JP2007321818A - Double clutch transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a double clutch transmission allowing a worker to assemble a parking gear on an output shaft easily while ensuring loading-on-vehicle property. <P>SOLUTION: This double clutch transmission is constituted by providing driven gears 31-37 by apportioning them in such a way that the number of gear stages on a first output shaft side is smaller than that on a second input shaft side for the first and second output shafts 40, 41 together with synchronizing mechanisms 50-53 and providing the parking gear 61 adjacent to the driven gear 31 or the synchronizing mechanism 50 arranged at the closest position to the other end part of the retracted first output shaft 40 by retracting the first output shaft 40 onto clutch 12, 13 sides and shortening the whole length of the first output shaft 40 more than that of the second output shaft 41. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a double clutch transmission that uses two clutches and two input shafts to enable continuous shifting by a synchro mechanism that minimizes disconnection of power transmission.

  The automatic transmission of a vehicle (automobile) uses a gear mechanism that is always meshed (the drive gear and the driven gear mesh), and enables a double shift that enables continuous gear shifting while suppressing power transmission loss. There is a transmission called a clutch transmission.

  This double clutch transmission uses a structure in which two input shafts having a drive gear and an input system using two clutches and an output system using two output shafts having a driven gear and a synchro mechanism are used. ing. Specifically, as an input system, for example, a plurality of forward shift speeds are divided into shift speed groups of even speed shift speeds and odd speed shift speeds, and each drive gear of the odd speed shift speed group is connected to a clutch. The first input shaft or the second input shaft that rotates around the input shaft is provided on one side, and the drive gears of even-numbered shift speed groups are provided on one side of the engine from each clutch to the first or second input shaft. A structure that transmits rotational force is used. As an output system, each driven gear meshing with each driving gear is transmitted to the first and second output shafts provided in parallel with the first and second input shafts, and the rotational force is transmitted to the driven gear. A distributed structure is used together with the synchro mechanism.

  According to such an input / output system, for example, when the shift of an odd number of gears is completed and the engine rotational force input from the clutch to the first input shaft is shifted and output from one output shaft, it is used. Thus, the drive gear of the next even-numbered gear stage is synchronized with the vehicle speed transmitted from the other output shaft by the synchro mechanism to prepare for the next gear shift. For this reason, when shifting to the next stage, if the clutch connected to the first input shaft is disengaged, the remaining clutch is engaged and switching to the power transmission from the second input shaft is performed immediately, the next even stage Shifted to the shift stage. Further, when performing the next odd-numbered next shift, the next odd-numbered shift stage on the first input shaft is synchronized with the vehicle speed while the engine torque is transmitted through the second input shaft. If the gears for the next gear are prepared, the shift to the adjacent odd gears is completed by switching both clutches. Therefore, the power transmission from the low speed gear to the high speed, for example, from the first to the sixth gear is performed. The gear shift, that is, the speed can be continuously changed from the first speed to the sixth speed while suppressing the loss of the gear.

  By the way, in such a double clutch transmission, normally, when the vehicle is parked, both clutches are in a disconnected state. In this state, the vehicle tends to move carelessly, so in order to avoid such a situation, a vehicle equipped with a double clutch transmission is equipped with a separate parking gear, and the vehicle moves by engaging with the claw. It has been done not to.

Recently, a parking gear has been incorporated between the driven gears of the output shaft so that excessive torque (caused by the weight of the vehicle when parked in an inclined place or the like) does not act. For example, as disclosed in Patent Document 1, the forward shift speed is set to 6 stages and the reverse speed is set to 1 speed, and the first output shaft is set to 5th speed, 6th speed, Rev. In the transmission in which four driven gears such as the first speed, the second speed, the third speed, and the fourth speed are distributed to the second output shaft, between the driven gears of the second output shaft. For example, a parking gear is provided between a third-speed driven gear and a fourth-speed driven gear.
JP 2006-52832 A

