JP2006132572A - Transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To actualize a simple and compact transmission with the number of gears less than the number of shift stages while reducing the wear of a clutch facing in starting a vehicle. <P>SOLUTION: This transmission device 2 comprises a first input shaft 10 to which torque is input via a first clutch C1, a second input shaft 20 to which torque is input via a second clutch C2, a counter shaft 30 arranged in parallel to the first input shaft 10, an output shaft 40 arranged coaxially with one of the first input shaft 10 and the counter shaft 30, a first gear pair 110 consisting of a gear 111 fixed to the second input shaft 20 and a second gear 112 fixed to the counter shaft 30 for meshing with the gear 111, a first change-over mechanism 160 for selectively connecting/disconnecting the first input shaft 10 to/from the counter shaft 30 with at least two different reduction ratios, and a second change-over mechanism 170 for selectively connecting/disconnecting one of the first input shaft 10 and the sub shaft 30 to/from the output shaft 40. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a transmission, and more particularly to a transmission corresponding to a double clutch device.

  There is an automatic transmission (AT) as a means for automatically shifting the vehicle. In recent years, for example, a combination of a torque converter, a plurality of planetary gears, and a clutch has become mainstream. The AT eliminates the need for clutch operation by the driver at the start, stop, and shift required for the manual transmission (MT) due to the continuously variable transmission action of the torque converter and automatic switching of the plurality of clutches. On the other hand, since AT uses a torque converter via fluid, the transmission efficiency is inferior to MT that mechanically directly connects the input side and output side to transmit torque. Therefore, the AT has an advantage that the labor of the driver is reduced, but has a disadvantage that the fuel consumption of the vehicle is reduced. Therefore, in order to eliminate the need for clutch operation while ensuring the transmission efficiency of MT, an automatic transmission (AMT) automated based on the structure of MT has been developed.

  The AMT automates the clutch operation of the MT and the gear shifting operation of the transmission, and can eliminate the clutch operation while ensuring the same transmission efficiency as the conventional MT. However, since the AMT releases the clutch connection in the same manner as the MT during the speed change operation, torque transmission is temporarily interrupted. While the torque transmission is interrupted, the vehicle is driven only by inertia without acceleration, so that the so-called torque loss during the shift greatly affects the acceleration of the vehicle and tends to make the driver uncomfortable. On the other hand, in the case of AT, since a plurality of clutches are used, there is no torque interruption at the time of shifting.

  In order to solve the above-described problem of running out of torque, an AMT clutch device employing a double clutch device has been developed. The double clutch device mainly includes an input shaft, a first output shaft, a second output shaft, a first clutch, and a second clutch. The input shaft is for inputting torque from the engine to the double clutch device. The first output shaft is for outputting torque to the transmission side, and is arranged coaxially with the input shaft. The second output shaft is for outputting torque to the transmission side, and is a cylindrical member arranged coaxially on the outer peripheral side of the first output shaft. The first clutch is for transmitting and interrupting torque input to the input shaft to the first output shaft. The second clutch is for transmitting and blocking torque input to the input shaft to the second output shaft, and is disposed on the outer peripheral side of the first clutch (see, for example, Patent Document 1).

In the double clutch device, torque can be alternately transmitted to the first and second output shafts by the first and second clutches in order to prevent torque shortage. The first and second output shafts can be selectively connected to different gear pairs. In this compound clutch device, when the first clutch is connected and torque is transmitted to the first output shaft, the second output shaft is connected to one of the gear pairs and the first clutch is released. At the same time, the second clutch can be connected to transmit torque to the second output shaft. The reverse operation is also possible. Therefore, the AMT that employs this dual clutch device does not cause a torque shortage at the time of shifting, and enables a smooth and lean shifting operation.
JP 2000-352431 A JP 2004-217204 A

  The AMT described above employs a stepped transmission that includes a plurality of gears and the like. In the stepped transmission, due to the reduction ratio, the engine speed after the shift is reduced during the upshift. Therefore, it is necessary to increase the engine speed before the shift by the step of the reduction ratio. In particular, in the case of the above-described AMT, it is necessary to provide a certain margin for the vehicle speed at the time of upshifting and downshifting to prevent hunting of upshifting and downshifting, and the engine speed before shifting must be higher than MT. . As a result, when a conventional stepped transmission is used for AMT, fuel consumption is reduced and noise is increased. Therefore, the transmission device mounted on the AMT needs to increase the number of shift stages in order to reduce the step of the reduction ratio as compared with the prior art, and the transmission device becomes large. In addition, in this transmission, only one clutch is slid in a half-clutch state at the time of starting, which causes a problem that the facing of one clutch is worn compared to the other.

  In addition, the multiple clutch device has a larger axial dimension than the conventional MT clutch due to the plurality of clutches and the associated mechanism. As a result, since the axial dimension of the entire AMT becomes large, it is desirable to reduce the size of the transmission. However, for example, in the case of a six-speed shift, the transmission needs as many gear pairs as the number of shift stages for forward movement. Accordingly, for example, four switching mechanisms are required (see, for example, Patent Document 2). Since these gear pairs and the switching mechanism are arranged in the axial direction, it is difficult to reduce the size of the transmission.

  An object of the present invention is to realize a simple and compact transmission with a smaller number of gears than the number of gears.

  Another object of the present invention is to reduce the wear of the clutch facing when the vehicle starts.

  The transmission according to claim 1 is mounted on an automatic transmission including a dual clutch device that can selectively connect and disconnect the first and second clutches, and transmits torque from the engine to the output side. Is for. This transmission is composed of a first input shaft, a second input shaft, a counter shaft, an output shaft, a first gear pair, a first switching mechanism, and a second switching mechanism. The first input shaft is for inputting torque via the first clutch. The second input shaft is for inputting torque via the second clutch. The sub-axis is arranged in parallel to the first input axis. The output shaft is coaxially disposed with respect to either the first input shaft or the auxiliary shaft. The first gear pair is composed of a first gear fixed to the second input shaft and a second gear fixed to the auxiliary shaft and meshed with the first gear. The first switching mechanism can selectively connect and disconnect the first input shaft and the sub shaft with at least two different reduction ratios. The second switching mechanism can selectively connect and disconnect either the first input shaft or the sub shaft and the output shaft.

  As described above, since the double clutch device can selectively operate the first and second clutches, torque can be input from one of the first and second input shafts to the transmission. Further, by changing the connection pattern of the first and second switching mechanisms, there are several torque transmission paths of the transmission. For example, when the first switching mechanism can selectively connect and disconnect the first input shaft and the sub-shaft by two types of reduction ratios, the torque transmission path from the first and second input shafts to the output shaft Are as follows.

1) First input shaft → first switching mechanism (first reduction ratio) → second shaft → second switching mechanism → output shaft 2) First input shaft → first switching mechanism (second reduction ratio) → second shaft -> 2nd switching mechanism-> output shaft 3) 1st input shaft-> 2nd switching mechanism-> output shaft 4) 2nd input shaft-> 1st gear pair-> secondary shaft-> 1st switching mechanism (1st reduction ratio)-> 1st 1 input shaft → second switching mechanism → output shaft 5) second input shaft → first gear pair → secondary shaft → first switching mechanism (second reduction ratio) → first input shaft → second switching mechanism → output shaft 6) 2nd input shaft-> 1st gear pair-> secondary shaft-> 2nd switching mechanism-> output shaft Therefore, the reduction ratio is set appropriately and the 1st and 2nd switching is performed according to the operation of the 1st and 2nd clutches By appropriately switching the mechanism, this transmission can realize a six-speed shift. Compared with a conventional six-speed transmission, the conventional transmission requires six gear pairs and four switching mechanisms, whereas this transmission has four gear pairs and two switching mechanisms. I only need it. As a result, this transmission can realize a six-speed transmission corresponding to the double clutch device with fewer components than in the past. Thereby, this transmission can reduce an axial direction dimension conventionally, and can achieve size reduction. And the enlargement of the whole AMT can be prevented.

  A transmission according to a second aspect is the transmission according to the first aspect, further comprising a second gear pair and a third gear pair. The second gear pair includes a third gear fixed to one of the first input shaft and the counter shaft, and a third gear arranged to be rotatable relative to the other of the first input shaft and the counter shaft. It is comprised from the meshing 4th gearwheel. The third gear pair includes a fifth gear fixed to one of the first input shaft and the counter shaft, and a fifth gear arranged to be rotatable relative to the other of the first input shaft and the counter shaft. It is comprised from the meshing 6th gearwheel. Moreover, the 1st switching mechanism can connect a 1st input shaft and a countershaft via any one of a 2nd and 3rd gear pair.

  Since this transmission includes the second and third gear pairs, by appropriately setting the reduction ratio thereof, it is possible to realize a six-speed transmission corresponding to the dual clutch device with fewer components than in the past. Thereby, this transmission can reduce an axial direction dimension conventionally, and can achieve size reduction. And the enlargement of the whole AMT can be prevented. In addition, this transmission device can reduce the step of the reduction ratio of each gear in the low speed range by appropriately setting the reduction ratio of the second and third gear pairs. As a result, in this transmission, the vehicle can be started by sliding the second clutch at the second speed before the first clutch finishes sliding at the first speed, for example. Thereby, in this transmission, the wear of the facing can be reduced by sharing the load at the time of starting with the first and second clutches.

  According to a third aspect of the present invention, the transmission according to the first or second aspect further includes a fourth gear pair. The fourth gear pair is a seventh gear fixed to one of the countershaft and the output shaft, and an eighth gear meshed with the seventh gear disposed so as to be rotatable relative to the other of the subshaft and the output shaft. It consists of and. Further, the second switching mechanism selectively switches and releases the connection between the auxiliary shaft and the output shaft through the fourth gear pair and the connection between the first input shaft and the output shaft without using the fourth gear pair. Is possible.

  In this transmission, the second switching mechanism can selectively switch the connection between the auxiliary shaft and the output shaft and the connection between the first input shaft and the output shaft. And torque transmission by connection with a countershaft and an output shaft is performed via a 4th gear pair. As a result, this transmission can realize a six-speed transmission corresponding to the double clutch device with fewer components than in the past. In addition, this transmission can reduce the step of the reduction ratio of each gear in the low speed range by appropriately setting the reduction ratio of the fourth gear pair. Thereby, this transmission can reduce an axial direction dimension conventionally, and can achieve size reduction. And the enlargement of the whole AMT can be prevented.

