JP2010151303A - Transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable smooth gear change of a twin clutch type transmission. <P>SOLUTION: Since gears 31-34 of a first gear group provided in a first auxiliary input shaft 13 to which driving force of a main input shaft 12 is transmitted through a first clutch 24 and gears 37-39 of a second gear group provided in a second auxiliary input shaft 14 to which the driving force of the main input shaft 12 is transmitted through idle gears 17-19 and a second clutch 25 share gears 43-46 of a third gear group provided in an output shaft 16, reduction in the number of components and the size of the transmission can be achieved. Since a forward/backward relationship between switching timing of the first and second clutches 24, 25 and switching timing of a synchronizer is optional during achievement of any gear change stage, gear change shock caused by shift of the timing can be prevented, so as to enable smooth gear change. <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.

  As a twin-clutch type transmission with eight forward speeds, one described in Patent Document 1 below is known. This transmission has a small number of components and is compact, but basically the ratio ratio between the gears must be constant, so a ratio setting that balances the shifting performance at start-up and the fuel efficiency performance at high speeds. There is a problem that lacks the degree of freedom. As another example, two sets of gears that are considered to be used for ratio adjustment are disclosed. However, the total length of the transmission is increased for that purpose, and the ratios of the first gear and the eighth gear are independently set. There is a problem that it cannot be adjusted. Further, all of those described in Patent Document 1 are disadvantageous in improving the fuel efficiency, which is the original purpose of multi-stage, because the number of meshing of gears is two at the highest speed.

  Patent Document 2 below proposes a transmission with a reduced number of meshing gears at the highest speed, but this increases the total length due to the large number of components, thus reducing weight and making it compact. There is a problem that is difficult.

  In another example of Patent Document 1 and that of Patent Document 2, a universal joint mechanism provided on one of the main shaft and the countershaft and a drive gear provided on the other are disposed adjacent to each other. Therefore, in order to avoid such interference, there is only a problem that the distance between the shafts of the two shafts is increased or the axial dimension is enlarged, and there is a problem that it is more difficult to reduce the weight and make it compact.

Japanese Patent No. 3733893 Japanese Patent Laid-Open No. 2007-2225040

  Above all, the one described in Patent Document 1 switches one of the two clutches from engagement to disengagement when performing a shift change between the 4th speed and the 5th speed. Since it is necessary to switch one of the two synchronizers from contact to disconnection and switch the other from disconnection to contact, and the other is switched from disconnection to contact. There is a problem that becomes difficult.

  That is, when shifting up from the fourth gear to the fifth gear, if the switching of the two synchronizers is not completed at the moment when the switching of the two clutches is completed, the third gear is established for a moment. Conversely, if the switching of the two synchronizers is completed before the switching of the two clutches is completed, there is a possibility that the sixth gear will be established for a moment, and the shift shock will occur. May occur.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to enable smooth shifting of a twin clutch type transmission.

  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, an idle shaft that is disposed in parallel with the main input shaft and supports a reverse idle gear, and the first auxiliary input shaft A first gear group comprising a plurality of gears, which is arranged on the first auxiliary input shaft via a synchronization device, and is arranged on the second auxiliary input shaft, via the synchronization device; A second gear group comprising a plurality of gears selectively coupled to the second sub-input shaft; and the output shaft. And a third gear group comprising a plurality of gears coupled to the gears of the first gear group and the gears of the second gear group, wherein each gear of the third gear group is each of the first gear group A transmission is proposed in which an idle gear that is shared by a gear and each gear of the second gear group and that transmits a driving force from the main input shaft to the second sub input shaft is supported by the idle shaft. The

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the first clutch is disposed on the first secondary input shaft, and the second clutch is disposed on the second secondary input shaft. A transmission is proposed in which the second clutch transmits the driving force of the main input shaft to the second auxiliary input shaft via the idle gear.

  According to a third aspect of the present invention, in addition to the configuration of the second aspect, the first and second clutches are provided at the ends of the first and second auxiliary input shafts on the side opposite to the engine. A transmission characterized by being arranged is proposed.

  According to the fourth aspect of the present invention, in addition to the configuration of the second or third aspect, the first reverse gear that is linked to a gear other than the lowest gear among the gears of the third gear group. Any one of the idle gear and the second reverse idle gear meshing with the lowest gear among the gears of the third gear group can be engaged with and disengaged from the idle shaft, A transmission is proposed in which the gears of the third gear group interlocking with the reverse idle gear are freely disengageable with respect to the output shaft.

  According to the invention described in claim 5, in addition to the configuration of claim 2 or claim 3, the first reverse idle gear interlocked with the first auxiliary input shaft and the gears of the third gear group are provided. Any one of the second reverse idle gears meshed with the lowest gear of the gears is freely detachable with respect to the idle shaft, and the first reverse idle gear is disposed on the first auxiliary input shaft. A transmission is proposed which is capable of meshing with a gear provided on the sleeve of the arranged synchronizer.

