JP2014119067A - Dual clutch type transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a dual clutch type transmission capable of improving the transmission efficiency of a driving force of an actuator from a striker to a shift rail to provide a highly reliable shifting operation, and reducing the number of components to reduce a cost of manufacture.SOLUTION: In a dual clutch type transmission, a movement of a striker 17 driven by a hydraulic cylinder 10 is transferred to a shift rail 19, and a sleeve 9a activates a synchro mechanism 9 with an axial sliding of the shift rail 19 to achieve a desired gear-stage. A pressing operation surface 20a facing a sliding direction of the shift rail 19 is formed on each of the shift rails 19, and abutment of a lower end of the striker 17 against the pressing operation surface 20a allows the movement of the striker 17 to be transferred to the shift rail 19 via the pressing operation surface 20a and to be slid.

Description

  The present invention relates to a dual clutch transmission, and more particularly to a transmission mechanism that achieves a desired gear stage by transmitting a driving force of an actuator to a sleeve of a synchro mechanism via a shift rail.

  This type of dual clutch transmission includes an odd-numbered gear mechanism and an even-numbered gear mechanism as independent power transmission systems, and each gear mechanism is connected to a driving power source such as an engine via a clutch. It is a system linked to. In such a dual clutch type transmission, when one clutch is connected and power is transmitted through a corresponding gear mechanism, the other gear mechanism with the clutch disengaged is used as the next predicted gear position. Switch to (Preselect) in advance. After that, when the shift timing is reached, the switching to the next shift stage is completed without interrupting the power transmission by reversing the engaged / disengaged state of both clutches.

The gear mechanism of the dual clutch transmission employs the same configuration as that of a conventional parallel shaft always-mesh manual transmission. Each gear of the gear mechanism is provided with a synchro mechanism, and a desired gear stage is achieved by operating the sleeve of the synchro mechanism and coupling the gears while synchronizing the rotation. . Each sleeve is individually connected to a shift rail, and is configured to operate a target sleeve by sliding an arbitrary shift rail in the axial direction by an actuator.
As an example of such a transmission mechanism from the actuator to the sleeve, for example, the techniques of Patent Document 1 and Patent Document 2 can be cited.

  In the techniques of Patent Literature 1 and Patent Literature 2, an annular shift jaw is fitted on each shift rail and fixed with a spring pin, and an operation recess is formed in each shift jaw. One spline shaft is disposed in an orthogonal direction above the shift rail, and an annular striker is fitted on the spline shaft so as to be slidable in the axial direction and not relatively rotatable. A lever portion extends downward from the striker, and a lower end of the lever portion is located in an operation recess of any shift jaw.

The rotation of the spline shaft and the sliding of the striker on the spline shaft are performed by an actuator (not shown). Therefore, by moving the striker on the spline shaft by driving the actuator, the lower end of the lever portion is positioned in the operation recess of the shift jaw corresponding to the target shift stage.
Then, when the spline shaft is rotated by the actuator in this state, the shift rail slides in the axial direction together with the shift jaw by the lower end of the lever portion of the striker, and the sleeve is operated, thereby the synchro mechanism is activated and the gear position is changed. Achieved.

JP 2008-45663 A JP 2008-45664 A

  In the techniques of Patent Document 1 and Patent Document 2 described above, since the driving force of the actuator is transmitted from the striker to the shift rail via the shift jaw, it cannot be said that the transmission efficiency of the driving force is good, and the reliability of the speed change operation There was still room for improvement. Further, since the number of shift jaws corresponding to the number of shift rails is necessary, the number of parts inevitably increased. Therefore, it cannot be said that the parts cost and the assemblability are good, and there has been a demand for cost reduction measures.

  The present invention has been made to solve such problems, and the object of the present invention is to improve the transmission efficiency of the driving force of the actuator from the striker to the shift rail to realize a highly reliable shift operation. Another object of the present invention is to provide a dual clutch transmission that can reduce the manufacturing cost by reducing the number of parts.

  In order to achieve the above object, the invention of claim 1 is provided with a shift rail connected to the sleeve of the synchro mechanism of each shift stage, and a striker and an actuator for driving the striker corresponding to each shift rail. Dual clutch type shift that transmits the movement of the striker when driven by an actuator to the corresponding shift rail, and activates the synchro mechanism as the shift rail slides in the axial direction to achieve a desired shift stage In each machine, a pressing operation surface facing the sliding direction of the shift rail is formed on each shift rail, one side of the striker is brought into contact with the pressing operation surface of the shift rail, and the movement of the striker by the actuator is pressed. It is transmitted to the shift rail through the surface and slid.

