JP2010223415A - Double clutch transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a double clutch transmission smoothly carrying out shifting between the second gear and the first gear, and having a simplified structure. <P>SOLUTION: In a second output shaft 52 of the double clutch transmission 20, a driven gear 61 for the first gear engaging with a driving gear 41 for the first gear is supported by a double clutch device 122 allowing only driving force transmission from the driven gear 61 for the first gear to the second output shaft 52. The second output shaft 52 rotatably supports a driven gear 63 for the third gear adjacent to the driven gear 61 for the first gear. The double clutch device 122 is equipped with: a synchronizer sleeve 76 selectively connecting the driven gear 63 for the third gear to the second output shaft 52 so as to allow integral rotation; and a side surface 121a abutting in an axial direction. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a technique of a double clutch transmission in which a one-way clutch is provided in a transmission path for a first speed that transmits the rotation of a prime mover such as an engine to the outside.

  2. Description of the Related Art Automobile automatic transmissions include a double clutch (also called twin clutch) transmission that uses a constantly meshing gear mechanism in which a driving gear and a driven gear are always meshed.

  A transmission path for each gear stage is provided in the double clutch transmission by engaging the driving gear and the driven gear. Specifically, the double clutch transmission includes a pair of input shafts (a first input shaft and a second input shaft) and first and second clutches.

  The first clutch can connect the first input shaft and the output shaft of the engine and can release the connection. The second clutch can connect the second input shaft and the output shaft of the engine and can release the connection.

  The double clutch transmission includes an output shaft that rotatably supports the driven gear.

  A transmission path for an odd number of shift stages among the plurality of shift stages is formed downstream of the first input shaft. Further, downstream of the first input shaft, the optimum driven gear and the output shaft are integrally engaged with each other by a synchronizer such as a synchromesh mechanism, and therefore, the optimum transmission path is selected from among odd-numbered gears. Is done. A transmission path for an even number of shift stages is formed downstream of the second input shaft. Further, downstream of the second input shaft, the optimum driven gear and the output shaft are engaged with each other by a synchronizer such as a synchromesh mechanism. Therefore, the optimum transmission path is selected from among a plurality of shift stages. The

  For example, when the automobile is traveling at the third speed, the first clutch is connected and the second clutch is released. A transmission path for the third speed is selected by the synchromesh mechanism. As a result, the transmission path for the third speed is selected in the double clutch transmission.

  In the double clutch transmission, when a shift to the next shift stage is predicted according to the vehicle speed, a transmission path for the next shift stage is selected in advance. As a result, the gear is shifted to the next gear stage only by the operation of the first and second clutches. Specifically, when the vehicle is traveling at the third speed, the first clutch is connected and the second clutch is released, and the transmission path for the third speed is selected by the synchromesh mechanism. Yes. At this time, when the vehicle speed is increased and therefore the gear position is expected to be shifted to the fourth speed, the transmission path for the fourth speed is also selected in advance by the synchromesh mechanism. Thus, after the first clutch is released, the gear is shifted to the fourth speed simply by connecting the second clutch.

  On the other hand, when the vehicle is temporarily stopped and started immediately, for example, when making a right turn, the double clutch transmission performs the following operation. As the vehicle decelerates, for example, when the driver depresses the brake pedal, the gear is shifted toward the first speed. In the state where the gear stage is set to the second speed, the second clutch is connected and the first clutch is released, and the transmission path for the second speed is selected by the synchromesh mechanism. At this time, the transmission path for the first speed is also selected by the synchromesh mechanism. When the second clutch is released and the first clutch is connected, the speed is changed to the first speed. Furthermore, with further deceleration, the first clutch is released and the vehicle stops.

  Then, when the driver depresses the accelerator pedal to start immediately after the vehicle stops, the first clutch is connected after the transmission path for the first speed is selected by the synchromesh mechanism. The synchromesh mechanism simultaneously selects the transmission path for the second speed. When the transmission speed for the second speed is selected, the first clutch is released and the second clutch is connected. After starting, the gear position is changed according to the vehicle speed.

  However, when the vehicle is started immediately after being stopped, the time from immediately before stopping to immediately after starting after the stop is relatively short. For this reason, the operation of the above-described double clutch transmission needs to be performed within a relatively short time. As a result, there is a tendency that the shifting operation of the double clutch transmission is attached to the request for stopping the vehicle (depressing the brake pedal by the occupant) and the start request (depressing the accelerator pedal by the occupant). The reaction of the automobile (deceleration until stopping and acceleration after starting) tends to be delayed with respect to the driver's brake pedal operation and accelerator pedal operation.

  Further, in a state where the gear stage is at a low speed stage such as the first speed or the second speed, the response to the operation of the accelerator pedal by the driver is noticeable in the automobile. That is, the operation of the car becomes jerky.

  For this reason, a structure has been proposed in which a one-way clutch is provided in a transmission path for transmitting first-speed rotation in a double clutch transmission.

  In this type of double clutch transmission, a one-way clutch is interposed between a drive gear for the first speed and an input shaft that transmits engine rotation to the drive gear.

  The one-way clutch includes an inner race and an outer race. The inner race is rotatably provided on the input shaft, and the outer race is provided with a first-speed drive gear. The inner race is connected to the rotating shaft so as to be integrally rotatable by a synchronizer such as a synchromesh mechanism. In the one-way clutch, the inner race and the outer race mesh with each other and rotate integrally, and when the outer race has a relatively high rotational speed with respect to the inner race, the meshing is released and the idle race rotates.

  In the state where the first speed is selected, the input shaft and the inner race are integrally fixed by a synchronizer such as a synchromesh mechanism. As a result, the inner race and the outer race rotate together, and hence the first-speed drive gear is driven. As a result, the transmission path for the first speed is selected.

  With this structure, the vehicle is decelerated and the gear position is shifted toward the first speed, and the vehicle is traveling at the second speed, that is, the second clutch is selected for the second speed. When the transmission path is selected, the first clutch can be connected without releasing the second clutch.

  This point will be specifically described. By connecting the first clutch, the inner race also rotates. However, since the second clutch is also connected, the rotation speed of the outer race becomes higher than the rotation speed of the inner race, so that the one-way clutch is idled. As a result, the first and second clutches can be connected simultaneously. For this reason, when shifting from the second speed to the first speed, it is only necessary to release the second clutch.

  Further, when shifting from the first speed to the second speed, the second clutch is connected without releasing the connection of the first clutch. For this reason, when shifting from the first speed to the second speed, it is only necessary to connect the second clutch.

  In this way, the operation from the second speed to the first speed and from the first speed to the second speed can be simplified. Furthermore, with this structure, when the accelerator pedal is depressed in the state where the vehicle is traveling at the first speed, the rotational speed of the driven gear for the first speed is increased with respect to the driving gear for the first speed. The connection of the one-way clutch is released. For this reason, it is suppressed that the jerky behavior resulting from the deceleration during 1st-speed driving | running | working occurs.

  However, since the synchronization device is interposed between the one-way clutch and the input shaft, the transmission path for the first speed becomes complicated, and the structure of the double clutch transmission becomes complicated as the complexity increases. There is a tendency (see, for example, Patent Document 1).