  According to the sixth aspect of the present invention, in addition to the configuration of the first aspect, the first clutch and the second clutch are disposed on an axis of the main input shaft, and the second clutch is the main clutch. A transmission is proposed in which the driving force of the input shaft is transmitted to the second auxiliary input shaft via the idle gear.

  According to the seventh aspect of the invention, in addition to the configuration of the sixth aspect, the reverse idle gear meshes with the lowest gear among the gears of the third gear group, and the reverse idle gear. A transmission is proposed in which the gear is detachable from the idle shaft or the idle gear is detachable from the idle shaft.

  According to an eighth aspect of the present invention, in addition to the configuration of any one of the first to seventh aspects, the lowest gear among the gears of the third gear group is the output gear. A transmission is proposed that is detachable from the shaft.

  According to the ninth aspect of the present invention, in addition to the configuration of the second or third aspect, the first reverse supported by the idle shaft and meshing with any gear of the third gear group. Either one of the idle gear and the second reverse idle gear that is supported by the idle shaft and meshes with a gear fixed to the first auxiliary input shaft is detachable with respect to the idle shaft. A transmission characterized by a certain is proposed.

  The first speed-2 speed-reverse driven gear 43 of the embodiment corresponds to the lowest speed gear of the present invention, and the third speed-4 speed driven gear 44 of the embodiment corresponds to a gear other than the lowest speed gear of the present invention. Correspond.

  According to the configuration of the first aspect, the driving force of the first input group 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 the second. Since the gear of the second gear group provided on the second auxiliary input shaft transmitted via the clutch shares the gear of the third gear group provided on the output shaft, the number of parts can be reduced by sharing the gear. Reduction and transmission downsizing are possible. Moreover, since the idle shaft is also used for supporting the reverse gear and the idle gear, the number of parts can be further reduced and the transmission can be further downsized. Furthermore, since the front-rear relationship between the switching timing of the first and second clutches and the switching timing of the synchronizer is arbitrary at any shift stage establishment, the occurrence of a shift shock due to the deviation of the tamming is prevented and smooth. Speed change can be made possible.

  According to the second aspect of the present invention, the first clutch is disposed on the first auxiliary input shaft, the second clutch is disposed on the second auxiliary input shaft, and the second clutch idles the driving force of the main input shaft. Since the transmission is transmitted to the second auxiliary input shaft via the gear, the first and second auxiliary input shafts can be selectively driven at different rotational speeds by selectively engaging the first and second clutches. Moreover, since the first and second clutches are separated, not only can the axial dimensions of the transmission be reduced by arranging them on the same plane, but a clutch having a general structure can be used as it is. Can contribute to cost reduction.

  According to the third aspect of the present invention, since the first and second clutches are disposed at the ends of the first and second auxiliary input shafts on the opposite side of the engine, the first and second clutches are not obstructed by the engine and the main input shaft. Maintenance of the 1st and 2nd clutch can be performed easily.

  According to the fourth aspect of the present invention, the first reverse idle gear interlocked with a gear other than the lowest gear among the gears of the third gear group and the lowest gear of the third gear group. Either one of the second reverse idle gear meshing with the gear can be engaged / disengaged with respect to the idle shaft, and the gear of the third gear group interlocking with the first reverse idle gear can be engaged / disengaged with respect to the output shaft. Therefore, when one of the first and second reverse idle gears is coupled to the idle shaft to establish the reverse gear position, the gears of the third gear group interlocking with the first reverse idle gear are separated from the output shaft. Thus, it is possible to avoid the interference of the driving force and establish the reverse gear without any trouble.

  According to the fifth aspect of the present invention, any one of the first reverse idle gear interlocked with the first sub input shaft and the second reverse idle gear meshing with the lowest gear among the gears of the third gear group. One of the first and second reverse idle gears can be engaged with and disengaged from the idle shaft, and the first reverse idle gear can be engaged with a gear provided on the sleeve of the synchronizer disposed on the first auxiliary input shaft. A reverse gear can be established by coupling one of the gears to the idle shaft and engaging the gear provided on the sleeve of the synchronizer with the first reverse idle gear. Thus, since the reverse gear is established using the sleeve of the synchronizer arranged on the first auxiliary input shaft, it is not necessary to provide a special gear for establishing the reverse gear on the first auxiliary input shaft. Not only can the number of parts be reduced and the structure can be simplified, but the synchronizing device on the output shaft can be eliminated to reduce the axial dimension of the transmission.

  According to the configuration of claim 6, the first and second clutches are arranged on the axis of the main input shaft, and the second clutch transmits the driving force of the main input shaft to the second auxiliary input shaft via the idle gear. Therefore, the first and second auxiliary input shafts can be selectively driven at different rotational speeds by selectively engaging the first and second clutches, and the radial directions of the first and second clutches Since sufficient dimensions can be secured, the axial dimensions of the first and second clutches can be reduced.