  As described above, according to the dual clutch transmission of the first aspect of the invention, the movement of the striker driven by the actuator is transmitted to the shift rail, and the sleeve is synchronized with the sleeve as the shift rail moves in the axial direction. In a dual clutch transmission that achieves a desired gear stage by operating a mechanism, each shift rail is formed with a pressing operation surface that faces the sliding direction of the shift rail, and a striker is placed on the pressing operation surface. The movement of the striker is transmitted to the shift rail via the pressing operation surface and is slid.

  Accordingly, since the driving force of the actuator is directly and efficiently transmitted from the striker to the shift rail, the reliability of the shifting operation can be improved. Also, compared to the case where the driving force is transmitted from the striker to the shift rail via the shift jaw, for example, the number of parts can be reduced by omitting the shift jaws. Cost can be reduced.

1 is an overall configuration diagram showing a dual clutch transmission of an embodiment. It is a fragmentary sectional view of the gear shift unit which shows the transmission mechanism for transmitting the drive force of a hydraulic cylinder to the synchro mechanism attached to the gear stage of 1st Embodiment. FIG. 3 is a cross-sectional view taken along line III-III in FIG. 2, similarly showing the transmission mechanism. FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. 3, similarly showing the transmission mechanism. It is sectional drawing corresponding to FIG. 3 which shows the transmission mechanism of 2nd Embodiment. FIG. 6 is a cross-sectional view taken along the line VI-VI in FIG. 5 showing the transmission mechanism. It is sectional drawing corresponding to FIG. 3 which shows the transmission mechanism of 3rd Embodiment. FIG. 8 is a sectional view taken along the line VIII-VIII in FIG. 7, similarly showing the transmission mechanism.

[First Embodiment]
Hereinafter, a first embodiment in which the present invention is embodied in a dual clutch transmission for a truck will be described.
FIG. 1 is an overall configuration diagram showing a dual clutch transmission according to a first embodiment. A truck (hereinafter referred to as a vehicle) 1 is equipped with a diesel engine (hereinafter referred to as an engine) 1 as a driving power source. An output shaft 1 a of the engine 1 protrudes rearward of the vehicle (right side in the figure) and is connected to an input shaft 2 a of the transmission 2. The transmission 2 includes six forward speeds (1st to 6th speeds) and one reverse speed. The motive power of the engine 1 is input to the transmission 2 via the input shaft 2a, and then is shifted according to the shift speed and output from the output shaft 2b, and is transmitted via the propeller shaft 3a, the differential device 3b, and the drive shaft 3c. It is transmitted to the left and right rear wheels 3d.

The transmission 2 is configured as a so-called dual clutch transmission. The details of the dual clutch transmission are described in, for example, Japanese Patent Application Laid-Open No. 2009-035168, and therefore only a brief description is given in the present embodiment. For this reason, FIG. 1 shows the transmission 2 in a schematic representation different from the actual mechanism, and the configuration and operating state of the transmission 2 will also be conceptually described in the following description.
As is well known, the dual-clutch transmission includes an odd-numbered gear mechanism G1 and an even-numbered gear mechanism G2 as independent power transmission systems, and each of the gear mechanisms G1, G2 includes clutches C1, C2. It is a system connected to the engine 1 via.
That is, as shown in FIG. 1, the input shaft 2a of the transmission 2 is connected to a gear mechanism G1 consisting of odd gears (first, third, and fifth gears) via a clutch C1, and the clutch C2 is also connected to the input shaft 2a. A gear mechanism G2 composed of even-numbered gear stages (2, 4, and 6th speed stages) is connected to the output side of these gear mechanisms G1 and G2, and is connected to the common output shaft 2b.

