JP2008291892A - Twin-clutch type transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a compact twin-clutch type transmission having high power transmitting efficiency. <P>SOLUTION: This twin-clutch type transmission includes an input shaft, a first driving shaft coaxially arranged around the input shaft and selectively coupled to the input shaft, a second driving shaft arranged in parallel with the input shaft and selectively coupled to the input shaft through a power transmitting means, and an output shaft arranged in parallel with the input shaft. The first clutch and the second clutch are arranged in positions wherein they are not overlapped with the output shaft in the radial direction. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a twin clutch transmission having two clutches.

  Recently, in a gear-type transmission, a torque transmission system is divided into two transmission systems composed of a combination of two clutches and a plurality of synchromesh mechanisms, and a so-called twin clutch transmission that achieves a multi-stage automatic transmission by switching between them. For example, Japanese Laid-Open Patent Publication No. 2000-266136, Japanese Laid-Open Patent Publication No. 58-94657 have been proposed.

  A twin clutch transmission described in Japanese Patent Application Laid-Open No. 2000-266136 is provided with an output shaft aligned with an input shaft, and with first and second intermediate shafts parallel to the output shaft. Power is transmitted to the first intermediate shaft via the first gear train and the first clutch, and power is transmitted to the second intermediate shaft via the second gear train and the second clutch.

  The first intermediate shaft is rotatably provided with drive gears of a first group of transmission stages, and these drive gears are selectively coupled to the first intermediate shaft by a synchromesh mechanism. The second intermediate shaft is rotatably provided with drive gears of a second group of transmission stages, and these drive gears are selectively coupled to the second intermediate shaft by a synchromesh mechanism.

  A plurality of driven gears are fixed to the output shaft, and each driven gear always meshes with one first drive gear and one second drive gear.

  In the twin clutch transmission described in Japanese Patent Application Laid-Open No. 58-94657, a first intermediate shaft and a second intermediate shaft are provided in parallel to the input shaft, and a hollow output shaft coaxial with the input shaft is provided. Is provided.

  Power is transmitted from the input shaft to the first intermediate shaft through the gear train and the first clutch, and power is transmitted to the second intermediate shaft through the gear train and the second clutch. The first intermediate shaft is rotatably provided with odd-numbered drive gears, and these drive gears are selectively coupled to the first intermediate shaft by a synchromesh mechanism. The second intermediate shaft is provided with even-numbered drive gears rotatably, and these drive gears are selectively coupled to the second intermediate shaft by a synchromesh mechanism.

A plurality of driven gears that mesh with the even-numbered drive gear and the odd-numbered drive gear are fixed to the output shaft. The output from the output shaft is meshed with a fixed gear fixed to the output shaft, and a differential gear is provided via an idler gear provided rotatably on the second intermediate shaft and an output gear formed integrally with the idler gear. Is output to the ring gear.
JP 2000-266136 A Japanese Patent Laid-Open No. 58-94657

  The twin-clutch transmission disclosed in Patent Document 1 is intended to reduce the size of the transmission. However, since the input shaft and the output shaft are aligned on a straight line, the axial size can be sufficiently reduced. Instead, the power is transmitted to the first intermediate shaft via the first gear train and the power is transmitted to the second intermediate shaft via the second gear train, so that power transmission loss occurs. There is a problem.

  Further, in the twin clutch transmission described in Patent Document 2, power is transmitted from the input shaft to the first and second intermediate shafts by the first gear train and the second gear train, and the output from the output shaft is Since it is performed via an idler gear rotatably provided on the second intermediate shaft and an output gear formed integrally with the idler gear, the structure of the transmission becomes very complicated and power transmission loss also occurs. There is a problem.

  The present invention has been made in view of these points, and an object of the present invention is to provide a twin-clutch transmission having a small size and high power transmission efficiency.