  According to the seventh aspect of the present invention, since the reverse idle gear meshes with the lowest gear of the third gear group, the reverse idle gear is coupled to the idle shaft or the idle gear is coupled to the idle shaft. , The reverse gear can be established, and the gear of the lowest gear among the gears of the third gear group is interposed at that time, so that it is possible to easily secure the reduction gear ratio of the reverse gear. it can.

  According to the configuration of the eighth aspect, since the lowest gear of the gears of the third gear group can be freely engaged with and disengaged from the output shaft, when the high speed gear is established and the output shaft rotates at high speed. By separating the gear of the lowest gear position from the output shaft, it is possible to prevent the gear meshing with the gear of the smallest gear position having a large diameter from idling at a high speed and to ensure the durability of the bearing that supports the gear. it can.

  According to the ninth aspect of the present invention, the first reverse idle gear supported by the idle shaft and meshing with any gear of the third gear group, and supported by the idle shaft and fixed to the first auxiliary input shaft. The reverse gear position can be established by connecting one of the second reverse idle gears meshed with the gears to the idle shaft. In this way, the reverse gear position is not provided via the gear of the first gear group supported on the first auxiliary input shaft and meshed with the gear of the third gear group, but via the gear fixed to the first auxiliary input shaft. Therefore, the synchronizing device on the output shaft can be eliminated, and the axial dimension of the transmission can be reduced.

Skeleton diagram of the transmission according to the first embodiment The figure which shows the establishment state of the 1-speed gear stage. The figure which shows the establishment state of a 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 a 5-speed gear stage. The figure which shows the establishment state of a 6-speed gear stage. The figure which shows the establishment state of a 7-speed gear stage. The figure which shows the establishment state of an 8-speed gear stage. The figure which shows the establishment state of a reverse gear stage. The skeleton figure of the transmission which concerns on 2nd Embodiment. The skeleton figure of the transmission which concerns on 3rd Embodiment. The figure which shows the establishment state of a reverse gear stage. The skeleton figure of the transmission which concerns on 4th Embodiment. The figure which shows the establishment state of a reverse gear stage. The skeleton figure of the transmission which concerns on 5th Embodiment. The skeleton figure of the transmission which concerns on 6th Embodiment. The figure which shows the establishment state of a reverse gear stage.

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

  1 to 10 show a first 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 a diagram 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, FIG. Is a diagram showing the established state of the sixth gear, FIG. 8 is a diagram showing the established state of the seventh gear, FIG. 9 is a diagram showing the established state of the eighth gear, and FIG. 10 is the established state of the reverse gear. FIG.

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

  An idle drive gear 17 fixed to the main input shaft 12 meshes with an idle gear 18 that is rotatably supported by the idle shaft 15, and the idle gear 18 is an idle driven gear 19 that is relatively rotatably supported by the second auxiliary input shaft 14. To mesh. Therefore, when the main input shaft 12 is rotating, the idle driven gear 19 on the second auxiliary input shaft 14 is always rotating. 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 drive wheels W and W via left and right drive shafts 23 and 23.

  The main input shaft 12 can be coupled to the first auxiliary input shaft 13 via a first clutch 24 formed of a wet multi-plate clutch, and the main input shaft 12 includes an idle drive gear 17, an idle gear 18, an idle driven gear 19, and a wet type. It can be coupled to the second auxiliary input shaft 14 via a second clutch 25 made of a multi-plate clutch. That is, by selectively engaging the first and second clutches 24 and 25, the driving force of the main input shaft 12 is selectively transmitted to the first and second sub input shafts 13 and 14 in the same direction. Can do. At this time, by setting the number of teeth of the idle drive gear 17, the idle gear 18 and the idle driven gear 19, the ratio of the rotation speed of the first sub input shaft 13 and the rotation speed of the second sub input shaft 14 can be arbitrarily set. it can.

  A second speed drive gear 31, a fourth speed-reverse drive gear 32, a sixth speed drive gear 33, and an eighth speed drive gear 34 are independently supported on the first sub input shaft 13 so as to be relatively rotatable. The high-speed drive gear 31, the 4-speed-reverse drive gear 32 can be selectively coupled to the first auxiliary input shaft 13 by the first synchronizer 35, and the 6-speed drive gear 33 and the 8-speed drive gear 34 are in the second synchronization. The device 36 can be selectively coupled to the first auxiliary input shaft 13.

  On the other hand, a first speed drive gear 37, a third speed drive gear 38, a fifth speed drive gear 39 and a seventh speed drive gear 40 are independently supported on the second auxiliary input shaft 14 so as to be relatively rotatable. The 3rd speed drive gear 37 and the 3rd speed drive gear 38 can be coupled to the second auxiliary input shaft 14 by the third synchronization device 41, and the 5th speed drive gear 39 and the 7th speed drive gear 40 are the second synchronization device 42 by the second synchronization device 41. The auxiliary input shaft 14 can be selectively coupled.

