JP2009250323A - Dual clutch type gear transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a dual clutch type gear transmission device capable of reducing an axial dimension as compared to former single output shaft structure and reducing the number of gears. <P>SOLUTION: This transmission device is provided with; a dual clutch 2; a first input shaft 3; a second input shaft 4; an output shaft 5; a first gear pair group 6 capable of idling rotation and mashing connection at prescribed reduction gear ratio between the first input shaft 3 and the output shaft 5; a second gear pair group 7 capable of idling rotation and mashing connection at prescribed reduction gear ratio between the second input shaft 4 and the output shaft 5; and a reverse gear mechanism 8 using any of gear (first speed driven gear 61P) belonging to one of the first gear pair 6 group and the second gear pair group 7 and capable of idling rotation with respect to the output shaft 5 as a drive source gear, using any of gear (fourth speed driven gear 74A) belonging to another of the first gear pair 6 group and the second gear pair group 7 as an output gear, and rotating the output shaft 5 in a reverse direction by driving the output gear 74A in reverse rotation direction from the drive source gear 61P. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a dual clutch gear transmission used in a vehicle or the like, and more particularly to a gear train configuration of a reverse gear.

  One type of vehicle transmission is a dual clutch gear transmission that combines a dual clutch having two clutch portions and a transmission mechanism portion having transmission gears on two input shafts and an output shaft. This transmission has the advantage that the transmission operation can be performed without interrupting the transmission torque by selectively transmitting the power with the two clutch portions. As the dual clutch, for example, a friction clutch is used in which a driving friction plate and a driven friction plate are frictionally engaged to synchronize with each other and transmit torque. The two input shafts are configured such that power is transmitted from different clutch portions and rotates independently. Each input shaft is provided with a drive gear, the output shaft is provided with a driven gear, and the drive gear and the driven gear mesh with each other in pairs, so that the forward shift speed is generally about 4 to 7 steps. Is configured. In general, a reverse gear is configured by meshing the third idler gear between the reverse drive gear and the driven gear to reversely rotate the output shaft. Selection and switching operation of a gear pair for transmitting power is performed by a well-known synchromesh mechanism, and is generally controlled by an electronic control unit including a clutch unit, so that an automatic transmission is formed as a whole.

  As an example of a dual clutch gear transmission, the present applicant discloses a vehicle power transmission device in Patent Document 1. The device of Patent Document 1 is designed to perform an interlaced shifting operation by devising allocation of shift stages to two input shafts. As shown in the description of the embodiment and FIG. 1, driven gears (driven gears) from 1st speed to 6th speed and reverse gears are arranged in a row on the output shaft. Therefore, when the number of gears is increased, the number of driven gears increases accordingly, the output shaft becomes longer, and the transmission becomes larger and difficult to mount on the vehicle. In particular, in an FF vehicle (front engine front drive vehicle), it is common to connect and arrange an engine and a transmission horizontally in the vehicle width direction, and therefore, restrictions on axial dimensions are severe.

Therefore, in order to shorten the axial dimension of the transmission, a plurality of output shafts are used. For example, in the transmission disclosed in Patent Literature 2, two forward output shafts and a reverse dedicated output shaft are provided, and power is transmitted via one of the output shafts. In this configuration, the driven gear can be distributed on the three output shafts, the shaft length is shortened, and the axial dimension of the transmission is also shortened.
JP 2004-332840 A German patent application DE 198 21 164 A1

  By the way, if a plurality of output shafts are used as in Patent Document 2, even if the axial dimension of the transmission can be shortened, the cross-sectional area perpendicular to the shaft increases, so that compactness is not achieved. Conversely, the number of shafts and the number of gears increase, the structure becomes complicated, the weight of the apparatus increases, and the manufacturing cost increases. Again, a simple configuration with a single output shaft and a minimum number of gears is advantageous in terms of both weight reduction and cost reduction. However, as exemplified in Patent Document 1, the point that the number of driven gears arranged in the output shaft is a restriction on the axial dimension has not been solved.

