JP2006234060A - Double clutch device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance incorporating ability and maintainability of a double clutch device. <P>SOLUTION: The double clutch device 1 is provided with an input shaft 10 into which torque is input from engine side, a first output shaft 20 which is coaxially disposed with the input shaft 10, a second tubular output shaft 30 which is coaxially disposed on outer peripheral side of the first output shaft 20, a first clutch 100 which is disposed on the outer peripheral side of the input shaft 10 or the first output shaft 20 and is capable of transmitting and breaking to the first output shaft 20 torque which is input to the input shaft 10 and a second clutch 200 which is disposed on the outer peripheral side of the first clutch 100 and is capable of transmitting and breaking to the second output shaft 30 torque which is input to the input shaft 10. The first and second clutches 100, 200 are configured so that the torque is input from axial engine side and the torque is output from axial transmission side. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a dual clutch device, and more particularly to a dual clutch device in which two clutches are mounted.

  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

  The first and second clutches of the dual clutch device described above mainly include first and second input members, first and second output members, first and second friction coupling portions, And a second urging force generating mechanism. The first and second input members are disposed on the transmission side with respect to the first and second friction coupling portions, respectively. Specifically, the first input member, the first and second friction connecting portions, and the first and second urging force generating mechanisms are accommodated on the inner peripheral side of the first input member. The first and second input members are coupled to the first and second friction coupling portions via a hub disposed on the transmission side. Further, the first and second output members are disposed on the engine side with respect to the first and second friction coupling portions, respectively. The first and second urging force generating mechanisms are disposed on the axial transmission side of the first and second friction coupling portions and between the first and second input members and the hub, respectively.

  Thus, in the conventional double clutch device, the first input member is arranged so as to cover each member from the engine side to the transmission side, and thus the torque transmission path becomes complicated. Further, since the first and second urging force generating mechanisms are disposed between the first and second input members and the hub, it is necessary to assemble each member one by one when assembling those members. . Usually, in the assembling work, it is better to assemble some parts in advance and integrate them together, and assemble them together at the end. Therefore, the conventional double clutch device that needs to assemble the members one by one tends to deteriorate the assemblability and maintainability.

  The subject of this invention is improving the assembly | attachment property and maintenance property of a double type clutch apparatus.

  The double clutch device according to claim 1 is for outputting torque input from the engine side to the transmission side. The compound clutch device includes an input shaft to which torque is input from the engine side, a first output shaft disposed coaxially with the input shaft, and a cylindrical shape disposed coaxially on the outer peripheral side of the first output shaft. A second output shaft, a first clutch arranged on the outer periphery side of the input shaft or the first output shaft and capable of transmitting and blocking torque input to the input shaft to the first output shaft, and an outer periphery side of the first clutch And a second clutch capable of transmitting and interrupting torque input to the input shaft to the second output shaft. The first and second clutches receive torque from the axial engine side and output torque from the axial transmission side.

  In the conventional double clutch device, when torque is input from the engine side as described above, the torque is once transmitted to the hub disposed on the axial transmission side of the first and second clutches via the input member. As a result, since the torque transmission path becomes complicated, the arrangement of each member becomes complicated, and the assembling property and the maintenance property around the first and second clutches are deteriorated. However, in this double clutch device, torque is input to the first and second clutches from the axial engine side and torque is output from the axial transmission side, so the torque transmission path and the arrangement of each member are simplified. be able to. Thereby, in this double clutch device, the assembling property and the maintenance property can be improved as compared with the conventional one.

  According to a second aspect of the present invention, there is provided the dual clutch device according to the first aspect, wherein the first clutch is disposed on the axial engine side and connected to the input shaft, and the first transmission member is disposed on the axial transmission side. An annular first output member disposed on the outer peripheral side of the input member and connected to the first output shaft. The second clutch is disposed on the axial engine side and connected to the input member, and the second clutch is disposed on the outer periphery side of the second input member on the axial transmission side. And an annular second output member to be connected.

  In this double clutch device, the first and second input members are arranged on the axial engine side, so that torque can be input to the first and second clutches from the axial engine side. Further, since the first and second output members are arranged on the axial transmission side, torque can be output from the axial transmission side to the first and second clutches. Thereby, in this double clutch device, the torque transmission path and the arrangement of each member can be simplified, so that the assembly and maintenance can be improved as compared with the conventional one.

  According to a third aspect of the present invention, there is provided the dual clutch device according to the second aspect, wherein the first clutch is disposed between the first input member and the first output member, and torque input to the first input member is generated by friction engagement. A first friction coupling portion for transmitting to the one output member; and a first biasing force generating mechanism for applying a biasing force to the first friction coupling portion. Further, the first output member and the first urging force generating mechanism constitute an integral first clutch assembly. The second clutch is disposed between the second input member and the second output member, and a second friction coupling portion for transmitting torque input to the second input member to the second output member by friction engagement; A second urging force generating mechanism for applying an urging force to the second frictional connection portion; The second output member and the second urging force generating mechanism constitute an integral second clutch assembly.

  In this double clutch device, the first output member and the first urging force generating mechanism constitute an integrated first clutch assembly, and the second output member and the second urging force generating mechanism are integrated as a second clutch assembly. Therefore, some members of the double clutch device can be handled as an integral assembly. Thereby, in this double clutch device, the assembling property and the maintenance property can be improved as compared with the conventional one.

  According to a fourth aspect of the present invention, in the third aspect, the outer peripheral side of the first urging force generating mechanism is supported by the first output member in the radial direction. The outer peripheral side of the second urging force generating mechanism is supported by the second output member in the radial direction.

  In this double clutch device, since the outer peripheral sides of the first and second urging force generating mechanisms are supported in the radial direction by the first and second output members, respectively, the first output member, the first urging force generating mechanism, and the second The output member and the second urging force generation mechanism can be reliably handled as an integral assembly. Thereby, in this double clutch apparatus, since a part of member can be handled as an integral assembly, assembling property and maintenance property can be improved as compared with the conventional one.

  According to a fifth aspect of the present invention, there is provided the multiple clutch device according to the third or fourth aspect, wherein the first clutch is included in the first clutch assembly and is disposed on the inner peripheral side of the first output member. An annular first output hub for connecting the output shaft is further included. The second clutch is included in the second clutch assembly, and further includes an annular second output hub that is disposed on the inner peripheral side of the second output member and connects the second output member and the second output shaft. is doing.

  In this double clutch device, since the first output hub is included in the first clutch assembly, the first output member, the first output hub, and the first urging force generating mechanism can be handled as an integral assembly. Further, since the second output hub is included in the second clutch assembly, the second output member, the second output hub, and the second urging force generating mechanism can be handled as an integral assembly. Thereby, in this compound clutch device, since a part of the members can be handled as an integral assembly, maintenance performance and assembly performance can be improved as compared with the conventional one.

  According to a sixth aspect of the present invention, in the fifth aspect, the inner peripheral side of the first urging force generating mechanism is supported in the radial direction by the first output hub. Further, the inner peripheral side of the second urging force generating mechanism is supported by the second output hub in the radial direction.