  The output shaft 16 is fixedly provided with a first speed-2 speed-reverse driven gear 43, a fifth speed-6th speed driven gear 45, and a seventh speed-8th speed driven gear 46, and a third speed-4th speed driven gear 44 is relative to the output shaft 16. The third-speed / fourth-speed driven gear 44 is rotatably supported and can be coupled to the output shaft 16 by a fifth synchronization device 47.

  A first reverse idle gear 48 is fixed to the idle shaft 15 and a second reverse idle gear 49 is supported so as to be relatively rotatable. The second reverse idle gear 49 is idled by the sixth synchronization device 50. It can be coupled to the shaft 15.

  The first speed-2 speed-reverse driven gear 43 meshes with the first speed drive gear 37 and the second speed drive gear 31, and the third speed-4th speed driven gear 44 meshes with the third speed drive gear 38 and the fourth speed-reverse drive gear 32, The 5-speed-6-speed driven gear 45 meshes with the 5-speed drive gear 39 and the 6-speed drive gear 33, and the 7-speed-8-speed driven gear 46 meshes with the 7-speed drive gear 40 and the 8-speed drive gear 34. The first reverse idle gear 48 meshes with the fourth speed-reverse drive gear 32, and the second reverse idle gear 49 meshes with the first speed-2 speed-reverse driven gear 43.

  Since the transmission of the present embodiment is an automatic transmission M, the first to sixth synchronizers 35, 36, 41, 42, 47, and 50 are operated by electronically controlled actuators (not shown).

  Next, the establishment of the first to eighth 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 second clutch 25 is engaged and the idle driven gear is engaged with the first synchronizer 41 coupled to the second auxiliary input shaft 14 by the first synchronizer 41. 19 is coupled to the second auxiliary input shaft 14. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → idle drive gear 17 → idle gear 18 → idle driven gear 19 → second clutch 25 → second auxiliary input shaft 14 → third synchronizer 41 → 1st speed drive gear 37 → 1st speed−2nd speed−reverse driven gear 43 → output shaft 16 → final drive gear 20 → final driven gear 22 → differential gear 21 → drive shafts 23 and 23 are transmitted to the drive wheels W and W .

  As shown in FIG. 3, when the second gear is established, the first clutch 24 is engaged and the main input is performed with the first synchronizer 35 coupling the second gear 31 to the first auxiliary input shaft 13. The shaft 12 is coupled to the first secondary 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 → second speed drive gear 31 → first speed−second speed−reverse. It is transmitted to the drive wheels W, W through a path of driven gear 43 → 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 third speed drive gear 38 is coupled to the second auxiliary input shaft 14 by the third synchronizer 41, and the third speed-4 speed driven gear is further coupled by the fifth synchronizer 47. With the shaft 44 coupled to the output shaft 16, the second clutch 25 is engaged to couple the idle driven gear 19 to the second auxiliary input shaft 14. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → idle drive gear 17 → idle gear 18 → idle driven gear 19 → second clutch 25 → second auxiliary input shaft 14 → third synchronizer 41 → Drive wheel W, W in the path of 3rd speed drive gear 38 → 3rd speed-4th speed driven gear 44 → 5th synchronizer 47 → output shaft 16 → final drive gear 20 → final driven gear 22 → differential gear 21 → drive shafts 23 and 23 Is transmitted to.

  As shown in FIG. 5, when the fourth speed is established, the first synchronizer 35 connects the fourth speed-reverse drive gear 32 to the first auxiliary input shaft 13, and the fifth synchronizer 47 further connects the third speed-4. In a state where the speed driven gear 44 is coupled to the output shaft 16, the first clutch 24 is engaged to couple the main input shaft 12 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 synchronizer 35 → fourth speed-reverse drive gear 32 → third speed−fourth speed. It is transmitted to the drive wheels W and W through the path of the driven gear 44 → the fifth synchronizing device 47 → 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 second clutch 25 is engaged and the idle driven gear is engaged with the fifth synchronizer 42 coupled to the second auxiliary input shaft 14 by the fourth synchronizer 42. 19 is coupled to the second auxiliary input shaft 14. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → idle drive gear 17 → idle gear 18 → idle driven gear 19 → second clutch 25 → second auxiliary input shaft 14 → fourth synchronizer 42 → It is transmitted to the drive wheels W and W through the path of the fifth speed drive gear 39 → the fifth speed-6th 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. 7, when the 6-speed gear stage is established, the first clutch 24 is engaged and the main input is engaged with the 6-speed drive gear 33 coupled to the first sub-input shaft 13 by the second synchronizer 36. The shaft 12 is coupled to the first secondary 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 → 6-speed drive gear 33 → 5-speed-6-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 drive wheels W, W.