On the other hand, there is a double clutch transmission in which a one-way clutch provided between a first-speed drive gear and an input shaft that transmits driving force to the drive gear is provided on the input shaft without using a synchronization device. It has been proposed (see, for example, Patent Document 2).
Japanese Patent No. 3531301 JP 2007-57043 A

  On the other hand, the synchromesh mechanism has a function of integrating a driven gear and an output shaft provided with the driven gear (synchronizing rotation), and a synchronizer sleeve that meshes with the driven gear to realize the function. I have. In addition, the synchromesh mechanism includes a two-way type in which one of two driven gears arranged on the same axis facing each other is selectively engaged with the shaft, and one type of driven gear (for example, only the second speed). There is a one-way type in which only the shaft is engaged. In any type of synchromesh mechanism, the synchronizer sleeve moves in the axial direction and meshes with the driven gear. In general, a two-way type synchromesh mechanism is used for a pair of driven gears provided coaxially and adjacent to each other.

  On the other hand, depending on the relationship of the arrangement of the driven gears for the respective speed stages, a double having a structure in which the driven gear for the first speed is provided on the shaft via the one-way clutch as in the double clutch transmission described in Patent Document 2. Even the clutch transmission has a structure in which another driven gear is arranged adjacent to the driven gear for the first speed. In this structure, a one-way type synchromesh mechanism is used for the driven gear disposed adjacent to the first-speed driven gear.

  In the structure using the one-way type synchromesh mechanism as described above, a stopper is required to prevent the synchronizer sleeve from moving beyond a preset movement range.

  For this reason, even if a one-way clutch is interposed between the first-speed driven gear and the shaft as in Patent Document 2, a separate stopper is required when using a one-way type synchromesh mechanism. Therefore, the structure of the double clutch transmission tends to be complicated.

  An object of the present invention is to provide a double clutch transmission capable of smoothly shifting between the second speed and the first speed and simplifying the structure.

  In the double clutch transmission according to the first aspect of the present invention, a prime mover driving force transmission shaft that transmits the driving force of the prime mover, and first and second transmission forces that selectively transmit the driving force from the prime mover driving force transmission shaft. A clutch, a first input shaft that transmits the driving force from the prime mover driving force transmission shaft via the first clutch, and a first input shaft that is provided on the first input shaft and integrated with the first input shaft An odd-numbered drive gear having at least a first-speed drive gear, a second input shaft that transmits the driving force from the prime mover driving force transmission shaft through the second clutch, and An even-numbered drive gear provided with a drive gear for at least 2nd speed provided on the second input shaft and rotating integrally with the second input shaft and at least one of the plurality of drive gears mesh with each other An output shaft for supporting the driven gear; Go to the axial line direction of the force axis, and a synchronizer sleeve pivotally connected together to selectively said output shaft the driven gear. The output shaft supports a first-speed driven gear that meshes with the first-speed drive gear by a one-way clutch device that only allows transmission of driving force from the first-speed driven gear to the output shaft. The output shaft rotatably supports an adjacent driven gear adjacent to the first-speed driven gear. The one-way clutch device includes an adjacent synchronizer sleeve that selectively connects the adjacent driven gear to the output shaft so as to be integrally rotatable, and a stopper portion that can be contacted in the axial direction.

  In a double clutch machine according to a second aspect of the present invention, in the double clutch transmission according to the first aspect, the one-way clutch device transmits a driving force from the first-speed driven gear to the output shaft. A one-way clutch portion; and a bearing portion that is located on a side where the adjacent synchronizer sleeve is disposed with respect to the one-way clutch portion and is disposed between the driven gear for the first speed and the output shaft. The bearing portion is the stopper portion.

  In the double clutch device according to claim 3 of the present application, in the double clutch transmission according to claim 1 or 2, an oil passage that guides the lubricating oil to the one-way clutch portion is formed from the output shaft to the one-way clutch portion. The

  In the invention according to claim 4 of the present application, in the double clutch transmission according to claim 3, the oil passage is provided to extend radially from the output shaft toward the one-way clutch portion.

  Since the one-way clutch device includes the stopper portion, a stopper is not separately provided, and thus the structure of the double clutch transmission is suppressed from being complicated.

  A double clutch transmission according to a first embodiment of the present invention will be described with reference to FIGS. The double clutch transmission of this embodiment is used for an automobile as an example. FIG. 1 is a schematic diagram showing an engine 10 mounted on an automobile, a double clutch transmission 20 as an example of the present invention, and a differential mechanism 100.

As shown in FIG. 1, the double clutch transmission 20 is interposed between the engine 10 and the differential mechanism 100. FIG. 2 is a cross-sectional view specifically showing the double clutch transmission 20 shown in FIG. The double clutch transmission 20 shifts the rotation transmitted from the output shaft 11 of the engine 10 and transmits the shifted rotation to the differential mechanism 100. The engine 10 is an example of a prime mover referred to in the present invention. The prime mover is not limited to the engine 10. When the double clutch transmission 20 is used for an electric vehicle, for example, an electric motor may be used as a prime mover. The output shaft 11 is an example of a prime mover driving force transmission shaft referred to in the present invention.

  As shown in FIGS. 1 and 2, the double clutch transmission 20 is, for example, a laterally mounted vehicle-mounted double clutch shifter having a total of 7 speeds of 1st to 6th speed in the forward speed and 1 speed in the reverse speed. Machine. As shown in FIG. 2, the double clutch transmission 20 includes a case 21, an input system 30, and an output system 50.

  The input system 30 and the output system 50 are accommodated in the case 21 and are connected to each other. The input system 30 is connected to the output shaft 11 of the engine 10. The output system 50 is connected to the differential mechanism 100. The rotation of the engine 10 (engine driving force) is input from the output shaft 11 of the engine 10 to the input system 30, transmitted from the input system 30 to the output system 50, and transmitted to the differential mechanism 100.

  The input system 30 will be described. As shown in FIGS. 1 and 2, the input system 30 includes a clutch portion 31, a first input shaft 32, a second input shaft 33, and a drive gear group 34.

  The clutch unit 31 enables connection between the first and second input shafts 32 and 33 and the output shaft 11 of the engine 10 and also allows the connection to be released. The clutch unit 31 includes a first clutch 35 and a second clutch 36. Therefore, the case 21 includes a clutch case 22 in which the clutch portion 31 is accommodated, and a transmission case 23 in which the first and second input shafts 32 and 33 are accommodated. The clutch case 22 and the transmission case 23 are arranged in series with each other and are integrally formed. The first and second clutches 35 and 36 are accommodated in the clutch case 22.

  The first clutch 35 has a function of connecting the output shaft 11 and the first input shaft 32 and a function of releasing the connection. The first clutch 35 includes a pusher plate 35 a connected to the output shaft 11 of the engine 10 and a dry clutch plate 35 b connected to the first input shaft 32. The pusher plate 35a and the clutch plate 35b are arranged apart from each other (so as not to contact each other). The output shaft 11 and the first input shaft 32 are connected by moving the pusher plate 35a so that the pusher plate 35a is pressed against the clutch plate 35b and brought into close contact therewith. When the pusher plate 35a is separated from the clutch plate 35b, the connection between the output shaft 11 and the first input shaft 32 is released.

