JP2016050661A - Vehicular driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attain much more transmission ratios by restricting an axial length within a limited axial space of a horizontal engine mounted type vehicle.SOLUTION: This invention comprises the first driving shaft 14 driven from the first clutch 10 connected to a crank shaft 2 and that can be selectively connected to the first driving gear 14b and the second driving gear 14c and the third driving gear 14d integral with the second driving gear 14c; the second driving shaft 16 driven from the second clutch 12 receiving power decelerated from the crank shaft 2 and that can be selectively connected to the fourth driving gear 16b and the fifth driving gear 16c; the first driven gear 22b engaged with the first driving gear 14b and the fourth driving gear 16b; the second driven gear 22c engaged with the second driving gear 14c and the fifth driving gear 16c; a driven shaft 22 for supporting the third driven gear 22d engaged with the third driving gear 14d and that can be selectively connected to each of the driven gears, the first driven gear 14b and the second driven gear 14c can be connected.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an automobile drive device belonging to a so-called dual clutch transmission (hereinafter referred to as DCT) having two clutches between an internal combustion engine (engine) and a transmission.

2. Description of the Related Art Conventionally, as this type of automobile drive device, an example has been known in which a transmission ratio of 10 forward speeds is obtained with a small number of gears in a parallel shaft transmission (see, for example, Patent Document 1).
In addition, an example in which a transmission gear ratio of nine forward speeds is obtained is known (for example, see Patent Document 2).

JP 2014-101953 A JP 2014-020384 A

In the above conventional automobile drive device, each has a gear ratio of two stages, odd and even, between two input shafts (or power shafts) and one output shaft. The sub-shift function is used to obtain the above-mentioned 10 forward speeds and 9 forward speeds based on obtaining a total of 8 speed ratios of (2 + 2) × 2 at the high speed and low speed respectively. .
However, in any of the above conventional automobile drive devices, switching between the low gear and the high gear cannot be performed by simply switching only the two clutches. Has been taken.
That is, the former obtains a gear ratio between the fifth speed and the sixth speed by another gear between the low speed (first speed to fourth speed) and the high speed (seventh speed to tenth speed), and While driving at the fifth speed and the sixth speed, switching between the low stage and the high stage is performed. On the other hand, the latter obtains the fifth gear ratio by another clutch and another gear between the low gear (first speed to fourth speed) and the high gear (sixth speed to ninth speed). While driving at the fifth speed, switching between the low stage and the high stage is performed.
For this reason, there is a problem that it cannot be realized as a drive device with only eight forward stages including only a low stage and a high stage.

The problem to be solved is that since another shift stage is required between the low stage and the high stage, eight forward stages with a small number of gear configurations cannot be obtained.
SUMMARY OF THE INVENTION An object of the present invention is to enable a practical multi-stage by making it possible to obtain a forward gear ratio of eight forward speeds with a simple configuration by only switching two clutches.

  The automobile drive device of the present invention receives the power from the crankshaft of the engine via the first clutch, rotatably supports the first drive gear and the second drive gear, and each of these drive gears, A first drive shaft that can be selectively connected by the first selective connecting means, and a rotation that is arranged parallel to the first drive shaft and decelerates the power from the crankshaft from the first drive shaft via the second clutch. The fourth drive gear and the fifth drive gear are received at a speed and rotatably supported, and each of these drive gears, a second drive shaft that can be selectively connected by the second selective connection means, and a second drive A third drive gear integrated with one of the gear and the fifth drive gear, a first drive gear disposed in parallel with the first drive shaft and the second drive shaft, and meshed with the first drive gear and the fourth drive gear; Driven gear, second drive gear and second gear A second driven gear meshed with the drive gear and a third driven gear meshed with the third drive gear are rotatably supported, and can be selectively connected by these driven gears and the third selective coupling means. And a driven shaft, wherein the first driven gear and the second driven gear can be selectively connected.

The automobile drive device of the present invention obtains a practical 8-speed drive device by switching two clutches or a practical gear ratio with more than 8 forward gears while suppressing the number of gear trains arranged in the axial direction. Thus, environmental performance such as automobile exhaust and fuel consumption can be improved.