  As shown in FIG. 8, when the seventh speed is established, the second clutch 25 is engaged and the idle driven gear is engaged with the seventh synchronizer 42 coupled to the second auxiliary input shaft 14 by the fourth synchronizer 42. 19 is coupled to the second auxiliary input shaft 14. In this state, the driving force of the engine E is torque converter T → main input shaft 12 → idle drive gear 17 → idle gear 18 → idle driven gear 19 → second clutch 25 → second auxiliary input shaft 14 → fourth synchronizer 42 → 7-speed drive gear 40 → 7-speed-8-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 drive wheels W and W.

  As shown in FIG. 9, when the eighth speed gear stage is established, the first clutch 24 is engaged and the main input is engaged with the eighth synchronizer 36 coupled to the first auxiliary input shaft 13 by the second synchronizer 36. The shaft 12 is coupled to the first secondary 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 → 8-speed drive gear 34 → 7-speed-8-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 drive wheels W, W.

  As shown in FIG. 10, when the reverse gear is established, the first synchronizer 35 couples the 4-speed-reverse drive gear 32 to the first auxiliary input shaft 13, and the sixth synchronizer 50 further couples the second reverse idle gear. In a state where 49 is coupled to the idle shaft 15, the first clutch 24 is engaged to couple the main input shaft 12 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 synchronizer 35 → 4-speed-reverse drive gear 32 → first reverse idle gear. 48 → idle shaft 15 → sixth synchronizer 60 → second reverse idle gear 49 → first speed-2 speed-reverse driven gear 43 → output shaft 16 → final drive gear 20 → final driven gear 22 → differential gear 21 → drive shaft 23, It is transmitted to the drive wheels W and W through the path 23. At this time, since the first and second reverse idle gears 48 and 49 having the large diameter of the lowest gear stage are interposed in the transmission path of the driving force, the rotation direction of the output shaft 16 becomes opposite to that at the time when the forward gear stage is established. And the drive wheels W, W are reversely rotated in the reverse direction at a sufficiently large gear ratio.

  The 3rd speed-4 speed driven gear 44 meshing with the rotating 4th speed-reverse drive gear 32 rotates at a different speed from the 1st speed-2 speed-reverse driven gear 43, but the 3rd speed-4th speed driven gear 44 is the fifth speed. Since it is separated from the output shaft 16 by the synchronizing device 47, the reverse gear can be established without any trouble.

  As described above, according to the present embodiment, the first clutch 24 that transmits the driving force of the main input shaft 12 to the first auxiliary input shaft 13 and the driving force of the main input shaft 12 are transmitted to the second auxiliary input shaft 14. Since the second clutch 25 that transmits to the first and second auxiliary input shafts 13 and 14 is divided and disposed on the first and second auxiliary input shafts 13 and 14, respectively, the integrated first and second clutches are disposed on the main input shaft 12. Compared to the above, the structure of the first and second clutches 24 and 25 can be simplified, the dimensions thereof can be reduced, and the manufacturing cost thereof can be reduced.

  Further, the idle gear 18 for transmitting the driving force of the main input shaft 12 to the second auxiliary input shaft 14 and the first and second reverse idle gears 48 and 49 for establishing the reverse gear are used as a common idle gear. Since the shaft 15 is used for support, the automatic transmission M can be made smaller than when the idle gear 18 and the first and second reverse idle gears 48 and 49 are supported on separate shafts.

  Further, the first speed-2 speed-reverse driven gear 43 provided on the output shaft 16 is shared to establish the first speed gear stage, the second speed gear stage, and the reverse gear speed, and the third speed-4 speed driven gear 44 provided on the output shaft 16 is shared. Is shared with the establishment of the third and fourth gears, and the fifth to sixth gear driven gear 45 provided on the output shaft 16 is shared with the establishment of the fifth and sixth gears and provided on the output shaft 16. Since the 7-speed to 8-speed driven gear 46 is shared to establish the 7th and 8th gears, a total of 4 gears 43, 44, 45 and 46 are shared to establish 2 or 3 gears each. In addition, the number of parts can be reduced and the automatic transmission M can be reduced in size.

  Furthermore, the front-rear relationship between the switching timing of the first and second clutches 24 and 25 and the switching timing of the first to sixth synchronizers 35, 36, 41, 42, 47, and 50 is established at any shift speed. Therefore, it is possible to prevent a shift shock from occurring due to the tamming shift and to enable a smooth shift.

  Next, a second embodiment of the present invention will be described with reference to FIG. In the second and subsequent embodiments, the same reference numerals as those in the first embodiment are attached to the components corresponding to the components in the first embodiment. A duplicate description is omitted.