  The second clutch 36 has a function of connecting the output shaft 11 and the second input shaft 33 and a function of releasing the connection. The second clutch 36 includes a pusher plate 36 a connected to the output shaft 11 of the engine 10 and a dry clutch plate 36 b connected to the second input shaft 33. The pusher plate 36a and the clutch plate 36b are arranged apart from each other (so as not to contact each other). The output shaft 11 and the second input shaft 33 are connected by moving the pusher plate 36a so that the pusher plate 36a is pressed against the clutch plate 36b and brought into close contact therewith. When the pusher plate 36a is separated from the clutch plate 36b, the connection between the output shaft 11 and the second input shaft 33 is released.

  The first and second input shafts 32 and 33 are accommodated in the transmission case 23 and are disposed at substantially the center of the transmission case 23.

  The first input shaft 32 has a substantially cylindrical shape, and is located near the opening of the clutch case 22 in the deep part in the transmission case 23, that is, on the end wall 24 opposite to the first and second clutches 35 and 36. It extends to near. The end of the first input shaft 32 on the end wall 24 side is rotatably supported by the end wall 24 by a bearing 17b. A part of the first input shaft 32 is located in the clutch case 22, and a clutch plate 35 b is provided at that portion. A through hole 15 extending in the axial direction of the shaft 32 is formed in the first input shaft 32. Lubricating oil passes through the through holes 15.

  The second input shaft 33 has a cylindrical shape and is assembled to the outer peripheral surface of the input shaft 32 via the needle bearing 12. In other words, the first input shaft 32 is accommodated in the second input shaft 33 and is arranged so that the axis lines of the input shafts 32 and 33 are the same (so as to be the same axis). ing. The needle bearing 12 is provided between the first input shaft 32 and the second input shaft 33. Therefore, the first and second input shafts 32 and 33 are rotatable with respect to each other. Yes. A through hole 16 extending from the through hole 15 to the needle bearing 12 is formed in the first input shaft 32 so that the lubricating oil is guided to the needle bearing 12.

  The second input shaft 33 has approximately half the length of the first input shaft 32, and the outer periphery of the first input shaft 32 extends from one end side of the clutches 35 and 36 to the interior of the transmission case 23. Covers to the center. A portion where the first input shaft 32 and the second input shaft 33 overlap is supported by a bearing 17a. The bearing 17a is assembled to an end wall 25 that partitions the clutch case 22 and the transmission case 23, and the first and second input shafts 32, 33 are formed by the bearing 17a, the above-described bearing 17b, and the needle bearing 12. Are supported so as to be pivotable, and are pivotable about their respective axes.

  The end portion of the first input shaft 32 protruding into the clutch case 22 is connected to the first clutch 35, specifically to the first clutch plate 35 b of the first clutch 35. An end portion of the second input shaft 33 located in the clutch case 22 is connected to the second clutch plate 36 b of the second clutch 36.

  When the first clutch 35 is connected, the rotational force output from the engine 10 is transmitted to the first input shaft 32, and when the second clutch 36 is connected, the rotational force output from the engine 10 is the first. 2 to the input shaft 33. That is, the rotational force of the engine 10 is alternatively transmitted to one of the first input shaft 32 and the second input shaft 33 by the operation of the first and second clutches 35 and 36.

  The drive gear group 34 includes a drive gear 41 for the first speed, a drive gear 42 for the second speed, a drive gear 43 for the third speed, a drive gear 44 for the fifth speed, and a drive for both the fourth speed and the sixth speed. And a gear 45. Each of these drive gears is divided into an odd-numbered stage group and an even-numbered stage group. The odd-numbered stage group includes a first-speed drive gear 41, a third-speed drive gear 43, and a fifth-speed drive gear 44. The even-numbered stage group includes a drive gear 42 for second speed and a drive gear 45 for both fourth speed and sixth speed. Each drive gear of the odd-numbered stage group is provided on the first input shaft 32. Each drive gear of the even-numbered stage group is provided on the second input shaft 33.

  The odd number stage group will be described. The first input shaft 32 is a shaft portion 32a protruding from the second input shaft 33 and from the point adjacent to the bearing 17b (the rear end side of the transmission), the first-speed drive gear 41 and the third-speed drive gear 41 The drive gear 43 and the fifth-speed drive gear 44 are provided in this order. The drive gears 43 and 44 for the third and fifth speeds are both annular, and are arranged so that the axis is the same as the axis of the first input shaft 32 (the same axis) and the outer periphery. Engagement teeth are formed on the part, and the tooth is fixed to the first input shaft 32 and rotates integrally with the first input shaft 32.

  The first-speed drive gear 43 has a structure in which meshing teeth are created with a tool on the outer peripheral surface of the shaft portion 32a so that a reduction ratio can be achieved. Further, the drive gear adjacent to the first-speed drive gear 43 is provided with the next low-speed side gear, that is, the third-speed drive gear 43, and when the first-speed gear drive gear 41 is created, it interferes with the tool. Is avoided at a short distance, and the increase in the distance between the drive gears is suppressed.

  The even number group will be described. From the end of the second input shaft 33 opposite to the clutch portion 31, a drive gear 45 for both the fourth speed and the sixth speed is provided in the order of a drive gear 42 for the second speed. The drive gear 45 for both the fourth speed and the sixth speed and the drive gear 42 for the second speed are both annular and have the same axis as the axis of the second input shaft 33 (the same axis). And meshing teeth are formed on the outer peripheral portion, fixed to the second input shaft 33 and rotated integrally with the second input shaft 33.

  As described above, the odd-numbered stage group 46 is provided on the first input shaft 32 and the even-numbered group is provided on the second input shaft 33, so that the rotation of the engine 10 is performed when the first clutch 35 is connected. The force is transmitted to the odd-numbered drive gears 41, 43, 44, and when the second clutch 36 is connected, the rotational force of the engine 10 is transmitted to the even-numbered drive gears 42, 45.

  Next, the output system 50 will be described. The output system 50 is accommodated in the transmission case 23. The output system 50 includes a first output shaft 51, a second output shaft 52, a driven gear group 53, and synchromesh mechanisms 55 to 59.

  The first and second output shafts 51 and 52 are disposed in the transmission case 23 and are disposed side by side with the first and second input shafts 32 and 33. The first output shaft 51 is disposed on one side across the first and second input shafts 32 and 33. The second output shaft 52 is disposed on the other side of the first and second input shafts 32 and 33.

  The first and second output shafts 51 and 52 are both disposed so that the end portions on the first and second clutches 35 and 36 side are aligned with the end wall 25. The shaft ends of the aligned first and second output shafts 51 and 52 are rotatably supported by bearings 26 and 27 incorporated in the end wall 25. Further, end portions on the end wall 24 side of the first and second output shafts 51 and 52 are rotatably supported by bearings 28 and 29 incorporated in the end wall 24.

  An output gear 54 is provided at the end of the first output shaft 51 on the first and second clutches 35 and 36 side. An output gear 55 is provided at the end of the second output shaft 52 on the first and second clutches 35 and 36 side. These output gears 54 and 55 are meshed with a differential mechanism 100 assembled to the side portion of the transmission case 23.

  The differential mechanism 100 includes a differential gear portion 107 formed by a combination of elements, specifically, pinion gears 102 to 105, and a differential gear portion 107 in an outer wall 101 formed on a side portion of the transmission case 23. A ring gear 108 (reduction gear) that inputs rotation to the left and right, and axles 109 and 110 that transmit the rotational force distributed by the differential gear unit 107 to left and right drive wheels (not shown). The output gears 54 and 55 are meshed with the ring gear 108 of the differential mechanism 100. The output gears 54 and 55 are set so that the final reduction ratio of the first output shaft 51 is larger than the final reduction ratio of the second output shaft 52.