  According to the first aspect of the present invention, an input shaft connected to a drive source, a hollow first drive shaft supported coaxially and freely around the input shaft, and rotatable in parallel with the input shaft. A second drive shaft supported by the power source, a power transmission means for transmitting power from the input shaft to the second drive shaft, and the first drive shaft selected as the input shaft. A first clutch coupled to the second drive shaft, a second clutch selectively coupled to the power transmission means, and provided in parallel to the input shaft. An output shaft for outputting power from the first drive shaft and the second drive shaft to the differential device; and a rotary shaft disposed rotatably on the first drive shaft; selectively coupled to the first drive shaft by a coupling means And a plurality of first drive gears coupled to the second drive shaft and rotatably disposed on the second drive shaft. A plurality of second drive gears selectively coupled to the second drive shaft by means, and a plurality of driven gears fixed to the output shaft and meshing with the first drive gear and the second drive gear, respectively. A twin clutch transmission is provided, wherein the first clutch and the second clutch are arranged at positions that do not overlap the output shaft in the radial direction.

  According to a second aspect of the invention, in the first aspect of the invention, the first drive gear on the first drive shaft is on the second drive shaft meshing with the same driven gear on the output shaft. The distance between the first drive shaft and the output shaft is set to be higher than the second drive gear to be larger than the distance between the second drive shaft and the output shaft, and the second drive shaft Is provided above the first drive shaft. A twin clutch transmission is provided.

  According to a third aspect of the invention, in the first or second aspect of the invention, the shaft centers of the first clutch and the second clutch are disposed above the shaft center of the differential device. A twin clutch transmission is provided.

  According to a fourth aspect of the present invention, in the first aspect of the present invention, the first and second clutches are connected to the ends of the first and second drive shafts on the side far from the drive source. There is provided a twin clutch transmission characterized by being provided in each of the sections.

  According to a fifth aspect of the present invention, in the invention according to any one of the first to fourth aspects, the plurality of driven gears include a first speed driven gear that meshes with only the first speed drive gear, and the first speed driven gear. There is provided a twin clutch transmission in which a gear is attached to the output shaft via a one-way clutch.

  According to the first aspect of the present invention, since the first clutch and the second clutch are arranged at positions that do not overlap the output shaft in the radial direction, the radial size can be reduced, and the transmission is small and has high power transmission efficiency. Can be provided.

  Further, since the power is transmitted from the input shaft to the second drive shaft by the power transmission means, the gear ratio can be set without decelerating the second drive shaft, and the mechanical system input can be reduced and the weight can be reduced. .

  According to the second aspect of the present invention, the speed ratio is set so that the distance between the second drive shaft and the output shaft is smaller than the distance between the first drive shaft and the output shaft, and the second drive shaft is Since it arrange | positions upwards with respect to 1 drive shaft, it can suppress that the gravity center of a transmission becomes high.

  According to the third aspect of the present invention, since the first clutch and the second clutch can be arranged higher than the ATF oil level in the transmission case, the stirring resistance can be reduced. Therefore, transmission efficiency of the transmission can be improved.

  According to the fourth aspect of the present invention, since the first and second clutches are arranged at the ends of the first and second drive shafts on the side far from the drive source, the axial length of the transmission can be reduced.

  According to the fifth aspect of the present invention, since the first speed driven gear is provided separately from the driven gears of the other speed stages, the one-way clutch can be disposed between the first speed driven gear and the output shaft. In this case, the diameter of the first-speed drive gear can be made smaller than when the one-way clutch is provided in the first-speed drive gear on the second drive shaft.

  Accordingly, since the diameter of the first-speed driven gear that forms a gear train with the first-speed drive gear at a predetermined speed ratio can be reduced, the distance between the second drive shaft and the output shaft can be reduced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a skeleton diagram of a twin clutch transmission 2 according to an embodiment of the present invention. This twin clutch type transmission is a kind of automatic transmission.

  The twin clutch transmission 2 is accommodated in a transmission case 4. Reference numeral 6 denotes an input shaft that is rotatably supported, and is connected to a crankshaft 10 of an engine (not shown) via a torque converter 8.

  A hollow first drive shaft 12 is disposed around the input shaft 6 coaxially with the input shaft 6. The first drive shaft 12 is selectively coupled to the input shaft 6 by an even-numbered first clutch 14. The first clutch 14 is, for example, a well-known wet multi-plate clutch.