A hydraulic cylinder 4 is connected to each of the clutch C1 and the clutch C2, and both the hydraulic cylinders 4 are connected to a hydraulic pressure supply source 7 through an oil passage 6 in which an electromagnetic valve 5 is interposed. The hydraulic oil is supplied to the hydraulic cylinder 4 according to the opening and closing of the electromagnetic valve 5, and the clutches C <b> 1 and C <b> 2 are connected or disconnected by driving the hydraulic cylinder 4.
The gear mechanisms G1 and G2 are provided with a gear shift unit 8. As will be described later with reference to FIG. 2, the gear shift unit 8 includes three hydraulic cylinders 10 (actuators) for switching the gears g1 and g2 of the respective gear stages of the gear mechanisms G1 and G2 while synchronizing them with the synchronization mechanism 9. A transmission mechanism 11 for transmitting the driving force of the hydraulic cylinder 10 to the synchronization mechanism 9 and a plurality of electromagnetic valves 12 for operating the hydraulic cylinder 10 are incorporated. As shown in FIG. 1, the gear shift unit 8 is connected to the above-described hydraulic supply source 7 through an oil passage 13, and the hydraulic oil from the hydraulic supply source 7 corresponds to the opening and closing of each solenoid valve 12. The hydraulic cylinder 10 is supplied to the cylinder 10 and the gear stages G1 and G2 are switched.

Since the vehicle 1 according to the present embodiment is premised on starting at the second speed, at the time of acceleration / deceleration of the vehicle, each gear stage is sequentially switched to the upshift side or the downshift side at the second speed stage or higher.
During this speed change, the clutch C1 and the clutch C2 are basically switched in the opposite direction. For this reason, when one of the gears G1 and G2 corresponding to the gears G1 and G2 is connected and the power is transmitted, the other clutch C1 and C2 is disengaged. The gear mechanisms G1 and G2 are in a state where none of the gears transmit power. Therefore, in the other gear mechanisms G1 and G2, it is possible to switch (preselect) in advance to the next shift stage (the shift stage on the high gear side or the low gear side adjacent to the current shift stage). After that, when the shift timing is reached, the shift is completed without interrupting power transmission by reversing the connection / disconnection state of the clutch C1 and the clutch C2.

Next, the configuration of the gear shift unit 8, particularly the configuration of the transmission mechanism 11 for transmitting the driving force of the hydraulic cylinder 10 to the synchronization mechanism 9 of each gear stage will be described.
2 is a partial cross-sectional view of the gear shift unit 8 showing a transmission mechanism 11 for transmitting the driving force of the hydraulic cylinder 10 to the synchro mechanism 9 attached to the shift stage, and FIG. 3 shows the transmission mechanism 11 in FIG. FIG. 4 is a sectional view taken along line IV-IV of FIG.
Three piston rods 16 are arranged in the housing 15 of the gear shift unit 8 (only one is shown in FIG. 2), and each piston rod 16 is arranged to extend in the front-rear direction of the vehicle and to be aligned in the left-right direction. ing. Each piston rod 16 is inserted into a guide hole 15a provided in the housing 15, and is individually slidable in the front-rear direction by the guide of the guide hole 15a.
The hydraulic cylinders 10 described above are connected to the rear ends of the piston rods 16, respectively, and the hydraulic cylinders 10 drive the piston rods 16 in the axial direction by supplying hydraulic oil from the hydraulic supply source 7. Yes.

An annular striker 17 is fitted into each piston rod 16, and each striker 17 is fixed at a predetermined position on the piston rod 16 by inserting and inserting a spring pin 14. From each striker 17, the lever part 17a is each extended below, and the rod hole 17b is penetrated by the intermediate location of each lever part 17a in the front-back direction.
Guide rods 18 are inserted into the rod holes 17b of the strikers 17 so as to be parallel to the piston rods 16, and both front and rear ends of the guide rods 18 are fixed to the housing 15 (not shown). While the rotation of the striker 17 around the piston rod 16 is regulated by the guide rod 18, the movement of the striker 17 along the piston rod 16 in the front-rear direction is caused by the striker 17 sliding on the guide rod 18. Permissible.

Three shift rails 19 extending in the front-rear direction so as to correspond to the piston rods 16 are disposed below the piston rods 16 in the housing 15. Each shift rail 19 is inserted into a guide hole 15b provided in the housing 15, and can individually slide in the front-rear direction by the guide of the guide hole 15b.
Each shift rail 19 is formed with an operation recess 20 at the front and rear positions corresponding to the striker 17. As shown in FIG. 4, each operation recess 20 has a square shape in a plan view and opens to the left or right, and a pair of pressing faces facing forward and backward (sliding direction of the shift rail 19), respectively. An operation surface 20a is provided.