  In this double clutch device, since the inner peripheral side of the first urging force generating mechanism is supported in the radial direction by the first output hub, the first output member, the first output hub, and the first urging force generating mechanism are more reliably connected. It can be handled as an integral assembly. Further, since the inner peripheral side of the second urging force generating mechanism is supported by the second output hub in the radial direction, an assembly in which the second output member, the second output hub, and the second urging force generating mechanism are more reliably integrated. Can be handled as Thereby, in this compound clutch device, since a part of the members can be handled as an integral assembly, maintenance performance and assembly performance can be improved as compared with the conventional one.

  According to a seventh aspect of the present invention, in the multiple clutch device according to any of the third to sixth aspects, the first input member includes a first input disk portion disposed on the axial engine side with respect to the first friction coupling portion. Have. The first output member is disposed on the axial transmission side with respect to the first friction coupling portion. The first urging force generating mechanism is disposed on the axial transmission side with respect to the first friction coupling portion. The 2nd input member has the 2nd input disk part arranged at the axial direction engine side to the 2nd friction connecting part. The second output member is disposed on the axial transmission side with respect to the second friction coupling portion. The second urging force generating mechanism is disposed on the axial transmission side with respect to the second friction coupling portion.

  In this double clutch device, the first and second input disc portions are arranged on the axial engine side with respect to the first and second friction coupling portions, and each output member and each biasing force generating mechanism are on the axial transmission side. Therefore, the torque transmission path and the arrangement of each member can be simplified. Thereby, in this double clutch device, the maintainability and the assembling property can be improved as compared with the conventional one.

  According to an eighth aspect of the present invention, in the dual clutch device according to any one of the second to seventh aspects, the first and second input members are connected so as not to rotate relative to each other. In addition, at least one of the first and second input members is connected to the input shaft so as not to be relatively rotatable.

  In this double clutch device, the first and second input members are integrally connected to the input shaft, so that the structure around the first and second clutches can be simplified. Further, the input shaft, the first input member, and the second input member can be handled as an integral assembly. Thereby, in this double clutch device, the assembling property and the maintenance property can be improved as compared with the conventional one.

  According to a ninth aspect of the present invention, in any one of the second to eighth aspects, the first input cylindrical portion extending in the axial direction is formed on the outer peripheral side of the first input member. A first output cylindrical portion that is disposed on the outer peripheral side of the first input cylindrical portion and extends in the axial direction is formed on the outer peripheral side of the first output member. A second input cylindrical portion that is disposed on the outer peripheral side of the first output cylindrical portion and extends in the axial direction is formed on the outer peripheral side of the second input member. On the outer peripheral side of the second output member, a second output cylindrical portion that is disposed on the outer peripheral side of the second input cylindrical portion and extends in the axial direction is formed.

  In this double clutch device, since the first and second input cylindrical portions and the first and second output cylindrical portions are arranged as described above, the first and second input members are placed on the axial engine side. Can be arranged. As a result, the torque transmission path and the arrangement of each member can be simplified. Thereby, in this double clutch device, the assembling property and the maintenance property can be improved as compared with the conventional one.

  The compound clutch device according to claim 10 is the compound clutch device according to any one of claims 3 to 9, wherein the first friction coupling portion is disposed in the axial direction and is not relatively rotatable with respect to the first input member and is relatively movable in the axial direction. A plurality of annular first drive plates that are engaged with each other, and annular members that are respectively disposed between adjacent first drive plates and that are relatively non-rotatable with respect to the first output member and that are relatively movable in the axial direction. 1st driven plate. The second friction coupling portion is disposed in the axial direction and engages with the second input member so as not to rotate relative to the second input member and to be relatively movable in the axial direction, and adjacent second drive plates And an annular second driven plate that is disposed between each other and engages with the second output member so as to be relatively unrotatable and relatively movable in the axial direction.

  In this double clutch device, the first and second friction coupling portions have these configurations, and therefore the first and second friction coupling portions can be included in the first and second clutch assemblies, respectively.

  According to an eleventh aspect of the present invention, in the dual clutch device according to the tenth aspect, the second input cylindrical portion engages with the second drive plate, and the second input cylindrical engagement portion supports the second input engagement portion. And a plurality of second input external teeth projecting radially outward from the outer peripheral side of the second input engagement portion. The outer diameter of the second input support portion is smaller than the outer diameter of the second input engagement portion.

  In this compound clutch device, since the outer diameter of the second input support portion is smaller than the outer diameter of the second input engagement portion, the second drive plate and the second drive plate and the second drive plate are assembled with all the members other than the second friction coupling portion assembled. The two driven plates can be assembled to the second input member and the second output member, and the assemblability is improved.

  According to a twelfth aspect of the present invention, in the double clutch device according to any one of the third to eleventh aspects, the first urging force generating mechanism is disposed so as to be relatively movable in the axial direction with respect to the first output member. On the other hand, a first piston member for applying an axial biasing force by hydraulic pressure, a first hydraulic chamber formed between the first output member and the first piston member, and a first hydraulic chamber of the first piston member And a first elastic mechanism for releasing the urging force to the first friction coupling portion. The second urging force generating mechanism is disposed so as to be relatively movable in the axial direction with respect to the second output member, and a second piston member for applying an urging force in the axial direction to the second friction coupling portion by hydraulic pressure, The second hydraulic chamber formed between the two output members and the second piston member, and the second piston member disposed on the opposite side of the second hydraulic chamber to release the urging force to the second friction coupling portion And a second elastic mechanism.

  According to a thirteenth aspect of the present invention, in the dual clutch device according to the twelfth aspect, an outer peripheral side of the first piston member is supported by the first output member in the radial direction and an inner peripheral side is supported by the first output hub in the radial direction. . The second piston member has an outer peripheral side supported by the second output member in the radial direction and an inner peripheral side supported by the second output hub in the radial direction.

  In this dual clutch device, since each piston member is supported by each output member and each output hub, the first and second clutch assemblies can be handled as a single assembly more reliably.

  According to a fourteenth aspect of the present invention, in any one of the first to thirteenth aspects, the input shaft has a first bearing at an end portion on the transmission side. The first bearing supports the input shaft so as to be rotatable relative to the first output shaft.

  In this compound clutch device, since the input shaft has the first bearing, the first and second output members and the first and second urging force generating mechanisms are assembled to the first and second output shafts, respectively. Thus, they can be easily assembled to the input shaft. Moreover, these members can be removed integrally at the time of maintenance. Thereby, in this double clutch device, the maintenance performance and assembly performance around the first and second clutches can be improved more reliably than in the prior art.

  In the dual clutch device according to the present invention, the assembling property and the maintenance property can be improved by devising the arrangement of each member.

An embodiment 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 as one embodiment of the present invention. In FIG. 1, the engine is arranged on the left side. The AMT mainly includes a double clutch device 1, a transmission 2, and a casing (not shown). The compound clutch device 1 mainly includes an input shaft 10, a first output shaft 20, a second output shaft 30, a first clutch 100, and a second clutch 200. The input shaft 10 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 20 is for outputting torque input from the input shaft 10 to the transmission side. Similar to the first output shaft 20, the second output shaft 30 is for outputting torque input from the input shaft 10 to the transmission side. The first clutch 100 is for transmitting and interrupting torque between the input shaft 10 and the first output shaft 20. The second clutch 200 is for transmitting and interrupting torque between the input shaft 10 and the second output shaft 30. With such a configuration, the double clutch device 1 can selectively output the torque to the first output shaft 20 or the second output shaft 30 by selectively operating the first and second clutches 100 and 200.