  However, while the driven gear is rotatably supported by the output shaft, the parking gear is a part that is fixed to the output shaft, and therefore, the parking gear is provided between the driven gear and the driven gear. And in order to make the parking gear part of the output shaft and to secure the space to form the parking gear, the layout of the driven gear and synchro mechanism must be changed, the parking gear can be assembled, Assembling the driven gear and the synchro mechanism around the parking gear is troublesome. In addition, if the parking gear is attached to the second output shaft to which the driven gears of many speed stages are distributed, the total length of the output shaft of the length dimension has to be further increased, and the main body of the double clutch transmission This causes a change in the outer shape that changes the maximum dimensions of the double clutch transmission, making the on-board performance of the double clutch transmission unfavorable.

  Accordingly, an object of the present invention is to provide a double clutch transmission in which a parking gear can be easily assembled to an output shaft while securing on-vehicle performance.

  In order to achieve the above object, according to the first aspect of the present invention, the driven gear, together with the synchro mechanism, has a first output shaft side on the second input shaft side with respect to the first and second output shafts. The first output shaft is retracted to the clutch side and shorter than the second output shaft, and is arranged at the other end of the retracted first output shaft. The parking gear is provided adjacent to the driven gear or the synchro mechanism arranged closest to the other end.

  According to the second aspect of the present invention, the end of the first output shaft includes a bearing at the shaft end, a synchro mechanism in which the direction away from the bearing is a shift direction in order from the bearing, and a rotational force by the synchro mechanism. In this configuration, a driven gear for transmitting the motor is provided, and a parking gear is provided at the output shaft portion between the bearing and the synchro mechanism adjacent to the bearing.

  According to a third aspect of the present invention, when the vehicle is mounted, the first output shaft assembled with the parking gear is disposed above the first and second input shafts, and the second output shaft is the first and second shafts. It was set as the structure arrange | positioned below the 2nd input shaft.

  According to the first aspect of the present invention, since the parking gear can be installed by a structure assembled to the end of the output shaft, the parking gear can be easily parked without changing the layout of the driven gear of the output shaft and the synchro mechanism. The gear is assembled. In addition, since the parking gear is arranged by utilizing the region of the part whose overall length is shorter than the second output shaft, the change in the outer shape that impairs the on-vehicle property, which changes the maximum dimension of the main body of the double clutch transmission. Is suppressed.

  According to the invention described in claim 2, since the parking gear is attached between the synchro mechanism and the bearing in which one direction away from the bearing is easy to secure an effective installation space and the shift direction is increased, the output shaft is increased. Is reasonably minimized. In addition, the parking gear is different from the driven gear, which is required to support the output shaft so that it can rotate. The parking gear has the same mounting structure as the synchro mechanism that needs to be fixed together with the output shaft. It is possible to install without using a sync mechanism.

  According to the third aspect of the present invention, since a concave shape suitable for escaping from the skeleton member of the vehicle body is secured on the upper part of the double clutch transmission when the vehicle is installed horizontally, the side of the double clutch transmission is secured. Deterioration of mountability can be suppressed.

[One Embodiment]
Hereinafter, the present invention will be described based on an embodiment shown in FIGS.

  FIG. 1 shows a schematic configuration of a laterally mounted on-vehicle double clutch transmission having, for example, a forward speed of 6 speeds and a reverse speed of 1 speed for a total of 7 speeds. The main part of the machine is shown. The main body 1 has a structure in which an input system 2 and an output system 30 are combined. Of these, the input system 2 includes two input shafts 9 and 10 (corresponding to the first and second input shafts of the present application) on which a plurality of drive gears 3 to 7 are disposed, and two clutches 12 and 13 (first and second input shafts). A structure combining the second clutch) is used. The output system 30 has a structure configured using two output shafts 40 and 41 (corresponding to the first and second output shafts of the present application) on which the driven gears 31 to 37 and the synchro mechanisms 50 to 53 are disposed. It has been.