It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 1 of this invention. FIG. 3 is a layout diagram illustrating an arrangement of shafts in the automobile drive device according to the first embodiment. It is a figure which shows the operation | movement table | surface in the drive device for motor vehicles of Example 1. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 2 of this invention. FIG. 6 is a layout diagram illustrating an arrangement of shafts in the automobile drive device according to the second embodiment. It is a figure which shows the action | operation table | surface in the drive device for motor vehicles of Example 2. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 3 of this invention. FIG. 6 is a layout diagram illustrating an arrangement of shafts in a vehicle drive device according to a third embodiment. It is a figure which shows the operation | movement table | surface in the drive device for motor vehicles of Example 3. FIG. FIG. 6 is a partial cross-sectional view around a third sleeve of Example 3.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an automobile drive device according to an embodiment of the present invention will be described with reference to the drawings based on examples. Note that the skeletons in the figure and indicated by the circles on the shaft are not described with reference numerals, but each indicates a bearing.

FIG. 1 is a skeleton diagram of the main part of the automobile drive apparatus according to Embodiment 1 of the present invention.
The vehicle drive apparatus according to the first embodiment includes a first power shaft 4 and a second power shaft 5 that are driven from a crankshaft 2 of an engine 1 via a torque converter 3, and the first power shaft 4 and the second power shaft. The power from the engine 1 enters the drive device by the power intermediate gear 6 interposed between the motor 5 and the power intermediate gear 6.
The power intermediate gear 6 meshes with a first power gear 4 a that is integral with the first power shaft 4 and a second power gear 5 a that is integral with the second power shaft 5. In FIG. 1, the power intermediate gear 6 and the first power gear 4a are drawn apart from each other, but they are engaged with each other as shown in FIG.
The first power shaft 4 can drive the first drive shaft 14 via the first clutch 10, and the second power shaft 5 can drive the second drive shaft 16 via the second clutch 12.
That is, the first clutch 10 and the second clutch 12 can be switched between disengagement and connection, respectively, and when connected, the first drive shaft is connected via the first clutch plate 10a or the second clutch plate 12a. Power from the engine 1 is transmitted to the 14 and the second drive shaft 16, respectively.

First, each axis will be described.
In addition to the first drive shaft 14 and the second drive shaft 16 described above, the automobile drive device according to the first embodiment includes a driven shaft 22, a sub shaft 23, and an output shaft 24.
That is, the first drive shaft 14 is the same axis center as the crankshaft 2, but the other shafts are provided in parallel with the first drive shaft 14.
Power is transmitted to the output shaft 24 by an output driven gear 24a meshed with an output drive gear 22a integral with the driven shaft 22, and drives left and right wheels (not shown) via a built-in differential device 24b and the like. In FIG. 1, the output driven gear 24a and the differential device 24b are drawn away from each other for convenience.

Here, the arrangement of the axes depicted in FIG. 2 will be described.
2 represents the center of each axis viewed from the left side of FIG. 1 with dots, and the outer diameters of main gears including those described later are indicated by thick broken lines, and the outer diameters of the first clutch 10 and the second clutch 12 are thin. Each is represented by a two-dot chain line.
The shaft centers of the crankshaft 2, the first clutch 10, and the first drive shaft 14 coincide with the shaft center B. Therefore, the axis center of each gear supported by the first drive shaft 14 described later is also B.
The power intermediate gear 6 is the shaft center C, and the shaft centers of the second clutch 12 and the second drive shaft 16 are D. Therefore, the axis center of each gear supported by the second drive shaft 16 described later is also D.
The shaft center of each gear rotatably supported on the driven shaft 22, the output drive gear 22a and the driven shaft 22 described later is E.
The center of the shaft of a second countershaft gear 23b rotatably supported by the countershaft 23, a first countershaft gear 23a integrated with the countershaft 23, which will be described later, and G is G.
The shaft center of the output shaft 24, the output driven gear 24a, and the differential device 24b is F.
In this embodiment, the distances between the axial centers of the first drive shaft 14 and the second drive shaft 16 and the driven shaft 22 are the same.

Next, the connection between the first drive shaft 14, the second drive shaft 16, and the driven shaft 22, the meshing relationship of the gears, and the gear ratio necessary for calculating the gear ratio will be described.
The first drive shaft 14 and the first power shaft 4 having the same axis center are integrated with the first drive gear 14b, the second drive gear 14c, and the second drive gear 14c in this order from the left side in FIG. A third drive gear 14d is rotatably supported.
The first drive gear 14b, the second drive gear 14c, and the third drive gear 14d can be selectively connected to the first drive shaft 14 by a first sleeve 14e that is integral with the first drive shaft 14 in the rotational direction. . That is, the first sleeve 14e is movable in the axial direction, and FIG. 1 depicts a neutral state. However, when the first sleeve 14e is moved to the left side, the first sleeve 14e can be engaged with the first drive gear 14b to transmit power. When it moves to the right side, it can engage with the second drive gear 14c and the third drive gear 14d to transmit power. Hereinafter, the operation of the sleeve described later is also the same, but detailed description of each is omitted.