  The transmission 2 is for shifting the rotation output from the multiple clutch device 1, and mainly includes a first input shaft 300, a second input shaft 303, a counter shaft 302, an output shaft 301, and a plurality of And a gear mechanism. The plurality of gear mechanisms include a second speed gear pair 310, a reverse gear pair 320, a first speed gear pair 330, a counter gear pair 340, a third speed gear pair 350, a fifth speed gear pair 360, The first switching sleeve S1, the second switching sleeve S2, and the third switching sleeve S3 are configured. The first input shaft 300 is disposed coaxially with the first output shaft 20 and is connected to the first output shaft 20. The first input shaft 300 and the first output shaft 20 may be the same member. The second input shaft 303 is a cylindrical member arranged coaxially with the second output shaft 30 and is connected to the second output shaft 30. The second input shaft 303 and the second output shaft 30 may be the same member. The output shaft 301 is disposed coaxially with the first input shaft 300 and is connected to the sub shaft 302 via a counter gear pair 340 described later. The sub shaft 302 is disposed in parallel to the first input shaft 300.

  The first speed gear pair 330 is composed of three gears 331, 332, and 335. The gear 331 is fixed to the second input shaft 303. The gears 332 and 335 are provided so as to be relatively rotatable with respect to the auxiliary shaft 302 and not to be rotatable relative to each other.

  The third speed gear pair 350 includes three gears 351, 352, and 355. The gear 351 is fixed to the second input shaft 303. The gears 352 and 355 are provided so as to be relatively rotatable with respect to the auxiliary shaft 302 and not to be rotatable relative to each other.

  The fifth speed gear pair 360 includes three gears 361, 362, 365. The gear 361 is fixed to the second input shaft 303. The gears 362 and 365 are provided so as to be relatively rotatable with respect to the auxiliary shaft 302 and not to be rotatable relative to each other.

  The reverse gear pair 320 includes four gears 321, 322, 323, and 325. The gear 321 is fixed to the second input shaft 303. The gears 323 and 325 are provided so as to be relatively rotatable with respect to the auxiliary shaft 302 and not to be rotatable relative to each other. The gear 322 is fixed to an intermediate shaft 304 provided in parallel with the second input shaft 303 and meshes with the gears 321 and 323.

  The second speed gear pair 310 includes three gears 311, 312, and 315. The gears 311 and 315 are fixed so as to be rotatable relative to the first input shaft 300 and not to be rotatable relative to each other. The gear 312 is fixed to the countershaft 302.

  The counter gear pair 340 includes three gears 341, 342, and 345. The gears 341 and 345 are fixed to the output shaft 301. The gear 342 is fixed to the countershaft 302.

  The first switching sleeve S <b> 1 meshes with a first switching gear 371 disposed on the inner peripheral side, and the first switching gear 371 is fixed to the countershaft 302. The first switching sleeve S1 can be selectively connected to the second input shaft 303 with either the first speed gear pair 330 or the reverse gear pair 320 by moving relative to the first switching gear 371 in the axial direction. It is said. The second switching sleeve S2 meshes with a second switching gear 372 disposed on the inner peripheral side, and the second switching gear 372 is fixed to the countershaft 302. The second switching sleeve S2 selectively moves either the third speed gear pair 350 or the fifth speed gear pair 360 with the second input shaft 303 by moving relative to the second switching gear 372 in the axial direction. It can be connected. The third switching sleeve S <b> 3 meshes with a third switching gear 373 disposed on the inner peripheral side, and the third switching gear 373 is fixed to the first input shaft 300. The third switching sleeve S3 is capable of selectively connecting either the second speed gear pair 310 or the counter gear pair 340 to the first input shaft 300 by moving relative to the third switching gear 373 in the axial direction. It is said.

  In the configuration of the dual clutch device 1 and the transmission 2 described above, the first clutch 100 is frictionally connected at the second speed and the fourth speed, and the second clutch 200 is the first speed, the third speed, the fifth speed, and the like. Torque is transmitted through frictional connection during reverse travel.

2. FIG. 2 is a schematic longitudinal sectional view of a double clutch device 1 as an embodiment of the present invention. In FIG. 2, the engine is arranged on the left side and the transmission is arranged on the right side. OO in FIG. 1 indicates the rotation center of the double clutch device 1. The double clutch device 1 is disposed in a casing (not shown). The casing is filled with hydraulic oil. The compound clutch device 1 includes an input shaft 10, a first output shaft 20, a second output shaft 30, a first clutch 100, and a second clutch 200.

(1) Input shaft The input shaft 10 is for inputting torque from the engine side, and is disposed on the engine side of the dual clutch device 1. The input shaft 10 includes a large-diameter portion 11 on the engine side and a small-diameter portion 12 on the transmission side. The large diameter portion 11 constitutes a main portion of the input shaft 10 and is disposed on the inner peripheral side of the damper mechanism 4. The large diameter portion 11 is elastically connected to the output side plate of the damper mechanism 4 in the rotational direction via a plurality of coil springs. The damper mechanism 4 is connected to a flywheel (not shown). With these configurations, torque is input to the input shaft 10 from the engine via the flywheel and the damper mechanism 4. Moreover, the large diameter part 11 has the 1st spline part 11a in the outer peripheral part at the side of a transmission, and is spline-engaged with the 1st input member 110 of the 1st clutch 100 mentioned later. The small-diameter portion 12 is a portion protruding from the large-diameter portion 11 toward the transmission side, and the first bearing 51 is fitted on the outer peripheral side.

(2) First and second output shafts The first output shaft 20 and the second output shaft 30 are for outputting torque input to the input shaft 10 to the transmission side. The first output shaft 20 is disposed coaxially with the input shaft 10. The first output shaft 20 has a second spline portion 20a on the outer peripheral portion on the engine side, and is spline-engaged with a first output hub 128 of the first clutch 100 described later. The second output shaft 30 is a cylindrical member arranged coaxially on the outer peripheral side of the first output shaft 20. The second output shaft 30 has a third spline portion 30a on the outer peripheral portion on the engine side, and the second output hub 228 of the second clutch 200 is engaged with the spline. An annular control valve 40 is disposed on the outer peripheral side of the second output shaft 30. The control valve 40 is for supplying hydraulic pressure to the first clutch 100 and the second clutch 200.

(3) First Clutch FIG. 3 is a schematic longitudinal sectional view around the first clutch 100. OO in FIG. 3 indicates the rotation center of the double clutch device 1. The first clutch 100 mainly includes a first input member 110, a first output member 120, a first friction coupling portion 130, and a first urging force generation mechanism 140.