  The second embodiment is a modification of the first embodiment. In the first embodiment, the first clutch 24 and the second clutch 25 are replaced by the first auxiliary input shaft 13 and the second auxiliary input shaft 14. In the second embodiment, the first clutch 24 and the second clutch 25 are connected to the first auxiliary input shaft 13 and the second auxiliary input shaft 14, respectively. It differs in that it is arranged at the end opposite to the engine E.

  According to the second embodiment, in addition to the effects of the first embodiment, since the first and second clutches 24 and 25 do not interfere with the output shaft 16, the radial dimension thereof is increased. By securing the capacity, the axial dimension of the transmission M can be reduced. Moreover, the increased capacity of the first and second clutches 24, 25 makes it possible to use them as starting clutches. Furthermore, maintenance of the first and second clutches 24 and 25 can be easily performed without being obstructed by the engine E and the torque converter T.

  Next, a third embodiment of the present invention will be described with reference to FIGS.

  The third embodiment is a modification of the second embodiment. In the second embodiment, the first reverse idle gear 48 is fixedly mounted on the idle shaft 15 and the second reverse idle gear 49 is relative to the idle shaft 15. The second reverse idle gear 49 is coupled to the idle shaft 15 by the sixth synchronizer 50 and is rotatably supported. In the third embodiment, the first reverse idle gear 48 is rotated relative to the idle shaft 15. A second reverse idle gear 49 is fixedly supported, and the first reverse idle gear 48 is coupled to the idle shaft 15 by the sixth synchronization device 50, and the first reverse idle gear 48 is coupled to the first synchronization device 35. The difference is that it is engaged with a gear 51 provided on the sleeve.

  As shown in FIG. 13, when the reverse gear is established, with the first reverse idle gear 48 coupled to the idle shaft 15 by the sixth synchronizer 50, the first clutch 24 is engaged and the main input shaft 12 is engaged. The first auxiliary input shaft 13 is coupled. In this state, the driving force of the engine E is the torque converter T → the main input shaft 12 → the first clutch 24 → the first sub input shaft 13 → the gear 51 of the first synchronizer 35 → the first reverse idle gear 48 → the sixth synchronization. Drive 50 → idle shaft 15 → second reverse idle gear 49 → first speed-2 speed-reverse driven gear 43 → output shaft 16 → final drive gear 20 → final driven gear 22 → differential gear 21 → drive through drive shafts 23 and 23 It is transmitted to the wheels W. At this time, the first and second reverse idle gears 48 and 49 are interposed in the transmission path of the driving force, so that the rotation direction of the output shaft 16 is opposite to that at the time when the forward gear is established, and the driving wheels W and W Reverse in reverse direction.

  In the first and second embodiments, the fourth speed-reverse drive gear 32 and the third speed-fourth speed driven gear 44 rotate when the reverse gear is established. However, in the third embodiment, in order to drive the first reverse idle gear 48 with the gear 51 provided on the sleeve of the first synchronizer 35, the third speed is required. The fourth-speed driven gear 44 does not rotate, and therefore the fifth synchronizer 47 is not required, the number of parts is further reduced, and the axial dimension of the transmission M can be reduced.

  Next, a fourth embodiment of the present invention will be described with reference to FIGS.

  The fourth embodiment is different from the first to third embodiments in the structure in which the rotation of the main input shaft 12 is distributed to the first sub input shaft 13 and the second sub input shaft 14 at different rotational speeds. .

  That is, in the first to third embodiments, the first clutch 24 is arranged on the first sub input shaft 13 and the second clutch 25 is arranged on the second sub input shaft 14, but the fourth In the embodiment, the first clutch 24 and the second clutch 25 are arranged on the axis of the main input shaft 12 in a state of being overlapped and integrated.

  The main input shaft 12 and the first sub input shaft 13 are arranged coaxially with the first clutch 24 interposed therebetween. When the first clutch 24 is fastened, the main input shaft 12 is directly connected to the first sub input shaft 13. Further, the idle drive gear 17 supported by the first sub input shaft 13 so as to be relatively rotatable can be coupled to the main input shaft 12 via the second clutch 25. Accordingly, similarly to the first to third embodiments, the first and second clutches 24 and 25 are selectively engaged to thereby increase the driving force of the main input shaft 12 to the first and second sub input shafts 13 and 13. 14 can be transmitted selectively and in the same direction, and the number of teeth of the idle drive gear 17, the idle gear 18 and the idle driven gear 19 is set so that the rotational speed of the first auxiliary input shaft 13 and the second auxiliary input can be transmitted. The ratio of the rotational speed of the shaft 14 can be arbitrarily set.

  In addition, a single reverse idle gear 52 is supported on the idle shaft 15 so as to be relatively rotatable. The reverse idle gear 52 can be coupled to the idle shaft 15 via a sixth synchronization device 50.