  Reference numeral 16 denotes a second drive shaft that is rotatably supported in parallel with the input shaft 6. A first gear 18 is fixed to the end of the input shaft 6 opposite to the torque converter 8, and a second gear 20 is rotatably provided at the end of the second drive shaft 16. The second gear 20 is connected to the first gear 18 via an idle gear 24 that is rotatably provided on the idle shaft 22.

  Therefore, the power of the input shaft 6 is transmitted to the second drive shaft 16 via the power transmission means including the first gear 18, the idle gear 24, and the second gear 20. The second drive shaft 16 is selectively coupled to the second gear 20 of the power transmission means by the second clutch 26.

  An output shaft (counter shaft) 28 is rotatably supported in parallel with the input shaft 6. As is apparent from the figure, the first clutch 14 and the second clutch 26 are arranged at positions that do not overlap the output shaft 28 in the radial direction.

  The first drive shaft 12 is provided with a second speed drive gear 30, a fourth speed drive gear 32, and a sixth speed drive gear 34 in order from the torque converter 8 side, and a reverse drive gear 36 is fixed.

  A conventionally known synchromesh mechanism 38 is disposed on the first drive shaft 12 adjacent to the second-speed drive gear 30. The synchromesh mechanism 38 has a synchromesh hub fixed to the first drive shaft 12 and a sleeve slidably attached to the synchromesh hub in the axial direction. A synchromesh mechanism 40 having the same structure as the synchromesh mechanism 38 is disposed on the first drive shaft 12 between the fourth speed drive gear 32 and the sixth speed drive gear 34.

  A first speed drive gear 42 is fixed to the second drive shaft 16 in order from the torque converter 8 side, and a third speed drive gear 44 and a fifth speed drive gear 46 are rotatably arranged. A synchromesh mechanism 48 having the same structure as the synchromesh mechanism 38 is disposed on the second drive shaft 16 between the third speed drive gear 44 and the fifth speed drive gear 46.

  The final drive gear 50 is fixed to the output shaft 28 sequentially from the torque converter 8 side, the first-speed driven gear 52 is fixed via the one-way clutch 54, the second-speed driven gear 56 is fixed, and the third-speed to fourth-speed driven. The gear 58 is fixed, and the fifth-speed to sixth-speed driven gear 60 is fixed.

  The 1st speed driven gear 52 is always meshed with the 1st speed drive gear 42, the 2nd speed driven gear 56 is always meshed with the 2nd speed drive gear 30, and the 3rd speed-4 speed driven gear 58 is the 3rd speed drive gear 44. The fifth-speed to sixth-speed driven gear 60 is always meshed with the fifth-speed driving gear 46 and the sixth-speed driving gear 34.

  Further, a reverse driven gear 62 is rotatably provided on the output shaft 28. The reverse driven gear 62 is selectively coupled to the output shaft 28 by a dog tooth clutch 64. The reverse driven gear 62 is connected to the reverse drive gear 36 via a reverse idle gear (not shown).

  Referring to FIG. 2, a schematic side view of the twin clutch transmission 2 shown in FIG. 1 is shown. Reference numeral 12a denotes an axial center of the first drive shaft 12, which shows a state in which the first clutch 14 is disposed at the end of the first drive shaft 12 and a 6-speed drive gear 34 is rotatably provided.

  Reference numeral 16a denotes an axis of the second drive shaft 16. The second clutch 26 is disposed at the end of the second drive shaft 16, the fifth speed drive gear 46 is rotatably disposed, and the first speed drive gear 42 is fixed. The state is shown.

  Reference numeral 28 a denotes the shaft center of the output shaft 28, and shows a state in which the fifth and sixth speed driven gear 60 is fixed to the output shaft 28 and the first speed driven gear 52 is fixed via the one-way clutch 54.