  FIG. 2 shows a developed front sectional view of a double clutch transmission having the detailed structure, and FIG. 3 shows a side sectional view of the double clutch transmission. The structure of the input system 2 will be described with reference to FIGS. 2 and 3. In FIG. 2, reference numeral 15 denotes a clutch case, and 16 denotes a transmission case connected in series with the clutch case 15. The clutches 12 and 13 are housed in the clutch case 15. These clutches 12 and 13 are, for example, two sets of pusher plates 12a and 13a connected to the output shaft of the engine 70 and two sets of independent dry clutch plates 12b and 13b connected to the input shafts 9 and 10 alternately in the axial direction. The pusher plates 12a and 13a can be brought into close contact with or separated from the clutch plates 12b and 13b by the movement (operation) of the pusher plates 12a and 13a.

  The input shafts 9 and 10 are disposed in the transmission case 16. Of these input shafts 9 and 10, a shaft member having a through hole 15 through which the lubricating oil 67 (shown only in FIG. 3) passes is used for the input shaft 9. This shaft member is arranged from the vicinity of the opening of the clutch case 15 to the deep part in the transmission case 16, specifically, to the vicinity of the end wall 16 a opposite to the clutches 12 and 13. The remaining input shaft 10 is composed of a cylindrical shaft member, and is fitted on the outer peripheral surface of the input shaft 9. And between the outer surface of the input shaft 9 and the inner surface of the input shaft 10, the needle bearing 11 used as a bearing part is interposed, and both the input shafts 9 and 10 are rotatable. Reference numeral 11 a denotes a through hole that guides the lubricating oil 67 from the input shaft 10 to the needle bearing 11. The input shaft 10 covers from the one end side of the input shaft 9 on the clutch 12, 13 side to almost half of the other end side disposed in the transmission case 16. An intermediate portion of the double shaft portion is supported by a bearing 17a assembled to an end wall 16b that partitions between the clutch case 15 and the transmission case 16. The end of the input shaft 9 on the transmission case 16 side is supported by a bearing 17b assembled to the end wall 16a. By supporting the bearings 17a and 17b, the input shaft 9 is rotatably supported, and the input shaft 10 is rotatably supported around the axis of the input shaft 9. The end of the input shaft 9 protruding into the clutch case 15 is connected to the clutch 13, specifically connected to the clutch plate 13 a of the clutch 13. Similarly, the end of the input shaft 10 is connected to the clutch 12, specifically When the clutch 13 is connected to the clutch plate 12a of the clutch 12, the rotational force output from the engine 70 is transmitted to the input shaft 9, and when the clutch 12 is connected, the rotation output from the engine 70 is performed. The force is transmitted to the input shaft 10. That is, the rotational force of the engine 70 is alternatively transmitted to the input shaft 9 or the input shaft 10 by the operation of the clutches 12 and 13.

  The input shafts 9 and 10 are provided with drive gears 3 to 7 divided into two predetermined gear groups. Specifically, the forward gears (1st to 6th gears) are divided into gear groups of even gears and odd gears, and drive gears 3 to 5 corresponding to the odd gear groups are input. Specifically, the drive gears of the odd-numbered shift stage groups provided on the shaft 9 are the first-speed drive gear 3 and the third-speed drive gear from the point adjacent to the bearing 17b (the rear end side of the transmission). The drive gear 4 and the fifth-speed drive gear 5 are provided in the shaft portion 9a (input shaft 9) protruding from the input shaft 10 in this order. In particular, the first-speed drive gear 3 is formed with a disk-shaped hub portion on the shaft portion 9a like the other third-speed and fifth-speed drive gears 4 and 5 so that a reduction ratio can be obtained. Instead of forming meshing teeth with a tool in the hub portion, a structure in which meshing teeth are created directly with a tool on the outer peripheral surface of the shaft portion 9a is used. Moreover, the drive gear 3 adjacent to the first-speed drive gear 3 has the next low-speed gear, that is, 3 so that interference with the tool can be avoided at a short distance when the first-speed drive gear 3 is created. The speed driving gear 4 is selected to suppress an increase in the distance between the driving gears.

