JP2009250427A - Transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve mountability to a vehicle by downsizing a twin clutch type transmission. <P>SOLUTION: Three drive gears 32, 33, 34 prepared in the first sub input shaft 13 to which the driving force of the main input shaft 12 is transmitted through the first clutch 24 and three drive gears 37, 38, 39 prepared in the second sub input shaft 14 to which the above driving force is transmitted through the second clutch 25 can reduce the number of components and downsize a transmission M by sharing three driven gear 44, 45, 46 prepared in the output shaft 16 except for a 1-speed step gear. They can further downsize the transmission since both of idle gear 18 and reverse gear 47 are supported on the idle shaft 15 and a 2-speed-3 speed-reverse driven gear 44 is shared to establish three gear steps, 2-speed, 3-speed and reverse gear. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a so-called twin clutch type transmission that selectively distributes the driving force of a main input shaft connected to an engine to first and second auxiliary input shafts via first and second clutches.

A so-called twin that selectively connects a first sub-input shaft that rotates when an odd gear is established and a second sub-input shaft that rotates when an even gear is established to the main input shaft via two clutches. A crater type automatic transmission is known from Patent Document 1 and Patent Document 2 below.
JP 2006-31445 A Japanese Patent No. 3620230

  By the way, in the above-mentioned conventional one, the driven gear that is provided on the output shaft and meshes with the drive gear of the first sub-input shaft or the second sub-input shaft is hardly shared in each gear stage (as disclosed in Patent Document 1). In this case, there are 0 shared gears and 1 shared gear in the case of Patent Document 2), and the number of gears increases, making it difficult to reduce the size and weight of the transmission.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to reduce the size of a twin clutch type transmission and to improve the mounting property on a vehicle.

  In order to achieve the above object, according to the first aspect of the present invention, the main input shaft to which the driving force of the engine is input is disposed coaxially with the main input shaft, and the main input shaft is connected to the main input shaft. A first sub-input shaft that is selectively coupled via one clutch, and a second sub-input shaft that is disposed in parallel with the main input shaft and is selectively coupled via the second clutch to the main input shaft An output shaft that is disposed in parallel with the main input shaft and transmits a driving force to the drive wheels, and is disposed on the first sub input shaft and selectively connected to the first sub input shaft via a synchronization device. A first gear group composed of a plurality of gears coupled to each other and a second gear composed of a plurality of gears arranged on the second sub input shaft and selectively coupled to the second sub input shaft via a synchronizer. A plurality of gears that are fixed to the output shaft and mesh with the gears of the first gear group and the second gear group; A third gear group comprising: a forward minimum drive gear disposed on the first sub-input shaft; a forward minimum driven gear disposed on the output shaft and meshing with the forward minimum drive gear; An idler shaft disposed in parallel with the main input shaft, and one of the lowest forward drive gear and the lowest forward driven gear is fixed on the shaft on which it is disposed, and the other is disposed on the other. The idle gear for transmitting the driving force from the second clutch to the second auxiliary input shaft is supported on the idle shaft so as to be relatively rotatable, and the other is supported on the idle shaft. The gears of the first gear group and the gears of the second gear group share the gear of the third gear group, and the reverse gear shares any of the gears of the third gear group. is doing Transmission is proposed which is characterized and.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, a transmission is proposed in which the forward lowest driven gear is supported on the output shaft via a one-way clutch. Is done.

  The first speed drive gear 31 of the embodiment corresponds to the lowest forward drive gear of the present invention, the first speed driven gear 42 corresponds to the lowest forward drive gear of the present invention, and the third speed drive gear 32 of the embodiment, 5-speed drive gear 33, 7-speed drive gear 34, 2-speed drive gear 37, 4-speed drive gear 28, 6-speed drive gear 39, 2-speed-3 speed-reverse driven gear 44, 4-speed-5-speed driven gear 45 and 6-speed The −7 speed driven gear 46 corresponds to the gear of the present invention, and the first synchronizing device 35, the second synchronizing device 36, the third synchronizing device 40, and the fourth synchronizing device 41 of the embodiment correspond to the synchronizing device of the present invention. .