  The present invention has been made in view of the above background, and a dual-clutch gear transmission that can reduce the axial dimension and can reduce the number of gears in the configuration of a single output shaft as compared with the conventional one. provide.

  A dual clutch gear transmission according to the present invention includes a dual clutch having a first clutch portion and a second clutch portion that selectively transmit power, a first input shaft to which power is transmitted from the first clutch portion, A second input shaft that is arranged in parallel with the first input shaft and from which power is transmitted from the second clutch portion; an output shaft that is arranged in parallel with the first input shaft and the second input shaft; A first gear pair group composed of one or more gear pairs capable of meshing connection and free rotation at a predetermined speed ratio between the first input shaft and the output shaft; the second input shaft; and the output A second gear pair group composed of one or more pairs of gears that can be meshed and coupled with each other at a predetermined speed ratio, and one of the first gear pair group and the second gear pair group. Any of the gears belonging to and capable of rotating with respect to the output shaft is also used as a drive source gear, A reverse gear mechanism that reversely rotates the output shaft by using either one of the gear pair group and the other gear belonging to the other of the second gear pair group as an output gear, and reversely driving the output gear from the drive source gear. And.

  In the dual clutch type gear transmission of the single output shaft, the present invention does not provide a reverse dedicated gear on the output shaft, and constitutes a reverse shift stage gear train by using a part of the forward gear. In addition, the main purpose is to reduce the axial dimension of the device by an amount equivalent to the reverse gear and to reduce the number of gears. The dual clutch gear transmission of the present invention can be constituted by a dual clutch, a first input shaft, a second input shaft, an output shaft, a first gear pair group, a second gear pair group, and a reverse gear mechanism.

  The dual clutch selectively transmits power output from a prime mover such as an engine, and has a first clutch portion and a second clutch portion that connect and disconnect power. Friction clutches can be used for the first clutch portion and the second clutch portion, and one of them can be controlled so that one of them is frictionally engaged to transmit power and the other is separated. Further, at the time of the switching operation, it is possible to control to increase the other transmission torque while decreasing one transmission torque.

  The first input shaft and the second input shaft are rotary shafts to which power is transmitted from the first clutch portion and the second clutch portion, and can be arranged in parallel to each other. It is preferable that one of the first input shaft and the second input shaft has a rod shape and the other has a cylindrical shape and is arranged inside and outside the same axis. As is well known, the two input shafts are preferably arranged inside and outside the same axis, but there is no limitation, and the two input shafts may be arranged in parallel in the left-right or up-down direction.

  The output shaft is a rotating shaft that transmits the power transmitted from the first input shaft or the second input shaft via the transmission gear to the subsequent stage, and can be arranged in parallel with the first input shaft and the second input shaft. it can.

  The first gear pair group is a general term for gear pairs that can be meshed and idled at a predetermined speed ratio between the first input shaft and the output shaft. The first gear pair group can be formed of at least one gear pair, usually about 2 to 4 gear pairs. Each gear pair has a different gear ratio, and can be composed of a drive gear provided on the first input shaft and a driven gear provided on the output shaft. Furthermore, at least one of the drive gear and the driven gear of each gear pair can be idled, and can be configured to be engaged and coupled by an operation by a synchromesh mechanism, for example.

  The second gear pair group is a generic term for gear pairs that can be meshed and idled at a predetermined speed ratio between the second input shaft and the output shaft. Similarly to the first gear pair group, the second gear pair group can be formed of at least one gear pair, usually about 2 to 4 gear pairs. Each gear pair has a different gear ratio, and can be composed of a drive gear provided on the second input shaft and a driven gear provided on the output shaft, and at least one of the drive gear and the driven gear can idle. For example, it can be configured to be engaged and coupled by an operation by a synchromesh mechanism.

  All gear pairs belonging to the first gear pair group and the second gear pair group are for forward movement, and no reverse gear is provided. In addition, all the driven gears belonging to the first gear pair group and the second gear pair group are arranged on the output shaft.