  Thus, according to the fourth embodiment, as in the first to third embodiments, the first and second clutches 24 and 25 and the first to fourth synchronizers 35, 36, 41, By controlling 42, the first to eighth gears can be established.

  As shown in FIG. 15, when the reverse gear is established, the second clutch 25 is engaged and the main input shaft 12 is idled while the reverse idle gear 52 is coupled to the idle shaft 15 by the sixth synchronizer 50. Coupled to the drive gear 17. In this state, the driving force of engine E is torque converter T → main input shaft 12 → second clutch 25 → idle drive gear 17 → idle gear 18 → idle shaft 15 → sixth synchronizer 50 → reverse idle gear 52 → first speed. -2nd-reverse driven gear 43 → output shaft 16 → final drive gear 20 → final driven gear 22 → differential gear 21 → drive shafts 23 and 23 are transmitted to the drive wheels W and W. At this time, the reverse idle gear 52 is interposed in the transmission path of the driving force, so that the rotation direction of the output shaft 16 is opposite to that at the time when the forward gear is established, and the driving wheels W and W are reversed in the reverse direction.

  Also according to the fourth embodiment, the third-speed / four-speed driven gear 44 does not rotate when the reverse gear is established, and thus the fifth synchronization device 47 is not required as in the third embodiment. Thus, the number of parts can be further reduced and the axial dimension of the transmission M can be reduced. . In addition, since the radial dimension of the first and second clutches 24 and 25 can be sufficiently secured, the total axial dimension of the first and second clutches 24 and 25 can be set to the axis of the first and second clutches 24 and 25 alone. Even if it is smaller than the sum of the directional dimensions, the required capacity can be secured.

  Next, a fifth embodiment of the present invention will be described with reference to FIG.

  The fifth embodiment is a modification of the fourth embodiment, in which the first speed-2 speed-reverse driven gear 43 of the fourth embodiment is supported on the output shaft 16 so as to be relatively rotatable, and the seventh synchronization The device 53 can be coupled to the output shaft 16.

  Since the output shaft 16 rotates at a high speed such as the seventh gear and the eighth gear, the small-diameter meshing with the large-diameter first-speed-2 reverse-driven gear 43 fixed to the output shaft 16 is provided. There is a possibility that the first speed drive gear 37, the second speed drive gear 31 or the reverse idle gear 52 idles at high speed and adversely affects the durability of the bearings supporting them. Therefore, in the present embodiment, the above-mentioned problem can be solved by separating the first speed-2 speed-reverse driven gear 43 from the output shaft 16 by the seventh synchronization device 53 when the high speed gear stage is established.

  Next, a sixth embodiment of the present invention will be described based on FIG. 17 and FIG.

  The sixth embodiment is a modification of the third embodiment. In the third embodiment, the first reverse idle gear 48 can be coupled to the idle shaft 15 by the sixth synchronizer 50, and the second embodiment Although the reverse idle gear 49 is fixed to the idle shaft 15, in the sixth embodiment, the second reverse idle gear 49 can be coupled to the idle shaft 15 by the sixth synchronization device 50, and the first reverse idle gear 49 48 is fixed to the idle shaft 15.

  In the third embodiment, the driving force is input from the gear 51 of the first synchronizer 35 provided on the first sub input shaft 13 to the first reverse idle gear 48. In the sixth embodiment, A driving force is input to the first reverse idle gear 48 from a reverse drive gear 54 fixed to the right end of the first auxiliary input shaft 13. Further, the second-speed drive gear 31 fixed to the first sub input shaft 13 in the third embodiment is supported on the first sub input shaft 13 so as to be relatively rotatable in the sixth embodiment. .

  As shown in FIG. 18, when the reverse gear is established, the first clutch 24 is engaged and the main input shaft 12 is engaged with the second reverse idle gear 49 coupled to the idle shaft 15 by the sixth synchronization device 50. The first auxiliary input shaft 13 is coupled. 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 → reverse drive gear 54 → first reverse idle gear 48 → idle shaft 15 → sixth synchronization. Drive wheel W, W in the path of device 50 → second reverse idle gear 49 → first speed−second speed−reverse driven gear 43 → output shaft 16 → final drive gear 20 → final driven gear 22 → differential gear 21 → drive shafts 23 and 23 Is transmitted to. At this time, the first and second reverse idle gears 48 and 49 are interposed in the transmission path of the driving force, so that the rotation direction of the output shaft 16 is opposite to that at the time when the forward gear is established, and the driving wheels W and W Reverse in reverse direction.

  In the first and second embodiments, the fourth speed-reverse drive gear 32 and the third speed-fourth speed driven gear 44 rotate when the reverse gear is established. In the sixth embodiment, in order to drive the first reverse idle gear 48 with the reverse drive gear 54 provided on the second sub input shaft 13, it is necessary to release the coupling between the output shaft 16 and the output shaft 16. The speed-4 speed driven gear 44 does not rotate, and therefore the fifth synchronizer 47 is not required, the number of parts is further reduced, and the axial dimension of the transmission M can be reduced.