  According to a fourth aspect of the present invention, the transmission according to the first or second aspect further includes a fourth gear pair. The fourth gear pair includes a seventh gear fixed to one of the first input shaft and the output shaft, and a seventh gear disposed so as to be rotatable relative to the other of the first input shaft and the output shaft. It is comprised from the meshing 8th gearwheel. The second switching mechanism selectively switches and releases the connection between the first input shaft and the output shaft through the fourth gear pair and the connection between the sub shaft and the output shaft without using the fourth gear pair. Is possible.

  In this transmission, the connection between the first input shaft and the output shaft and the connection between the sub shaft and the output shaft can be selectively switched by the second switching mechanism. And torque transmission by connection with the 1st input shaft and the output shaft is performed via the 4th gear pair. As a result, this transmission can realize a six-speed transmission corresponding to the double clutch device with fewer components than in the past. In addition, this transmission can reduce the step of the reduction ratio of each gear in the low speed range by appropriately setting the reduction ratio of the fourth gear pair. Thereby, this transmission can reduce an axial direction dimension conventionally, and can achieve size reduction. And the enlargement of the whole AMT can be prevented.

  According to a fifth aspect of the present invention, the transmission according to any one of the first to third aspects includes a fifth gear pair and a third switching mechanism. The fifth gear pair includes a ninth gear fixed to one of the first input shaft and the counter shaft, and a ninth gear disposed so as to be rotatable relative to the other of the first input shaft and the counter shaft. The tenth gear meshes with each other. The third switching mechanism can selectively connect and disconnect one of the first input shaft and the counter shaft and the other of the first input shaft and the counter shaft via the fifth gear pair.

  Since this speed change device includes the fifth gear pair and the third switching mechanism, a maximum of eight speeds can be changed by combining with another gear pair. For example, when the first gear is fixed to the second input shaft and the first switching mechanism is capable of selectively connecting and disconnecting the first input shaft and the sub shaft with two types of reduction ratios, the first and second There are the following eight torque transmission paths from the two input shafts to the output shaft.

1) First input shaft → first switching mechanism (first reduction ratio) → second shaft → second switching mechanism → output shaft 2) First input shaft → first switching mechanism (second reduction ratio) → second shaft -> 2nd switching mechanism-> output shaft 3) 1st input shaft-> 3rd switching mechanism-> secondary shaft-> 2nd switching mechanism-> output shaft 4) 1st input shaft-> 2nd switching mechanism-> output shaft 5) 2nd input shaft → first gear pair → secondary shaft → first switching mechanism (first reduction ratio) → first input shaft → second switching mechanism → output shaft 6) second input shaft → first gear pair → secondary shaft → first Switching mechanism (second reduction ratio) → first input shaft → second switching mechanism → output shaft 7) Second input shaft → first gear pair → secondary shaft → third switching mechanism → first input shaft → second switching Mechanism → Output shaft 8) Second input shaft → First gear pair → Sub shaft → Second switching mechanism → Output shaft Accordingly, the reduction ratio is appropriately set, and the first is set according to the operation of the first and second clutches. And the second switching mechanism is appropriate By switching, the transmission can be realized 8-speed. As compared with a conventional eight-speed transmission, the conventional transmission requires eight gear pairs and at least four switching mechanisms, which are the same as the number of gears. Only a gear pair and three switching mechanisms are required. As a result, this transmission can realize an eight-speed transmission corresponding to the double clutch device with fewer components than in the past.

  According to a sixth aspect of the present invention, in the transmission device according to any one of the second to fifth aspects, the reduction ratio from the second input shaft to the sub shaft of the first gear pair is from the first input shaft of the second gear pair to the sub shaft. The reduction ratio from the first input shaft of the third gear pair to the sub-shaft is smaller than the reduction ratio from one of the first and second input shafts of the first gear pair to the sub-shaft. Is also small.

  In this transmission, the reduction ratio is reduced in the order of the second, first, and third gear pairs, so that a desired number of shift stages can be realized with certainty. Thereby, this transmission can reduce an axial direction dimension conventionally, and can achieve size reduction. And the enlargement of the whole AMT can be prevented.

  Here, the reduction ratio means a reduction ratio from the drive side to the driven side. For example, the reduction ratio from the first input shaft to the sub-shaft means that α = N2 / N1 where N1 is the number of gear teeth on the first input shaft side and N2 is the number of gear teeth on the countershaft side. Say.

  According to a seventh aspect of the present invention, in the transmission device according to the sixth aspect, the reduction ratio from the first input shaft to the sub shaft of the fifth gear pair is greater than the reduction ratio from the first input shaft to the sub shaft of the second gear pair. The reduction ratio from the first input shaft of the fifth gear pair to the secondary shaft is smaller than the reduction ratio from the second input shaft of the first gear pair to the secondary shaft.

  In this transmission, since the reduction gear ratio becomes smaller in the order of the second, fifth, first, and third gear pairs, it is possible to reliably realize the eight-speed shift. Thereby, this transmission can reduce an axial direction dimension conventionally, and can achieve size reduction. And the enlargement of the whole AMT can be prevented.

  Here, the reduction ratio means a reduction ratio from the drive side to the driven side. For example, the reduction ratio from the first input shaft to the sub-shaft means that α = N2 / N1 where N1 is the number of gear teeth on the first input shaft side and N2 is the number of gear teeth on the countershaft side. Say.

  A transmission device according to an eighth aspect is the transmission device according to any one of the first to seventh aspects, wherein the output shaft is coaxially disposed with respect to the first input shaft.

  Since the output shaft is coaxially arranged with respect to the first input shaft, this transmission can be used for an FR vehicle. Here, the FR vehicle means a rear-wheel drive vehicle (Front Engine Rear Drive) equipped with an engine in front.

  A transmission device according to a ninth aspect is the transmission device according to any one of the first to seventh aspects, wherein the output shaft is coaxially arranged with respect to the auxiliary shaft.

  Since the output shaft is coaxially arranged with respect to the auxiliary shaft, this transmission can be used for FF vehicles. Here, the FF vehicle means front wheel drive (Front Engine Front Drive) equipped with an engine in front.

  A transmission according to a tenth aspect is the cylindrical member according to any one of the first to seventh aspects, wherein the output shaft is coaxially disposed on the outer peripheral side of the auxiliary shaft.

  Since the output shaft is coaxially arranged with respect to the first input shaft, this transmission can be used for an FF vehicle. Here, the FF vehicle means front wheel drive (Front Engine Front Drive) equipped with an engine in front.

  The transmission according to an eleventh aspect is the cylindrical member according to any one of the first to tenth aspects, wherein the second input shaft is coaxially disposed on the outer peripheral side of the first input shaft.

  The transmission according to a twelfth aspect is the cylindrical member according to any one of the first to tenth aspects, wherein the first input shaft is coaxially disposed on the outer peripheral side of the second input shaft.

  With the transmission according to the present invention, a simple and compact transmission can be realized with a smaller number of gears than the number of gears. In the transmission according to the present invention, it is possible to reduce wear of the clutch facing when the vehicle starts.

Embodiments of the present invention will be described with reference to the drawings.
1. Configuration of AMT FIG. 1 shows a configuration diagram of an AMT equipped with a double clutch device. In FIG. 1, the engine is arranged on the right side. The AMT is mainly composed of a double clutch device 1, a transmission device 2, and a casing (not shown), and the operation of each device is automatically performed by hydraulic control or the like. The double clutch device 1 mainly includes an input shaft 5, a first output shaft 50, a second output shaft 60, a first clutch C1, and a second clutch C2. The input shaft 5 is a member to which torque from the engine is input, and is elastically coupled to the flywheel 3 on the engine (not shown) side via the damper mechanism 4 in the rotational direction. The first output shaft 50 is for outputting torque input from the input shaft 5 to the transmission device 2 side. Similar to the first output shaft 50, the second output shaft 60 is for outputting torque input from the input shaft 5 to the transmission 2 side. The first clutch C <b> 1 is for transmitting and interrupting torque between the input shaft 5 and the first output shaft 50. The second clutch C <b> 2 is for transmitting and interrupting torque between the input shaft 5 and the second output shaft 60. With such a configuration, the double clutch device 1 can selectively output the torque to the first output shaft 50 or the second output shaft 60 by selectively operating the first and second clutches 50 and 60. The torque transmitted to the first output shaft 50 or the second output shaft 60 is output from the output shaft 40 after being shifted by the transmission 2. As the transmission 2 of the present invention employed in the AMT described above, the following first to fifth embodiments can be considered.

2. First Embodiment (1) Structure of Transmission A transmission 2 as a first embodiment of the present invention will be described. FIG. 2A shows a configuration diagram of a transmission as a first embodiment of the present invention. As shown in FIG. 2A, the transmission 2 includes a first input shaft 10, a second input shaft 20, a counter shaft 30, an output shaft 40, a first gear pair 110, and a second gear pair. 120, a third gear pair 130, a fourth gear pair 140, a first switching mechanism 160, a second switching mechanism 170, and a casing (not shown).

  The first input shaft 10 is for receiving torque from the double clutch device 1 and is provided so as not to rotate relative to the first output shaft 50 of the first clutch C1. The second input shaft 20 is for receiving torque from the double clutch device 1 and is provided so as not to rotate relative to the second output shaft 60 of the second clutch C2. The second input shaft 20 is a cylindrical member disposed coaxially on the outer peripheral side of the first input shaft 10. The auxiliary shaft 30 is disposed in parallel to the first input shaft 10. The output shaft 40 is for outputting torque from the transmission 2, and is disposed coaxially with the first input shaft 10. As is clear from the above configuration, the first input shaft 10, the second input shaft 20, and the output shaft 40 are arranged on the same axis, and the auxiliary shaft 30 is arranged in parallel to these axes. Yes. With this configuration, the transmission 2 can be used in an FR vehicle.