  According to the configuration of the first aspect, each of the gears of the first gear group provided on the first auxiliary input shaft to which the driving force of the main input shaft is transmitted via the first clutch, and the driving force of the main input shaft. Are transmitted through the second clutch, and the gears of the second gear group provided on the second auxiliary input shaft are gears of the third gear group provided on the output shaft except for the lowest forward speed. Since the common gear and the reverse gear share any one of the gears of the third gear group, the number of parts can be reduced and the transmission can be reduced in size and weight by sharing the gear. Moreover, on the idle shaft arranged in parallel with the main input shaft, one of the idle gear and the reverse gear for transmitting the driving force from the second clutch to the second auxiliary input shaft is relatively rotatably supported and the other is fixed. By selecting the number of teeth of the idle gear or reverse gear, not only can the rotation speed ratio of the first auxiliary input shaft and the second auxiliary input shaft be set arbitrarily, but both idle gear and reverse gear are supported on the idle shaft. This can contribute to further miniaturization of the transmission.

  According to the second aspect of the present invention, the lowest forward drive gear fixed on the first auxiliary input shaft is meshed with the lowest forward driven gear supported on the output shaft via the one-way clutch. The minimum forward speed can be established without the need, and the number of forward gears can be increased while avoiding an increase in the size of the transmission.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  1 to 9 show an embodiment of the present invention. FIG. 1 is a skeleton diagram of a transmission, FIG. 2 is a diagram showing an established state of a first gear, and FIG. 3 is an established state of a second gear. FIG. 4 is a diagram showing the established state of the third gear, FIG. 5 is a diagram showing the established state of the fourth gear, FIG. 6 is a diagram showing the established state of the fifth gear, and FIG. 7 is the sixth gear. FIG. 8 is a diagram showing the established state of the shift gear, FIG. 8 is a diagram showing the established state of the seventh speed gear, and FIG. 9 is a diagram showing the established state of the reverse gear.

  As shown in FIG. 1, an automatic transmission M having 7 forward speeds and 1 reverse speed has a main input shaft 12 coaxially connected to a crankshaft 11 of an engine E via a torque converter T, and is coaxial with the main input shaft 12. A first sub input shaft 13 disposed in parallel to the main input shaft 12, a second sub input shaft 14 disposed in parallel with the main input shaft 12, an idle shaft 15 disposed in parallel with the main input shaft 12, and a main input shaft 12. And an output shaft 16 arranged in parallel.

  An idle drive gear 17 fixed to the first auxiliary input shaft 13 meshes with an idle gear 18 fixed to the idle shaft 15, and the idle gear 18 meshes with an idle driven gear 19 fixed to the second auxiliary input shaft 14. A final drive gear 20 fixed to the output shaft 16 meshes with a final driven gear 22 of a differential gear 21, and the differential gear 21 is connected to left and right wheels W, W via left and right drive shafts 23, 23.

  When the first clutch 24 formed of a wet multi-plate clutch is engaged, the driving force of the main input shaft 12 is directly transmitted to the first sub input shaft 13. When the second clutch 25 made of a wet multi-plate clutch is engaged, the driving force of the main input shaft 12 is transmitted to the second auxiliary input shaft 14 via the idle drive gear 17, the idle gear 18, and the idle driven gear 19. Therefore, by selectively engaging the integrated first and second clutches 24 and 25, the driving force of the main input shaft 12 is selectively applied to the first and second auxiliary input shafts 13 and 14, and the same. Can be transmitted in the direction.

  A first speed drive gear 31 is fixed to the first auxiliary input shaft 13, and a third speed drive gear 32, a fifth speed drive gear 33, and a seventh speed drive gear 34 are independently supported to be relatively rotatable. The third speed drive gear 32 and the fifth speed drive gear 33 can be selectively coupled to the first auxiliary input shaft 13 by the first synchronizer 35, and the seventh speed drive gear 34 is the second synchronizer 36 by the second synchronizer 36. 1 sub input shaft 13 can be coupled.

  On the other hand, a second speed drive gear 37, a fourth speed drive gear 38, and a sixth speed drive gear 39 are independently and rotatably supported on the second sub input shaft 14, and the second speed drive gears 37 and 4 are supported. The high speed drive gear 38 can be selectively coupled to the second secondary input shaft 14 by the third synchronization device 40, and the sixth speed drive gear 39 can be coupled to the second secondary input shaft 14 by the fourth synchronization device 41. .

  The output shaft 16 supports a first speed driven gear 42 via a one-way clutch 43, and a second speed-3 speed-reverse driven gear 44, a fourth speed-5 speed driven gear 45, and a sixth speed-7 speed driven gear 46. And are fixed. The first speed driven gear 42 meshes with the first speed drive gear 31 fixed to the first auxiliary input shaft 13, and the second speed-3 speed-reverse driven gear 44 is supported by the second auxiliary input shaft 14 so as to be relatively rotatable. The gear 37 is meshed with a third speed drive gear 32 supported relatively freely on the first auxiliary input shaft 13 and a reverse gear 47 supported relatively rotatably on the idle shaft 15. The reverse gear 47 can be coupled to the idle shaft 15 via the dog clutch 48.