  The driven gear group 53 includes a first-speed driven gear 61, a second-speed driven gear 62, a third-speed driven gear 63, a fourth-speed driven gear 64, and a fifth-speed driven gear 65. , A 6-speed driven gear 66 and a reverse driven gear 67 are provided.

  The first output shaft 51 is provided with three driven gears in the order of a fifth gear driven gear 65, a fourth gear driven gear 64, and a reverse driven gear 67 from the bearing 28 side. The driven gears 65, 64, and 67 are both annular and are arranged so that the shaft center is the same as the shaft center of the first output shaft 51 (the same shaft center) and mesh with teeth on the outer peripheral portion. Is formed on the outer peripheral surface of the first output shaft 51 using the needle bearing 13 so as to be freely rotatable. The fifth-speed driven gear 65 meshes with the fifth-speed drive gear 44. The driven gear 64 for the fourth speed meshes with the drive gear 45 for both the fourth speed and the sixth speed.

  The second output shaft 52 includes a first speed driven gear 61, a third speed driven gear 63, a sixth speed driven gear 66, and a second speed driven gear 62 in order from the bearing 29 side. Two driven gears are arranged. The second output shaft 52 is an example of the output shaft referred to in the present invention. The third speed driven gear 63 is an example of the adjacent driven gear referred to in the present invention.

  The driven gears 63, 66, 62 are both annular, and are arranged so that the shaft center of the second output shaft 52 is the same (being the same shaft center) and meshed with the outer peripheral portion. Is formed and is rotatably supported on the outer peripheral surface of the second output shaft 52 using the needle bearing 13. The third speed driven gear 63 meshes with the third speed gear 43. The 6-speed driven gear 66 meshes with the drive gear 45 for both 4-speed and 6-speed. The second-speed driven gear 62 meshes with the second-speed drive gear 42.

  Here, the support structure of the first-speed driven gear 61 will be described. FIG. 3 is an enlarged cross-sectional view showing the range of F3 shown in FIG. FIG. 3 shows a support structure of the driven gear 61 for the first speed. As shown in FIG. 3, the first-speed driven gear 61 is supported on the second output shaft 52 via the one-way clutch device 120. An annular base portion 52 a is fitted and fixed to the second output shaft 52, and the base portion 52 a rotates integrally with the second output shaft 52. The base 52a is arranged such that the axis of the second output shaft 52 is the same (the same axis). The base portion 52 a has a function of a spacer that fits between the first-speed driven gear 61 and the second output shaft 52.

  The one-way clutch device 120 includes a pair of bearings 121 that rotatably support the first-speed driven gear 61 with respect to the base 52a (second output shaft 52), and a one-way clutch 122.

  The one-way clutch 122 functions as a one-way clutch unit referred to in the present invention. That is, the one-way clutch 122 is an example of a one-way clutch unit referred to in the present invention.

  As an example, the one-way clutch 122 includes a plurality of sprags 125, an outer retainer 124 that holds each sprag 125, an inner retainer 123, and the like, and is provided so that a base 52a is fitted inside. The one-way clutch 122 is arranged so that the axis is the same as the axis of the second output shaft 52 (so that it is the same axis).

  Each sprag 125 supported by the outer retainer 124 and the inner retainer 123 is accommodated between the driven gear 61 and the base 52a, and the driven gear 61 can rotate integrally with the base 52a (one direction). And can be rotated freely under predetermined conditions (described in detail later). The driven gear 61 is disposed so that the axial center line overlaps with the second output shaft 52 (coaxial).

  The first-speed driven gear 61 is annular and is assembled to the outer peripheral surface of the one-way clutch so that the axis is the same as the axis of the second output shaft 52 (so that it is the same axis). . The first-speed driven gear 61 can rotate integrally with the base 52a. Engaging teeth are formed on the outer peripheral portion of the first-speed driven gear 61. The first-speed driven gear 61 meshes with the first-speed drive gear 41.

  In the one-way clutch 122, when the rotation speed of the base portion 52a is larger than the rotation speed of the driven gear 61, the engagement between the base portion 52a and the driven gear 61 is released (idle). For this reason, when the vehicle travels at the first speed, the one-way clutch 122 is locked (the base 52a and the driven gear 61 are engaged via the sprag 125, and the base 52a and the driven gear 61 rotate together. Therefore, the rotation of the first input shaft 32 is transmitted to the second output shaft 52.

  The second output shaft 52 and the base portion 52 a are formed with a through hole 122 b communicating with the one-way clutch 122 so that lubricating oil is supplied to the one-way clutch 122. The communication hole 122 b communicates with a through hole 200 formed in the second output shaft 52. For example, a plurality of communication holes 122b are formed. FIG. 4 shows the double clutch transmission 20 shown along line F4-F4 shown in FIG. FIG. 4 shows the periphery of the second output shaft 52. In FIG. 4, a part of the one-way clutch 122b is illustrated, and other parts are omitted by a two-dot chain line.

  As shown in FIG. 4, each communication hole 122 b extends linearly from the second output shaft 52 toward the one-way clutch 122. Specifically, the through hole 200 is formed along the axial center line of the second output shaft 52, and each communication hole 122b extends linearly outward from the through hole 200 as a center. As an example, they are arranged at substantially equal intervals in the circumferential direction (in the present invention, they are provided extending radially from the output shaft toward the one-way clutch portion).

  By forming the communication hole 122b radially from the second output shaft 52 toward the one-way clutch 122, the lubricating oil flows through the communication hole 122b using the centrifugal force resulting from the rotation of the second output shaft 52. Therefore, the one-way clutch 122 is efficiently supplied.

  The communication hole 200 is formed along the axial line of the second output shaft 52 and extends along the axial line. The supplied lubricating oil is held in the through hole 200, and a part of the lubricating oil is supplied to the one-way clutch 122 through the communication hole 122b. The through hole 122b is an example of an oil passage in the present invention.

  The configuration of the one-way clutch 122 is not limited to the above. In short, the one-way clutch 122 can transmit the rotation of the first input shaft 32 to the second output shaft 52 to drive the vehicle at the first speed, and the rotation speed of the second output shaft 52 is for the first speed. If the rotational speed of the driven gear 61 is greater than that of the driven gear 61, it is only necessary to have a function of not transmitting the rotation of the first input shaft 32 to the second output shaft 52 by being released.

  In other words, when the output shaft (the output shaft referred to in the present embodiment) provided with the first-speed driven gear to transmit the first-speed rotation is rotating, the first-speed driven with respect to the output shaft The one-way clutch only needs to be released when the relative rotation direction of the gear is the reverse direction (referring to the present invention that only transmission of the driving force from the driven gear to the output shaft is allowed).

  The bearing 121 functions as a bearing portion referred to in the present invention. That is, the bearing 121 is an example of a bearing portion referred to in the present invention. The bearings 121 are disposed on both sides of the one-way clutch 122, and are interposed between the first-speed driven gear 61 and the base 52a so that the first-speed driven gear 61 can be rotated to the base 52a. I support it. A side surface 121 a facing the third driven gear 63 side in the bearing 121 is flush with the side surface of the base 52 a and the side surface of the first-speed driven gear 61.