  The reverse gear mechanism is a mechanism that selects two of the gears used for forward movement and serves as a drive source gear and an output gear, and reversely drives the output gear from the drive source gear. That is, the starting point of power transmission in the reverse gear mechanism is the drive source gear, and the end point is the output gear. Reverse rotation means rotation in the opposite direction to the case where the forward shift stage is configured. As the drive source gear, any gear belonging to one of the first gear pair group and the second gear pair group and capable of rotating with respect to the output shaft can be used.

  For example, a driven gear that is provided on the output shaft side and can be idled by a synchromesh mechanism, or a drive gear on the input shaft side that meshes with a freely rotatable driven gear can also be used as the drive source gear. On the other hand, a driven gear formed integrally with the output shaft and fixed, or a drive gear on the input shaft side meshing with the fixed driven gear cannot be used as the drive source gear. Any gear belonging to the other of the first gear pair group and the second gear pair group can be used as the output gear. That is, in the configuration in which the drive source gear is selected from the first gear pair group, the output gear is selected from the second gear pair group. Conversely, in the configuration in which the drive source gear is selected from the second gear pair group, the output gear is the first gear. A gear pair group can be selected.

  An appropriate number of idler shafts or idler gears can be provided between the drive source gear and the output gear of the reverse gear mechanism so that the output gear can be driven in reverse rotation. The idler shaft transmits the axial distance from the drive source gear to the output gear, and the idler gear can enable the output gear to be driven in reverse rotation by adjusting the number of meshing gears. By selecting the number of teeth appropriately, the reverse rotation speed ratio can be made appropriate.

  Next, the operation method and operation of the dual clutch gear transmission of the present invention configured as described above will be described. Since the gear train configuration, the speed change operation method, and the operation of the forward speed are the same as those in the prior art, they are omitted, and the reverse speed is mainly described. In the following description, it is assumed that the gear belonging to the first gear pair group is also used as the drive source gear of the reverse gear mechanism, and the gear belonging to the second gear pair group is also used as the output gear. The same applies to the configuration in which the gear pair group and the second gear pair group are interchanged.

When the vehicle is moved backward, first, the first clutch portion and the second clutch portion of the dual clutch are separated from each other so that power is not transmitted. Next, the reverse gear mechanism is set in a state where power transmission is possible. Finally, when the first clutch portion is frictionally engaged and power is transmitted to the first input shaft, a reverse speed gear train is formed. That is, since the power transmitted to the first input shaft drives the drive source gear belonging to the first gear pair group, the reverse gear mechanism operates and the drive source gear reversely drives the output gear. If the output gear belonging to the second gear pair group reversely rotates, the output shaft reversely rotates and the vehicle moves backward. According to the present invention, a reverse speed gear train is configured without providing a reverse dedicated gear on the output shaft. be able to. Therefore, since only the forward gear need be arranged on the output shaft, the shaft length can be shortened by the amount corresponding to the reverse dedicated gear, and the axial dimension of the transmission can be reduced by the corresponding amount. be able to.

  Next, application modes of the present invention will be described. The drive source gear of the reverse gear mechanism is a driven gear provided to be freely rotatable on the output shaft, and the output gear is a drive gear provided on the input shaft of the other gear pair group. preferable. Further, the reverse gear mechanism includes a reverse idler shaft, a reverse idler gear provided so as to be free to rotate on the reverse idler shaft, and a reverse fixed gear integrally provided on the reverse idler shaft, Preferably, one of the reverse idler gear and the reverse fixed gear meshes with the drive source gear, and the other meshes with the output gear.

  About the above-mentioned application aspect, a specific aspect is shown and demonstrated. The drive source gear of the reverse gear mechanism can be a driven gear provided on the output shaft so as to be free to rotate among the gears belonging to the first gear pair group. At this time, the output gear of the reverse gear mechanism can be a drive gear provided on the second input shaft of the second gear pair group. In addition to the drive source gear and the output gear, a reverse gear mechanism can be configured by providing a reverse idler shaft, a reverse idler gear, and a reverse fixed gear. The reverse idler shaft can be disposed parallel to the first and second input shafts and the output shaft. The reverse idler gear is provided so as to be free to rotate on the reverse idler shaft by a synchromesh mechanism, for example, and can be engaged with the drive source gear. The reverse fixed gear can be integrally fixed to the reverse idler shaft and meshed with the output gear.