  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 according to 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.

  Further, when establishing the reverse gear, instead of connecting the reverse idle gears 48, 49, 52 to the idle shaft 15 by the sixth synchronizer 50, on the output shaft 15 meshing with the reverse idle gears 48, 49, 52. The 1st-2nd-reverse driven gear 43 (the gear of the lowest gear of the present invention) may be coupled to the output shaft 15 by a synchronizing device.

  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.

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 second speed drive gear (gear)
32 4th-Reverse drive gear (gear)
33 6-speed drive gear (gear)
34 8-speed drive gear (gear)
35 First synchronizer (synchronizer)
36 Second synchronizer (synchronizer)
37 1-speed drive gear (gear)
38 3-speed drive gear (gear)
39 5-speed drive gear (gear)
40 7-speed drive gear (gear)
41 Third synchronizer (synchronizer)
42 Third synchronizer (synchronizer)
43 1st gear-2nd gear-Reverse driven gear (gear, lowest gear)
44 3rd-4th Driven Gear (Gear, Gear other than Minimum Gear)
45 5th-6th Driven Gear (Gear)
46 7th-8th Speed Driven Gear (Gear)
48 1st reverse idle gear (reverse idle gear)
49 2nd reverse idle gear (reverse idle gear)
51 Gear 52 Reverse idle gear 54 Reverse drive gear (gear)
E Engine W Drive wheel

Claims (9)

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);
An idler shaft (15) disposed parallel to the main input shaft (12) and supporting a reverse idle gear (48, 49, 52);
A plurality of gears (31, 32, 33, arranged on the first sub input shaft (13) and selectively coupled to the first sub input shaft (13) via a synchronization device (35, 36). 34) a first gear group,
A plurality of gears (37, 38, 39, arranged on the second sub input shaft (14) and selectively coupled to the second sub input shaft (14) via a synchronization device (41, 42). 40) a second gear group,
A plurality of gears coupled to the output shaft (16) and meshing with the gears (31, 32, 33, 34) of the first gear group and the gears (37, 38, 39, 40) of the second gear group ( 43, 44, 45, 46) and a third gear group,
The gears (43, 44, 45, 46) of the third gear group are the gears (31, 32, 33, 34) of the first gear group and the gears (37, 38, 39) of the second gear group. 40), and an idle gear (18) for transmitting a driving force from the main input shaft (12) to the second sub input shaft (14) is supported by the idle shaft (15). Transmission.   The first clutch (24) is disposed on the first sub input shaft (13), the second clutch (25) is disposed on the second sub input shaft (14), and the second clutch (25 ) Transmits the driving force of the main input shaft (12) to the second auxiliary input shaft (14) via the idle gear (18).   The first and second clutches (24, 25) are disposed at ends of the first and second auxiliary input shafts (13, 14) opposite to the engine (E), The transmission according to claim 2.   A first reverse idle gear (48) interlocked with a gear (44) other than the lowest gear among the gears of the third gear group, and a lowest gear ( 43) Any one of the second reverse idle gear (49) meshing with the first reverse idle gear (48) is engaged with and disengaged from the idle shaft (15). Transmission according to claim 2 or 3, characterized in that the gears (44) of the three gear groups are detachable with respect to the output shaft (16).   A first reverse idle gear (48) interlocking with the first auxiliary input shaft (13) and a second reverse idle gear (49) meshing with a gear (43) of the lowest gear among the gears of the third gear group. ) And the first reverse idle gear (48) is disposed on the first auxiliary input shaft (13). Transmission according to claim 2 or 3, characterized in that it can be engaged with a gear (51) provided on the sleeve of (35).   The first clutch (24) and the second clutch (25) are disposed on the axis of the main input shaft (12), and the second clutch (25) generates the driving force of the main input shaft (12). Transmission according to claim 1, characterized in that the transmission is transmitted to the second auxiliary input shaft (14) via an idle gear (18).   The reverse idle gear (52) meshes with the lowest gear (43) of the gears of the third gear group, and the reverse idle gear (52) is freely engageable with the idle shaft (15). 7. Transmission according to claim 6, characterized in that the idle gear (18) is detachable from the idle shaft (15).   8. The gear (43) of the lowest gear position among the gears of the third gear group is detachable with respect to the output shaft (16). Transmission as described in.   The first reverse idle gear (48) supported by the idle shaft (15) and meshing with any gear (43) of the third gear group, and the first reverse idle gear (48) supported by the idle shaft (15). Any one of the second reverse idle gear (49) meshing with the gear (54) fixed to the auxiliary input shaft (13) is detachable with respect to the idle shaft (15). The transmission according to claim 2 or 3, characterized by the above.

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