  The inner ring 121c of the bearing 121 is fitted to the base 52a and fixed to the base 52a, and rotates integrally with the base 52a. The outer ring 121d of the bearing 121 is fixed to the first-speed driven gear 61 via a retaining ring 121b, and rotates integrally with the first-speed driven gear 61. The retaining ring 121b is provided across the outer gear 121d and the driven gear 61 for the first speed. The outer ring 121d is freely rotatable with respect to the inner ring 121d by a ball member interposed between the outer ring 121d and the inner ring 121d.

  In accordance with the layout of the driven gears 61 to 67, synchromesh mechanisms 70 to 73 are provided on the first and second output shafts 51 and 52, respectively.

  Specifically, as shown in FIG. 2, in the first output shaft 51, the shift direction is a four-way type 4 on the shaft portion between the driven gear 64 for the fourth speed and the driven gear 67 for the reverse drive. A synchromesh mechanism 70 for speed / reverse selection is provided. Further, a synchromesh mechanism 71 for selecting the fifth speed having a one-direction shift direction is provided on the shaft portion on the bearing 28 side with the driven gear 65 for the fifth speed interposed therebetween.

  In the second output shaft 52, a synchromesh mechanism 72 for selecting the third speed having a one-direction shift direction is provided at the shaft portion between the driven gear 61 for the first speed and the driven gear 63 for the third speed. . Further, a synchromesh mechanism 73 for 6-speed / 2-speed selection in which the shift direction is a two-way type is provided at a shaft portion between the 6-speed driven gear 66 and the 2-speed driven gear 62.

  The two-way type synchromesh mechanisms 70 and 73 may have the same structure. The two-way type synchromesh mechanisms 70 and 73 are, for example, a key type synchromesh mechanism, and include a synchronizer hub 75, a synchronizer sleeve 76, a synchronizer cone 77, a synchronizer ring 78, and the like. Yes.

  The synchromesh mechanisms 70 and 73 are fixed to the shaft integrally by spline-fitting a synchronizer hub 75 to a shaft portion (one of the first and second output shafts 51 and 52) provided with the sink mesh mechanism. Yes. The synchronizer sleeve 76 has spline teeth 76a extending on the inner peripheral wall surface extending in the direction of the shaft (one of the first and second output shafts 51 and 52), and the synchronizer hub 75 also has a shaft (first A spline groove 75a extending in the direction of the output shafts 51 and 52 of 1 and 2 is formed. When the spline teeth 75a and 76a are engaged with each other, the synchronizer sleeve 76 is assembled to the outer peripheral portion of the synchronizer hub 75 so as to be integrally rotatable and slidable in the axial direction.

  A synchronizer cone 77 is formed on each gear disposed on both sides of the synchronizer hub 75. The synchronizer cone 77 can rotate integrally with the gear. A synchronizer ring 78 is provided on each of the outer cone surfaces of the synchronizer cone 77 with the cone surface accommodated inside. On the outer peripheral portion of the synchronizer ring 78, there are teeth 78a that are notched in the axial direction and engage with the spline teeth 76a of the synchronizer sleeve 76 in the rotational direction of the shaft and allow the spline teeth 76a to move in the axial direction. Is formed.

  A synchronizer key (not shown) is provided between the synchronizer sleeve 76 and the synchronizer hub 75. The synchronizer key can rotate integrally with the synchronizer sleeve 76 and can move in the direction of the shaft (first and second output shafts 51 and 52).

  With this structure, when the synchronizer sleeve 76 is slid in any of the axial directions in each of the synchromesh mechanisms 70 and 73, the synchronizer ring 78 pressed by the synchronizer key is driven by friction due to contact with the synchronizer cone 77. The rotational speed difference between the gear and the output shaft is reduced.

  Thereafter, the synchronizer ring 78 abuts against the synchronizer key that has stopped moving, and further moves to the driven gear side, and the spline teeth 76a of the synchronizer sleeve 76 pass through the teeth 78a of the synchronizer ring 78 and the driven gear (cone 77). Meshes with the teeth of the teeth 77a) formed in As a result, the first and second output shafts 51 and 52 and the driven gears of the respective speed stages are engaged (synchronized meshing), and both are rotated together.

  The one-way type synchromesh mechanisms 71 and 72 may have the same structure. The synchromesh mechanisms 71 and 72 have a structure in which the synchronizer cone 77 and the synchronizer ring 78 on one side are omitted from the two-way type synchromesh mechanisms 70 and 73. The synchronizer sleeve 76 of the synchromesh mechanism 71 is movable in the reciprocating direction between the synchronizer hub 75 and the fifth-speed driven gear 65. When the synchronizer sleeve 76 is slid to the driven gear 65, the synchronizer sleeve 76 meshes with the driven gear 65 while reducing the difference in rotational speed due to friction. Therefore, the first output shaft 51 and the driven gear 65 for the fifth speed are Are engaged.

  The synchronizer sleeve 76 of the synchromesh mechanism 72 is movable in the reciprocating direction between the synchronizer hub 75 and the third-speed driven gear 63. When the synchronizer sleeve 76 is slid to the driven gear 63 for the third speed, the synchronizer sleeve 76 meshes with the driven gear 63 while reducing the difference in rotational speed due to friction. Therefore, the second output shaft 52 and the driven gear for the third speed are driven. The gear 63 is engaged.

  As described above, in the present embodiment, the synchromesh mechanisms 70, 71, 72, and 73 constitute a synchronization unit referred to in the present invention. The synchromesh mechanism 72 is an example of the synchromesh mechanism referred to in the present invention.

  In the one-way clutch device 120, the side surface facing the third gear driven gear 63 side is specifically the side surface 121 a of the bearing 121. The bearing 121 has high rigidity. The side surface 121a is disposed at a position overlapping the synchronizer sleeve 76 in the axial direction of the second output shaft 52, and the side surface 121a, the side surface of the base portion 52a, and the side surface of the first-speed driven gear 61 are: The synchronizer sleeve 76 can be brought into contact with the side surface 121a. The contact with the side surface 121a prevents the synchronizer sleeve 76 from moving further.

  For this reason, the side surface 121a functions as a stopper portion referred to in the present invention. In other words, the one-way clutch device 120 includes a stopper portion. The synchronizer sleeve 76 of the third-speed synchromesh mechanism 72 is an adjacent synchronizer sleeve in the present invention.

  In this embodiment, as an example, the operation of the actuator when the synchronizer sleeve 76 is moved to the first-speed driven gear 61 side to release the meshing between the synchronizer sleeve 76 and the third-speed driven gear 63 is the synchronizer sleeve. 76 is set so as not to contact the one-way clutch device 120.

  However, when the synchronizer sleeve 76 moves beyond the preset movement range toward the first-speed driven gear 61, the synchronizer sleeve 76 contacts the side surface 121a as a stopper portion. As a result, the movement of the synchronizer sleeve 76 is stopped.

  A reverse idler gear 130 is provided on the side of the second-speed driven gear 62 opposite to the synchromesh mechanism 73. The idler gear 130 meshes with the reverse driven gear 67 of the first output shaft 51, and when the reverse driven gear 67 is engaged with the first output shaft 51 by the synchromesh mechanism 70, From the output shaft 51, the reduction ratio of the second speed gear stage, the reduction ratio of the reverse speed stage, and the reverse rotation output reduced by the final reduction ratio of the first output shaft 51 are transmitted to the differential mechanism 100. The A load is applied to the bearing surface 62a of the driven gear 62 from the reversely driven gear 67 that rotates idly, but the width dimension increases due to the installation of the idler gear 130, and the needle bearing 13 is arranged biased toward the idler gear 130 side. As a result, the bearing surface 62a is supported in a well-balanced and freely rotatable manner.