A fourth drive gear 16b and a fifth drive gear 16c are rotatably supported in order from the left side in the drawing on the second drive shaft 16 and the second power shaft 5 having the same shaft center. The fourth drive gear 16b and the fifth drive gear 16c can be selectively connected to the second drive shaft 16 by the second sleeve 16e that is integral with the second drive shaft 16 in the rotational direction.
A first driven gear 22b, a second driven gear 22c, and a third driven gear 22d are rotatably supported on the driven shaft 22 in order from the left side in the drawing. The driven shaft 22 and the first driven gear 22b can be selectively connected by the third sleeve 22e integrated with the driven shaft 22 in the rotational direction, and the fourth sleeve 22f integrated with the second driven gear 22c in the rotational direction. Thus, the first driven gear 22b and the second driven gear 22c can be selectively connected. The driven shaft 22, the second driven gear 22c, and the third driven gear 22d can be selectively connected by the fifth sleeve 22g that is integral with the driven shaft 22 in the rotation direction.
The first sleeve 14e is the first selective connecting means of the present invention, the second sleeve 16e is the second selective connecting means of the present invention, and the third sleeve 22e, the fourth sleeve 22f, and the fifth sleeve 22g are Each of the third selective connecting means of the invention is configured.

The first driven gear 22b meshes with the first driving gear 14b and the fourth driving gear 16b, and the respective gear ratio (number of teeth of the driven gear / number of teeth of the driving gear. The same applies to the following gears. A) is the same i1.
The second driven gear 22c meshes with the second drive gear 14c and the fifth drive gear 16c, and the respective gear ratios are the same i2.
As described above, since the distances between the shaft centers of the first drive shaft 14, the second drive shaft 16, and the driven shaft 22 are the same, the first drive gear 14b, the fourth drive gear 16b, and the first drive shaft. 14 and the second drive shaft 16 have the same gear specifications.
The third driven gear 22d meshes with the third drive gear 14d, and the gear ratio is i3.

Here, the relationship between the second driven gear 22c and the driven shaft 22 will be described.
As described above, the second driven gear 22c is in mesh with the second drive gear 14c, and the second drive gear 14c is connected to the third drive gear 14d in mesh with the third driven gear 22d. The fifth sleeve 22g is selectively connected to the second driven gear 22c when moved to the left in FIG. 1, and to the third driven gear 22d when moved to the right.
That is, when the fifth sleeve 22g moves to the left side, the driven shaft 22 is directly connected to the second driven gear 22c, and when it moves to the right side, the driven shaft 22 moves to the second driving gear 14c, the third driving gear 14d, and the third driven gear. It is connected to the second driven gear 22c through 22d.
Accordingly, when the fifth sleeve 22g moves to the right, the reduction ratio between the second driven gear 22c and the driven shaft 22 (the rotational speed of the second driven gear 22c / the rotational speed of the driven shaft 22) is i3 / i2. is there.
This means that when the fifth sleeve 22g moves to the right, the reduction ratio i3 / i2 is low, and when the fifth sleeve 22g moves to the left, it is directly connected to the second driven gear 22c, so that a so-called auxiliary transmission function is achieved.

Next, the first countershaft gear 23a integrated with the countershaft 23 is meshed with the first driven gear 22b. In FIG. 1, the two are drawn apart from each other, but they are engaged with each other as shown in FIG. Therefore, since the first countershaft gear 23a transmits power to the first drive gear 14b via the first driven gear 22b, the gear ratio between them (the number of teeth of the first countershaft gear 23a / the first drive gear 14b). IR1). This iR1 is a negative value. This is because the first countershaft gear 23a is reversely driven in the process of being driven from the first drive gear 14b via the first driven gear 22b.
The second countershaft gear 23b supported by the countershaft 23 meshes with the second drive gear 14c, and the ratio of the number of teeth (the number of teeth of the second countershaft gear 23b / the number of teeth of the second drive gear 14c) is determined. Let iR2.
The sixth sleeve 23c, which is integral with the countershaft 23 in the rotational direction, moves to the left in the figure, thereby connecting the first countershaft gear 23a and the second countershaft gear 23b.
Note that the ratio of the number of teeth of the first power gear 4a and the second power gear 5a meshed via the power intermediate gear 6 (the number of teeth of the second power gear 5a / the number of teeth of the first power gear 4a) is iS. And

Next, the operation of the automobile drive device shown in FIG. 1 will be described with reference to the operation table shown in FIG.
In the operation table of FIG. 3, the shift speeds to be described in the vertical direction are assigned as “1st” for the first speed, “Rev” for the reverse speed, and the first clutch 10 and the second clutch 12 in the horizontal direction. The above-described sleeves 14e, 16e, 22e, 22f, 22g, and 23c are assigned with the respective reference numerals.
The crosses in the table indicate the connection of the first clutch 10 and the second clutch 12, the arrows indicate the moving directions of the sleeves, and the absence of a blank and an arrow indicates release or neutrality. An arrow in parentheses indicates that it may be engaged but is not involved in power transmission.

