio of the third speed gear pair 8 is set to be smaller than the gear ratio of the second speed gear pair 7, the third speed has a gear ratio smaller than the second speed.

In this third forward speed state, the second hub sleeve S2 is set to the neutral position, and the second reduction drive gear 12a is moved by the third hub sleeve S3.
Can be connected to. Therefore, in this state, the first clutch C1 is gradually released, and the second clutch C2 is released.
The fourth forward speed is set by gradually engaging the. The torque transmission path in that case is shown by the thick line in FIG. 20, and the engine torque transmitted to the second input shaft 4 via the second clutch C2 is the second reduction gear pair 12 and the fifth meshing clutch mechanism. It is transmitted to the counter shaft 5 via K5, and torque is transmitted from the counter shaft 5 to the first input shaft 3 via the first reduction gear pair 11. Therefore, in the second reduction gear pair 12 and the first reduction gear pair 11, torque is transmitted from the driven gear side to the drive gear side, and these reduction gear pairs 11, 12 perform the speed increasing action. And
Third speed gear pair 8 and second dog clutch mechanism K2
The torque is transmitted to the output shaft 6 via. Compared with the third speed, the second reduction gear pair 12 and the first reduction gear pair 11
Since the speed-increasing effect is added, the gear ratio as a whole becomes slightly smaller, and the fourth gear having a smaller gear ratio than the third gear is set.

In the fifth forward speed, the first hub sleeve S1 is in the neutral position, the sixth hub driven gear 9b is connected to the output shaft 6 by the second hub sleeve S2, and the third hub sleeve S3 is used by the third hub sleeve S3. It is set by connecting the 2 reduction drive gear 12a to the counter shaft 5 and engaging the first clutch C1 in that state. The torque transmission path at the fifth forward speed is shown by the thick line in FIG. 21, and the engine torque transmitted to the first input shaft 3 via the first clutch C1 is the first reduction gear pair 11 and the countershaft 5. Also, it is transmitted to the second reduction gear pair 12 via the fifth dog clutch mechanism K5. Then, the torque is transmitted from the second reduction gear pair 12 to the second input shaft 4 and the sixth speed gear pair 9 attached to the second input shaft 4, and the torque is further transmitted to the output shaft 6 through the third dog clutch mechanism K3. Transmitted. Therefore, this advance fifth
At high speed, the drive gear 1
Since torque is transmitted from 2a to the driven gear 12b side,
Each reduction gear pair 11, 12 performs a reduction action, but the sixth
Since the gear ratio of the speed gear pair 9 is small, the fifth forward speed, which has a smaller gear ratio than the fourth forward speed, is obtained.

When the engagement states of the clutches and the clutch mechanism at the fifth forward speed and the fourth speed are compared, the positions of the first hub sleeve S1 and the second hub sleeve S2, and The engagement states of the first clutch C1 and the second clutch C2 are different. Therefore, not only the torque transmission path is changed by switching the input clutch, but also the torque transmission path needs to be changed by the dog clutch mechanism, so that the torque of the output shaft 6 is temporarily reduced to near zero. Blocking occurs.

The sixth forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2 from the above fifth forward speed state. The torque transmission path in that case is shown by the thick line in FIG. 22, and the engine torque transmitted to the second input shaft 4 via the second clutch C2 is the sixth speed gear pair 9 and the third meshing clutch mechanism k3. Is transmitted to the output shaft 6 via. That is, in the fifth forward speed, torque is transmitted to the sixth speed gear pair 9 via the reduction gear pairs 11 and 12, whereas in the sixth speed, the torque is transmitted to the sixth speed gear pair 9 directly from the second input shaft 4. Since torque is transmitted to the speed gear pair 9, the sixth gear having a smaller gear ratio than the fifth gear
The speed is set.

In the forward sixth speed state, the seventh speed drive gear 10b can be connected to the output shaft 6 by the first hub sleeve S1 and the third hub sleeve S3 can be set to the neutral position. In this state, the seventh forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1. The transmission path of the torque in that case is shown by the thick line in FIG. 23, and the engine torque transmitted to the first input shaft 3 via the first clutch C1 corresponds to the seventh speed gear pair 10 and the first meshing clutch mechanism K1. Is transmitted to the output shaft 6 via. The gear ratio of the seventh speed gear pair 10 is a speed-increasing gear pair smaller than the gear ratio of the sixth speed gear pair 9, and thus the seventh speed has a smaller gear ratio than the sixth speed.