  The first gear pair 110 is for connecting the second input shaft 20 and the countershaft 30 and includes a gear 111 and a gear 112. The gear 111 is fixed to the second input shaft 20. The gear 112 is fixed to the countershaft 30. The gear 111 and the gear 112 mesh with each other. The second gear pair 120 is for connecting the first input shaft 10 and the countershaft 30 and includes a gear 121 and a gear 122. The gear 121 is arranged to be rotatable relative to the first input shaft 10. The gear 122 is fixed to the countershaft 30. The gear 121 and the gear 122 mesh with each other. The third gear pair 130 is for connecting the first input shaft 10 and the countershaft 30 and includes a gear 131 and a gear 132. The gear 131 is disposed so as to be rotatable relative to the first input shaft 10. The gear 132 is fixed to the countershaft 30. The gear 131 and the gear 132 mesh with each other. The fourth gear pair 140 is for connecting the output shaft 40 and the auxiliary shaft 30, and includes a gear 141 and a gear 142. The gear 141 is disposed so as to be rotatable relative to the output shaft 40. The gear 142 is fixed to the countershaft 30. The gear 141 and the gear 142 are meshed with each other.

  The first switching mechanism 160 is for selectively connecting and disconnecting the first input shaft 10 and the countershaft 30 with two different reduction ratios. The gear 161, the first switching gear S1, It is composed of a two-switching gear S2 and a first sleeve 162. The gear 161 is fixed to the first input shaft 10. The first switching gear S <b> 1 is provided so as to be rotatable relative to the first input shaft 10 and not rotatable relative to the gear 121. The second switching gear S <b> 2 is provided such that it can rotate relative to the first input shaft 10 and cannot rotate relative to the gear 131. The first sleeve 162 is a cylindrical member disposed on the outer peripheral side of the gear 161, and the inner peripheral side thereof meshes with the gear 161. The first sleeve 162 is movable relative to the first input shaft 10 in the axial direction, thereby switching between connection and disconnection of either the first switching gear S1 or the second switching gear S2 and the gear 161. It is possible.

  The second switching mechanism 170 is for selectively connecting and disconnecting either the first input shaft 10 or the counter shaft 30 and the output shaft 40, and includes a gear 171, a third switching gear S3, It is composed of a fourth switching gear S4 and a second sleeve 172. The gear 171 is fixed to the output shaft 40. The third switching gear S3 is provided such that it can rotate relative to the output shaft 40 and cannot rotate relative to the gear 141. The fourth switching gear S4 is provided so as not to rotate relative to the first input shaft 10. The second sleeve 172 is a cylindrical member disposed on the outer peripheral side of the gear 171, and the inner peripheral side thereof meshes with the gear 171. The second sleeve 172 is movable relative to the output shaft 40 in the axial direction, thereby enabling switching between connection and disconnection of either the third switching gear S3 or the fourth switching gear S4 and the gear 171. Yes.

  Here, the reduction ratio of each gear pair will be described. The reduction ratio is generally obtained by dividing the number of teeth of the driven gear by the number of teeth of the driving gear. However, in this embodiment, each gear pair is switched between the driven side and the driving side. Here, for the sake of convenience, the gears on the first input shaft 10 and the second input shaft 20 side are referred to as drive-side gears. Further, regarding the fourth gear pair 140, since the driving side and the driven side are not interchanged, the gear on the output shaft 40 side is the driven side gear.

In this embodiment, the reduction ratio of the first to fourth gear pairs is, for example,
α1 = 2.1
α2 = 2.9
α3 = 1.35
α4 = 1.8
It is said. By setting the reduction ratio, the transmission 2 can reliably realize a six-speed shift. Specifically, it is only necessary to satisfy the condition of α2>α1> α3.

(2) Operation of Transmission Device Next, the operation of the transmission device 2 will be described with reference to FIGS. Here, the operation at the time of shifting up from the first speed to the sixth speed will be described. FIG. 2B is a schematic diagram of the torque transmission path of the transmission according to the first embodiment of the present invention, and FIG. 3 is a diagram illustrating the control of the fastening elements at each gear stage of the transmission according to the first embodiment of the present invention. Indicates the reduction ratio. In FIG. 2B, dotted lines indicate the respective axes, and solid lines indicate the torque transmission paths at the respective shift stages. And the clutch which act | operates is shown by "C1" or "C2" on the right side of FIG.2 (b). Further, in FIG. 3, the clutches and the switching gears connected at each gear are indicated by “◯”, and the switching gears connected in preparation for upshifting and downshifting are indicated by “(◯)”. Further, on the right side of FIG. 3, the reduction gear ratio of the entire transmission device 2, the step of the reduction gear ratio of each gear, and the entire range are shown.

<Stop to forward 1st speed>
When the vehicle is stopped, the first clutch C1 and the second clutch C2 are disconnected. In this state, as shown in FIG. 3, the gear 162 and the first switching gear S <b> 1 are connected by the first sleeve 162 of the first switching mechanism 160 and the gear 171 is connected by the second sleeve 172 of the second switching mechanism 170. Are connected to the third switching gear S3. Then, the first clutch C1 is gradually connected. Thus, as shown in FIG. 2B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted via the second gear pair 120, the countershaft 30, and the fourth gear pair 140. And the vehicle travels at the first speed. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α2 × α4 = 2.9 × 1.8 = 5.22.

<Forward first speed to forward second speed>
When traveling in the first speed, as shown in FIG. 3, the first clutch C1 is released and the second clutch C2 is connected. At this time, similarly to the first speed, the connection between the gear 171 and the third switching gear S3 is maintained by the second sleeve 172 of the second switching mechanism 170. Thus, as shown in FIG. 2B, the torque input to the second input shaft 20 via the second clutch C2 is transmitted via the first gear pair 110, the countershaft 30, and the fourth gear pair 140. And the vehicle travels at the second speed. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α1 × α4 = 2.1 × 1.8 = 3.78.

<Forward second speed to Forward third speed>
When traveling at the second speed, as shown in FIG. 3, the gear 161 and the second switching gear S <b> 2 are connected by the first sleeve 162 of the first switching mechanism 160. Then, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, similarly to the second speed, the gear 171 and the third switching gear S3 are connected by the second sleeve 172 of the second switching mechanism 170. Thus, as shown in FIG. 2B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted via the third gear pair 130, the countershaft 30, and the fourth gear pair 140. And the vehicle travels at the third speed. In this case, the reduction ratio α0 of the entire transmission device 2 is α0 = α3 × α4 = 1.35 × 1.8 = 2.43.

<Forward 3rd speed-Forward 4th speed>
When traveling at the third speed, as shown in FIG. 3, the connection of the first clutch C1 is released and the connecting portion of the second switching mechanism 170 is switched from the third switching gear S3 to the fourth switching gear S4. Thereafter, the second clutch C2 is connected. At this time, similarly to the third speed, the gear 161 and the second switching gear S2 are connected by the first sleeve 162 of the first switching mechanism 160. As a result, as shown in FIG. 2B, the torque input to the second input shaft 20 via the second clutch C2 is the first gear pair 110, the countershaft 30, the third gear pair 130, and the second gear shaft. 1 is transmitted to the output shaft 40 via the input shaft 10, and the vehicle travels at the fourth speed. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α1 / α3 = 2.1.3.35 = 1.56.

<Forward 4th speed-Forward 5th speed>
During the fourth speed traveling, as shown in FIG. 3, the second clutch C2 is disconnected and the first clutch C1 is connected. At this time, similarly to the fourth speed, the connection between the gear 171 and the fourth switching gear S4 is maintained by the second sleeve 172 of the second switching mechanism 170. As a result, as shown in FIG. 2B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the second switching mechanism 170, and the vehicle Drive at 5th speed. In this case, the reduction ratio α0 of the entire transmission 2 is α0 = 1.

<Forward fifth speed to forward sixth speed>
When traveling at the fifth speed, as shown in FIG. 3, the gear 161 and the first switching gear S <b> 1 are connected by the first sleeve 162 of the first switching mechanism 160. Then, the first clutch C1 is released and the second clutch C2 is connected. At this time, as in the fifth speed, the connection of the fourth switching gear S4 of the second switching mechanism 170 is maintained. Thus, as shown in FIG. 2B, the torque input to the second input shaft 20 via the second clutch C2 is transmitted via the first gear pair 110, the countershaft 30, and the second gear pair 120. Is transmitted to the output shaft 40, and the vehicle travels at the sixth speed. In this case, the reduction ratio α0 of the entire transmission device 2 is α0 = α1 / α2 = 2.1 / 2.9 = 0.72.

  As described above, the speed change device 2 can realize a forward six-speed shift with only four gear pairs and two switching mechanisms. Thereby, this transmission 2 can shorten an axial direction dimension conventionally, and can achieve size reduction. And the enlargement of the whole AMT can be prevented. Further, the transmission 2 can reduce the step of the reduction ratio between the forward first speed and the second speed as shown in FIG. As a result, the transmission 2 can start by sliding the second clutch C2 at the second speed before the first clutch C1 finishes sliding at the first forward speed. Thereby, in this transmission 2, it is possible to reduce facing wear by sharing the load at the time of starting with the first and second clutches C1 and C2.

3. Second Embodiment (1) Structure of Transmission A transmission 2 as a second embodiment of the present invention will be described. FIG. 4A shows a configuration diagram of a transmission as a second embodiment of the present invention. As shown in FIG. 4A, the transmission 2 includes a first input shaft 10, a second input shaft 20, a counter shaft 30, an output shaft 40, a first gear pair 210, and a second gear pair. 220, a third gear pair 230, a fourth gear pair 240, a first switching mechanism 260, a second switching mechanism 270, and a casing (not shown).

  The first input shaft 10 is for receiving torque from the double clutch device 1 and is provided so as not to rotate relative to the first output shaft 50 of the first clutch C1. The second input shaft 20 is for receiving torque from the double clutch device 1 and is provided so as not to rotate relative to the second output shaft 60 of the second clutch C2. The first input shaft 10 is a cylindrical member disposed coaxially on the outer peripheral side of the second input shaft 20. The auxiliary shaft 30 is arranged in parallel with the second input shaft 20. The output shaft 40 is for outputting torque from the transmission 2, and is arranged coaxially with the auxiliary shaft 30. In this embodiment, the output shaft 40 is disposed on the engine side with respect to the auxiliary shaft 30. As is clear from the above configuration, the auxiliary shaft 30 and the output shaft are arranged in parallel to the first and second input shafts 10 and 20. With this configuration, the transmission 2 can be used in an FF vehicle.