  Drive gears corresponding to even-numbered shift speed groups are provided on the input shaft 10. Specifically, the drive gears of even-numbered shift speed groups are input shaft 10 in the order of drive gear 6 for both 4th speed and 6th speed and drive gear 7 for 2nd speed from the rear end of the transmission. Is provided. Thereby, when the clutch 13 is connected, the rotational force of the engine 70 is transmitted to the odd-numbered drive gears 3 to 5, and when the clutch 12 is connected, the rotational force of the engine 70 is transmitted to the even-numbered drive gears 6, 7. It is intended to be transmitted to.

  On the other hand, when the output system 30 is described with reference to FIGS. 2 and 3, the output shafts 40 and 41 are both arranged in the transmission case 16 in parallel with the input shafts 9 and 10. In particular, as shown in FIG. 3, the output shaft 40 is disposed at a point on the upper side across the input shafts 9 and 10 (input shaft portions) of the double shaft structure, and the output shaft 41 sandwiches the input shafts 9 and 10. It is located at the lower point. The output shafts 40 and 41 are arranged in parallel with the input shafts 9 and 10 with the end portions on the clutch 12 and 13 side aligned with the end wall 16b. The aligned shaft ends are rotatably supported by bearings 38a and 38b incorporated in the end wall 16b. The remaining output shafts 40 and 41 have shaft ends on the transmission rear end side that are rotatably supported by bearings 39a and 39b incorporated in the end wall 16a. Output gears 42 and 43 are provided at the ends of the output shafts 40 and 41 on the clutch 12 and 13 side, respectively. These output gears 42 and 43 are meshed with a differential mechanism 44 assembled to the side portion of the transmission case 16. Specifically, the differential mechanism 44 includes a differential gear portion 45e formed by combining each element, specifically, a combination of pinion gears 45a to 45d, in the differential case 45 formed on the side portion of the transmission case 16, and the same difference. A ring gear 46 (reduction gear) that inputs rotation to the moving gear portion 45e and axles 47a and 47b that transmit the rotational force distributed by the differential gear portion 45e to left and right drive wheels (not shown) are configured. The output gears 42 and 43 are meshed with the ring gear 46 of the differential mechanism 44. The reduction ratios of these output gears 42 and 43 are set so that the final reduction ratio of the output shaft 40 arranged on the upper side is larger than the final reduction ratio of the output shaft 41 arranged on the lower side.

  The driven gears 31 to 36 are allocated to the output shafts 40 and 41 so that the number of shift stages of the output shaft 40 is smaller than the number of shift stages of the output shaft 41. Specifically, from the bearing 39a side, the output shaft 40 has a fifth-speed driven gear 31 that meshes with the drive gear 5, a fourth-speed driven gear 32 that meshes with the drive gear 6, and a reverse gear. Three driven gears are arranged in the order of the driving gear 33. From the bearing 39b side to the output shaft 41, a first-speed driven gear 34 that meshes with the drive gear 3, a third-speed driven gear 35 that meshes with the drive gear 4, and a sixth-speed gear that meshes with the drive gear 6. The four driven gears are arranged in the order of the driven gear 36 and the second-speed driven gear 37 that meshes with the driven gear 7. Here, among these gears, the tooth width dimensions α1 and α2 of the drive gears 3 and 7 (first speed and second speed) of the low-speed gears arranged adjacent to the bearings 17a and 17b are the driven gears that are engaged with each other. The tooth width dimensions β1 and β2 of 34 and 37 are made larger. And only the driven gears 34 and 37 that mesh with the wide driving gears 3 and 7 are meshed with each other in a state of being moved to one side in the width direction. These driven gears 31 to 37 are rotatably supported on the outer peripheral surfaces of the output shafts 40 and 41 by using a needle bearing 48 as a bearing portion.