  Next, the operation of the above application mode will be described. It is assumed that the vehicle travels forward when the first input shaft and the second input shaft are clockwise and the output shaft is counterclockwise, that is, when the drive gear is clockwise and the driven gear is counterclockwise. In the aspect, when the first clutch is frictionally engaged and the first input shaft is driven clockwise, the drive gear of the first gear pair group is driven clockwise and the driven gear is driven counterclockwise. A drive source gear which is a driven gear provided on the output shaft so as to be free to rotate is counterclockwise, and a reverse idler gear meshing with the drive source gear is driven clockwise. At this time, if the reverse idler gear is coupled to the reverse idler shaft, the reverse idler shaft and the reverse fixed gear are also rotated clockwise, and the output gear engaged with the reverse fixed gear is rotated counterclockwise. The output gear is a drive gear provided on the second input shaft and travels forward in the clockwise direction, so that it is driven in reverse rotation. Accordingly, the driven gear and the output shaft that mesh with the output gear are driven to rotate in the reverse clockwise direction, and the vehicle moves backward.

  In the application mode described above, two reverse idler gears and reverse fixed gears are used to configure the reverse gear. On the other hand, in the conventional configuration, in addition to the drive gear of the input shaft and the driven gear of the output shaft, it is necessary to provide a reverse gear for reverse rotation between them, and a total of three are used. That is, in the application mode of the present invention, the number of gears can be reduced as compared with the conventional case.

  In addition, it is preferable that the dual clutch type gear transmission of the present invention is used by being connected to a prime mover placed horizontally in the vehicle width direction. The present invention is suitable for an application in which an engine is placed horizontally such as an FF vehicle and the axial dimension is severely restricted.

  In the dual clutch gear transmission of the present invention, the reverse gear stage is configured such that a part of the forward gear is also used as a drive source gear and an output gear of the reverse gear mechanism, and the output gear is driven in reverse rotation from the drive source gear. The gear train was constructed. Therefore, it is not necessary to provide a reverse dedicated gear on the output shaft, and the axial length and the axial dimension of the transmission can be reduced by the amount corresponding to the reverse dedicated gear.

  In the application mode in which the reverse gear mechanism is configured by the reverse idler shaft, the reverse idler gear, and the reverse fixed gear, the number of gears can be reduced as compared with the conventional case.

  The best mode for carrying out the present invention will be described with reference to FIGS. FIG. 1 is a skeleton diagram showing a gear train of a dual clutch gear transmission according to an embodiment of the present invention. The dual clutch gear transmission 1 according to the embodiment includes a dual clutch 2, a first input shaft 3, a second input shaft 4, an output shaft 5, a first gear pair group 6, a second gear pair group 7, and a reverse gear mechanism 8. , Is configured.

  The dual clutch 2 selectively transmits the power output from the engine, and has a first clutch part C1 and a second clutch part C2 that connect and disconnect the power. The first clutch part C1 and the second clutch part C2 are friction clutches having drive plates C1A and C2A on the drive side and driven plates C1P and C2P on the driven side, respectively. Both clutch parts C1 and C2 are configured to be able to control the frictional engagement independently.

  The first input shaft 3 has a rod shape, and the second input shaft 4 has a cylindrical shape and is arranged inside and outside the same axis. The right side of the first input shaft 3 in the drawing is connected to the driven plate C1P of the first clutch portion C1, and the left side of the drawing protrudes through the second input shaft 4 and is pivotally supported by the ball bearing bearing 31. The right side of the second input shaft 4 in the figure is connected to the driven plate C2P of the second clutch portion C2, and is pivotally supported by the ball bearing bearing 41 at the central portion.

  The output shaft 5 is disposed in parallel to the lower side of the first input shaft 3 and the second input shaft 4 in the drawing. The output shaft 5 is pivotally supported at both ends by tapered roller bearings 51 and 52. A final output gear 53 is fixedly provided on the right side of the output shaft 5, and the final output gear 53 meshes with the differential device 91 to transmit and output power. A parking brake 92 that can mechanically restrain the central portion of the output shaft 5 is provided.