  Further, as shown in FIG. 2, a parking gear 140 is provided at an end portion (retracted end portion) of the first output shaft 51 on the end wall 24 side. The parking gear 140 is integrally formed on the outer peripheral end side of the synchronizer hub 75 of the synchromesh mechanism 71. That is, the outer peripheral end of the synchronizer hub 75 is extended to the bearing 28 side, and the parking gear 140 is integrally fitted and fixed to the extended end portion.

  As described above, the synchronizer hub 76 is attached to the synchronizer hub 75 so as to be movable in the axial direction. The end face of the parking gear 140 on the engine 10 side is the synchronizer sleeve 76 on the shaft end side of the first output shaft 51. It is a locking surface that comes into contact with the frame when it is moved to lock the movement of the synchronizer sleeve 76.

  In the present embodiment, as an example, the synchronizer sleeve 76 of the synchromesh mechanism 71 has a movement range set so as not to contact the parking gear 140, and moves when the movement range exceeds a preset movement range. The movement is stopped by contacting the parking gear 140.

  Further, a locking claw member (not shown) assembled to the transmission case 23 is provided in the vicinity of the parking gear 140 so as to be engageable with and disengageable from the parking gear 140. When the gear is set to parking by operating a shift control lever (not shown), the claw member engages with the parking gear 140 and the first output shaft 51 is locked via the parking gear 140 and the synchronizer hub 75. The When the output shaft 51 is locked, the axles 109 and 110 are locked.

  Actuating / disengaging operations of the first and second clutches 35 and 36 and shift selecting operations of the synchromesh mechanisms 70 to 73 are examples of control devices, for example, actuators controlled by commands of an ECU (none of which are shown). Is done by. Then, the double clutch transmission 20 performs an automatic shift according to the shift information set in the ECU while minimizing a loss of power transmission.

  Next, the operation of the double clutch transmission 20 will be described by taking as an example the case of traveling at a predetermined speed after starting the automobile. When the driver depresses the accelerator pedal to start the stopped automobile, first, the first speed is set. Since the first-speed driven gear 61 is fixed to the second output shaft 52 via the one-way clutch device 120, the first-speed driven gear 61 is set by the actuator operated by the shift command output from the ECU in order to set the first speed. 1 clutch 35 is connected.

  By setting the first clutch 35, the setting of the first speed is completed. As a result, the output of the engine 10 is transmitted to the first input shaft 32, the first-speed drive gear 41, the first-speed driven gear 61, the one-way clutch device 120, and the second output shaft 52. To change the speed. At this time, the one-way clutch 122 is in a state where the base 52a and the driven gear 61 are engaged with each other (engaged state). The shifted rotational output is transmitted from the output gear 55 to the differential mechanism 100 and transmitted to the left and right axles 109 and 110, and the vehicle is driven at the first speed. Note that the second clutch 36 is released when traveling at the first speed.

  When the automobile is stopped, the synchronizer sleeve 76 of the synchromesh mechanism 73 is kept engaged with the driven gear 62 for the second speed. This is because when the automobile is stopped, the first and second gears are changed when the automobile is started later.

  When a shift command to the second speed is output during traveling at the first speed, the synchronizer sleeve 76 of the synchromesh mechanism 73 slides to the second speed side by the operation of the actuator, and the driven gear 62 for the second speed is set to the current speed. It is engaged with the second output shaft 52 rotating at the vehicle speed. As a result, the driving gear 42 of the second speed gear stage that is the next stage is synchronized with the vehicle speed, and the second speed gear stage is selected. That is, preparation for the next speed change is completed.

  Thereafter, the second clutch 36 is connected without releasing the first clutch 35. As the second clutch 36 is connected, the second output shaft 52 rotates at the second speed. In other words, the rotational speed of the second output shaft 52 is larger than the rotational speed of the first input shaft 32. Therefore, in the one-way clutch 122, the rotational speed of the base portion 52a that rotates integrally with the second output shaft 52. However, the rotational speed of the driven gear 61 that rotates integrally with the first input shaft 32 becomes larger.

  As a result, since the one-way clutch 122 is released (idling state), the power transmission from the engine 10 is transmitted to the first input even if the first and second clutches 35 and 36 are simultaneously connected. The shaft 32 is switched to the second input shaft 33. Then, the output of the engine 10 is shifted on the second input shaft 33, the second-speed drive gear 42, the second-speed driven gear 62, and an even-numbered transmission line that is transmitted to the first output shaft 51. The rotation thus output is output from the output gear 55 to the differential mechanism 100 (second speed shift is completed). By switching to the second speed, the vehicle immediately switches to the second speed traveling. After shifting to the second speed, the first clutch 35 is released.

  When the gear shift command to the third speed is output while traveling in the second speed, the second clutch 36 is in the connected state and the first clutch 35 is in the released state. The synchronizer sleeve 76 is slid to the third speed side, and the driven gear 63 for the third speed is engaged with the second output shaft 52 rotating at the current vehicle speed. As a result, the drive gear 43 of the third speed gear stage, which is the next stage, is synchronized with the vehicle speed, and the third speed gear stage is selected. That is, preparation for the next speed change is completed.

  Thereafter, the first clutch 35 is connected while releasing the connection of the second clutch 36, and the power transmission of the engine 10 is switched from the second input shaft 33 to the first input shaft 32 again. Then, the output from the engine 10 is shifted by an odd system transmission line that is transmitted to the first input shaft 32, the third-speed drive gear 4, the third-speed driven gear 63, and the second output shaft 52. The shifted rotational output is transmitted from the output gear 55 to the differential mechanism 100 (the third speed shift is completed). By switching to the third speed, the vehicle immediately switches to the third speed traveling. If the speed is 2nd or higher, the rotational speed of the second output shaft 52 (the rotational speed of the base 52a) is larger than the first input shaft (the rotational speed of the driven gear 61). The clutch 122 is released.

  In the same manner as described above, the synchromesh mechanisms 70, 71, 72, 73 and the first and second clutches 35, 36 are used to alternately select the shift speeds in the odd-numbered shift group and the even-numbered shift group, By alternately switching between 35 and 36, the remaining shifts of the 4th, 5th, and 6th gears are continuously performed while minimizing the power transmission loss, as in the case of the 1st to 3rd gears described above. Shifting is performed.

  It should be noted that when the synchronizer sleeve 76 of the synchromesh mechanism 72 is moved to the first-speed driven gear 61 side in order to release the engagement between the third-speed driven gear 63 and the second output shaft 52, this embodiment is performed. In the embodiment, the movement of the synchronizer sleeve 76 is set so as not to contact the one-way clutch device 120, but exceeds a preset moving range (moving range set so as not to contact the one-way clutch device 120). When the first-speed driven gear 61 is moved, the movement of the synchronizer sleeve 76 is stopped by coming into contact with the side surface 121a of the bearing 121 as a stopper portion.