  In accordance with the layout of the driven gears 31 to 37 (the layout in which the number of shift stages on the output shaft 40 side is smaller than that on the output shaft 41 side), the synchro mechanisms 50 to 53 are also distributed and provided on the output shafts 40 and 41. . Specifically, the output shaft 40 has a shaft portion between the driven gear 32 (for the fourth speed) and the driven gear 33 (for the reverse movement), and a four-speed / reverse selection sync having a two-direction shift direction. A mechanism 50 is arranged, and a sync mechanism 51 for selecting the fifth speed having a one-direction shift direction is arranged on the shaft portion on the bearing 39a side with the driven gear 31 (for the fifth speed) interposed therebetween. Further, the output shaft 41 includes a sync mechanism 52 for selecting the first and third speeds in which the shift direction is a two-way type at the shaft portion between the driven gear 34 (for first speed) and the driven gear 35 (for third speed). Is arranged at the shaft portion between the driven gear 36 (for 6th speed) and the driven gear 37 (for 2nd speed), and the 6-speed / 2-speed selection sync mechanism 53 is selected. ing. Due to the arrangement of the gears and the synchro mechanisms, the difference in the number of gears and the end of the upper output shaft 40 are retracted toward the clutches 12 and 13 with respect to the lower output shaft 41. That is, the total length of the output shaft 40 is shorter than the output shaft 41.

  In each of the two-way type synchronizers 50, 52, and 53, a synchronizer sleeve 56 is slidably assembled to the outer periphery of the synchronizer hub 55 that is spline-fitted to the shaft portion. A structure is used in which a pair of synchronizer cones 57 is formed in each of the arranged gears, and a pair of synchronizer rings 58 are inserted into the outer cone surface of the synchronizer cone 57 (reference numerals are shown in the synchronizer mechanisms 50 and 52). ). As a result, when the synchronizer sleeve 56 is slid in any axial direction, the friction between the synchronizer ring 58 and the synchronizer cone 57 reduces the rotational speed difference while reducing the rotational speed difference between the output shaft 40 and the output shaft 41. The driven gear is engaged (synchronized meshing), and the rotational force is transmitted between them.

  Here, the synchro mechanism 52 that is assembled to the low-speed driven gear 34 (for first gear) having a larger gear diameter than the outer diameter of the synchro sleeve 56 is arranged as close as possible to the driven gear 34. In this approaching structure, an annular recess 55a is formed around the shaft center on the entire side surface of the driven gear 34 on the synchronizer mechanism 52 side, and a synchronizer ring 58 and a synchronizer cone 57 are provided in the recess 55a. A structure is used in which a part of the synchronizing sleeve 56 enters the recess 55a. In other words, the synchronizer sleeve 56 of the same gear stage completes the synchronous mesh at the position where it enters inward from the side surface of the driven gear 34 (for the first speed), compared to the other gear stages, and the driven gear accordingly. The distance from the gear 34 to the synchronizer hub 55 is short.

  The one-way type synchro mechanism 51 has a structure in which one-side synchronizer cone 57 and synchronizer ring 58 are omitted from the two-way type synchro mechanisms 50 and 52, and one direction away from the bearing 39a is only the shift direction. ing. That is, when the synchronizer sleeve 56 is slid to the driven gear 31, the output shaft 40 and the fifth-speed driven gear 31 are engaged with each other while reducing the difference in rotational speed due to friction.

  A reverse idler gear 60 is concentrically attached to the side of the driven gear 37 (for the second speed) opposite to the synchro mechanism 53 side. As the idler gear 60, a gear having a smaller gear diameter than the driven gear 37 is used. The idler gear 60 meshes with the reverse driven gear 33 of the output shaft 40, and when the reverse driven gear 33 is engaged with the output shaft 40 by the synchro mechanism 50, the output shaft 40 starts from the output shaft 2. The reverse rotation output reduced by the reduction ratio of the speed gear stage, the reduction ratio of the reverse speed stage, and the final reduction ratio of the rotating shaft 40 is transmitted to the differential mechanism 44. The bearing surface 37a of the driven gear 37, whose width is increased by the installation of the idler gear 60, is rotatably supported by a needle bearing 48 disposed so as to be biased toward the idler gear 60, and the reversely rotated reversely driven object. The bearing is balanced with the load applied from the drive gear 33.