  The first gear pair group 6 is a general term for a gear pair that can be meshed and idled at a predetermined speed ratio between the first input shaft 3 and the output shaft 5. The first gear pair group 6 is configured so that the fifth speed drive gear 65A, the third speed drive gear 63A, the first speed drive gear 61A and the output shaft 5 that are provided in order from the right side in the drawing on the first input shaft 3 are opposed to the output shaft 5. And a fifth speed driven gear 65P, a third speed driven gear 63P, and a first speed driven gear 61P that are provided at the locations where the gears mesh with the drive gears 65A, 63A, 61A. The fifth speed drive gear 65A and the third speed drive gear 63A can be selectively coupled to the first input shaft 3 and can be idled by the sleeve S35 of the 3-5 speed synchromesh mechanism 68. Yes. When the fifth speed driving gear 65A and the third speed driving gear 63A are idle, the power is not transmitted to the fifth speed driven gear 65P and the third speed driven gear 63P fixed to the output shaft 5. It has become. Further, the first speed driven gear 61P can be coupled to the output shaft 5 and can be idled by the sleeve S1 of the first speed synchromesh mechanism 67. When the first speed driven gear 61P is idle, the power from the first speed drive gear 61A fixed to the first input shaft 3 is not transmitted to the output shaft 5.

  The second gear pair group 7 is a generic term for a gear pair that can be meshed and idled at a predetermined speed ratio between the second input shaft 4 and the output shaft 5. The second gear pair group 7 is provided at a location where the output shaft 5 is opposed to the second speed drive gear 72A provided on the right side of the second input shaft 4 in the drawing and the fourth speed drive gear 74A provided on the left side. And a second speed driven gear 72P and a fourth speed driven gear 74P that mesh with the drive gears 74A and 72A. The second speed driven gear 72P and the fourth speed driven gear 74P can be selectively coupled to the output shaft 5 and can freely rotate by the sleeve S24 of the second-fourth speed synchromesh mechanism 77. When the second speed driven gear 72P and the fourth speed driven gear 74P are idle, the power from the second speed drive gear 72A and the fourth speed drive gear 74A fixed to the second input shaft 4 is output. It is not transmitted to the shaft 5.

  The reverse gear mechanism 8 also uses the first speed driven gear 61P in the first gear pair group 6 as the drive source gear of the present invention, and the fourth speed drive gear 74A in the second gear pair group 7 outputs the present invention. This mechanism is also used as a gear, and reversely drives the fourth speed drive gear 74A from the first speed driven gear 61P. The reverse gear mechanism 8 includes a reverse idler shaft 81, a reverse idler gear 84, a reverse synchromesh mechanism 85, and a reverse fixed gear 87 in addition to the two gears 61P and 74A. The reverse idler shaft 81 is disposed in parallel to the three axes of the first input shaft 3, the second input shaft 4, and the output shaft 5, and both ends thereof are supported by ball bearing bearings 82 and 83. The reverse idler gear 84 is provided on the reverse idler shaft 81 so as to be free to rotate, and can be coupled by the sleeve SR of the reverse synchromesh mechanism 85. The reverse idler gear 84 meshes with a first speed driven gear 61P that is a drive source gear. The reverse fixed gear 87 is integrally fixed to the reverse idler shaft 81, and meshes with the fourth speed drive gear 74A that is an output gear.

  Next, a configuration method and an operation of the gear train of each shift stage in the dual clutch gear transmission 1 of the embodiment configured as described above will be described with reference to FIGS. FIG. 2 is a chart for explaining a method of configuring each gear position in the transmission 1 according to the embodiment. In FIG. 2, the circle of the clutch portion indicates the engaged state of the clutch portion, the circle in the numeric column of each sleeve indicates the meshed connection state of the gear pair of the gear stage, and the circle in the N column indicates idle rotation. Indicates the state.