  Since the transmission of the present embodiment is an automatic transmission M, the first to fourth synchronizers 35, 36, 40, 41 and the dog clutch 48 are operated by actuators (not shown) that are electronically controlled.

  Next, the establishment of the first to seventh gears and the reverse gear of the automatic transmission M having the above configuration will be described.

  As shown in FIG. 2, when the first gear is established, the first clutch 24 is engaged while all of the first to fourth synchronizers 35, 36, 40, 41 and the dog clutch 48 are disengaged. The main input shaft 12 is coupled to the first sub input shaft 13. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → first clutch 24 → first auxiliary input shaft 13 → first speed drive gear 31 → first speed driven gear 42 → one-way clutch 43 → output shaft 16 → It is transmitted to the wheels W and W through a route of the final drive gear 20 → the final driven gear 22 → the differential gear 21 → the drive shafts 23 and 23.

  As shown in FIG. 3, when the second gear is established, the second clutch 25 is engaged to couple the main input shaft 12 to the idle drive gear 17 and the third synchronizer 40 causes the second gear drive gear 37 to be connected. The second auxiliary input shaft 14 is coupled. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → second clutch 25 → idle drive gear 17 → idle gear 18 → idle driven gear 19 → second auxiliary input shaft 14 → third synchronizer 40 → It is transmitted to the wheels W, W through the path of the second speed drive gear 37 → second speed−third speed-reverse driven gear 44 → output shaft 16 → final drive gear 20 → final driven gear 22 → differential gear 21 → drive shafts 23,23.

  As shown in FIG. 4, when the third gear is established, the first clutch 24 is engaged to couple the main input shaft 12 to the first sub input shaft 13 and the first synchronizer 35 causes the third speed drive gear to be connected. 32 is coupled to the first auxiliary input shaft 13. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → first clutch 24 → first auxiliary input shaft 13 → first synchronizer 35 → third speed drive gear 32 → second speed−third speed−reverse. It is transmitted to the wheels W, W through a path of driven gear 44 → output shaft 16 → final drive gear 20 → final driven gear 22 → differential gear 21 → drive shafts 23,23.

  As shown in FIG. 5, when the fourth speed gear stage is established, the second clutch 25 is engaged and the main input shaft 12 is coupled to the idle drive gear 17, and the fourth speed drive gear 38 is moved by the third synchronizer 40. The second auxiliary input shaft 14 is coupled. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → second clutch 25 → idle drive gear 17 → idle gear 18 → idle driven gear 19 → second auxiliary input shaft 14 → third synchronizer 40 → It is transmitted to the wheels W and W through the route of the 4th speed drive gear 38 → the 4th speed-5th speed driven gear 45 → the output shaft 16 → the final drive gear 20 → the final driven gear 22 → the differential gear 21 → the drive shafts 23 and 23.

  As shown in FIG. 6, when the fifth gear is established, the first clutch 24 is engaged to couple the main input shaft 12 to the first sub input shaft 13, and the first synchronizer 35 causes the fifth gear to be driven. 33 is coupled to the first auxiliary input shaft 13. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → first clutch 24 → first auxiliary input shaft 13 → first synchronizer 35 → 5-speed drive gear 33 → 4-speed-5-speed driven gear 45. → Output shaft 16 → Final drive gear 20 → Final driven gear 22 → Differential gear 21 → Drive shafts 23, 23 are transmitted to the wheels W, W.

  As shown in FIG. 7, when the 6-speed gear stage is established, the second clutch 25 is engaged to couple the main input shaft 12 to the idle drive gear 17, and the 6-speed drive gear 39 is moved by the fourth synchronization device 41. The second auxiliary input shaft 14 is coupled. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → second clutch 25 → idle drive gear 17 → idle gear 18 → idle driven gear 19 → second auxiliary input shaft 14 → fourth synchronization device 41 → 6-speed drive gear 39 → 6-speed-7-speed driven gear 46 → output shaft 16 → final drive gear 20 → final driven gear 22 → differential gear 21 → drive shafts 23 and 23 are transmitted to the wheels W and W.