  On the other hand, a parking gear 61 is provided at the end (retracted end) of the output shaft 40 having a short overall length on the rear end side of the transmission. This parking gear 61 is adjacent to the transmission component on the output shaft 40 that is disposed closest to the end portion on the rear end side of the transmission, here the outer side (shaft end side) of the synchro mechanism 51 that has only one shift direction. Is provided. That is, the parking gear 61 shares the spline portion 40a on the outer periphery of the output shaft 40 to which the synchro mechanism 51 is attached, and between the bearing 39a at the shaft end and the synchronizer hub 55 (the synchro mechanism 51) adjacent to the bearing 39a. It is inserted in. More specifically, the parking gear 61 is spline-fitted to the spline portion 40a to which the synchronizer hub 55 is attached, and is interposed between the bearing 39a and the synchronizer hub 55. Thus, the parking gear 61 is attached to the empty space of the output shaft 40 whose overall length is shorter than that of the output shaft 41. Of course, the parking gear 61 can be engaged with and disengaged from the gear locking claw member 62 assembled to the transmission case 16 as shown in FIG. 40 can be locked (the axles 47a and 47b are locked).

  By attaching the parking gear 61, when the double clutch transmission is mounted horizontally in an engine room (not shown) of the vehicle, as shown in FIG. 3, the main body easily interferes with a skeleton member of the vehicle body, for example, the side frame 63. The upper side of the part 1 is retracted, that is, the protrusion on the rear end side of the transmission is suppressed from the other parts.

  As shown in FIG. 2, an oil reservoir 66 is formed in the lower part (bottom part) of the transmission case 16 and the differential case 45 connected to the case 16. The oil reservoir 66 stores an amount of lubricating oil 67 that immerses the lower side from the shaft center of the driven gears 34 and 37 of the low speed (first speed, second speed) assembled to the output shaft 41. ing. Thus, the lubricating oil 67 in the oil reservoir 66 is splashed by the driven gears 34 and 37 that rotate, so that the lubricating oil 67 can be supplied to each part such as a bearing that requires lubrication.

  On the other hand, the engagement / disengagement operation of the clutches 12 and 13 (the pusher plates 12a and 13a) and the shift selection operation of the synchro mechanisms 50 to 53 are performed by, for example, an actuator (none of which is shown) controlled by a command from the ECU. . The double clutch transmission is configured to perform an automatic shift while minimizing a loss of power transmission in accordance with shift information set in the ECU.

  In other words, the operation of this double clutch transmission will be described. First, the shift to the first speed is performed by the synchronizer sleeve 56 of the synchronizer mechanism 52 of the odd-numbered gear group being operated at the first speed by an actuator that operates according to a shift command output from the ECU. The first-speed driven gear 34 and the output shaft 41 are engaged with each other by sliding to the side. Thus, the first gear is selected. Thereafter, the clutch 13 is contacted by an actuator that is also operated in accordance with a shift command. The first gear shift is completed by the operation of the clutch 13. As a result, the output of the engine 70 is shifted on the transmission shaft of the odd number system that is transmitted to the input shaft 9, the first-speed drive gear 3, the first-speed driven gear 34, and the output shaft 41. Then, the shifted rotation is output from the output gear 43 to the differential mechanism 44 and transmitted to the left and right axles 47a and 47b, thereby causing the vehicle to travel at the first speed. The clutch 12 is disengaged.