  As shown in FIG. 2, in the forward first speed, the drive plate C1A of the first clutch portion C1 is brought into pressure contact with the driven plate C1P and joined. The sleeve S1 of the first speed synchromesh mechanism 67 moves to couple the first speed driven gear 61P to the output shaft 5. The sleeve S24 of the second to fourth speed synchromesh mechanism 77, the sleeve S35 of the third and fifth speed synchromesh mechanism 68, and the sleeve SR of the reverse synchromesh mechanism 85 are in an idle state. . Thus, a gear train of the first speed gear stage is configured, and power is transmitted from the first clutch portion C1 to the output shaft 5 via the first input shaft, the first speed drive gear 61A, and the first speed driven gear 61P.

  Since the configurations of the forward second speed to fifth speed can be similarly understood with reference to FIG. 2, the description thereof will be omitted. At all the forward shift speeds, the sleeve SR of the reverse synchromesh mechanism 85 maintains the idle state, so that the reverse gear mechanism 8 does not participate in the forward power transmission and does not obstruct the power transmission. .

  Next, the configuration of the reverse gear shown at the bottom of the chart of FIG. 2 will be described with reference to FIG. FIG. 3 is a skeleton diagram showing the gear train of the reverse shift stage in the transmission 1 of the embodiment. At the reverse gear, the drive plate C1A of the first clutch portion C1 is pressed and joined to the driven plate C1P as indicated by an arrow Z1 in the figure. The sleeve S1 of the first speed synchromesh mechanism 67 is in an idle state, and the first speed driven gear 61P is idle with respect to the output shaft 5. The sleeve S24 of the second to fourth speed synchromesh mechanism 77 moves to the left as indicated by the arrow Z2, and couples the fourth speed driven gear 74P to the output shaft 5. The sleeve S35 of the third to fifth speed synchromesh mechanism 68 is in an idle state. The sleeve SR of the reverse synchromesh mechanism 85 moves to the left as indicated by the arrow Z3 to couple the reverse idler gear 84 to the reverse idler shaft 81.

  Thus, the reverse speed gear train is constructed, and power is transmitted from the first clutch portion C1 to the first speed driven gear 61P through the first input shaft and the first speed drive gear 61A. Since the first speed driven gear 61P is idle with respect to the output shaft 5, it drives the reverse idler gear 84 without driving the output shaft 5. The power is transmitted from the first speed driven gear 61P to the fourth speed drive gear 74A and the second input shaft 4 through the reverse idler gear 84, the reverse idler shaft 81, and the reverse fixed gear 87. Since the fourth speed driven gear 74P meshed with the fourth speed drive gear 74A is coupled to the output shaft 5, power is transmitted from the fourth speed drive gear 74A to the output shaft 5 via the fourth speed driven gear 74P. The

  In the power transmission described above, if the first input shaft 3 and the first speed drive gear 61A are clockwise, the first speed driven gear 61P is counterclockwise, and the reverse idler gear 84, the reverse idler shaft 81, and the reverse fixed gear 87. Is clockwise, and the fourth speed drive gear 74A and the second input shaft 4 are counterclockwise. That is, since the second input shaft 4 is driven in reverse rotation with respect to the clockwise direction during forward movement, the output shaft 5 can be rotated in reverse.

  In FIG. 3, by moving the sleeve S24 of the second-fourth speed synchromesh mechanism 77 to the right, the output shaft with different reverse gear ratios via the second speed gears 72A, 72P. 5 can also be driven in reverse rotation.

  Next, a conventional technique will be described with reference to FIG. FIG. 4 is a skeleton diagram showing a gear train of a conventional dual clutch gear transmission. As shown, the conventional transmission 9 does not include the reverse gear mechanism 8 of the present invention. Instead, a reverse drive gear 91 is provided on the first input shaft 3, a reverse driven gear 92 is provided on the output shaft 5, and a reverse idler gear 93 and a reverse idler shaft 94 that mesh with both gears 91, 92 are provided. ing. In other words, in addition to the five forward driven gears 65P, 63P, 61P, 72P, and 74P, the output shaft 5 is provided with a reverse driven gear 92 dedicated for reverse.