1) First Input Member The first input member 110 is an annular member disposed on the outer peripheral side of the input shaft 10. The first input member 110 includes a first input cylindrical portion 111, a first input disc portion 110a, and a third input cylindrical portion 112. The 1st input cylindrical part 111 is a cylindrical part extended to the axial direction transmission side, and is provided in the outer peripheral side of the cyclic | annular and disk-shaped 1st input disk part 110a. A plurality of first input external teeth 114 extending outward in the radial direction are formed on the outer peripheral side of the first input cylindrical portion 111. Further, the first input cylindrical portion 111 is formed with a plurality of first input communication portions 117 penetrating in the radial direction. The third input cylindrical portion 112 is a cylindrical portion that extends toward the axial engine side, and is provided on the inner peripheral side of the first input member 110. The third input cylindrical portion 112 has a fourth spline portion 112a on the inner peripheral side, and is in spline engagement with the input shaft 10 described above. As for the input shaft 10, the 1st snap ring 112b is engage | inserted by the transmission side outer peripheral part. The first input member 110 is fixed by the first snap ring 112b so as not to move relative to the input shaft 10 toward the axial transmission side. A second input member 210 described later is connected to the first input member 110 by a first rivet 119.

2) First Output Member The first output member 120 is an annular member disposed on the outer peripheral side of the first output shaft 20. The first output member 120 has a first output cylindrical portion 121 and a third output cylindrical portion 122. The first output cylindrical portion 121 is a cylindrical portion that extends toward the axial engine side, and is provided on the outer peripheral side of the first output member 120. The first output tubular portion 121 is disposed on the outer peripheral side of the first input tubular portion 111. A plurality of first output internal teeth 124 extending radially inward are formed on the inner peripheral side of the first output cylindrical portion 121. The first output tubular portion 121 is formed with a plurality of first output communication portions 127 that are arranged in the circumferential direction and penetrate in the axial direction. The third output cylindrical portion 122 is a cylindrical portion extending in the axial direction, and is provided on the inner peripheral side of the first output cylindrical portion 121. A first urging force generating mechanism 140 described later is disposed on the inner peripheral side of the third output cylindrical portion 122.

  A first output hub 128 for connecting the first output member 120 and the first output shaft 20 is disposed on the inner peripheral side of the first output member 120. A first output member 120 is connected to the first output hub 128 by a second rivet 129. The first output hub 128 has a fifth spline portion 128 a on the inner peripheral side, and is in spline engagement with the first output shaft 20. The first output hub 128 has a first projecting portion 128b that projects in a cylindrical shape on the transmission side. A second bearing 52 is fitted on the outer peripheral side of the first protrusion 128b. An example of the second bearing 52 is a thrust bearing. The second bearing 52 is sandwiched between the first output hub 128 and a second output hub 228 described later. A ring member 21 is inserted between the first output hub 128 and the first output shaft 20. The first output hub 128 has a second projecting portion 128c that projects in a cylindrical shape on the engine side. The first bearing 51 is inserted into the second protrusion 128c.

3) 1st friction connection part The 1st friction connection part 130 is arrange | positioned between the 1st input cylindrical part 111 and the 1st output cylindrical part 121, and the torque input into the 1st input member 110 is received. It is for transmitting to the 1st output member 120 by friction engagement. The first frictional connection part 130 includes four first drive plates 131 and five first driven plates 133.

  The first drive plate 131 is an annular plate arranged in the axial direction. The first drive plate 131 has a plurality of first internal teeth 132 extending radially inward. The first internal teeth 132 mesh with the first input external teeth 114. With these configurations, the first drive plate 131 is engaged with the first input member 110 so as not to be relatively rotatable and relatively movable in the axial direction.

  The first driven plate 133 is disposed between the adjacent first drive plates 131. The first driven plate 133 disposed on the engine side is restricted from moving toward the axial engine side by a second snap ring 126 provided on the first output cylindrical portion 121. The first driven plate 133 disposed on the engine side is formed thicker than the other first driven plates 133 so as to withstand the urging force in the axial direction. The first driven plate 133 has a plurality of first external teeth 134 extending radially outward. The first external teeth 134 mesh with the first output internal teeth 124. With these configurations, the first driven plate 133 is engaged with the first output member 120 so as not to be rotatable relative to the first output member 120 and to be relatively movable in the axial direction.

4) First urging force generation mechanism The first urging force generation mechanism 140 is a mechanism for applying an urging force to the first friction coupling portion 130 by hydraulic pressure, and is a third output cylindrical portion of the first output member 120. It is arranged on the inner peripheral side of 122. The first urging force generation mechanism 140 mainly includes a first piston member 141, a first hydraulic chamber 144, and a first elastic mechanism 146.

  The first piston member 141 is a member for applying an urging force in the axial direction to the first friction coupling portion 130 by hydraulic pressure, and is disposed on the inner peripheral side of the third output cylindrical portion 122 so as to be relatively movable in the axial direction. ing. The first piston member 141 has a first outer peripheral protrusion 141a extending toward the axial engine side on the outer peripheral side, and a first inner peripheral protrusion 141b extending toward the axial engine side on the inner peripheral side. The end of the first outer peripheral protruding portion 141 a abuts on the first driven plate 133 when the first friction coupling portion 130 is urged. The outer peripheral surface of the first outer peripheral protruding portion 141 a is in contact with the inner peripheral surface of the third output tubular portion 122. The inner peripheral surface of the first inner peripheral protrusion 141b is in contact with the outer peripheral surface of the first output hub 128.

  The first hydraulic chamber 144 is an annular space formed between the first output member 120 and the first piston member 141, and is filled with hydraulic oil. The first hydraulic chamber 144 is sealed by annular seal members 142 and 143 provided on the first outer peripheral side protruding portion 141 a and the first inner peripheral side protruding portion 141 b of the first piston member 141. When the hydraulic pressure is supplied to the first hydraulic chamber 144, the first piston member 141 is pressed toward the axial direction engine. Accordingly, the first urging force generation mechanism 140 can apply an urging force in the axial direction to the first friction coupling portion 130.

  The first elastic mechanism 146 is for releasing the urging force from the first piston member 141 to the first friction coupling portion 130, and is arranged on the opposite side of the first piston member 141 from the first hydraulic chamber 144. Yes. The first elastic mechanism 146 includes a first annular member 146a, a plurality of first elastic members 146b, and a first hydraulic pressure cancel chamber 147. The first annular member 146a is an annular and plate-like member, and a part thereof is bent in the axial direction by pressing or the like. The outer peripheral side of the first annular member 146a is in contact with the inner peripheral side of the first outer peripheral side protruding portion 141a of the first piston member 141 in a sealed state. Further, the movement of the first annular member 146a toward the axial engine side is restricted by a third snap ring 146c provided on the outer peripheral side of the first output hub 128. The first elastic member 146b is, for example, a coil spring or the like, and is arranged in the circumferential direction. The first elastic member 146b is disposed in a compressed state between the first piston member 141 and the first annular member 146a.