In the seventh forward speed state, the second hub sleeve S2 can be set to the neutral position, and the second reduction drive gear 12a can be connected to the auxiliary shaft 5 by the third hub sleeve S3. In this state, the eighth forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2. The torque transmission path in this case is shown by the thick line in FIG. 24. The engine torque transmitted to the second input shaft 4 via the second clutch C2 is the second reduction gear pair 12 and the fifth meshing clutch mechanism K5. Is transmitted to the sub shaft 5 via. Then, torque is transmitted from the counter shaft 5 to the first input shaft 3 through the first reduction gear pair 11, and the first input shaft 3 passes through the seventh speed gear pair 10 and the first dog clutch mechanism K1. Torque is transmitted to the output shaft 6. In this case, in each of the reduction gear pairs 11 and 12, torque is transmitted from the driven gear side to the drive gear side (from a gear having a large number of teeth to a gear having a small number of teeth), so that each of them performs an accelerating action. As a result, there is a difference between the seventh forward speed and whether or not the torque is transmitted via these reduction gear pairs 11, 12, and accordingly, the seventh speed is applied.
The eighth speed, which has a smaller gear ratio than the speed, is set.

Next, the reverse gear will be described. As described above, since the reverse gear is a gear adjacent to the first speed in terms of gear shifting operation, the second clutch C2 different from the first clutch C1 for setting the first speed is required due to a fail-safe requirement. It is designed to be engaged and set. That is, the first
Hub sleeve S1 connects the third speed driven gear 8b to the output shaft 6, and the third hub sleeve S3 connects the reverse gear 13a to the counter shaft 5, and the second hub sleeve S2 is set to the neutral position. To do. Therefore, as shown by the thick line in FIG. 25, the engine torque transmitted to the second input shaft 4 via the second clutch C2 is transmitted from the second speed gear pair 7 to the idle gear 13b of the reverse gear pair 13, and Torque is transmitted to the sub shaft 5 via the reverse gear pair 13 and the sixth meshing clutch mechanism K6.
Then, from this counter shaft 5 to the first reduction gear pair 11 and the third
Torque is transmitted to the output shaft 6 via the speed gear pair 8 and the second dog clutch mechanism K2.

As described above, in the transmission shown in FIG. 15, four gear pairs are provided as a gear pair for setting the forward speed, and two reduction gear pairs are multiplied by the gear pair, so that a total of six gear pairs are provided. With this, eight forward speeds can be set, and as a result, a small multi-speed transmission can be configured.

Further, as in the transmission shown in FIG. 1 described above, the number of parts arranged on the same axis is equalized, and the number of parts on any one axis becomes the number of parts on another axis. It is possible to avoid an excessive increase in comparison, and as a result, it is possible to reduce the overall shaft length of the transmission,
Furthermore, the degree of freedom in arranging an operating device (not shown) such as an actuator for operating the dog clutch mechanism increases.

The gear train shown in FIG. 15 can be used to form a transmission that sets seven forward gears. The engaged / released states of each clutch and the dog clutch mechanism for that purpose are shown collectively in FIG. The chart shown in FIG. 26 is obtained by deleting the “4th” column in the chart shown in FIG. 16 described above and lowering the fifth and higher speeds by one.

When the gear shift is executed according to the chart of FIG. 26, the gear shift between the third forward speed and the fourth forward speed is performed by the meshing clutch mechanism with the first clutch C1 engaged. Since the engagement / disengagement state is changed, so-called torque interruption occurs at the time of shifting between these shift speeds. However, similarly to the case where the shift is executed according to the chart of FIG. 16, since the shift stage in which torque cutoff occurs is on the relatively high speed side, it is possible to suppress or prevent discomfort such as shift shock or shift delay. You can

The present invention is not limited to the above-mentioned specific examples. For example, in each of the specific examples described above, by disposing the output shaft in parallel with each input shaft, power is output in the direction parallel to the central axis of the engine. Although it becomes a configuration suitable for a vehicle of a type to be placed horizontally, it is also possible to provide an output member coaxially with each of the input shafts, and connect the output member and the output shaft with a transmission mechanism such as a gear or a chain,
With such a configuration, the power can be output in a direction in which the axis of the engine is extended, and therefore, the configuration is suitable for a vehicle in which a so-called engine is vertically installed. In that case, the number of forward steps that can be set can be further increased by providing means for selectively directly connecting one of the input shafts and the output member.