  On the other hand, in the embodiment shown in FIGS. 1 and 3, only five forward driven gears 65P, 63P, 61P, 72P, and 74P are arranged on the output shaft 5. Therefore, the transmission 1 of the present embodiment can be shortened in shaft length by the amount corresponding to the reverse driven gear 92 than in the prior art. This shortening of the axial length directly contributes to the reduction of the axial dimension of the casing (not shown) of the transmission 1.

  Further, in the conventional transmission 9, the reverse drive gear 91, the reverse driven gear 92, and the reverse idler gear 93 are necessary exclusively for the reverse drive. On the other hand, in the transmission 1 according to the embodiment, only the reverse idler gear 84 and the reverse fixed gear 87 are used exclusively for reverse travel, and the number of gears can be reduced.

It is a skeleton figure which shows the gear train of the dual clutch gear transmission of the Example of this invention. 2 is a chart for explaining a method of configuring each gear position in the transmission of the embodiment of FIG. FIG. 2 is a skeleton diagram showing a gear train of a reverse shift stage in the transmission of the embodiment of FIG. 1. It is a skeleton figure which shows the gear train of the conventional dual clutch gear transmission.

Explanation of symbols

1: Dual clutch gear transmission 2: Dual clutch
C1: first clutch part C2: second clutch part 3: first input shaft 4: second input shaft 5: output shaft 6: first gear pair group
61A, 63A, 65A: 1st speed, 3rd speed, 5th speed drive gear
61P, 63P, 65P: 1st speed, 3rd speed, 5th speed driven gear 7: 2nd gear pair group
72A, 74A: 2nd speed, 4th speed drive gear
72P, 74P: 2nd speed, 4th speed driven gear

8: Reverse gear mechanism
61P: Drive source gear (also used as first speed driven gear)
74A: Output gear (also used as 4th speed drive gear)
81: Reverse idler shaft 84: Reverse idler gear
85: Synchromesh mechanism for reverse 87: Reverse fixed gear 9: Conventional dual clutch gear transmission

Claims (5)

A dual clutch having a first clutch part and a second clutch part for selectively transmitting power;
A first input shaft to which power is transmitted from the first clutch portion;
A second input shaft that is disposed in parallel with the first input shaft and from which power is transmitted from the second clutch portion;
An output shaft disposed in parallel with the first input shaft and the second input shaft;
A first gear pair group composed of one or more gear pairs capable of meshingly coupling and freely rotating between the first input shaft and the output shaft at a predetermined speed ratio;
A second gear pair group composed of one or more gear pairs capable of meshingly coupling and freely rotating between the second input shaft and the output shaft at a predetermined speed ratio;
Any of the gears belonging to one of the first gear pair group and the second gear pair group and free to rotate with respect to the output shaft is also used as a drive source gear, and the first gear pair group and the second gear pair group A reverse gear mechanism that reversely rotates the output shaft by driving one of the gears belonging to the other of the gear pair group as an output gear, and driving the output gear from the drive source gear in reverse rotation;
A dual clutch gear transmission comprising:   The drive source gear of the reverse gear mechanism is a driven gear provided to be freely rotatable on the output shaft, and the output gear is a drive gear provided on an input shaft of the other gear pair group. 2. The dual clutch gear transmission according to 1.   The reverse gear mechanism includes a reverse idler shaft, a reverse idler gear provided to be freely rotatable on the reverse idler shaft, and a reverse fixed gear integrally provided on the reverse idler shaft. The dual clutch gear transmission according to claim 1 or 2, wherein one of the gear and the reverse fixed gear meshes with the drive source gear, and the other meshes with the output gear.   The dual clutch gear shift according to any one of claims 1 to 3, wherein one of the first input shaft and the second input shaft has a rod shape and the other has a cylindrical shape and is disposed on the inside and outside of the same axis. apparatus.   The dual clutch gear transmission according to any one of claims 1 to 4, wherein the dual clutch gear transmission is used by being connected to a prime mover placed horizontally in a vehicle width direction.

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