  Further, when the synchronizer sleeve 76 of the synchromesh mechanism 71 is moved to the parking gear 140 side to release the engagement between the driven gear 65 for the fifth speed and the first output shaft 51 by the operation of the actuator, When the movement of the synchronizer sleeve 76 exceeds a preset movement range, the movement of the synchronizer sleeve 76 is stopped by the synchronizer sleeve 76 coming into contact with the end face of the parking gear 140 on the engine 10 side.

  In order to shift to the reverse gear, the synchronizer sleeve 76 of the synchromesh mechanism 70 is slid to the reverse speed side by the actuator from the state where the first and second clutches 12 and 13 are disengaged, and the reverse gear is used. The driven gear 67 and the first output shaft 51 are engaged. Thus, the reverse speed gear stage is selected. Thereafter, the second clutch 36 is connected. As a result, the output from the engine 10 is output from the second input shaft 33, the second speed drive gear 7, the second speed driven gear 62, the idler gear 60 attached to the driven gear 62, and the reverse driven gear 67. Then, it is transmitted to the differential mechanism 100 through the first output shaft 51 and the output gear 54. In other words, the rotation of the first output shaft 51 is an output of reverse rotation that is decelerated by the reduction ratio of the second speed gear stage, the reduction ratio of the reverse gear stage, and further the final reduction ratio of the second output shaft 52. , Transmitted to the differential mechanism 100, the vehicle is moved backward at a large reduction ratio.

  The parking lock is the operation of the actuator interlocked with the parking operation, and the claw member is rotated to the engagement side so that the claw portion at the tip of the claw member is engaged with the tooth portion on the outer periphery of the parking gear 140. Is done. By this engagement, the first output shaft 51 is locked via the parking gear 140 and the synchronizer hub 75, and the vehicle is restrained from moving.

  Next, the operation of the double clutch transmission 20 in the case where the vehicle stops due to the driver's depression of the brake pedal or the like will be described as an example from the state in which the vehicle is traveling at the third speed until it stops.

  In a state where the automobile is traveling at the third speed, the first clutch 35 is connected and the second clutch 36 is released. The synchronizer sleeve 76 of the synchromesh mechanism 72 is engaged with the driven gear 63 for the third speed, and therefore the driven gear 63 for the third speed rotates integrally with the second output shaft 52.

  When a shift command to the second speed is output while the vehicle is traveling at the third speed, the synchronizer sleeve 76 of the synchromesh mechanism 73 is moved to the second-speed driven gear 62 side by the operation of the actuator, and the synchronizer sleeve 76 meshes with the second-speed driven gear 62. As a result, the second-speed driven gear 62 is integrated with the second output shaft 52.

  Next, the first clutch 35 is released and the second clutch 36 is connected by the actuator. Then, the synchromesh mechanism 73 moves to the first-speed driven gear 61 side and the setting of the third-speed gear stage is released. This causes the car to travel at 2nd speed. When the vehicle travels at the second speed, the actuator connects the first clutch 35 in advance. When the ECU determines that the automobile is in a decelerated state, for example, the ECU operates the actuator to connect the first clutch 35 in advance when the automobile is in the second speed. At this time, the first and second clutches 12 and 13 are connected at the same time. However, since the second output shaft 52 rotates at the second speed, the one-way clutch 122 runs idle. For this reason, the state where the automobile travels at the second speed is maintained.

  Next, when a shift command to the first speed is output while the automobile is traveling at the second speed, the second clutch 36 is released by the operation of the actuator. By releasing the second clutch 36, only the first clutch 35 is engaged and the rotational speed of the second output shaft 52 is reduced, so that the driven gear 61 is engaged with the base 52a. As a result, the car will run at the first speed. Then, after the first clutch 35 is released by the operation of the actuator, the automobile is stopped.

  Thus, when the automobile is decelerated, the operation of the double clutch transmission 20 can be changed from the second speed to the first speed by connecting the first clutch 35 in advance during traveling at the second speed. Only the operation of releasing the second clutch 36 is required.

  Even if the vehicle starts immediately after it stops, the shifting operation from the first speed to the second speed becomes smooth. This point will be specifically described.

  After the vehicle stops, when the vehicle is started by the driver depressing the accelerator pedal, the first clutch 35 is connected by the operation of the actuator. When the first clutch 35 is connected, the automobile starts traveling at the first speed. At this time, the synchronizer sleeve 76 of the synchromesh mechanism 73 is engaged with the second-speed driven gear 62 for the above reason, so that the second-speed driven gear 62 is integrated with the second output shaft 52.

  Next, when a shift command to the second speed is output, the second clutch 36 is connected by the operation of the actuator. As a result, the rotation speed of the base 52a becomes larger than the rotation speed of the driven gear 61, and the one-way clutch 122 is released. Therefore, although the first and second clutches 12 and 13 are connected, the vehicle travels at the second speed when the one-way clutch 122 idles. Thus, when shifting from the first speed to the second speed, it is only necessary to connect the second clutch 36 after the first clutch 35 is connected.

  Thereafter, the first and second clutches 35 and 36 and the respective synchromesh mechanisms are operated in accordance with a shift command to each shift stage, whereby the shift is performed according to the vehicle speed.

  As described above, the operation of the double clutch transmission 20 at the time of shifting from the second speed to the first speed may be only the releasing operation of the second clutch 36. Further, the operation of the double clutch transmission 20 at the time of shifting from the first speed to the second speed may be only the connection operation of the second clutch 36. For this reason, the operation of the double clutch transmission 20 in the case where the automobile suddenly stops and starts immediately after the stop is simplified, and the operation time is shortened with the simplification. As a result, the double clutch transmission 20 can operate without being sluggish even in a relatively short time when the vehicle suddenly stops and then suddenly starts after stopping.

  Further, since the one-way clutch device 120 includes the stopper portion, a separate stopper for the synchronizer sleeve 76 is not provided, so that the structure of the double clutch transmission 20 is suppressed from being complicated.

  That is, the double clutch transmission 20 can smoothly shift between the second speed and the first speed, and can simplify the structure.

  Further, the bearing portion 121 of the one-way clutch device 120 functions as a stopper portion, so that a relatively stiff portion in the one-way clutch device 120 can be used as the stopper portion.

  Further, when the one-way clutch device 120 is interposed between the first-speed driven gear 61 and the second output shaft 52, when the accelerator pedal operation is stopped or weakened when traveling at the first speed. The rotational speed of the second output shaft 52 is larger than the rotational speed of the driven gear 61 for the first speed. For this reason, the one-way clutch 122 is released. That is, the rotation of the first input shaft 32 is not transmitted to the second output shaft 52.

  As a result, the feeling of deceleration caused by the occupant's operation of the accelerator pedal is not transmitted, so that the jerky behavior of the automobile is suppressed.

  In addition, a through hole 200 for holding lubricating oil is formed in the second output shaft 52, and a through hole 122b that communicates with the through hole 200 and communicates with the one-way clutch 122 through the base 52a and the second output shaft 52a. Therefore, since the lubricating oil is supplied to the one-way clutch 122 through the through holes 200 and 122b, it is possible to keep the one-way clutch 122 operating smoothly.

  Further, the communication hole 122b is formed to extend in the radial direction from the second output shaft 52 toward the one-way clutch 122, so that the lubricating oil can be supplied using the centrifugal force resulting from the rotation of the second output shaft 52. The one-way clutch 122 can be supplied efficiently.