  The first speed driven gear 52 is always meshed with the first speed drive gear 42, and the fifth speed-6th speed driven gear 60 is always meshed with the fifth speed drive gear 46 and the sixth speed drive gear 34. 22a is the axis of the idle shaft 22, and 70 is the final driven gear (ring gear) of the differential device.

  As apparent from FIG. 2, the first drive shaft 12 is disposed at substantially the same height as the output shaft 28, and the second drive shaft 16 is disposed above the first drive shaft 12. The drive gears 32 and 34 on the first drive shaft 12 are set on the high speed side with respect to the drive gears 44 and 46 on the second drive shaft 16 that mesh with the same driven gear on the output shaft.

  Accordingly, the inter-axis distance B is smaller than the inter-axis distance A. When the second drive shaft 16 is disposed above the first drive shaft 12 as in the present embodiment, the first drive shaft 12 is moved to the second drive shaft. It can be suppressed that the center of gravity becomes higher than the case where it is arranged above 16.

  Reference numeral 68 denotes an ATF (automatic transmission fluid) housed in the transmission case 2, and the ring gear 70 of the differential device is immersed in the ATF in a static state, but is attached to the first drive shaft 12. The clutch and gear, the clutch and gear attached to the second drive shaft 16, and the gear attached to the output shaft 28 are set so as not to be immersed in the ATF 68.

  Next, the operation of the above-described embodiment will be described with reference to the speed change operation table of Table 1. In Table 1, ◯ indicates an operating state, X indicates a non-operating state, and () indicates a standby state.

  First, when the gear stage is in the neutral range (N range), both the clutches 14 and 26 are in an inoperative state (non-engaged state). The synchromesh mechanisms 38, 40, 48 and the dog tooth clutch 64 are also inactive.

  When the shift lever is shifted from the N range to the D range, first, a shift command to the first gear is output from the ECU. At the first speed, the second clutch 26 is actuated (engaged), and the second drive shaft 16 is connected to the input shaft 6 through power transmission means including the first gear 18, the idle gear 24 and the second gear 20. The

  Therefore, the driving force from the engine is transmitted to the second drive shaft 16 via the torque converter 8, the input shaft 6, the first gear 18, the idle gear 24, the second gear 20, and the second clutch 26.

  The driving force of the second drive shaft 16 is applied to the left and right drive wheels via the first speed drive gear 42, the first speed driven gear 52, the one-way clutch 54, the output shaft 28, the final drive gear 50, and the final driven gear 70 of the differential device. Then, the drive wheel is driven at the first speed (LOW).

  At the first speed, the synchromesh mechanisms 40 and 48 and the dog tooth clutch 64 are inactivated, and the synchromesh mechanism 38 is in a standby state immediately before the second speed drive gear 30 is coupled to the first drive shaft 12.

  When the vehicle speed increases and a shift command to the second speed is output from the ECU, the synchromesh mechanism 38 connects the second speed drive gear 30 to the first drive shaft 12 and the second clutch 26 is not operated (not engaged). The first clutch 14 is actuated (fastened).

  Therefore, the driving force from the engine includes the torque converter 8, the input shaft 6, the first clutch 14, the first drive shaft 12, the second speed drive gear 30, the second speed driven gear 56, the output shaft 28, the final drive gear 50, and the differential. It is transmitted to the left and right drive wheels via the final driven gear 70 of the apparatus, and drives the drive wheels at the second speed.

  In the second speed, the synchromesh mechanism 40 and the dog-tooth clutch 64 are deactivated, and the synchromesh mechanism 48 is in a standby state immediately before the third-speed drive gear 44 is coupled to the second drive shaft 16.

  When the vehicle speed further increases and a shift command to the third speed is output from the ECU, the synchromesh mechanism 48 couples the third speed drive gear 44 to the second drive shaft 16. The first clutch 14 is deactivated and the second clutch 26 is activated.

  As a result, the driving force from the engine is the torque converter 8, the input shaft 6, the power transmission means 18, 24, 20, the second clutch 26, the second driving shaft 16, the third speed driving gear 44, and the third speed to fourth speed driven. It is transmitted to the left and right drive wheels via the gear 58, the output shaft 28, the final drive gear 50 and the final driven gear 70 of the differential device, and drives the drive wheels at the third speed.