  As shown in FIG. 8, when the seventh speed is established, the first clutch 24 is engaged to couple the main input shaft 12 to the first sub input shaft 13, and the second synchronizer 36 causes the seventh speed drive gear to be engaged. 34 is coupled to the first auxiliary input shaft 13. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → first clutch 24 → first auxiliary input shaft 13 → second synchronizer 36 → 7-speed drive gear 34 → 6-speed-7-speed driven gear 46. → Output shaft 16 → Final drive gear 20 → Final driven gear 22 → Differential gear 21 → Drive shafts 23, 23 are transmitted to the wheels W, W.

  As shown in FIG. 9, when the reverse gear is established, the second clutch 25 is engaged to couple the main input shaft 12 to the idle drive gear 17, and the dog clutch 48 is used to couple the reverse gear 47 to the idle shaft 15. To do. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → second clutch 25 → idle drive gear 17 → idle gear 18 → idle shaft 15 → reverse gear 47 → second speed-3 speed-reverse driven gear 44. → Output shaft 16 → Final drive gear 20 → Final driven gear 22 → Differential gear 21 → Drive shafts 23, 23 are transmitted as reverse rotation to the wheels W, W.

  By the way, the first clutch 24 is engaged and the first auxiliary input shaft 13 rotates when the third speed, the fifth speed, and the seventh speed are established, and when the third speed is established, the first clutch 24 rotates. It is transmitted to the output shaft 16 via the second speed-3rd speed-reverse driven gear 44, and is transmitted to the output shaft 16 via the fifth speed drive gear 33 and the fourth speed-5th speed driven gear 45 when the fifth speed gear is established. When the speed gear is established, the gear is transmitted to the output shaft 16 via the seventh speed drive gear 34 and the sixth speed-7th driven gear 46. At this time, there is a path for transmitting the driving force from the first auxiliary input shaft 13 to the output shaft 16 via the first speed drive gear 31, the first speed driven gear 42 and the one-way clutch 43, but from the rotational speed of the first speed driven gear 42. However, since the rotation speed of the output shaft 16 is higher, the one-way clutch 43 is maintained in the slip state, and there is no problem in establishing the third speed, the fifth speed, and the seventh speed.

  When the 2nd speed, 4th speed and 6th speed gears are established, the first clutch 24 is disengaged, and the first auxiliary input shaft 13 is disconnected from the main drive shaft 12. At this time, even if the driving force is transmitted from the rotating output shaft 16 side to the first auxiliary input shaft 13 side via the one-way clutch 43, the one-way clutch 43 slips, so that the reverse transmission of the driving force is not generated. Accordingly, an increase in friction due to dragging of the first sub input shaft 13 is avoided. However, when the reverse gear is established, the output shaft 16 rotates in the opposite direction to that when the forward gear is established. Therefore, the driving force is applied from the reversely rotating output shaft 16 to the first sub input shaft 13 via the one-way clutch 43. However, the time required for establishing the reverse shift speed is relatively short, so that an increase in friction due to the dragging of the first sub input shaft 13 is not a problem in practice.

  As described above, according to the present embodiment, the 2nd speed-3rd speed-reverse driven gear 44 provided on the output shaft 16 is shared for establishing the 2nd speed, 3rd speed and reverse speed, and the output shaft 16-speed driven gear 45 provided in 16 is commonly used to establish the 4-speed and 5-speed gear stages, and the 6-7 speed driven gear 46 provided on the output shaft 16 is used in the 6-speed and 7-speed gear stages. Therefore, it is possible to reduce the number of parts and reduce the size of the transmission M by sharing the gears.

  In addition, since the first speed drive gear 31 fixed on the first auxiliary input shaft 13 is engaged with the first speed driven gear 42 supported on the output shaft 16 via the one-way clutch 43, the first speed drive gear 31 is not required. It is possible to establish a high speed gear, and to increase the number of forward gears while avoiding an increase in the size of the transmission M.

  An idle gear 18 is fixed on the idle shaft 15, and the driving force of the main input shaft 12 is transmitted to the second auxiliary input shaft 14 via the second clutch 25, the idle drive gear 17, the idle gear 18 and the idle driven gear 19. Therefore, the rotation speed ratio of the first auxiliary input shaft 13 and the second auxiliary input shaft 14 can be arbitrarily set by selecting the number of teeth of the idle drive gear 17, the idle gear 18, and the idle driven gear 19.

  Further, an idle gear 18 for transmitting the driving force of the main input shaft 12 to the second auxiliary input shaft 14 and a reverse gear 47 for establishing a reverse shift stage are supported using a common idle shaft 15. Therefore, the automatic transmission M can be downsized as compared with the case where the idle gear 18 and the reverse gear 47 are supported on separate shafts.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, although the automatic transmission M of the embodiment includes the torque converter T, the torque converter T can be eliminated if further reduction in the axial dimension is required.