  The first hydraulic pressure cancellation chamber 147 is an annular space formed between the first annular member 146a and the first piston member 141. The first piston member 141 and the first elastic mechanism 146 rotate at a high speed together with the first output member 120 regardless of the connection of the first clutch 100 or the like. Therefore, even if the hydraulic pressure is not supplied to the first hydraulic chamber 144, the hydraulic pressure is generated by the centrifugal force acting on the hydraulic oil in the first hydraulic chamber 144. As a result, the pressure in the first hydraulic chamber 144 increases during high-speed rotation, and the first clutch 100 may be automatically engaged. In order to prevent this, the first urging force generation mechanism 140 is provided with a first hydraulic pressure cancellation chamber 147 so that hydraulic pressure is generated by centrifugal force on both sides of the first piston member 141 to cancel each other. Thereby, the first urging force generation mechanism 140 does not need to consider generation of hydraulic pressure due to centrifugal force.

  When hydraulic pressure is supplied to the first hydraulic chamber 144, the first piston member 141 moves to the axial engine side, and the first elastic member 146b is further compressed in the axial direction. When the hydraulic pressure is no longer supplied to the first hydraulic chamber 144, the first piston member 141 is moved to the original position (FIG. 3) by the elastic force of the first annular member 146a and the first elastic member 146b toward the axial transmission side. To the position shown). As described above, the first urging force generation mechanism 140 can generate and release the urging force to the first friction coupling portion 130 by changing the hydraulic pressure of the first hydraulic chamber 144.

(4) Second Clutch FIG. 4 is a schematic vertical sectional view around the second clutch 200. 4 indicates the rotation center of the double clutch device 1. The second clutch 200 mainly includes a second input member 210, a second output member 220, a second friction coupling portion 230, and a second urging force generation mechanism 240.

1) Second Input Member The second input member 210 is an annular member arranged on the outer peripheral side of the input shaft 10. The 2nd input member 210 has the 2nd input cylindrical part 211 and the 2nd input disc part 210a. The 2nd input cylindrical part 211 is a cylindrical part extended to the axial direction transmission side, and is provided in the outer peripheral side of the cyclic | annular and disk-shaped 2nd input disc part 210a. The second input cylindrical portion 211 further includes a second input engagement portion 211a, a second input support portion 211b, and second input external teeth 214. The second input engagement portion 211a is a cylindrical portion with which a second drive plate 231 described later is engaged. The 2nd input support part 211b is a cylindrical part for supporting the 2nd input engagement part 211a to the 2nd input disc part 210a. A plurality of second input external teeth 214 extending outward in the radial direction are formed on the outer peripheral side of the second input engagement portion 211a. As shown in FIG. 4, the outer diameter R2 of the second input support portion 211b is set smaller than the outer diameter R1 of the second input engagement portion 211a. The second input cylindrical portion 211 is formed with a plurality of second input communication portions 217 arranged in the circumferential direction and penetrating in the radial direction. The second input member 210 is connected to the first input member 110 by a first rivet 119.

2) Second Output Member The second output member 220 is an annular member disposed on the outer peripheral side of the first output shaft 20 and the second output shaft 30. The second output member 220 has a second output cylindrical portion 221 and a fourth output cylindrical portion 222. The second output cylindrical portion 221 is a cylindrical portion that extends toward the axial engine side, and is provided on the outer peripheral side of the second output member 220. The second output tubular portion 221 is disposed on the outer peripheral side of the second input tubular portion 211. A plurality of second output internal teeth 224 extending radially inward are formed on the inner peripheral side of the second output cylindrical portion 221. In addition, the second output cylindrical portion 221 is formed with a plurality of second output communication portions 227 that are arranged in the circumferential direction and penetrate in the axial direction. The fourth output tubular portion 222 is a tubular portion extending in the axial direction, and is provided on the inner peripheral side of the second output tubular portion 221. A second urging force generation mechanism 240 described later is disposed on the inner peripheral side of the fourth output cylindrical portion 222. A second output hub 228 is arranged on the inner peripheral side of the second output member 220. The second output hub 228 is connected to the second output member 220 by a third rivet 229. The second output hub 228 has a fifth output tubular portion 228b and a sixth output tubular portion 228c. The fifth output cylindrical portion 228 b is a cylindrical portion extending in the axial direction, and is provided on the inner peripheral side of the fourth output cylindrical portion 222. A second piston member 241 to be described later is inserted in the axial direction on the outer peripheral side of the fifth output cylindrical portion 228b. The sixth output cylindrical portion 228 c is a cylindrical portion extending toward the axial transmission side, and is provided on the inner peripheral side of the second output hub 228. The sixth output cylindrical portion 228 c has a sixth spline portion 228 a on the inner peripheral side, and is in spline engagement with the second output shaft 30. A part of the control valve 40 is inserted into a recess 228d formed between the fifth output cylindrical portion 228b and the sixth output cylindrical portion 228c in the radial direction.

3) Second friction coupling portion The second friction coupling portion 230 is disposed between the second input cylindrical portion 211 and the second output cylindrical portion 221, and generates torque input to the second input member 210. It is for transmitting to the 2nd output member 220 by friction engagement. The second frictional connection part 230 is disposed on the outer peripheral side of the first frictional connection part 130. The second frictional connection part 230 is composed of three second drive plates 231 and four second driven plates 233.

  The second drive plate 231 is an annular plate arranged in the axial direction. The second drive plate 231 has a plurality of second internal teeth 232 extending inward in the radial direction. The second internal teeth 232 mesh with the second input external teeth 214. With these configurations, the second drive plate 231 is engaged with the second input member 210 so as not to be rotatable relative to the second input member 210 and to be relatively movable in the axial direction.

  The second driven plate 233 is disposed between the adjacent second drive plates 231. The second driven plate 233 disposed on the engine side is restricted from moving toward the engine side in the axial direction by a fourth snap ring 226 provided on the second output cylindrical portion 221. The second driven plate 233 disposed on the engine side is formed thicker than the other second driven plates 233 so as to withstand the urging force in the axial direction. The second driven plate 233 has a plurality of second external teeth 234 extending outward in the radial direction. The second external teeth 234 mesh with the second output internal teeth 224. With these configurations, the second driven plate 233 is engaged with the second output member 220 so as not to be relatively rotatable and relatively movable in the axial direction.

4) Second Energizing Force Generating Mechanism The second energizing force generating mechanism 240 is a mechanism for applying an urging force to the second friction coupling portion 230 by hydraulic pressure, and is a fourth output cylindrical portion of the second output member 220. It is arranged on the inner peripheral side of 222. The second urging force generation mechanism 240 mainly includes a second piston member 241, a second hydraulic chamber 244, a second elastic mechanism 246, and a second hydraulic cancel chamber 247.

  The second piston member 241 is a member for applying an urging force in the axial direction to the second friction coupling portion 230 by hydraulic pressure, and is disposed on the inner peripheral side of the fourth output cylindrical portion 222 so as to be relatively movable in the axial direction. ing. The second piston member 241 has a second outer peripheral protrusion 241a extending toward the axial engine side on the outer peripheral side, and a second inner peripheral protrusion 241c extending toward the axial engine side on the inner peripheral side. The second piston member 241 has a second intermediate protrusion 241b extending in the axial direction between the second outer peripheral protrusion 241a and the second inner peripheral protrusion 241c. The end portion of the second outer peripheral projection 241 a abuts on the second driven plate 233 when the second frictional connection portion 230 is urged. The outer peripheral surface of the second intermediate projecting portion 241 b is in contact with the inner peripheral surface of the fourth output cylindrical portion 222. Further, the inner peripheral surface of the second inner peripheral side protruding portion 241c is in contact with the outer peripheral surface of the fifth output tubular portion 228b of the second output hub 228.