  The first gear pair 210 is for connecting the second input shaft 20 and the countershaft 30, and includes a gear 211 and a gear 212. The gear 211 is fixed to the second input shaft 20. The gear 212 is fixed to the countershaft 30. The gear 211 and the gear 212 are meshed with each other. The second gear pair 220 is used to connect the first input shaft 10 and the countershaft 30 and includes a gear 221 and a gear 222. The gear 221 is fixed to the first input shaft 10. The gear 222 is disposed so as to be rotatable relative to the countershaft 30. The gear 221 and the gear 222 are meshed with each other. The third gear pair 130 is for connecting the first input shaft 10 and the countershaft 30, and includes a gear 231 and a gear 232. The gear 231 is fixed to the first input shaft 10. The gear 232 is disposed so as to be rotatable relative to the countershaft 30. The gear 231 and the gear 232 mesh with each other. The fourth gear pair 240 is for connecting the output shaft 40 and the first input shaft 10, and includes a gear 241 and a gear 242. The gear 241 is fixed to the first input shaft 10. The gear 242 is disposed so as to be rotatable relative to the output shaft 40. The gear 241 and the gear 242 mesh with each other.

  The first switching mechanism 260 is for selectively connecting and disconnecting the first input shaft 10 and the countershaft 30 at two different reduction ratios, and includes a gear 261, a first switching gear S1, It is composed of a two-switching gear S2 and a first sleeve 262. The gear 261 is fixed to the countershaft 30. The first switching gear S <b> 1 is provided so as to be rotatable relative to the countershaft 30 and not rotatable relative to the gear 222. The second switching gear S <b> 2 is provided such that it can rotate relative to the countershaft 30 and cannot rotate relative to the gear 232. The first sleeve 262 is a cylindrical member disposed on the outer peripheral side of the gear 261, and the inner peripheral side thereof meshes with the gear 261. The first sleeve 262 can move relative to the countershaft 30 in the axial direction, thereby enabling switching between connection and disconnection of either the first switching gear S1 or the second switching gear S2 and the gear 261. Yes.

  The second switching mechanism 270 is for selectively connecting and disconnecting either the first input shaft 10 or the counter shaft 30 and the output shaft 40, and includes a gear 271, a third switching gear S3, It is composed of a fourth switching gear S4 and a second sleeve 272. The gear 271 is fixed to the output shaft 40. The third switching gear S <b> 3 is provided so as to be rotatable relative to the output shaft 40 and not rotatable relative to the gear 242. The fourth switching gear S4 is provided so as not to rotate relative to the countershaft 30. The second sleeve 272 is a cylindrical member disposed on the outer peripheral side of the gear 271, and the inner peripheral side thereof meshes with the gear 271. The second sleeve 272 moves relative to the output shaft 40 in the axial direction, thereby enabling switching between connection and disconnection of either the third switching gear S3 or the fourth switching gear S4 and the gear 271. .

  Here, the reduction ratio of each gear pair will be described. The reduction ratio is generally obtained by dividing the number of teeth of the driven gear by the number of teeth of the driving gear. However, in this embodiment, each gear pair is switched between the driven side and the driving side. Here, for the sake of convenience, the gears on the first input shaft 10 and the second input shaft 20 side are referred to as drive-side gears. Further, regarding the fourth gear pair 140, since the driving side and the driven side are not interchanged, the gear on the output shaft 40 side is the driven side gear.

In this embodiment, the reduction ratio of the first to fourth gear pairs is, for example,
α1 = 1.85
α2 = 2.49
α3 = 1.375
α4 = 0.76
It is said. By setting the reduction ratio, the transmission 2 can reliably realize a six-speed shift. Specifically, it is only necessary to satisfy the condition of α2>α1> α3.

(2) Operation of Transmission Device Next, the operation of the transmission device 2 will be described with reference to FIGS. 4 and 5. FIG. 4B is a schematic diagram of the torque transmission path of the transmission as the second embodiment of the present invention, and FIG. 5 is a diagram illustrating the control of the fastening elements at each gear stage of the transmission according to the second embodiment of the present invention. Indicates the reduction ratio. In FIG. 4B, dotted lines indicate the respective axes, and solid lines indicate the torque transmission paths at the respective shift stages. And the clutch which act | operates is shown by "C1" or "C2" on the right side of FIG.4 (b). Further, in FIG. 5, the clutches and the switching gears connected at the respective speeds are indicated by “◯”, and the switching gears connected in preparation for upshifting and downshifting are indicated by “(◯)”. Further, on the right side of FIG. 5, the reduction gear ratio of the entire transmission device 2, the step of the reduction gear ratio of each gear stage, and the entire range are shown.

<Stop to forward 1st speed>
When the vehicle is stopped, the first clutch C1 and the second clutch C2 are disconnected. In this state, as shown in FIG. 5, the gear 261 and the first switching gear S <b> 1 are connected by the first sleeve 262 of the first switching mechanism 260 and the gear 271 is connected by the second sleeve 272 of the second switching mechanism 270. Are connected to the fourth switching gear S4. And the 1st clutch C1 is connected. As a result, as shown in FIG. 4B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the second gear pair 220 and the countershaft 30. The vehicle travels at the first speed. In this case, the overall reduction ratio α0 of the transmission 2 is α0 = α2 = 2.49.

<Forward first speed to forward second speed>
When traveling in the first speed, as shown in FIG. 5, the first clutch C1 is released and the second clutch C2 is connected. At this time, similarly to the first speed, the connection between the gear 271 and the fourth switching gear S4 is maintained by the second sleeve 272 of the second switching mechanism 270. As a result, as shown in FIG. 4B, torque input to the second input shaft 20 via the second clutch C2 is transmitted to the output shaft 40 via the first gear pair 210 and the countershaft 30. The vehicle travels at the second speed. In this case, the reduction ratio α0 of the entire transmission device 2 is α0 = α1 = 1.85.

<Forward second speed to Forward third speed>
When traveling at the second speed, the gear 261 and the second switching gear S2 are connected in advance by the first sleeve 262 of the first switching mechanism 260, as shown in FIG. Then, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, similarly to the second speed, the connection between the gear 271 and the fourth switching gear S4 is maintained by the second sleeve 272 of the second switching mechanism 270. As a result, as shown in FIG. 4B, torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the third gear pair 230 and the countershaft 30. The vehicle travels at the third speed. In this case, the reduction ratio α0 of the entire transmission device 2 is α0 = α3 = 1.375.

<Forward 3rd speed-Forward 4th speed>
During the third speed traveling, as shown in FIG. 5, the connection of the first clutch C1 is released, and the connecting portion in the second switching mechanism 270 is switched from the fourth switching gear S4 to the third switching gear S3. Thereafter, the second clutch C2 is connected. At this time, similarly to the third speed, the connection between the gear 261 and the second switching gear S2 is maintained by the first sleeve 262 of the first switching mechanism 260. As a result, as shown in FIG. 4B, the torque input to the second input shaft 20 via the second clutch C2 is the first gear pair 210, the countershaft 30, the third gear pair 230, the first gear pair. The vehicle is transmitted to the output shaft 40 via the input shaft 10 and the fourth gear pair 240, and the vehicle travels at the fourth speed. In this case, the reduction gear ratio α0 of the entire transmission device 2 is α0 = α1 / α3 × α4 = 1.85 / 1.375 × 0.76 = 1.024.

<Forward 4th speed-Forward 5th speed>
During the fourth speed traveling, as shown in FIG. 5, the second clutch C2 is disconnected and the first clutch C1 is connected. At this time, similarly to the fourth speed, the connection of the third switching gear S3 in the second switching mechanism 270 is maintained. As a result, as shown in FIG. 4B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the fourth gear pair 240, and the fifth speed Drive on. In this case, the reduction ratio α0 of the entire transmission device 2 is α0 = α4 = 0.76.

<Forward fifth speed to forward sixth speed>
When traveling in the fifth speed, as shown in FIG. 5, the gear 261 and the first switching gear S <b> 1 are connected in advance by the first sleeve 262 of the first switching mechanism 260. Then, the first clutch C1 is released and the second clutch C2 is connected. At this time, like the fifth speed, the connection of the fourth switching gear S4 in the second switching mechanism 270 is maintained. Accordingly, as shown in FIG. 4B, the torque input to the second input shaft 20 via the second clutch C2 is the first gear pair 210, the second gear pair 220, the third gear pair 230, Then, the vehicle is transmitted to the output shaft 40 via the second switching mechanism 270 and the vehicle travels at the sixth speed. In this case, the reduction gear ratio α0 of the entire transmission device 2 is α0 = α1 / α2 × α4 = 1.85 / 2.49 × 0.76 = 0.565.

  As described above, the speed change device 2 can realize a forward six-speed shift with only four gear pairs and two switching mechanisms. Thereby, this transmission 2 can shorten an axial direction dimension conventionally, and can achieve size reduction. And the enlargement of the whole AMT can be prevented. Further, the transmission 2 can reduce the step of the reduction ratio between the forward first speed and the second speed as shown in FIG. As a result, the transmission 2 can start by sliding the second clutch C2 at the second speed before the first clutch C1 finishes sliding at the first forward speed. Thereby, in this transmission 2, it is possible to reduce facing wear by sharing the load at the time of starting with the first and second clutches C1 and C2.