  Although the automatic transmission M is exemplified in the embodiment, an automated manual clutch may be provided at the position of the torque converter T.

  In the embodiment, the idle gear 18 is fixed on the idle shaft 15 and the reverse gear 47 is supported in a relatively rotatable manner. However, the reverse gear 47 may be fixed and the idle gear 18 may be supported in a relatively rotatable manner. good.

  Further, the first and second clutches 24 and 25 may be used as starting clutches in addition to the transmission clutch.

  The first and second clutches 24 and 25 are not limited to wet multi-plate clutches, and may be dry clutches.

  Instead of engaging / disengaging the first speed driven gear 42 with the output shaft 16 by the one-way clutch 43, the first speed drive gear 31 may be engaged / disengaged with the first auxiliary input shaft 13 by a synchronizer.

Transmission skeleton diagram The figure which shows the establishment state of 1st gear stage The figure which shows the establishment state of the 2nd gear stage The figure which shows the establishment state of the 3rd gear stage The figure which shows the establishment state of a 4-speed gear stage The figure which shows the establishment state of the 5th gear stage The figure which shows the establishment state of a 6-speed gear stage The figure which shows the establishment state of the 7-speed gear stage Diagram showing the established state of the reverse gear

Explanation of symbols

12 Main input shaft 13 First sub input shaft 14 Second sub input shaft 15 Idle shaft 16 Output shaft 18 Idle gear 24 First clutch 25 Second clutch 31 First speed drive gear (lowest forward drive gear)
32 3-speed drive gear (gear)
33 5-speed drive gear (gear)
34 7-speed drive gear (gear)
35 First synchronizer (synchronizer)
36 Second synchronizer (synchronizer)
37 2-speed drive gear (gear)
38 4-speed drive gear (gear)
39 6-speed drive gear (gear)
40 Third synchronizer (synchronizer)
41 4th synchronization device (synchronization device)
42 1st gear driven gear (forward lowest gear driven gear)
43 one-way clutch 44 2nd speed-3rd speed-reverse driven gear (gear)
45 4th-5th Driven Gear (Gear)
46 6th-7th Driven Gear (Gear)
47 Reverse gear E Engine W Drive wheel

Claims (2)

A main input shaft (12) to which the driving force of the engine (E) is input;
A first auxiliary input shaft (13) disposed coaxially with the main input shaft (12) and selectively coupled to the main input shaft (12) via a first clutch (24);
A second auxiliary input shaft (14) disposed parallel to the main input shaft (12) and selectively coupled to the main input shaft (12) via a second clutch (25);
An output shaft (16) disposed parallel to the main input shaft (12) and transmitting a driving force to the drive wheels (W);
A plurality of gears (32, 33, 34) disposed on the first sub input shaft (13) and selectively coupled to the first sub input shaft (13) via a synchronization device (35, 36). A first gear group comprising:
A plurality of gears (37, 38, 39) disposed on the second sub input shaft (14) and selectively coupled to the second sub input shaft (14) via a synchronization device (40, 41). A second gear group comprising:
A plurality of gears (44, 45) fixed on the output shaft (16) and meshing with the gears (32, 33, 34) of the first gear group and the gears (37, 38, 39) of the second gear group. , 46), a third gear group,
A forward lowest drive gear (31) disposed on the first auxiliary input shaft (13);
A forward lowest driven gear (42) disposed on the output shaft (16) and meshing with the forward lowest drive gear (31);
An idle shaft (15) arranged in parallel with the main input shaft (12),
Of the lowest forward drive gear (31) and the lowest forward driven gear (42), one (31) is fixed on the shaft (13) on which it is placed, and the other (42) is placed on it. The shaft (13) can be freely engaged and disengaged,
On the idle shaft (15), one of an idle gear (18) and a reverse gear (47) for transmitting driving force from the second clutch (25) to the second auxiliary input shaft (14) is relatively rotatable. Support and fix the other,
The gears (32, 33, 34) of the first gear group and the gears (37, 38, 39) of the second gear group share the gears (44, 45, 46) of the third gear group. The transmission is characterized in that the reverse gear (47) shares one of the gears (44, 45, 46) of the third gear group.   Transmission according to claim 1, characterized in that the forward lowest driven gear (42) is supported on the output shaft (16) via a one-way clutch (43).

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