  The second hydraulic chamber 244 is an annular space formed between the second output member 220 and the second piston member 241 and is filled with hydraulic oil. The second hydraulic chamber 244 is sealed by annular seal members 242 and 243 provided on the second intermediate protrusion 241b and the second inner peripheral protrusion 241c of the second piston member 241. When the hydraulic pressure is supplied to the second hydraulic chamber 244, the second piston member 241 is pressed toward the axial direction engine. Accordingly, the second urging force generation mechanism 240 can apply an urging force in the axial direction to the second frictional connection portion 230.

  The second elastic mechanism 246 is for releasing the urging force from the second piston member 241 to the second friction connecting portion 230, and is disposed on the opposite side of the second piston member 241 from the second hydraulic chamber 244. Yes. The second elastic mechanism 246 includes a second annular member 246a, a plurality of second elastic members 246b, and a second hydraulic pressure cancellation chamber 247. The second annular member 246a is an annular and plate-like member, and a part thereof is bent in the axial direction by pressing or the like. The outer peripheral side of the second annular member 246a is in contact with the inner peripheral side of the second intermediate protrusion 241b of the second piston member 241 in a sealed state. Further, the movement of the second annular member 246a toward the engine side in the axial direction is restricted by a fifth snap ring 246c provided on the outer peripheral side of the second output hub 228. The second elastic member 246b is a coil spring or the like, for example, and is arranged in the circumferential direction. The second elastic member 246b is disposed in a compressed state between the second piston member 241 and the second annular member 246a.

  The second hydraulic pressure cancellation chamber 247 is an annular space formed between the second annular member 246a and the second piston member 241. The second piston member 241 and the second elastic mechanism 246 rotate at a high speed together with the second output member 220 regardless of the connection of the second clutch 200 or the like. Therefore, even if the hydraulic pressure is not supplied to the second hydraulic chamber 244, the hydraulic pressure is generated by the centrifugal force acting on the hydraulic oil in the second hydraulic chamber 244. As a result, the pressure in the second hydraulic chamber 244 increases during high-speed rotation, and the second clutch 200 may be automatically connected. In order to prevent this, the second urging force generation mechanism 240 is provided with a second hydraulic pressure cancellation chamber 247 so that hydraulic pressure is generated by centrifugal force on both sides of the second piston member 241 to cancel each other. Thereby, the second urging force generation mechanism 240 does not need to consider generation of hydraulic pressure due to centrifugal force.

  When hydraulic pressure is supplied to the second hydraulic chamber 244, the second piston member 241 moves to the axial engine side, and the second elastic member 246b is compressed in the axial direction. When the hydraulic pressure is not supplied to the second hydraulic chamber 244, the second piston member 241 is returned to the original position (FIG. 4) by the elastic force of the second annular member 246a and the second elastic member 246b toward the axial transmission side. To the position shown). As described above, the second urging force generation mechanism 240 can generate and release the urging force to the second frictional connection portion 230 by changing the hydraulic pressure of the second hydraulic chamber 244.

3. Assembly procedure of the double clutch device In the double clutch device 1 described above, the assembling property and the maintenance property can be improved as compared with the conventional one. Here, the work procedure at the time of assembly will be described as an example. FIG. 5 shows a state diagram of the assembly work of the double clutch device 1. As shown in FIG. 5, the dual clutch device 1 can perform a final assembling operation in a state where the respective parts are assembled in advance. Specifically, by assembling the first clutch assembly A, the second clutch assembly B, and the input member assembly C in advance, the assembly work of the double clutch device 1 becomes easier than before. A specific work procedure will be described below.

(1) First clutch assembly A
As shown in FIG. 5, the first clutch assembly A is constituted by a part of the first clutch 100. Specifically, the first clutch assembly A includes a first output member 120 of the first clutch 100, a first friction coupling portion 130, and a first urging force generating mechanism 140. First, the first output member 120 and the first output hub 128 are connected by the second rivet 129. The first piston member 141 is inserted between the third output cylindrical portion 122 and the first output hub 128. And the 1st annular member 146a is inserted by the inner peripheral side of the 1st outer peripheral side protrusion part 141a. At this time, the plurality of first elastic members 146b are sandwiched between the first piston member 141 and the first annular member 146a in the axial direction. Thereafter, the third snap ring 146 c is attached to the first output hub 128. Thereby, the 1st output member 120, the 1st output hub 128, and the 1st energizing force generating mechanism 140 are united.

  Next, the second bearing 52 is assembled to the first protrusion 128 b of the first output hub 128. The first driven plate 133 is assembled to the first output internal teeth 124 of the first output member 120. At this time, the first drive plate 131 is sandwiched between the first driven plates 133. Then, the second snap ring 126 is attached to the first output tubular portion 121. Through the above assembling operation, a part of the first clutch 100 is integrated as the first clutch assembly A.

(2) Second clutch assembly B
As shown in FIG. 5, the second clutch assembly B is constituted by a part of the second clutch 200. Specifically, the second clutch assembly B includes a second output member 220 of the second clutch 200, a second friction coupling portion 230, and a second urging force generation mechanism 240. First, the second output member 220 and the second output hub 228 are connected by the third rivet 229. The second piston member 241 is inserted between the fourth output cylindrical portion 222 and the fifth output cylindrical portion 228b. Then, the second annular member 246a is inserted into the inner peripheral side of the second intermediate projecting portion 241b. At this time, a plurality of second elastic members 246b are sandwiched between the axial directions of the second piston member 241 and the second annular member 246a. Thereafter, the fifth snap ring 246 c is attached to the second output hub 228. Thereby, the 2nd output member 220, the 2nd output hub 228, and the 2nd energizing force generating mechanism 240 are united.

  Through the above assembling work, a part of the second clutch 200 is integrated as the second clutch assembly B. As will be described later, the second drive plate 231 and the second driven plate 233 are assembled last, so that they are not assembled to the second output member 220.

(3) Input member assembly C
The input member assembly C includes the input shaft 10, the first input member 110 of the first clutch 100, the second input member 210 of the second clutch 200, and the damper mechanism 4. First, the first input member 110 and the second input member 210 are connected by the first rivet 119. The first spline portion 11a of the input shaft 10 is inserted into the fourth spline portion 112a of the first input member 110. Then, the first snap ring 112 b is attached to the input shaft 10. Further, the damper mechanism 4 is assembled to the input shaft 10. As described above, the input shaft 10, the first input member 110, the second input member 210, and the damper mechanism 4 can be handled as the input member assembly C. In addition, although described so that the damper mechanism 4 was included, you may handle the assembly comprised from the input shaft 10, the 1st input member 110, and the 2nd input member 210, and the damper mechanism 4 as another assembly. .