4). 3. Third Embodiment (1) Structure of Transmission A transmission 2 as a third embodiment of the present invention will be described. FIG. 6A shows a configuration diagram of a transmission as a third embodiment of the present invention. As shown in FIG. 6A, the transmission 2 includes a first input shaft 10, a second input shaft 20, a counter shaft 30, an output shaft 40, a first gear pair 310, and a second gear pair. 320, a third gear pair 330, a fourth gear pair 340, a first switching mechanism 360, a second switching mechanism 370, and a casing (not shown).
The first input shaft 10 is for receiving torque from the double clutch device 1 and is provided so as not to rotate relative to the first output shaft 50 of the first clutch C1. The second input shaft 20 is for receiving torque from the double clutch device 1 and is provided so as not to rotate relative to the second output shaft 60 of the second clutch C2. The first input shaft 10 is a cylindrical member disposed coaxially on the outer peripheral side of the second input shaft 20. The auxiliary shaft 30 is arranged in parallel with the second input shaft 20. The output shaft 40 is for outputting torque from the transmission 2, and is arranged coaxially with the auxiliary shaft 30. In this embodiment, the output shaft 40 is disposed on the engine side with respect to the auxiliary shaft 30. As is clear from the above configuration, the auxiliary shaft 30 and the output shaft are arranged in parallel to the first and second input shafts 10 and 20. With this configuration, the transmission 2 can be used in an FF vehicle.

  The first gear pair 310 is for connecting the second input shaft 20 and the countershaft 30 and includes a gear 311 and a gear 312. The gear 311 is fixed to the second input shaft 20. The gear 312 is fixed to the countershaft 30. The gear 311 and the gear 312 mesh with each other. The second gear pair 320 is for connecting the first input shaft 10 and the countershaft 30 and includes a gear 321 and a gear 322. The gear 321 is fixed to the first input shaft 10. The gear 322 is disposed so as to be rotatable relative to the countershaft 30. The gear 321 and the gear 322 are meshed with each other. The third gear pair 330 is for connecting the first input shaft 10 and the countershaft 30 and includes a gear 331 and a gear 332. The gear 331 is fixed to the first input shaft 10. The gear 332 is disposed so as to be rotatable relative to the countershaft 30. The gear 331 and the gear 332 mesh with each other. The fourth gear pair 340 is for connecting the output shaft 40 and the first input shaft 10 and includes a gear 341 and a gear 342. The gear 341 is fixed to the first input shaft 10. The gear 342 is disposed so as to be rotatable relative to the output shaft 40. The gear 341 and the gear 342 mesh with each other.

  The first switching mechanism 360 is for selectively connecting and disconnecting the first input shaft 10 and the countershaft 30 with two different reduction ratios. The gear 361, the first switching gear S1, It is composed of a two-switching gear S2 and a first sleeve 362. The gear 361 is fixed to the countershaft 30. The first switching gear S <b> 1 is provided so as to be rotatable relative to the countershaft 30 and not rotatable relative to the gear 322. The second switching gear S <b> 2 is provided so as to be relatively rotatable with respect to the countershaft 30 and not relatively rotatable with respect to the gear 332. The first sleeve 362 is a cylindrical member disposed on the outer peripheral side of the gear 361, and the inner peripheral side thereof meshes with the gear 361. The first sleeve 362 can be moved relative to the countershaft 30 in the axial direction to switch between connection and release of the gear 361 with either the first switching gear S1 or the second switching gear S2. Yes.

  The second switching mechanism 370 is for selectively connecting and disconnecting either the first input shaft 10 or the counter shaft 30 and the output shaft 40, and includes a gear 371, a third switching gear S3, It is composed of a fourth switching gear S4 and a second sleeve 372. The gear 371 is fixed to the output shaft 40. The third switching gear S3 is provided such that it can rotate relative to the output shaft 40 and cannot rotate relative to the gear 342. The fourth switching gear S4 is provided so as not to rotate relative to the countershaft 30. The second sleeve 372 is a cylindrical member disposed on the outer peripheral side of the gear 371, and the inner peripheral side thereof meshes with the gear 371. The second sleeve 372 is movable relative to the output shaft 40 in the axial direction, thereby enabling switching between connection and disconnection of either the third switching gear S3 or the fourth switching gear S4 and the gear 371. .

  Here, the reduction ratio of each gear pair will be described. The reduction ratio is generally obtained by dividing the number of teeth of the driven gear by the number of teeth of the driving gear. However, in this embodiment, each gear pair is switched between the driven side and the driving side. Here, for the sake of convenience, the gears on the first input shaft 10 and the second input shaft 20 side are referred to as drive-side gears. Further, regarding the fourth gear pair 140, since the driving side and the driven side are not interchanged, the gear on the output shaft 40 side is the driven side gear.

In this embodiment, the reduction ratio of the first to fourth gear pairs is, for example,
α1 = 0.900
α2 = 1.269
α3 = 0.638
α4 = 2.523
It is said. By setting the reduction ratio, the transmission 2 can reliably realize a six-speed shift. Specifically, it is only necessary to satisfy the condition of α2>α1> α3.

(2) Operation of Transmission Device Next, the operation of the transmission device 2 will be described with reference to FIGS. FIG. 6B is a schematic diagram of the torque transmission path of the transmission as the third embodiment of the present invention, and FIG. 7 is a diagram illustrating the control of the fastening elements at each gear stage of the transmission according to the third embodiment of the present invention. Indicates the reduction ratio. In FIG. 6B, the dotted lines indicate the respective axes, and the solid lines indicate the torque transmission paths at the respective shift stages. And the clutch which act | operates is shown by "C1" or "C2" on the right side of FIG.6 (b). Further, in FIG. 7, the clutches and the switching gears connected at the respective speeds are indicated by “◯”, and the switching gears connected in preparation for upshifting and downshifting are indicated by “(◯)”. Further, on the right side of FIG. 7, the reduction ratio of the entire transmission device 2, the step of the reduction ratio of each shift stage, and the entire range are shown.

<Stop to forward 1st speed>
When the vehicle is stopped, the first clutch C1 and the second clutch C2 are disconnected. In this state, as shown in FIG. 7, the gear 361 and the second switching gear S <b> 2 are connected by the first sleeve 362 of the first switching mechanism 360, and the gear 371 is connected by the second sleeve 372 of the second switching mechanism 370. Are connected to the third switching gear S3. Then, the second clutch C2 is connected. As a result, as shown in FIG. 6B, the torque input to the second input shaft 20 via the second clutch C2 is the first gear pair 310, the third gear pair 330, the first input shaft 10, And the vehicle travels at the first speed by being transmitted to the output shaft 40 via the fourth gear pair 340. At this time, the first clutch C1 is disengaged so that torque is not input to the first input shaft 10. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α1 / α3 × α4 = 0.900 / 0.638 × 2.523 = 3.557.

<Forward first speed to forward second speed>
When traveling in the first speed, as shown in FIG. 7, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, similarly to the first speed, the connection between the gear 371 and the third switching gear S3 is maintained by the second sleeve 372 of the second switching mechanism 370. As a result, as shown in FIG. 6B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the fourth gear pair 340, and the vehicle Drive in 2nd speed. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α4 = 2.523.

<Forward second speed to Forward third speed>
When traveling at the second speed, as shown in FIG. 7, the gear 361 and the second switching gear S2 are connected in advance by the first sleeve 362 of the first switching mechanism 360. Then, the first clutch C1 is released and the second clutch C2 is connected. At this time, similarly to the second speed, the connection between the gear 371 and the third switching gear S3 is maintained by the second sleeve 372 of the second switching mechanism 370. Thus, as shown in FIG. 6B, the torque input to the second input shaft 20 via the second clutch C2 is the first gear pair 310, the countershaft 30, the second gear pair 320, the second gear pair. The vehicle travels at the third speed by being transmitted to the output shaft 40 via the input shaft and the fourth gear pair 340. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α1 / α2 × α4 = 0.900 / 1.269 × 2.523 = 1.789.

<Forward 3rd speed-Forward 4th speed>
When traveling at the third speed, as shown in FIG. 7, the connection of the second clutch C2 is released, and the connecting portion of the second switching mechanism 370 is switched from the third switching gear S3 to the fourth switching gear S4. And the 1st clutch C1 is connected. At this time, similarly to the third speed, the connection between the gear 361 and the first switching gear S1 is maintained by the first sleeve 362 of the first switching mechanism 360. Thereby, as shown in FIG. 6B, the torque input to the second input shaft 20 via the second clutch C <b> 2 is transmitted to the output shaft 40 via the second gear pair 320 and the countershaft 30. The vehicle travels at the fourth speed. In this case, the speed reduction ratio α0 of the entire transmission 2 is α0 = α2 = 1.269.

<Forward 4th speed-Forward 5th speed>
During the fourth speed traveling, as shown in FIG. 7, the first clutch C1 is disconnected and the second clutch C2 is connected. At this time, like the fourth speed, the connection of the fourth switching gear S4 in the second switching mechanism 370 is maintained. Thereby, as shown in FIG. 6B, the torque input to the second input shaft 20 via the second clutch C <b> 2 is transmitted to the output shaft 40 via the first gear pair 310 and the countershaft 30. The vehicle travels at the fifth speed. In this case, the overall reduction ratio α0 of the transmission 2 is α0 = α1 = 0.900.

<Forward fifth speed to forward sixth speed>
When traveling in the fifth speed, as shown in FIG. 7, the gear 361 and the second switching gear S2 are connected in advance by the first sleeve 362 of the first switching mechanism 360. Then, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, like the fourth speed, the connection of the fourth switching gear S4 in the second switching mechanism 370 is maintained. As a result, as shown in FIG. 6B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the third gear pair 330 and the countershaft 30. The vehicle travels at the sixth speed. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α3 = 0.638.

  As described above, the speed change device 2 can realize a forward six-speed shift with only four gear pairs and two switching mechanisms. Thereby, this transmission 2 can shorten an axial direction dimension conventionally, and can achieve size reduction. And the enlargement of the whole AMT can be prevented. Further, the transmission 2 can reduce the step of the reduction ratio between the forward first speed and the second speed as shown in FIG. As a result, the transmission 2 can start by sliding the second clutch C2 at the second speed before the first clutch C1 finishes sliding at the first forward speed. Thereby, in this transmission 2, it is possible to reduce facing wear by sharing the load at the time of starting with the first and second clutches C1 and C2.