Further, the first clutch and the second clutch for inputting the engine torque may be arranged either on the engine side or on the side opposite to the engine with respect to the gear train. The clutch may be arranged on the side opposite to the engine, and the clutches may be arranged on both sides of the gear train. In short, the arrangement of each component including the input clutch can be changed as necessary. Further, in the present invention, a device incorporating a synchronizing mechanism (synchronizer) having a taper ring or the like can be adopted as the dog clutch mechanism.

[0071]

As described above, according to the first aspect of the present invention, it is possible to set seven or more forward gears, and moreover, a plurality of engaging / disengaging gears are set to set these gears. Since the dog clutch mechanism is not arranged on each input shaft but coaxially with either the auxiliary shaft or the output shaft, a relatively large number of parts will be arranged on each input shaft. It is not necessary to arrange a mechanism, but by arranging the dog clutch mechanism on the auxiliary shaft or the output shaft on which a relatively small number of gears are arranged, the number of parts arranged side by side in the axial direction is reduced, and as a result, It is possible to reduce the size of the transmission by suppressing an increase in the axial length.

According to the invention of claim 2, at least one of the five dog clutch mechanisms is engaged and at least one of the other is disengaged, and the first clutch and the first clutch By engaging one of the two clutches, the shift speed of 7 or more forward speeds can be set. Therefore, the number of meshing clutch mechanisms may be small with respect to the settable shift speeds of the forward speed, and the transmission can be downsized. Can be achieved.

Further, according to the invention of claim 3, a predetermined gear pair acts as a reduction gear and as a speed increasing gear depending on how to engage and disengage the dog clutch mechanism. Since at least two forward gears can be set by using the gears, the number of dog clutch mechanisms is small as compared with the number of forward gears, and the number of gear pairs may be small, which leads to downsizing of the transmission. be able to.

Further, according to the invention of claim 4, the gear shifting operation for setting the gear stages of seven forward gears or more is performed by the switching operation of the dog clutch mechanism arranged on the auxiliary shaft or the output shaft. Since the auxiliary shaft or the output shaft is arranged on the circumference of a predetermined radius centering on each input shaft, the meshing clutch mechanism is also arranged on the circumference of a predetermined radius centering on each input shaft. In this case, the degree of freedom in arranging the device for executing the gear shift can be increased.

According to the fifth aspect of the present invention, the gear that receives the torque from any one of the input shafts forms a pair with another gear on the counter shaft and at the same time forms a pair with another gear on the output shaft. The gears that receive torque from either input shaft
Since it is shared by one gear pair, the number of gears required is reduced and the transmission can be made smaller and lighter.

According to the sixth aspect of the present invention, since any two gear pairs are not configured to share one gear, there are less restrictive factors of the gear ratio and the selection of the gear ratio is reduced. The width can be widened.

[Brief description of drawings]

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

FIG. 2 is a chart collectively showing the engaged / released states of a clutch and a dog clutch mechanism for setting each gear stage of eight forward gears and one reverse gear by the transmission.

3 is a schematic diagram showing a torque transmission path at a first forward speed in the transmission shown in FIG.

4 is a schematic diagram showing a torque transmission path at a second forward speed in the transmission shown in FIG.

5 is a schematic diagram showing a torque transmission path at a third forward speed in the transmission shown in FIG.

6 is a schematic diagram showing a torque transmission path at a fourth forward speed in the transmission shown in FIG.

7 is a schematic diagram showing a torque transmission path at a fifth forward speed in the transmission shown in FIG.

8 is a schematic diagram showing a torque transmission path at a sixth forward speed in the transmission shown in FIG.

9 is a schematic diagram showing a torque transmission path at a forward seventh speed in the transmission shown in FIG.

10 is a schematic diagram showing a torque transmission path at the eighth forward speed in the transmission shown in FIG.

11 is a schematic diagram showing a torque transmission path at a first reverse speed in the transmission shown in FIG. 1. FIG.

12 is a schematic diagram showing a torque transmission path at a second reverse speed in the transmission shown in FIG.

13 is a table collectively showing engagement / release states of a clutch and a dog clutch mechanism in a case where the gear train shown in FIG. 1 is used to set each of seven forward gears and one reverse gear. .

FIG. 14 is a table collectively showing the engaged / released states of the clutch and the dog clutch mechanism in the case where the gear train shown in FIG. 1 is used to set each of the forward speed 6 speed and reverse speed 1 speed. .

FIG. 15 is a skeleton diagram showing an example of another transmission according to the present invention.

16 is a chart collectively showing the engaged / released states of a clutch and a dog clutch mechanism for setting each of the eight forward speeds and one reverse speed by the transmission shown in FIG.