(4) Assembly of each assembly Each assembly A, B, C described above is finally assembled to the first output shaft 20 and the second output shaft 30. The first output shaft 20 and the second output shaft 30 are assembled in advance on the transmission side. As shown in FIG. 5, first, the second clutch assembly B is assembled to the second output shaft 30. Specifically, the sixth spline part 228 a of the second output hub 228 is fitted into the third spline part 30 a of the second output shaft 30. At this time, the recess 228 d is inserted into a part of the control valve 40.

  Next, the first clutch assembly A is assembled to the first output shaft 20. Specifically, the fifth spline portion 128 a of the first output hub 128 is fitted into the second spline portion 20 a of the first output shaft 20. The first clutch assembly A is pushed in the axial direction until the second bearing 52 contacts the second output hub 228. The ring member 21 is fitted between the first output shaft 20 and the first output hub 128.

  The input member assembly C is assembled to the first clutch assembly A and the second clutch assembly B. Specifically, the first input external teeth 114 of the first input member 110 are inserted and fitted in the axial direction so as to mesh with the first internal teeth 132 of the first drive plate 131. At that time, the second drive plate 231, the second driven plate 233, and the fourth snap ring 226 are set in a state of being inserted into the second input member 210 (the state shown in FIG. 5).

  Then, the first bearing 51 is fitted into the second projecting portion 128c of the first output hub 128, and the radial position and axial position of the input member assembly C are determined. Thereafter, the second drive plate 231 and the second driven plate 233 are assembled to the second input member 210 and the second output member 220. At this time, since the outer diameter R2 of the second input support portion 211b is set smaller than the outer diameter R1 of the second input engagement portion 211a (see FIG. 4), the second drive plate 231 and the second driven plate Assembling property of 233 is improved. Finally, the fourth snap ring 226 is assembled to the second output member 220.

  As described above, in the dual clutch device 1, each member can be handled as a plurality of assemblies such as the assemblies A, B, and C, so that the assembly work becomes easier and the assembly performance is improved as compared with the conventional one. To do. In addition, as with the ease of assembly, the maintainability is improved as compared with the conventional case.

4). Operation (1) Operation of Compound Clutch Device The operation of the compound clutch device 1 described above will be described with reference to FIG. When the first clutch 100 is in the connected state, the hydraulic pressure is supplied to the first hydraulic chamber 144 via the oil passage. The hydraulic pressure is supplied by, for example, operating a solenoid valve (not shown) provided in the control valve 40 by an electronic control device. The first piston member 141 biases the first driven plate 133 in the axial direction by a biasing force generated by hydraulic pressure. As a result, the first drive plate 131 and the first driven plate 133 are frictionally engaged. And the 1st input member 110, the 1st output member 120, and the 1st friction connection part 130 rotate integrally by the frictional force which generate | occur | produces between each plate 131,133. Thereby, the torque input to the input shaft 10 is transmitted to the first output shaft 20 via the first clutch 100. When bringing the first clutch 100 into the disengaged state, the supply of hydraulic pressure to the first hydraulic chamber 144 is stopped. As a result, the first piston member 141 is pressed toward the axial transmission side by the urging force from the first elastic mechanism 146. As a result, the frictional connection of the first frictional connection portion 130 is released, and the torque transmission to the first output shaft 20 is interrupted. Since the clutch connection and release procedures described above are the same for the second clutch 200, detailed description thereof is omitted.

(2) Transmission Operation The operation of the transmission 2 will be described with reference to FIG.

<Stop to 1st speed>
When the vehicle is stopped, the first and second clutches 100 and 200 are disconnected. In this state, the first speed gear pair 330 and the countershaft 302 are connected in advance by the first switching sleeve S1. Then, hydraulic pressure is supplied to the second hydraulic chamber 244 and the second clutch 200 is gradually connected. By these operations, the torque input to the second input shaft 303 via the second clutch 200 is transmitted to the output shaft 301 via the first speed gear pair 330, the countershaft 302 and the counter gear pair 340, and the vehicle Runs at the first speed.

<First to second speed>
During the first speed travel, the second speed gear pair 310 and the countershaft 302 are connected in advance by the second switching sleeve S2. At this time, since the first clutch 100 is not connected, the rotation of the countershaft 302 is not inhibited by the first clutch 100. In this state, the second clutch 200 is released and the first clutch 100 is connected. By these operations, the torque input to the first input shaft 300 via the first clutch 100 is transmitted to the output shaft 301 via the second speed gear pair 310, the countershaft 302 and the counter gear pair 340, and the vehicle Runs at 2nd speed. At this time, if the operations of the first clutch 100 and the second clutch 200 are performed substantially simultaneously, a so-called smooth torque without loss of torque and a wasteless automatic transmission can be achieved.

<2nd to 3rd speed>
During the second speed traveling, the third speed gear pair 350 and the second input shaft 303 are connected in advance by the second switching sleeve S2. At this time, since the second clutch 200 is not connected, the rotation of the second input shaft 303 is not inhibited by the second clutch 200. In this state, the first clutch 100 is released and the second clutch 200 is connected. By these operations, the torque input to the second input shaft 303 via the second clutch 200 is transmitted to the output shaft 301 via the third speed gear pair 350, the countershaft 302 and the counter gear pair 340, and the vehicle Runs at 3rd speed. At this time, if the operations of the first clutch 100 and the second clutch 200 are performed substantially simultaneously, a so-called smooth torque without loss of torque and a wasteless automatic transmission can be achieved.

<3rd to 4th speed>
During the third speed traveling, the counter gear pair 340 and the first input shaft 300 are connected in advance by the third switching sleeve S3. At this time, since the first clutch 100 is not connected, the rotation of the first input shaft 300 is not inhibited by the first clutch 100. In this state, the second clutch 200 is released and the first clutch 100 is connected. By these operations, the torque input to the first input shaft 300 via the first clutch 100 is transmitted to the output shaft 301 via the third switching sleeve S3, and the vehicle travels at the fourth speed. At this time, if the operations of the first clutch 100 and the second clutch 200 are performed substantially simultaneously, a so-called smooth torque without loss of torque and a wasteless automatic transmission can be achieved.

<4th to 5th speed>
During the fourth speed traveling, the fifth speed gear pair 360 and the countershaft 302 are connected in advance by the second switching sleeve S2. At this time, since the second clutch 200 is not connected, the rotation of the countershaft 302 is not inhibited by the second clutch 200. In this state, the first clutch 100 is released and the second clutch 200 is connected. By these operations, the torque input to the second input shaft 303 via the second clutch 200 is transmitted to the output shaft 301 via the fifth speed gear pair 360, the counter shaft 302 and the counter gear pair 340, and the vehicle Runs at 5th speed. At this time, if the operations of the first clutch 100 and the second clutch 200 are performed substantially simultaneously, a so-called smooth torque without loss of torque and a wasteless automatic transmission can be achieved.

<Stop-reverse>
When the vehicle is stopped, the first and second clutches 100 and 200 are disconnected. In this state, the reverse gear pair 320 and the countershaft 302 are connected in advance by the first switching sleeve S1. Then, hydraulic pressure is supplied to the second hydraulic chamber 244 and the second clutch 200 is gradually connected. By these operations, the torque input to the second input shaft 303 via the second clutch 200 is transmitted to the output shaft 301 via the reverse gear pair 320, the countershaft 302 and the counter gear pair 340, and the vehicle moves backward. To do.