5. 4. Fourth Embodiment (1) Structure of Transmission A transmission 2 as a fourth embodiment of the present invention will be described. FIG. 8A shows a configuration diagram of a transmission as a fourth embodiment of the present invention. As shown in FIG. 8A, the transmission 2 includes a first input shaft 10, a second input shaft 20, a counter shaft 30, an output shaft 40, a first gear pair 410, and a second gear pair. 420, a third gear pair 430, a fourth gear pair 440, a first switching mechanism 460, a second switching mechanism 470, a third switching mechanism 480, and a casing (not shown). .

  The first input shaft 10 is for receiving torque from the double clutch device 1 and is provided so as not to rotate relative to the first output shaft 50 of the first clutch C1. The second input shaft 20 is for receiving torque from the double clutch device 1 and is provided so as not to rotate relative to the second output shaft 60 of the second clutch C2. The second input shaft 20 is a cylindrical member disposed coaxially on the outer peripheral side of the first input shaft 10. The auxiliary shaft 30 is disposed in parallel to the first input shaft 10. The output shaft 40 is for outputting torque from the transmission 2, and is arranged coaxially with the auxiliary shaft 30. In this embodiment, the output shaft 40 is disposed on the engine side with respect to the auxiliary shaft 30. As is clear from the above configuration, the auxiliary shaft 30 and the output shaft are arranged in parallel to the first and second input shafts 10 and 20. With this configuration, the transmission 2 can be used in an FF vehicle.

  The first gear pair 410 is for connecting the second input shaft 20 and the countershaft 30 and includes a gear 411 and a gear 412. The gear 411 is fixed to the second input shaft 20. The gear 412 is fixed to the countershaft 30. The gear 411 and the gear 412 mesh with each other. The second gear pair 420 is for connecting the first input shaft 10 and the countershaft 30 and includes a gear 421 and a gear 422. The gear 421 is disposed so as to be rotatable relative to the first input shaft 10. The gear 422 is fixed to the countershaft 30. The gear 421 and the gear 422 are meshed with each other. The third gear pair 430 is for connecting the first input shaft 10 and the countershaft 30 and includes a gear 431 and a gear 432. The gear 431 is disposed so as to be rotatable relative to the first input shaft 10. The gear 432 is fixed to the countershaft 30. The gear 431 and the gear 432 mesh with each other. The fourth gear pair 440 is for connecting the output shaft 40 and the countershaft 30 and includes a gear 441 and a gear 442. The gear 441 is disposed so as to be rotatable relative to the first input shaft 10. The gear 442 is fixed to the output shaft 40. The gear 441 and the gear 442 are meshed with each other.

  The first switching mechanism 460 is for selectively connecting and disconnecting the first input shaft 10 and the countershaft 30 with two different reduction ratios, and includes a gear 461, a first switching gear S1, The second switching gear S2 and the first sleeve 462 are included. The gear 461 is fixed to the first input shaft 10. The first switching gear S <b> 1 is provided so as to be relatively rotatable with respect to the first input shaft 10 and not relatively rotatable with respect to the gear 421. The second switching gear S <b> 2 is provided so as to be relatively rotatable with respect to the first input shaft 10 and not to be relatively rotatable with respect to the gear 431. The first sleeve 462 is a cylindrical member disposed on the outer peripheral side of the gear 461, and the inner peripheral side thereof meshes with the gear 461. The first sleeve 462 is movable relative to the first input shaft 10 in the axial direction, thereby switching between connection and disconnection of either the first switching gear S1 or the second switching gear S2 and the gear 461. It is possible.

  The second switching mechanism 470 is for selectively connecting and disconnecting the first input shaft 10 and the output shaft 40, and includes a gear 471, a third switching gear S3, and a second sleeve 472. ing. The gear 471 is fixed to the first input shaft 10. The third switching gear S <b> 3 is provided so as to be relatively rotatable with respect to the first input shaft 10 and not to be rotatable relative to the gear 441. The second sleeve 472 is a cylindrical member disposed on the outer peripheral side of the gear 471, and the inner peripheral side thereof meshes with the gear 471. The second sleeve 472 is movable relative to the output shaft 40 in the axial direction so that the connection and release of the connection between the third switching gear S3 and the gear 471 can be switched.

  The third switching mechanism 480 is for selectively connecting and disconnecting the auxiliary shaft 30 and the output shaft 40, and includes a gear 481, a fourth switching gear S4, and a third sleeve 482. . The gear 481 is fixed to the countershaft 30. The fourth switching gear S4 is provided so as not to rotate relative to the output shaft 40. The third sleeve 482 is a cylindrical member disposed on the outer peripheral side of the gear 481, and the inner peripheral side thereof meshes with the gear 481. The third sleeve 482 is movable relative to the output shaft 40 in the axial direction, so that connection and release of connection between the fourth switching gear S4 and the gear 481 can be switched.

  Here, the reduction ratio of each gear pair will be described. The reduction ratio is generally obtained by dividing the number of teeth of the driven gear by the number of teeth of the driving gear. However, in this embodiment, each gear pair is switched between the driven side and the driving side. Here, for the sake of convenience, the gears on the first input shaft 10 and the second input shaft 20 side are referred to as drive-side gears. Further, regarding the fourth gear pair 140, since the driving side and the driven side are not interchanged, the gear on the output shaft 40 side is the driven side gear.

In this embodiment, the reduction ratio of the first to fourth gear pairs is, for example,
α1 = 2.2
α2 = 2.9
α3 = 1.5
α4 = 0.7
It is said. By setting the reduction ratio, the transmission 2 can reliably realize a six-speed shift. Specifically, it is only necessary to satisfy the condition of α2>α1> α3.

(2) Operation of Transmission Device Next, the operation of the transmission device 2 will be described with reference to FIGS. FIG. 8B is a schematic diagram of a torque transmission path of a transmission as a fourth embodiment of the present invention, and FIG. 9 is a diagram illustrating control of a fastening element at each gear stage of the transmission as a fourth embodiment of the present invention. Indicates the reduction ratio. In FIG. 8B, dotted lines indicate the respective axes, and solid lines indicate the torque transmission paths at the respective shift stages. And the clutch which act | operates is shown by "C1" or "C2" on the right side of FIG.8 (b). In FIG. 9, the clutches and the switching gears connected at the respective speeds are indicated by “◯”, and the switching gears connected in preparation for upshifting and downshifting are indicated by “(◯)”. Further, on the right side of FIG. 9, the reduction gear ratio of the entire transmission device 2, the step of the reduction gear ratio of each gear, and the entire range are shown.

<Stop to forward 1st speed>
When the vehicle is stopped, the first clutch C1 and the second clutch C2 are disconnected. In this state, as shown in FIG. 9, the gear 461 and the first switching gear S <b> 1 are connected by the first sleeve 462 of the first switching mechanism 460, and the gear 481 is connected by the third sleeve 482 of the third switching mechanism 480. Are connected to the fourth switching gear S4. And the 1st clutch C1 is connected. As a result, as shown in FIG. 8B, torque input to the first input shaft 10 via the first clutch C <b> 1 is transmitted to the output shaft 40 via the second gear pair 420 and the countershaft 30. The vehicle travels at the first speed. In this case, the reduction ratio α0 of the entire transmission device 2 is α0 = α2 = 2.9.

<Forward first speed to forward second speed>
During the first speed traveling, as shown in FIG. 9, the first clutch C1 is disconnected and the second clutch C2 is connected. At this time, similarly to the first speed, the connection of the fourth switching gear S4 in the third switching mechanism 480 is maintained. As a result, as shown in FIG. 8B, the torque input to the second input shaft 20 via the second clutch C <b> 2 is transmitted to the output shaft 40 via the first gear pair 410 and the countershaft 30. The vehicle travels at the second speed. In this case, the overall reduction ratio α0 of the transmission 2 is α0 = α1 = 2.2.

<Forward second speed to Forward third speed>
When traveling at the second speed, as shown in FIG. 9, the gear 461 and the second switching gear S <b> 2 are connected in advance by the first sleeve 462 of the first switching mechanism 460. Then, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, similarly to the second speed, the connection of the fourth switching gear S4 in the second switching mechanism 470 is maintained. As a result, as shown in FIG. 8B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the third gear pair 430 and the auxiliary shaft 30. The vehicle travels at the third speed. In this case, the reduction ratio α0 of the entire transmission 2 is α0 = α3 = 1.5.

<Forward 3rd speed-Forward 4th speed>
During the third speed traveling, as shown in FIG. 9, the connection of the first clutch C1 is released, the connection of the fourth switching gear S4 of the third switching mechanism 480 is released, and the third of the second switching mechanism 470 is released. The switching gear S3 is connected. Then, the second clutch C2 is connected. At this time, similarly to the third speed, the connection of the second switching gear S2 in the first switching mechanism 460 is maintained. As a result, as shown in FIG. 8B, the torque input to the first input shaft 10 via the first clutch C1 is the first gear pair 410, the countershaft 30, the third gear pair 430, and the first gear pair 430. It is transmitted to the output shaft 40 via the four-gear pair 440, and the vehicle travels at the fourth speed. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α1 / α3 × α4 = 2.2 / 1.5 × 0.7 = 1.03.

<Forward 4th speed-Forward 5th speed>
During the fourth speed traveling, as shown in FIG. 9, the second clutch C2 is disconnected and the first clutch C1 is connected. At this time, similarly to the fourth speed, the connection of the third switching gear S3 in the second switching mechanism 470 is maintained. As a result, as shown in FIG. 8B, torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the fourth gear pair 440, and the vehicle Drive at 5th speed. In this case, the reduction ratio α0 of the entire transmission 2 is α0 = α3 = 0.7.

<Forward fifth speed to forward sixth speed>
When traveling in the fifth speed, as shown in FIG. 9, the gear 461 and the first switching gear S1 are connected in advance by the first sleeve 462 of the first switching mechanism 460. Then, the connection of the first clutch C1 is released and the second clutch C2 is connected. At this time, similarly to the fourth speed, the connection of the third switching gear S3 in the second switching mechanism 470 is maintained. As a result, as shown in FIG. 8B, the torque input to the second input shaft 20 via the second clutch C2 is the first gear pair 410, the countershaft 30, the second gear pair 420, and the second gear pair. It is transmitted to the output shaft 40 through the four-gear pair 440, and the vehicle travels at the sixth speed. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α1 / α2 × α4 = 2.2 / 2.9 × 0.7 = 0.53.