17 is a schematic diagram showing a torque transmission path at a first forward speed in the transmission shown in FIG.

FIG. 18 is a schematic diagram showing a torque transmission path at a second forward speed in the transmission shown in FIG. 15.

19 is a schematic diagram showing a torque transmission path at a third forward speed in the transmission shown in FIG.

20 is a schematic diagram showing a torque transmission path at a fourth forward speed in the transmission shown in FIG.

21 is a schematic diagram showing a torque transmission path at the fifth forward speed in the transmission shown in FIG.

22 is a schematic diagram showing a torque transmission path at a sixth forward speed in the transmission shown in FIG.

23 is a schematic diagram showing a torque transmission path at a seventh forward speed in the transmission shown in FIG.

24 is a schematic diagram showing a torque transmission path at the eighth forward speed in the transmission shown in FIG.

25 is a schematic diagram showing a torque transmission path at a reverse gear stage in the transmission shown in FIG.

FIG. 26 is a perspective view of the forward 7 using the gear train shown in FIG.
6 is a table that collectively shows the engaged / released states of the clutch and the dog clutch mechanism when configured to set each shift speed of one speed and one reverse speed.

[Explanation of symbols]

1 ... Engine, 3 ... 1st input shaft, 4 ... 2nd input shaft,
5 ... counter shaft, 6 ... output shaft, 7 ... second speed gear pair, 8
... 3rd speed gear pair, 9 ... 6th speed gear pair, 10 ... 7th speed gear pair, 11 ... first reduction gear pair, 12 ... second reduction gear pair, 13 ... reverse gear pair, C1 ... first clutch ,
C2 ... Second clutch, K1, ... K6 ... Intermeshing clutch mechanism, S1, S2, S3 ... Hub sleeve.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Yasuhiro Oshiumi             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Hiroshi Fujito             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Ryo Matsumoto             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Shin Murakami             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. F term (reference) 3D039 AA02 AC37 AD23                 3J028 EB09 EB37 EB62 FB04 FC32                       FC42 FC64

Claims (6)

[Claims] 1. A first input shaft, to which power is input by a first clutch, and a second input shaft, to which power is input by a second clutch, are arranged on the same axis and are parallel to these input shafts. A twin clutch transmission in which a sub shaft and an output shaft are arranged, and a plurality of gear stages are set by selectively connecting a pair of gears arranged between these shafts to one of the shafts by a meshing clutch mechanism. A plurality of dog clutch mechanisms, the dog clutch mechanisms are not provided coaxially with the input shafts but are provided coaxially with the auxiliary shaft or the output shaft, and these dog clutch mechanisms are provided. To set at least seven forward gears by engaging at least one of them and disengaging at least one of them. Twin clutch transmission, characterized in that have been made. 2. A first input shaft, to which power is input by a first clutch, and a second input shaft, to which power is input by a second clutch, are arranged on the same axis and are parallel to these input shafts. A twin clutch transmission in which a sub shaft and an output shaft are arranged, and a plurality of gear stages are set by selectively connecting a pair of gears arranged between these shafts to one of the shafts by a meshing clutch mechanism. The machine is provided with five dog clutch mechanisms, and at least one of these dog clutch mechanisms is engaged and at the same time, at least one of the dog clutch clutch mechanisms is brought into a non-engaged state, so that the forward seven stages or more are achieved. A twin clutch transmission characterized by being configured to set a shift speed. 3. A gear pair for decelerating or increasing the speed is provided between the first input shaft or the second input shaft and the sub shaft, and the gear pair of the 7 or more forward gear stages is the gear pair. 3. The twin clutch transmission according to claim 2, further comprising two shift speeds, a shift speed set by causing a deceleration action and a shift speed set by causing a speed increase action. 4. Four or more gears are arranged on the output shaft, and at least four dog clutch mechanisms for selectively connecting these gears to the output shaft are provided, and the countershaft is also provided. The two or more gears are arranged on the upper side, and at least two dog clutch mechanisms for selectively connecting these gears to the counter shaft are provided. Twin clutch transmission described. 5. The gear pair includes a gear that receives torque from the first input shaft or the second input shaft, another gear that meshes with the gear and that is arranged on the counter shaft, and the first input. The twin clutch transmission according to any one of claims 1 to 4, further comprising: a further gear that meshes with the gear that receives torque from a shaft or a second input shaft and that is arranged on the output shaft. Machine. 6. The twin clutch transmission according to claim 1, wherein the pair of gears is a pair of gears in which the counterpart gears that are always meshed with each other are limited to one.