The lower ends of the lever portions 17a of the strikers 17 are inserted into the operation recesses 20 of the corresponding shift rails 19, respectively, and the lever portions from the operation recesses 20 by the rotation restricting action of the striker 17 by the guide rod 18 described above. The separation of 17a is prevented. The lower end of the lever portion 17a has a substantially square cross section corresponding to the operation recess 20, and the relative movement in the front-rear direction is restricted by contacting the front and rear pressing operation surfaces 20a of the operation recess 20.
A shift fork 21 is fixed to the front end of each shift rail 19, and each shift fork 21 is engaged with a sleeve 9 a of a synchro mechanism 9 provided on a rotation shaft L in the transmission 2. Gears g1 and g2 of different speed stages are arranged before and after the synchro mechanism 9, and a synchro ring 9b of the synchro mechanism 9 is attached to each of the gears g1 and g2. The gears g1 and g2 of the respective speed stages are supported so as to be rotatable on the rotation shaft L, while the sleeve 9a is restricted from rotating with respect to the rotation shaft L.

The principle of the synchro mechanism 9 is well known and will not be described in detail. However, a frictional force is generated between the synchro ring 9b and the gears g1 and g2 by moving the sleeve 9a toward the gears g1 and g2 of the desired gear. Thus, while synchronizing the rotation, the sleeve 9a and the gears g1 and g2 are engaged with each other by dog teeth to achieve a gear position.
In FIG. 2, only a pair of gears g1 and g2 achieved by one shift rail 19 are shown, but the other two shift rails 19 similarly achieve a pair of gears. Thus, a total of six forward speeds can be arbitrarily achieved.

Therefore, in order to achieve a desired shift speed, the hydraulic cylinder 10 corresponding to the shift speed is operated to slide the piston rod 16 forward or backward. The striker 17 moves back and forth together with the piston rod 16, and when the striker 17 moves forward, the front surface of the lower end of the lever portion 17 a presses the pressing operation surface 20 a on the front side of the operation recess 20 of the shift rail 19 forward. As a result, the movement of the striker 17 is transmitted to the shift rail 19, and the shift rail 19 also slides forward. The synchronization mechanism 9 is activated by the movement of the sleeve 9a, and a desired gear position (the gear position of the front gear g1) is obtained. Achieved.
When the striker 17 moves rearward, the rear surface of the lower end of the lever portion 17 a presses the pressing operation surface 20 a on the rear side of the operation recess 20 of the shift rail 19 backward. As a result, the movement of the striker 17 is transmitted to the shift rail 19, and the sleeve 9 a moves rearward together with the shift rail 19, and the desired gear position (the gear position of the rear gear g 2) is achieved by the synchro mechanism 9.

As is clear from the above description, the driving force of each hydraulic cylinder 10 is directly transmitted from the striker 17 to the shift rail 19 without using the shift jaw as in the techniques of Patent Document 1 and Patent Document 2. Is done. Therefore, the driving force of the hydraulic cylinder 10 can be efficiently transmitted to the shift rail 19, and as a result, the reliability of the speed change operation can be improved.
Further, since the number of parts is reduced by omitting the shift jaws of each shift rail 19, the manufacturing cost can be reduced by reducing the part cost and improving the assembly.

[Second Embodiment]
Next, a second embodiment in which the present invention is embodied in another dual clutch transmission 2 will be described.
The dual clutch transmission 2 according to the present embodiment is the same as that described in the first embodiment with respect to the overall configuration shown in FIG. 1 except that the driving force of the hydraulic cylinder 10 is synchronized with each shift speed. There is a transmission mechanism 11 for transmitting to the mechanism 9. Therefore, common parts are denoted by the same member numbers, description thereof is omitted, and differences are mainly described.

5 is a cross-sectional view corresponding to FIG. 3 of the first embodiment showing the transmission mechanism 11 of the present embodiment, and FIG. 6 is a cross-sectional view taken along the line VI-VI of FIG.
In this embodiment, the configuration of the three piston rods 16 and the shift rail 19 is the same as that of the first embodiment, and the point that the guide rod 18 is eliminated by changing the shape of the lever portion 31a of the striker 31 is different.
That is, the lever portion 31a of each striker 31 extends downward without forming the rod hole 17a as in the striker 17 of the first embodiment, and the lower end of the lever portion 31a has the operation portion 31b and the contact portion 31c. It has a bifurcated shape. The operating portion 31b of the lever portion 31a is inserted into the operating recess 20 of the shift rail 19 in the same manner as the lower end of the lever portion 17a of the first embodiment, and abuts against the front and rear pressing operation surfaces 20a to move in the front-rear direction. Is regulated. Further, the contact portion 31 c of the lever portion 31 a is in contact with the peripheral surface of the shift rail 19 on the counter-operation recess 20 side. As a result, the shift rail 19 is sandwiched from the left and right by the operation portion 31b and the contact portion 31c of the lever portion 31a, and thereby the rotation of the striker 31 around the piston rod 16 is restricted.