  When the gear shift command to the second gear is output during traveling in the first gear, the synchronizer sleeve of the synchronizer mechanism 53 of the even gear group is utilized by utilizing the state in which the clutch 13 is engaged and the clutch 12 is disengaged. 56 slides to the second speed side, and the second-speed driven gear 37 is engaged with the output shaft 41 rotating at the current vehicle speed. As a result, the drive gear 7 of the second speed gear stage that is the next speed is synchronized with the vehicle speed, and the second speed gear stage is selected. That is, preparation for the next speed change is completed. Thereafter, the clutch 12 is connected while releasing the connection of the clutch 13, and the power transmission from the engine 70 is switched from the input shaft 9 to the input shaft 10. Then, the output of the engine 70 is shifted on the input shaft 10, the second-speed drive gear 7, the second-speed driven gear 37, and an even number of transmission lines that are transmitted to the output shaft 40. 43 to the differential mechanism 44 (2nd speed shift complete). By switching to the second speed, the vehicle immediately switches to the second speed traveling.

  When the gear shift command to the third gear is output during traveling in the second gear, the synchronizer sleeve of the sync mechanism 52 of the odd gear group is utilized by utilizing the state in which the clutch 12 is engaged and the clutch 13 is disengaged. 56 is slid to the 3rd speed side, and the 3rd speed driven gear 35 is engaged with the output shaft 40 rotating at the current vehicle speed. As a result, the drive gear 4 of the next third speed gear is synchronized with the vehicle speed and the third speed is selected. That is, preparation for the next speed change is completed. Thereafter, the clutch 13 is connected while the clutch 12 is disconnected, and the power transmission of the engine 70 is switched from the input shaft 10 to the input shaft 9 again. Then, the output from the engine 70 is shifted by an odd number transmission line that is transmitted to the input shaft 9, the third-speed drive gear 4, the third-speed driven gear 35, and the output shaft 41, and the shifted rotation is output. It is output from the gear 43 to the differential mechanism 44 (the third speed shift is completed). By switching to the third speed, the vehicle immediately switches to the third speed traveling.

  Then, the sync mechanism 50, 51, 53 and the clutches 12, 13 are used to select the gear positions alternately in the odd-numbered gear group and the even-numbered gear group, and the remaining four by alternately switching the clutches 12, 13. The shift of the fifth, sixth, and sixth gears is also performed continuously while minimizing power transmission loss as in the case of the first to third gears described above.

  Further, in the shift to the reverse gear, the synchronizer sleeve 56 of the synchronizer mechanism 50 slides to the reverse speed side from the state where the clutches 12 and 13 are disengaged, and the reverse driven gear 33 and the output shaft 40 are moved. And engage. Thus, the reverse speed gear stage is selected. Thereafter, the clutch 12 is engaged. As a result, the output from the engine 70 is the input shaft 10, the second-speed drive gear 7, the second-speed driven gear 37, the idler gear 60 attached to the gear 37, the reverse-driven gear 33, It is transmitted to the differential mechanism 44 through the output shaft 40 and the output gear 42. That is, the rotation of the output shaft 40 is transmitted to the differential mechanism 44 as an output of reverse rotation decelerated by the reduction ratio of the second speed gear stage, the reduction ratio of the reverse gear stage, and the final reduction ratio of the rotation shaft 41. The vehicle is moved backward at a large reduction ratio.

  Further, parking is performed by operating the actuator in conjunction with the parking operation, and as shown in FIG. 3, the claw member 62 is rotated to the engagement side, and the claw portion 62a at the tip of the claw member 62 (only FIG. 3 is shown). Is engaged with the teeth 61a (only shown in FIG. 3) on the outer periphery of the parking gear 61. By this engagement, the output shaft 40 is locked and the vehicle is restrained from moving.