  At the third speed, the dog-tooth clutch 64 is inoperative, the synchromesh mechanism 38 is in a standby state immediately before the second-speed drive gear 30 is coupled to the first drive shaft 12, and the synchromesh mechanism 40 is the fourth-speed drive gear. A standby state immediately before the coupling of the first drive shaft 12 to the first drive shaft 12 is established.

  When the vehicle speed is further increased and a shift command to the fourth speed is output from the ECU, the synchromesh mechanism 40 couples the fourth speed drive gear 32 to the first drive shaft 12. The second clutch 26 is deactivated and the first clutch 14 is activated.

  As a result, the driving force from the engine includes the torque converter 8, the input shaft 6, the first clutch 14, the first drive shaft 12, the 4-speed drive gear 32, the 4-speed-5-speed driven gear 58, the output shaft 28, and the final drive. It is transmitted to the left and right drive wheels via the gear 50 and the final driven gear 70 of the differential device, and drives the drive wheels at the fourth speed.

  In the fourth speed, the synchromesh mechanism 38 and the dog-tooth clutch 64 are deactivated, and the synchromesh mechanism 48 is in a standby state immediately before coupling the fifth speed drive gear 46 to the second drive shaft 16.

  When the vehicle speed further increases and a shift command to the fifth speed is output from the ECU, the synchromesh mechanism 48 couples the fifth speed drive gear 46 to the second drive shaft 16. The first clutch 14 is deactivated and the second clutch 26 is activated.

  As a result, the driving force from the engine is the torque converter 8, the input shaft 6, the power transmission means 18, 24, 20, the second clutch 26, the second drive shaft 16, the fifth speed drive gear 46, and the fifth speed-6 speed driven. It is transmitted to the left and right drive wheels via the gear 60, the output shaft 28, the final drive gear 50 and the final driven gear 70 of the differential device, and drives the drive wheels at the fifth speed.

  At the fifth speed, the synchromesh mechanism 38 and the dog-tooth clutch 64 are deactivated, and the synchromesh mechanism 40 is in a standby state immediately before the sixth speed drive gear 34 is coupled to the first drive shaft 12.

  When the vehicle speed further increases and a shift command to the sixth speed is output from the ECU, the synchromesh mechanism 40 couples the sixth speed drive gear 34 to the first drive shaft 12. The second clutch 26 is deactivated and the first clutch 14 is activated.

  As a result, the driving force from the engine is applied to the torque converter 8, the input shaft 6, the first clutch 14, the sixth speed drive gear 34, the fifth speed-6th driven gear 60, the output shaft 28, the final drive gear 50, and the differential device. It is transmitted to the left and right drive wheels via the final driven gear 70 to drive the drive wheels at the sixth speed.

  In the sixth speed, the synchromesh mechanism 38 and the dog-tooth clutch 64 are inactivated, and the synchromesh mechanism 48 is in a standby state immediately before the fifth speed drive gear 46 is coupled to the second drive shaft 16.

  At the time of downshift, the downshift is sequentially performed by the reverse operation to that at the time of upshift. As is clear from Table 1, the first clutch 14 is operated (engaged) at even stages and the second clutch 26 is operated (engaged) at odd stages.

  On the other hand, when the shift lever is shifted from the D range to the R range or from the N range to the R range, and the shift command from the ECU to the reverse is output, the dog tooth clutch 64 couples the reverse driven gear 62 to the output shaft 28. To do. The second clutch 26 is deactivated and the first clutch 14 is activated.

  Thereby, the driving force from the engine is output to the output shaft 28 via the torque converter 8, the input shaft 6, the first clutch 14, the first drive shaft 12, the reverse drive gear 36, the reverse idle gear and the reverse driven gear 62 (not shown). And the output shaft 28 rotates in the opposite direction to that during forward movement.

  The driving force of the output shaft 28 is transmitted to the left and right driving wheels via the final driving gear 50 and the final driven gear 70 of the differential device, and drives the driving wheels in the direction opposite to that during forward movement.