  As described above, the speed change device 2 can realize a forward six-speed shift with only four gear pairs and two switching mechanisms. Thereby, this transmission 2 can shorten an axial direction dimension conventionally, and can achieve size reduction. And the enlargement of the whole AMT can be prevented. Further, the transmission 2 can reduce the step of the reduction ratio between the forward first speed and the second speed as shown in FIG. As a result, the transmission 2 can start by sliding the second clutch C2 at the second speed before the first clutch C1 finishes sliding at the first forward speed. Thereby, in this transmission 2, it is possible to reduce facing wear by sharing the load at the time of starting with the first and second clutches C1 and C2.

6). Fifth Embodiment (1) Structure of Transmission A transmission 2 as a fifth embodiment of the present invention mounted on the AMT described above will be described. FIG. 10A shows a configuration diagram of a transmission as a fifth embodiment of the present invention. As shown in FIG. 10 (a), the transmission 2 includes a first input shaft 10, a second input shaft 20, a counter shaft 30, an output shaft 40, a first gear pair 510, and a second gear pair. 520, a third gear pair 530, a fourth gear pair 540, a fifth gear pair 550, a first switching mechanism 560, a second switching mechanism 570, a third switching mechanism 580, and a casing (not shown) ).

  The first input shaft 10 is for receiving torque from the double clutch device 1 and is provided so as not to rotate relative to the first output shaft 50 of the first clutch C1. The second input shaft 20 is for receiving torque from the double clutch device 1 and is provided so as not to rotate relative to the second output shaft 60 of the second clutch C2. The second input shaft 20 is a cylindrical member disposed coaxially on the outer peripheral side of the first input shaft 10. The auxiliary shaft 30 is disposed in parallel to the first input shaft 10. The output shaft 40 is for outputting torque from the transmission 2, and is disposed coaxially with the first input shaft 10. As is clear from the above configuration, the first input shaft 10, the second input shaft 20, and the output shaft 40 are arranged on the same axis, and the auxiliary shaft 30 is arranged in parallel to these axes. Yes. With this configuration, the transmission 2 can be used in an FF vehicle.

  The first gear pair 510 is for connecting the second input shaft 20 and the countershaft 30 and includes a gear 511 and a gear 512. The gear 511 is fixed to the second input shaft 20. The gear 512 is fixed to the countershaft 30. The gear 511 and the gear 512 are meshed with each other. The second gear pair 520 is for connecting the first input shaft 10 and the countershaft 30 and includes a gear 521 and a gear 522. The gear 521 is disposed so as to be rotatable relative to the first input shaft 10. The gear 522 is fixed to the countershaft 30. The gear 521 and the gear 522 mesh with each other. The third gear pair 530 is for connecting the first input shaft 10 and the countershaft 30 and includes a gear 531 and a gear 532. The gear 531 is disposed so as to be rotatable relative to the first input shaft 10. The gear 532 is fixed to the countershaft 30. The gear 531 and the gear 532 mesh with each other. The fourth gear pair 540 is for connecting the output shaft 40 and the countershaft 30 and includes a gear 541 and a gear 542. The gear 541 is disposed so as to be rotatable relative to the output shaft 40. The gear 542 is fixed to the countershaft 30. The gear 541 and the gear 542 are meshed with each other. The fifth gear pair 550 is for connecting the first input shaft 10 and the countershaft 30 and includes a gear 551 and a gear 552. The gear 551 is disposed so as to be rotatable relative to the first input shaft 10. The gear 552 is fixed to the countershaft 30. The gear 551 and the gear 552 mesh with each other.

  The first switching mechanism 560 is for selectively connecting and disconnecting the first input shaft 10 and the countershaft 30 with two different reduction ratios. The gear 561, the first switching gear S1, It is composed of a two-switching gear S2 and a first sleeve 562. The gear 561 is fixed to the first input shaft 10. The first switching gear S <b> 1 is provided so as to be relatively rotatable with respect to the first input shaft 10 and not relatively rotatable with respect to the gear 521. The second switching gear S <b> 2 is provided so as to be relatively rotatable with respect to the first input shaft 10 and not to be relatively rotatable with respect to the gear 531. The first sleeve 562 is a cylindrical member disposed on the outer peripheral side of the gear 561, and the inner peripheral side thereof meshes with the gear 561. The first sleeve 562 is movable relative to the first input shaft 10 in the axial direction, thereby switching between connection and release of either the first switching gear S1 or the second switching gear S2 and the gear 561. It is possible.

  The second switching mechanism 570 is for selectively connecting and disconnecting either the first input shaft 10 or the counter shaft 30 and the output shaft 40, and includes a gear 571, a third switching gear S3, It is composed of a fourth switching gear S4 and a second sleeve 572. The gear 571 is fixed to the output shaft 40. The third switching gear S3 is provided so as to be relatively rotatable with respect to the output shaft 40 and not to be relatively rotatable with respect to the gear 541. The fourth switching gear S4 is provided so as not to rotate relative to the first input shaft 10. The second sleeve 572 is a cylindrical member disposed on the outer peripheral side of the gear 571, and the inner peripheral side thereof meshes with the gear 571. The second sleeve 572 is movable relative to the output shaft 40 in the axial direction, so that the connection and release of connection between the gear 571 and either the third switching gear S3 or the fourth switching gear S4 can be switched. Yes.

  The third switching mechanism 580 selectively connects and disconnects the first input shaft 10 and the countershaft 30 and includes a gear 581, a fifth switching gear S 5, and a third sleeve 582. ing. The gear 581 is fixed to the first input shaft 10. The fifth switching gear S5 is provided so as to be relatively rotatable with respect to the first input shaft 10 and not to be relatively rotatable with respect to the gear 551. The third sleeve 582 is a cylindrical member disposed on the outer peripheral side of the gear 581, and the inner peripheral side thereof meshes with the gear 581. The third sleeve 582 is movable relative to the first input shaft 10 in the axial direction, so that the connection and release of the connection between the fifth switching gear S5 and the gear 581 can be switched.

  Here, the reduction ratio of each gear pair will be described. The reduction ratio is generally obtained by dividing the number of teeth of the driven gear by the number of teeth of the driving gear. However, in this embodiment, each gear pair is switched between the driven side and the driving side. Here, for the sake of convenience, the gears on the first input shaft 10 and the second input shaft 20 side are referred to as drive-side gears. Further, regarding the fourth gear pair 140, since the driving side and the driven side are not interchanged, the gear on the output shaft 40 side is the driven side gear.

In this embodiment, the reduction ratio of the first to fifth gear pairs is, for example,
α1 = 1.19
α2 = 1.85
α3 = 0.84
α4 = 2.41
α5 = 1.52
It is said. By setting the reduction ratio, the transmission 2 can surely realize an eight-speed shift. Specifically, the condition of α2>α5>α1> α3 may be satisfied.

(2) Operation of Transmission Device Next, the operation of the transmission device 2 will be described with reference to FIGS. FIG. 10 (b) is a schematic diagram of a torque transmission path of a transmission as a fifth embodiment of the present invention, and FIG. 11 is a diagram illustrating control of fastening elements at each gear position of the transmission according to a fifth embodiment of the present invention. Indicates the reduction ratio. In FIG. 10B, the dotted lines indicate the respective axes, and the solid lines indicate the torque transmission paths at the respective shift stages. And the clutch which act | operates is shown by "C1" or "C2" on the right side of FIG.10 (b). Further, in FIG. 11, the clutches and the switching gears connected at each gear are indicated by “◯”, and the switching gears connected in preparation for upshifting and downshifting are indicated by “(◯)”. Further, on the right side of FIG. 11, the reduction gear ratio of the entire transmission device 2, the step of the reduction gear ratio of each gear stage, and the entire range are shown.

<Stop to forward 1st speed>
When the vehicle is stopped, the first clutch C1 and the second clutch C2 are disconnected. In this state, as shown in FIG. 11, the gear 561 and the first switching gear S1 are connected by the first sleeve 562 of the first switching mechanism 560, and the gear 571 is connected by the second sleeve 572 of the second switching mechanism 570. Are connected to the fourth switching gear S4. And the 1st clutch C1 is connected. Thus, as shown in FIG. 10B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted via the second gear pair 520, the countershaft 30, and the fourth gear pair 540. And the vehicle travels at the first speed. In this case, the reduction ratio α0 of the entire transmission device 2 is α0 = α2 × α4 = 1.85 × 2.41 = 4.46.

<Forward first speed to forward second speed>
When traveling in the first speed, as shown in FIG. 11, the connection of the first clutch C1 is released and the second clutch C2 is connected. At this time, similarly to the first speed, the connection of the third switching gear S3 in the second switching mechanism 570 is maintained. Accordingly, as shown in FIG. 10B, the torque input to the second input shaft 20 via the second clutch C2 is transmitted via the first gear pair 510, the countershaft 30, and the fourth gear pair 540. Is transmitted to the output shaft 40 and travels at the second speed. In this case, the reduction ratio α0 of the entire transmission device 2 is α0 = α1 × α4 = 1.19 × 2.41 = 2.87.

<Forward second speed to Forward third speed>
When traveling at the second speed, as shown in FIG. 11, the gear 561 and the second switching gear S2 are connected in advance by the first sleeve 562 of the first switching mechanism 560. Then, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, similarly to the second speed, the connection of the third switching gear S3 in the second switching mechanism 570 is maintained. Thus, as shown in FIG. 10B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted via the third gear pair 530, the countershaft 30, and the fourth gear pair 540. And the vehicle travels at the third speed. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α3 × α4 = 0.84 × 2.41 = 2.02.

<Forward 3rd speed-Forward 4th speed>
During the third speed travel, as shown in FIG. 11, the connection of the first clutch C1 is released, and the connecting portion in the second switching mechanism 570 is switched from the third switching gear S3 to the fourth switching gear S4. Then, the second clutch C2 is connected. At this time, like the third speed, the connection of the second switching gear S2 in the first switching mechanism 560 is maintained. Thus, as shown in FIG. 10B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted via the first gear pair 510, the countershaft 30, and the third gear pair 530. And the vehicle travels at the fourth speed. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α1 / α3 = 1.19 / 0.84 = 1.42.