  The parking gear 61 that restrains such a vehicle is adjacent to the end of the output shaft 40 with a small number of gears at the gear position, and also adjacent to the synchro mechanism 50 (for the fifth speed) disposed closest to the shaft end (on the shaft end side). Therefore, the layout of the driven gears 31 to 33 (for 5th speed, for 4th speed, for reverse) and the synchro mechanisms 51 and 50 (for 5th speed, for 4th speed and for reverse) on the shaft is changed. The parking 61 can be easily assembled to the output shaft 40. Moreover, the parking gear 61 is arranged in a free area on the side of the output shaft 40 formed by shortening, so that the main body of the double clutch transmission can be provided. It is not necessary to change the outer shape of the portion 1, that is, the maximum dimension in the front-rear direction of the transmission case 16. That is, it is possible to suppress a change in the outer shape that impairs the vehicle-mountability of the double clutch transmission. 4 is arranged on the upper side and the output shaft 41 having a larger number of gears is arranged on the lower side, so that the upper side part of the main body 1 as shown in FIG. When the vehicle is mounted (sideways), the concave portion 1a that escapes from the side frame 63 of the engine room (a skeleton member arranged in the vehicle width direction of the vehicle body) facing the upper side is secured. Even if 61 is assembled, sufficient horizontal mounting performance can be ensured, and deterioration of in-vehicle performance of the double clutch transmission can be prevented.

  In particular, since the parking gear 61 is attached between the synchro mechanism 50 with the shift direction as one direction and the bearing 39a that supports the shaft end, the increase in the output shaft 40 can be suppressed to a reasonable minimum. In addition, the parking gear 61 is installed differently from the driven gears 31 to 33 that are required to be supported rotatably with respect to the output shaft 40, and the synchronizer hub 55 (synchronizing mechanism 50) that is required to be fixed. Since the same mounting structure is required, the spline fitting structure of the synchronizer hub 55 can be mounted in common.

  The present invention is not limited to the above-described embodiment, and various modifications may be made without departing from the spirit of the present invention. For example, in one embodiment, the example in which the synchro mechanism 50 is disposed closest to the retracted other end of the output shaft 40 has been described. However, the present invention is not limited thereto, and the positions of the synchro mechanism 50 and the fifth-speed driven gear 31 are not limited thereto. May also be applied when the driven gear 31 is arranged closest to the other end.

1 is a schematic view of a double clutch transmission according to an embodiment of the present invention. The front sectional view of the double clutch transmission. The sectional side view of the double clutch transmission. The front sectional view for explaining the situation on the upper side when the double clutch transmission is mounted on the vehicle.

Explanation of symbols

  2 ... input system, 3-7 ... drive gear, 9,10 ... input shaft (first and second input shafts), 12,13 ... clutch, 30 ... output system, 31-37 ... driven gear, 38a, 38a, 39a, 39b ... bearings, 40, 41 ... output shafts (first and second output shafts), 50-53 ... synchro mechanism, 61 ... parking gear.

Claims (3)

A first input shaft having each drive gear of one gear group among a plurality of gears divided into two predetermined groups, and the first input shaft having each drive gear of the other gear group. A second input shaft that can rotate around the axis of the input shaft around the periphery, and an engine rotational force that is provided at one end of each of the first and second input shafts, respectively, is transmitted to the first or second input shaft. An input system configured to have a clutch to perform,
The first and second input shaft drive gears having first and second output shafts arranged in parallel with the first and second input shafts with one end on the clutch side aligned. The meshed driven gear, together with the synchro mechanism that transmits the rotational force to the driven gear, is less on the first output shaft side than on the second input shaft side with respect to the first and second output shafts. And an output system that is shortened by retracting the entire length of the first output shaft from the second output shaft to the clutch side.
A double gear characterized in that a parking gear is provided at the other end of the first output shaft retracted adjacent to the driven gear or the synchro mechanism disposed closest to the other end. Clutch transmission. The first output shaft is rotatably supported by a shaft end of the retracted other end portion by a bearing,
Further, the first output shaft includes, in order from the bearing, the synchro mechanism in which one direction away from the bearing is a shift direction, and the driven gear to which rotational force is transmitted by the operation of the sync mechanism in the shift direction. Provided,
The double clutch transmission according to claim 1, wherein the parking gear is provided at a shaft portion between the bearing and the synchro mechanism.   When mounted on the vehicle, the first output shaft is disposed above the first and second input shafts, and the second output shaft is disposed below the first and second input shafts. The double clutch transmission according to claim 1 or 2, wherein the double clutch transmission is configured.

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