  According to the above-described embodiment, since the first clutch 14 and the second clutch 26 are disposed at positions that do not overlap the output shaft 28 in the radial direction, the size in the radial direction of the twin clutch transmission 2 can be reduced, and the size is reduced. Thus, it is possible to provide a twin clutch transmission with high power transmission effect.

  In addition, since the power is transmitted from the input shaft 6 to the second drive shaft 16 by the power transmission means including the first gear 18, the idle gear 24, and the second gear 20, the gear ratio can be adjusted without decelerating the second drive shaft 16. Therefore, since the torque transmitted by the second clutch 26 can be small, the diameter of the clutch 26 can be set small.

  Since the distance between the first drive shaft 12 and the output shaft 28 is set larger than the distance between the second drive shaft 16 and the output shaft 28, a wide gear ratio can be achieved without increasing the distance between the shafts. Further, since the first clutch 14 and the second clutch 26 are disposed at the ends of the first drive shaft 12 and the second drive shaft 16 on the side far from the engine, the axial length of the transmission can be shortened.

  Furthermore, since the 1st-speed driven gear 52 is attached to the output shaft 28 via the one-way clutch 54, it is possible to reliably prevent an interlock with another gear stage with a very simple configuration.

It is a skeleton figure of the twin clutch type transmission of this invention embodiment. FIG. 2 is a schematic side view of the twin clutch transmission shown in FIG. 1.

Explanation of symbols

6 Input shaft 8 Torque converter 12 1st drive shaft 14 1st clutch 16 2nd drive shaft 26 2nd clutch 28 Output shaft 30 2nd speed drive gear 32 4th speed drive gear 34 6th speed drive gear 36 Reverse drive gears 38, 40, 48 Synchromesh mechanism 42 1st speed drive gear 44 3rd speed drive gear 46 5th speed drive gear 50 Final drive gear 52 1st speed driven gear 54 One-way clutch 56 2nd speed driven gear 58 3rd speed-4th speed driven gear 60 5th speed-6th speed Driven gear 62 Reverse driven gear 64 Dog tooth clutch

Claims (5)

An input shaft coupled to the drive source;
A hollow first drive shaft rotatably supported coaxially around the input shaft;
A second drive shaft rotatably supported in parallel with the input shaft;
Power transmission means for transmitting power from the input shaft to the second drive shaft;
A first clutch provided coaxially with the input shaft and selectively coupling the first drive shaft to the input shaft;
A second clutch provided coaxially with the second drive shaft and selectively coupling the second drive shaft to the power transmission means;
An output shaft that is provided in parallel with the input shaft and outputs power from the first drive shaft and the second drive shaft to the differential device;
A plurality of first drive gears rotatably disposed on the first drive shaft and selectively coupled to the first drive shaft by coupling means;
A plurality of second drive gears rotatably disposed on the second drive shaft and selectively coupled to the second drive shaft by coupling means;
A plurality of driven gears fixed to the output shaft and meshing with the first drive gear and the second drive gear, respectively.
The twin clutch transmission, wherein the first clutch and the second clutch are arranged at positions that do not overlap the output shaft in the radial direction.   The first drive gear on the first drive shaft is set on the high speed side with respect to the second drive gear on the second drive shaft that meshes with the same driven gear on the output shaft. The distance between the drive shaft and the output shaft is made larger than the distance between the second drive shaft and the output shaft, and the second drive shaft is disposed above the first drive shaft. The twin clutch transmission according to claim 1.   3. The twin clutch transmission according to claim 1, wherein the shaft centers of the first clutch and the second clutch are arranged above the shaft center of the differential gear.   The twin clutch type according to any one of claims 1 to 3, wherein the first and second clutches are provided at end portions of the first and second drive shafts on the side far from the drive source, respectively. transmission.   2. The plurality of driven gears include a first-speed driven gear that meshes only with a first-speed drive gear, and the first-speed driven gear is attached to the output shaft via a one-way clutch. The twin clutch type transmission in any one of -4.

Images