Therefore, also in this embodiment, the driving force of each hydraulic cylinder 10 is directly transmitted from the striker 31 to the shift rail 19. The reliability of the speed change operation can be improved, and the manufacturing cost can be reduced by reducing the number of parts.
In addition, in this embodiment, it replaces with the guide rod 18 of 1st Embodiment, and the effect | action which regulates rotation of the striker 31 by the shift rail 19 is show | played. For this reason, the guide rod 18 can be omitted, and the rod hole 17b into which the guide rod 18 is inserted need not be formed in each striker 31. Therefore, the number of parts can be further reduced to reduce the manufacturing cost, and the sliding resistance of the striker 31 with respect to the guide rod 18 is eliminated, so that the reliability of the shifting operation can be further improved.
Further, the transmission 2 is required to be reduced in size and weight while ensuring the expected performance. However, the omission of the guide rod 18 leads to a reduction in the size of the transmission 2 and a reduction in weight. Can be realized.

[Third Embodiment]
Next, a third embodiment in which the present invention is embodied in another dual clutch transmission 2 will be described.
The dual clutch transmission 2 of the present embodiment is the same as that of the first and second embodiments with respect to the overall configuration. The difference is the transmission mechanism 11 for transmitting the driving force, specifically the lever of the striker 41. Since it is in the shape of the portion 41a, the differences will be mainly described.

7 is a cross-sectional view corresponding to FIG. 3 of the first embodiment showing the transmission mechanism 11 of the present embodiment, and FIG. 8 is a cross-sectional view taken along the line VIII-VIII of FIG.
Also in this embodiment, the guide rod 18 is abolished similarly to the second embodiment. The lever portion 41a of each striker 41 extends downward, and the lower end of the lever portion 41a has a plate-like cross section that is long in the front-rear direction. Each shift rail 19 is provided with a long hole-like operation hole 42 corresponding to the cross-sectional shape of the lower end of the lever portion 41a. The semicircular portions before and after the operation hole 42 serve as a pressing operation surface 42a. .
The lower end of the lever portion 41a of each striker 41 is inserted into the operation hole 42 of the corresponding shift rail 19 from above, and is brought into contact with the front and rear pressing operation surfaces 20a to restrict relative movement in the front-rear direction. As a result, as in the second embodiment, the rotation of the striker 41 around the piston rod 16 is restricted by the shift rail 19.

  Therefore, although not redundantly described, also in the present embodiment, the driving force of each hydraulic cylinder 10 is directly transmitted from the striker 41 to the shift rail 19 and the guide rod 18 is omitted. Therefore, the reliability of the speed change operation can be improved, the manufacturing cost can be reduced by reducing the number of parts, and the transmission 2 can be reduced in size and weight.

This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above-described embodiment, the dual clutch transmission 2 for the truck 1 is embodied. However, the present invention is not limited to this. For example, the dual clutch transmission 2 mounted on a passenger car or a bus may be embodied.
In the above embodiment, the transmission 2 having six forward speeds is embodied and the gear shift unit 8 is provided with the hydraulic cylinder 10 as an actuator for performing the speed change operation. However, the invention is not limited thereto. For example, the number of shift stages of the transmission 2 may be changed, or the type of actuator may be changed. Specifically, an air cylinder or an electric actuator may be used instead of the hydraulic cylinder 10.

9 Synchro mechanism 9a Sleeve 10 Hydraulic cylinder (actuator)
17, 31, 41 striker 19 shift rail 20a, 42a pressing operation surface

Claims (1)

A shift rail is connected to the sleeve of the synchro mechanism of each gear stage, and a striker and an actuator for driving the striker are provided corresponding to each shift rail, so that the striker can be moved when driven by the actuator. In a dual clutch transmission that transmits to the corresponding shift rail and operates the synchro mechanism in accordance with the sliding of the shift rail in the axial direction to achieve a desired shift stage,
A pressing operation surface facing the sliding direction of the shift rail is formed on each shift rail, and one side of the striker is brought into contact with the pressing operation surface of the shift rail, and the striker is moved by the actuator. Is transmitted to the shift rail via the pressing operation surface, and is slid.

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