  Next, a double clutch transmission according to a second embodiment of the present invention will be described with reference to FIG. In addition, the structure which has the same function as 1st Embodiment attaches | subjects the same code | symbol, and abbreviate | omits description. In the present embodiment, the structure of the one-way clutch device 120 is different from that of the first embodiment. Other structures may be the same as those in the first embodiment. The different points will be specifically described.

  FIG. 5 is an enlarged cross-sectional view of the vicinity of the one-way clutch device 120 in the double clutch transmission 20. As shown in FIG. 5, the one-way clutch device 120 of this embodiment has a structure including one bearing 121, a one-way clutch 122, and a stopper plate 129. In the present embodiment, the bearing 121 is disposed on the opposite side of the synchromesh mechanism 72 with respect to the one-way clutch 122.

  Note that the relative positional relationship of the first-speed driven gear 61 with respect to the second output shaft 52 is the same as in the first embodiment.

  A stopper plate 129 is provided on the first gear driven gear 61 on the synchromesh mechanism 72 side. The stopper plate 129 has a size capable of coming into contact with the synchronizer sleeve 76 in the axial direction of the second output shaft 52. The stopper plate 129 is considered so as not to hinder the rotation of the base portion 52a when the one-way clutch device 120 idles. Specifically, a slight gap may be formed between the side surface of the base 52a and the stopper plate 129 so that the rotation of the base 52a is not hindered.

  The stopper plate 129 has a function of stopping the movement of the synchronizer sleeve 76 by abutting when the synchronizer sleeve 76 moves to the first-speed driven gear 61 beyond a preset movement range. Yes.

  Even this embodiment has the same functions as those of the first embodiment. Further, in the present embodiment, since one bearing 121 is used, the length in the axial direction of the second output shaft 52 of the one-way clutch device 120 is equal to one bearing compared to the first embodiment. Shorter.

  As a result, the second output shaft 52 can be shortened, so that the same effect as in the first embodiment can be obtained and the double clutch transmission 20 can be made compact.

  In the present embodiment, as an example, the inner ring 121c is also fixed to the base 52a via the retaining ring 121b.

  Next, a double clutch transmission according to a third embodiment of the present invention will be described with reference to FIG. In addition, the structure which has the same function as 2nd Embodiment attaches | subjects the same code | symbol, and abbreviate | omits description. In the present embodiment, the structure of the one-way clutch device 120 is different from that of the second embodiment. Other structures may be the same as in the second embodiment. The different points will be specifically described.

  FIG. 6 is an enlarged cross-sectional view of the vicinity of the one-way clutch device 120 in the double clutch transmission 20. As shown in FIG. 6, the bearing 121 may be disposed on the synchromesh mechanism 72 side with respect to the structure shown in the second embodiment. And the bearing 121 is arrange | positioned similarly to 1st Embodiment. Specifically, the bearing 121 is configured such that the side surface 121a overlaps the synchronizer sleeve 76 in the axial direction of the second output shaft 52, and the side surface 121a, the side surface of the base 52a, and the side surface of the first-speed driven gear 61 Are placed flush with each other.

  As a result, the side surface 121a of the highly rigid bearing 121 can be used as a stopper portion, so that a separate stopper plate 129 is not required. As a result, the number of parts can be reduced and the length of the second output shaft 52 can be further shortened by the thickness of the stopper plate 129. In addition to the effects of the second embodiment, the double clutch speed change can be achieved. The structure of the machine 20 can be further simplified, and the double clutch transmission 20 can be made more compact.

  In the first to third embodiments, the first and second output shafts 51 and 52 are used as an example of the shaft portion referred to in the present invention, and the structure includes two output shafts. However, it is not limited to the above structure. For example, the shaft portion may be one output shaft, and all the driven gears may be provided on the output shaft. Alternatively, the shaft portion may be a plurality of output shafts such as three or four.

  Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above-described embodiments. For example, you may delete some components from all the components shown by embodiment mentioned above. Furthermore, you may combine the component covering different embodiment suitably.

1 is a schematic view showing an engine, a double clutch transmission, and a differential mechanism in an automobile provided with a double clutch transmission according to a first embodiment of the present invention. FIG. 2 is a cross-sectional view specifically showing the double clutch transmission 20 shown in FIG. Sectional drawing which expands and shows the range of F3 shown in FIG. Sectional drawing of the double clutch transmission shown along F4-F4 line shown by FIG. Sectional drawing which expands and shows the vicinity of the one-way clutch apparatus in the double clutch transmission which concerns on the 2nd Embodiment of this invention. Sectional drawing which expands and shows the vicinity of the one-way clutch apparatus in the double clutch transmission which concerns on the 3rd Embodiment of this invention.

  DESCRIPTION OF SYMBOLS 10 ... Engine (prime mover), 11 ... Output shaft (prime drive drive force transmission shaft), 32 ... 1st input shaft, 33 ... 2nd input shaft, 35 ... 1st clutch, 36 ... 2nd clutch, 41 ... 1st speed drive gear, 42 ... 2nd speed drive gear, 52 ... 2nd output shaft (output shaft), 61 ... 1st speed driven gear, 62 ... 2nd speed driven gear, 63 ... 3 Speed driven gear (adjacent driven gear), 76 ... synchronizer sleeve, 120 ... one-way clutch device, 121a ... side surface (stopper part), 122b ... communication hole (oil passage).

Claims (4)

A driving force transmission shaft for transmitting the driving force of the prime mover;
First and second clutches for selectively transmitting driving force from the prime mover driving force transmission shaft;
A first input shaft that transmits the driving force from the prime mover driving force transmission shaft via the first clutch;
An odd-numbered drive gear provided with a drive gear for at least first speed, provided on the first input shaft and rotating integrally with the first input shaft;
A second input shaft that transmits the driving force from the prime mover driving force transmission shaft via the second clutch;
An even-numbered drive gear provided with at least a second-speed drive gear provided on the second input shaft and rotating integrally with the second input shaft;
An output shaft that supports a driven gear that meshes with at least one of the plurality of drive gears;
A synchronizer sleeve that moves in the axial direction of the output shaft and selectively connects the driven gear to the output shaft so as to be integrally rotatable;
Comprising
The output shaft supports a first-speed driven gear that meshes with the first-speed drive gear with a one-way clutch device that allows only transmission of driving force from the first-speed driven gear to the output shaft,
The output shaft rotatably supports an adjacent driven gear adjacent to the first-speed driven gear,
The one-way clutch device includes an adjacent synchronizer sleeve that selectively connects the adjacent driven gear to the output shaft so as to be integrally rotatable, and a stopper portion that can be contacted in the axial direction. Double clutch transmission. The one-way clutch device is
A one-way clutch unit for transmitting a driving force from the driven gear for the first speed to the output shaft;
A bearing portion located between the one-way clutch portion on the side where the adjacent synchronizer sleeve is disposed and disposed between the driven gear for the first speed and the output shaft;
The double clutch transmission according to claim 1, wherein the bearing portion is the stopper portion. 3. The double clutch transmission according to claim 1, wherein an oil passage that guides lubricating oil to the one-way clutch portion is formed from the output shaft to the one-way clutch portion. 4. The double clutch transmission according to claim 3, wherein the oil passage is provided to extend radially from the output shaft toward the one-way clutch portion. 5.

Images