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

The block diagram of AMT carrying the double type clutch apparatus as one Embodiment of this invention. 1 is a schematic longitudinal sectional view of a double clutch device 1 as an embodiment of the present invention. FIG. 3 is a schematic vertical sectional view around the first clutch 100. The longitudinal cross-sectional schematic of the 2nd clutch 200 periphery. FIG. 3 is an assembled state diagram of the double clutch device 1.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Double clutch apparatus 2 Transmission 3 Flywheel 4 Damper mechanism 10 Input member 20 1st output shaft 30 2nd output shaft 100 1st clutch 110 1st input member 120 1st output member 128 1st output hub 130 1st friction connection part 140 first urging force generation mechanism 200 second clutch 210 second input member 220 second output member 228 second output hub 230 second friction coupling portion 240 second urging force generation mechanism A first clutch assembly B second clutch set Solid C input member assembly

Claims (14)

A dual clutch device for outputting torque input from the engine side to the transmission side,
An input shaft to which torque is input from the engine side;
A first output shaft disposed coaxially with the input shaft;
A cylindrical second output shaft disposed coaxially on the outer peripheral side of the first output shaft;
A first clutch that is disposed on an outer peripheral side of the input shaft or the first output shaft, and capable of transmitting and interrupting torque input to the input shaft to the first output shaft;
A second clutch disposed on the outer peripheral side of the first clutch and capable of transmitting and interrupting torque input to the input shaft to the second output shaft;
The first and second clutches are double clutch devices in which torque is input from the engine side in the axial direction and torque is output from the transmission side in the axial direction. The first clutch is
An annular first input member disposed on the engine side in the axial direction and coupled to the input shaft;
An annular first output member disposed on the transmission side in the axial direction and coupled to the first output shaft;
The second clutch is
An annular second input member disposed on the engine side in the axial direction and coupled to the input shaft;
An annular second output member disposed on the transmission side in the axial direction and coupled to the second output shaft;
The double clutch device according to claim 1. The first clutch is
A first friction coupling portion disposed between the first input member and the first output member for transmitting torque input to the first input member to the first output member by friction engagement;
A first urging force generating mechanism for applying an urging force to the first friction coupling portion;
The first output member and the first urging force generating mechanism constitute an integral first clutch assembly,
The second clutch is
A second friction coupling portion disposed between the second input member and the second output member for transmitting torque input to the second input member to the second output member by friction engagement;
A second urging force generating mechanism for applying an urging force to the second friction coupling portion;
The second output member and the second urging force generating mechanism constitute an integral second clutch assembly.
The double clutch device according to claim 2. The outer peripheral side of the first urging force generating mechanism is supported by the first output member in the radial direction,
The outer peripheral side of the second urging force generating mechanism is supported in the radial direction by the second output member,
The double clutch device according to claim 3. The first clutch is included in the first clutch assembly, and is disposed on the inner peripheral side of the first output member, and is an annular first for connecting the first output member and the first output shaft. An output hub,
The second clutch is included in the second clutch assembly, and is disposed on the inner peripheral side of the second output member, and has an annular second shape for connecting the second output member and the second output shaft. Further having an output hub,
The double clutch device according to claim 3 or 4. The inner peripheral side of the first urging force generating mechanism is supported in the radial direction by the first output hub,
An inner peripheral side of the second urging force generation mechanism is supported in the radial direction by the second output hub,
The double clutch device according to claim 5. The first input member has a first input disk portion arranged on the engine side in the axial direction with respect to the first friction coupling portion,
The first urging force generating mechanism is disposed on the transmission side in the axial direction with respect to the first friction coupling portion,
The second input member has a second input disk portion arranged on the engine side in the axial direction with respect to the second friction coupling portion,
The second urging force generating mechanism is disposed on the transmission side in the axial direction with respect to the second frictional connection portion.
The double clutch device according to any one of claims 3 to 6. The first and second input members are connected to each other so as not to rotate relative to each other;
At least one of the first and second input members is connected to the input shaft so as not to be relatively rotatable,
The double clutch device according to any one of claims 2 to 7. A first input cylindrical portion extending in the axial direction is formed on the outer peripheral side of the first input member,
On the outer peripheral side of the first output member, a first output cylindrical portion that is disposed on the outer peripheral side of the first input cylindrical portion and extends in the axial direction is formed.
On the outer peripheral side of the second input member, a second input cylindrical portion that is disposed on the outer peripheral side of the first output cylindrical portion and extends in the axial direction is formed,
On the outer peripheral side of the second output member, a second output cylindrical portion that is disposed on the outer peripheral side of the second input cylindrical portion and extends in the axial direction is formed.
The double clutch device according to any one of claims 2 to 8. The first friction coupling portion is
A plurality of annular first drive plates disposed in an axial direction and engaged with the first input member so as not to rotate relative to the first input member and to be movable relative to the axial direction;
An annular first driven plate which is disposed between the adjacent first drive plates and engages with the first output member so as not to rotate relative to the first output member and to be relatively movable in the axial direction;
The second friction coupling portion is
A plurality of annular second drive plates that are disposed in the axial direction and engage with the second input member so as not to rotate relative to the second input member and to be relatively movable in the axial direction;
An annular second driven plate that is disposed between the adjacent second drive plates and engages with the second output member so as not to rotate relative to the second output member and to be relatively movable in the axial direction. ,
The double clutch device according to any one of claims 3 to 9. The second input cylindrical portion is
A cylindrical second input engagement portion that engages with the second drive plate;
A cylindrical second input support portion for supporting the second input engagement portion;
A plurality of second input external teeth projecting radially outward from the outer peripheral side of the second input engagement portion;
An outer diameter of the second input support portion is smaller than an outer diameter of the second input engagement portion;
The double clutch device according to claim 10. The first urging force generation mechanism includes:
A first piston member disposed so as to be relatively movable in the axial direction with respect to the first output member, and for applying an urging force in the axial direction to the first friction coupling portion by hydraulic pressure;
A first hydraulic chamber formed between the first output member and the first piston member;
A first elastic mechanism disposed on a side opposite to the first hydraulic chamber of the first piston member, and for releasing a biasing force to the first friction coupling portion;
The second urging force generating mechanism is
A second piston member disposed so as to be relatively movable in the axial direction with respect to the second output member, and for applying an urging force in the axial direction to the second friction coupling portion by hydraulic pressure;
A second hydraulic chamber formed between the second output member and the second piston member;
A second elastic mechanism disposed on a side opposite to the second hydraulic chamber of the second piston member, and for releasing an urging force to the second frictional connection portion;
The double clutch device according to any one of claims 3 to 11. The first piston member has an outer peripheral side supported by the first output member in the radial direction, and an inner peripheral side supported by the first output hub in the radial direction.
The second piston member has an outer peripheral side supported by the second output member in the radial direction and an inner peripheral side supported by the second output hub in the radial direction.
The double clutch device according to claim 12. The input shaft has a first bearing at an end portion on the transmission side,
The double clutch device according to any one of claims 1 to 13, wherein the first bearing supports the input shaft so as to be rotatable relative to the first output shaft.

Images