<Forward 4th speed-Forward 5th speed>
During the fourth speed traveling, as shown in FIG. 11, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, similarly to the fourth speed, the connection of the fourth switching gear S4 in the second switching mechanism 570 is maintained. Thus, as shown in FIG. 10B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the second switching mechanism 570, and the vehicle Drive at 5th speed. In this case, the reduction ratio α0 of the entire transmission 2 is α0 = 1.

<Forward fifth speed to forward sixth speed>
During the fifth speed traveling, as shown in FIG. 11, the connection of the first clutch C1 is released and the connection of the fourth switching gear S4 of the second switching mechanism 570 is released. Then, after the fifth switching gear S5 of the third switching mechanism 580 is coupled, the second clutch C2 is coupled. As a result, as shown in FIG. 10B, the torque input to the second input shaft 20 via the second clutch C2 is output to the output shaft 40 via the first gear pair 510 and the fifth gear pair 550. The vehicle travels at the sixth speed. In this case, the overall reduction ratio α0 of the transmission 2 is α0 = α1 / α5 = 1.19 / 1.52 = 0.78.

<6th forward speed to 7th forward speed>
During the sixth speed travel, as shown in FIG. 11, the second clutch C2 is disengaged, and the first switching gear S1 of the first switching mechanism 560 and the fourth switching gear S4 of the second switching mechanism 570 are respectively connected. Connected. Thereafter, the second clutch C2 is connected again. Accordingly, as shown in FIG. 10B, the torque input to the second input shaft 20 via the second clutch C2 is transmitted via the first gear pair 510, the countershaft 30, and the second gear pair 520. And the vehicle travels at the seventh speed. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α1 / α2 = 1.19 / 1.85 = 0.64.

<Stop to forward 1st speed>
In the transmission device 2 in this embodiment, in addition to the above-described seventh forward speed, one more gear position (first forward speed) can be provided between the first speed and the second speed. Specifically, when the vehicle is stopped, as shown in FIG. 11, the third switching gear S3 of the second switching mechanism 570 and the fifth switching gear S5 of the third switching mechanism 580 are connected, and the first clutch C1 is engaged. Connect gradually. Accordingly, as shown in FIG. 10B, the torque input to the first input shaft 10 via the first clutch C1 is transmitted via the fifth gear pair 550, the countershaft 30, and the fourth gear pair 540. Is transmitted to the output shaft 40, and the vehicle travels at the first speed. In this case, the speed reduction ratio α0 of the entire transmission device 2 is α0 = α5 × α4 = 1.52 × 2.41 = 3.66.

  As described above, the speed change device 2 can realize a forward six-speed shift with only four gear pairs and two switching mechanisms. Thereby, this transmission 2 can shorten an axial direction dimension conventionally, and can achieve size reduction. And the enlargement of the whole AMT can be prevented. Further, the transmission 2 can reduce the step of the reduction ratio between the forward first speed and the second speed as shown in FIG. As a result, the transmission 2 can start by sliding the second clutch C2 at the second speed before the first clutch C1 finishes sliding at the first forward speed. Thereby, in this transmission 2, it is possible to reduce facing wear by sharing the load at the time of starting with the first and second clutches C1 and C2. In addition, in this transmission 2, by selecting two start speeds, it is possible to travel with an emphasis on acceleration and fuel consumption.

7). Other Embodiments The present invention is not limited to the above-described embodiments, and various modifications or corrections can be made without departing from the scope of the present invention.

(1) Reduction ratio In the above-mentioned embodiment, although the reduction ratio is illustrated, it is not limited to those reduction ratios. Other numerical values may be used as long as certain conditions are satisfied.

(2) Speed change operation In the above-described embodiment, the operation of the speed change device 2 has been described. However, this does not limit the speed change operation of the speed change device 2. Therefore, the transmission 2 can perform other speed change operations.

(3) Switching mechanism In the above-described embodiment, the arrangement of the switching mechanism is exemplified, but the invention is not limited to the arrangement. The arrangement of the switching mechanisms in the axial direction may be switched, or the fixed side and the relative rotation side of the gear may be switched. In the above-described embodiment, the type of the switching mechanism is not particularly limited as long as a conventional mechanism (such as a synchro mechanism) is employed.

The block diagram of AMT carrying a double type clutch apparatus. The block diagram of the transmission as 1st Embodiment of this invention, and the schematic diagram of the torque transmission path | route of a transmission. The control of a fastening element and the reduction ratio in each gear stage of the transmission as the first embodiment of the present invention. The block diagram of the transmission as 2nd Embodiment of this invention, and the schematic diagram of the torque transmission path | route of a transmission. The control and reduction ratio of the fastening element in each gear stage of the transmission as the second embodiment of the present invention. The block diagram of the transmission as 3rd Embodiment of this invention, and the schematic diagram of the torque transmission path | route of a transmission. The control and reduction ratio of the fastening element in each gear stage of the transmission as the third embodiment of the present invention. The block diagram of the transmission as 4th Embodiment of this invention, and the schematic diagram of the torque transmission path | route of a transmission. The control and reduction ratio of the fastening element in each gear stage of the transmission as the fourth embodiment of the present invention. The block diagram of the transmission as 5th Embodiment of this invention, and the schematic diagram of the torque transmission path | route of a transmission. The control and reduction ratio of the fastening element in each gear stage of the transmission as the fifth embodiment of the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Compound clutch apparatus 2 Transmission apparatus 3 Flywheel 4 Damper mechanism 5 Input shaft 10 1st input shaft 20 2nd input shaft 30 Sub shaft 40 Output shaft 50 1st output shaft 60 2nd output shaft 110,210,310,410, 510 First gear pair 120, 220, 320, 420, 520 Second gear pair 130, 230, 330, 430, 530 Third gear pair 140, 240, 340, 440, 540 Fourth gear pair 150, 250, 350, 450, 550 Fifth gear pair 160, 260, 360, 460, 560 First switching mechanism 170, 270, 370, 470, 570 Second switching mechanism 480, 580 Third switching mechanism C1 First clutch C2 Second clutch S1 First 1 switching gear S2 2nd switching gear S3 3rd switching gear S4 4th switching gear S5 5th switching gear

Claims (12)

A transmission that is mounted on an automatic transmission including a dual clutch device that can selectively connect and disconnect the first and second clutches, and that transmits torque from the engine to the output side,
A first input shaft to which torque is input via the first clutch;
A second input shaft to which torque is input via the second clutch;
A counter shaft arranged in parallel to the first input shaft;
An output shaft disposed coaxially with respect to any one of the first input shaft and the auxiliary shaft;
A first gear pair composed of a first gear fixed to the second input shaft and a second gear fixed to the countershaft and meshing with the first gear;
A first switching mechanism capable of selectively connecting and disconnecting the first input shaft and the sub shaft with at least two different reduction ratios;
A transmission comprising a second switching mechanism capable of selectively connecting and disconnecting either the first input shaft or the sub shaft and the output shaft. A third gear fixed to one of the first input shaft and the countershaft; and a fourth gear meshing with the third gear arranged to be rotatable relative to the other of the first input shaft and the countershaft. A second gear pair composed of gears;
A fifth gear fixed to one of the first input shaft and the countershaft, and a sixth gear meshing with the fifth gear arranged to be rotatable relative to the other of the first input shaft and the subshaft. A third gear pair composed of gears,
The first switching mechanism is capable of connecting the first input shaft and the countershaft via any one of the second and third gear pairs.
The transmission according to claim 1. A seventh gear fixed to one of the counter shaft and the output shaft, and an eighth gear arranged to be rotatable relative to the other of the counter shaft and the output shaft and meshing with the seventh gear. Further comprising a fourth gear pair,
The second switching mechanism selects a connection between the auxiliary shaft and the output shaft via the fourth gear pair and a connection between the first input shaft and the output shaft not via the fourth gear pair. Can be switched and released automatically,
The transmission according to claim 1 or 2. A seventh gear fixed to one of the first input shaft and the output shaft; and an eighth gear meshing with the seventh gear arranged to be rotatable relative to the other of the first input shaft and the output shaft. A fourth gear pair composed of gears;
The second switching mechanism selects a connection between the first input shaft and the output shaft via the fourth gear pair and a connection between the auxiliary shaft and the output shaft not via the fourth gear pair. Can be switched and released automatically,
The transmission according to claim 1 or 2. A ninth gear fixed to one of the first input shaft and the countershaft, and a tenth gear meshing with the ninth gear arranged relative to the other of the first input shaft and the countershaft. A fifth gear pair composed of gears;
A third switching mechanism capable of selectively connecting and disconnecting either one of the first input shaft and the counter shaft and the other of the first input shaft and the counter shaft via the fifth gear pair; ,
The transmission according to any one of claims 1 to 3. The reduction ratio from the second input shaft to the counter shaft of the first gear pair is smaller than the reduction ratio from the first input shaft to the counter shaft of the second gear pair;
The reduction ratio from the first input shaft to the counter shaft of the third gear pair is smaller than the reduction ratio from the second input shaft to the counter shaft of the first gear pair,
The transmission according to any one of claims 2 to 5. The reduction ratio from the first input shaft to the counter shaft of the fifth gear pair is smaller than the reduction ratio from the first input shaft to the counter shaft of the second gear pair,
A reduction ratio of the fifth gear pair from the first input shaft to the countershaft is greater than a reduction ratio of the first gear pair from the second input shaft to the countershaft;
The transmission according to claim 6. The output shaft is disposed coaxially with the first input shaft.
The transmission according to any one of claims 1 to 7. The output shaft is disposed coaxially with the sub-axis.
The transmission according to any one of claims 1 to 7. The output shaft is a cylindrical member arranged coaxially on the outer peripheral side of the auxiliary shaft.
The transmission according to any one of claims 1 to 7. The second input shaft is a cylindrical member arranged coaxially on the outer peripheral side of the first input shaft.
The transmission according to any one of claims 1 to 10. The first input shaft is a cylindrical member arranged coaxially on the outer peripheral side of the second input shaft.
The transmission according to any one of claims 1 to 10.

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