Although not shown, the automobile drive device shown in FIG. 1 includes a hydraulic pump, a battery, various sensors, a controller, an actuator, and the like as necessary to operate the device. The following operations are instructed by the controller. Based on. Each of the sleeves described above is provided with a synchronization device as necessary.
In the following description, rotation in the same direction as the rotation direction of the engine 1 or a direction linked thereto is defined as “forward rotation”, and rotation opposite to those directions is defined as “reverse rotation”.

Here, in the following description of the operation, an example will be described in which the gear ratio of each gear is set to the following value.
i1: 0.809
i2: 0.444
i3: 1.475
iR1: -1.057
iR2: 0.753
iS: 1.350
The description of the operation of the torque converter 3 is omitted, and the gear ratio is calculated with the input rotational speed of the first power shaft 4 being 1.

First, in the forward first speed, the second sleeve 16e is moved to the left to connect the second drive shaft 16 and the fourth drive gear 16b, and the fourth sleeve 22f is moved to the left to move the first driven gear 22b. And the second driven gear 22c are connected, the fifth sleeve 22g is moved to the right, the driven shaft 22 and the third driven gear 22d are connected, and the second clutch 12 is connected.
At the first speed, the first sleeve 14e can be moved to the left and engaged with the first drive gear 14b in preparation for the next switching to the second speed.
Accordingly, the first speed is connected to the first driven gear 22b by the fourth driving gear 16b connected to the second power shaft 5 through the second clutch 12 and the second driving shaft 16 to drive the first driven gear 22b. The driven second gear 22c drives the driven shaft 22 via the second driving gear 14c, the third driving gear 14d, and the third driven gear 22d. That is, the latter half of this drive path is the aforementioned low, and the low reduction ratio i3 / i2 acts.
The speed ratio of the first speed (the rotational speed of the first power shaft 4 / the rotational speed of the driven shaft 22) is iS · i1 · i3 / i2, and the above-mentioned gear ratio is 3.628.
The operation of each of the following shift speeds will be described more simply than the first speed.

Next, switching to the second speed is performed by switching the sleeves 14e, 16e, 22f, and 22g from the second clutch 12 to the first clutch 10 while maintaining the same engagement relationship as the first speed.
Thus, the first drive gear 14b connected to the first drive shaft 14 drives the first driven gear 22b, and thereafter drives the driven shaft 22 along the same path as the first speed.
The speed ratio of the second speed is i1 · i3 / i2, and the above-mentioned gear ratio is 2.688.
During the second speed drive, the second sleeve 16e is made neutral in preparation for switching to the next third speed.

Next, switching to the third speed is performed by connecting the second drive shaft 16 and the fifth drive gear 16c by the second sleeve 16e and driving the first clutch 10 to the second clutch 12 during the second speed drive. This is done by switching to.
Thus, the fifth drive gear 16c drives the second driven gear 22c, and thereafter drives the driven shaft 22 along the same path as the first speed.
The gear ratio of the third speed is iS · 12 · i3 / i2 = iS · i3, and the above-mentioned gear ratio is 1.991.
Again, during the third speed drive, the first sleeve 14e is made neutral in preparation for the next change to the fourth speed.

Next, the fourth speed is switched from the second clutch 12 to the first clutch after the first drive shaft 14 and the third drive gear 14d are connected by the first sleeve 14e during the third speed drive. This is done by switching to 10.
As a result, the first drive shaft 14 drives the driven shaft 22 via the third drive gear 14 and the third driven gear 22d. The gear ratio of the fourth speed is i3, and the above-mentioned gear ratio is 1.475. Up to the fourth speed can be said to be a low stage.
Again, the second sleeve 16e is made neutral during the fourth speed drive in preparation for the next change to the fifth speed.

Before switching to the next fifth speed, the fourth sleeve 22f is neutral and the third sleeve 22e is moved to the right to connect the driven shaft 22 and the first driven gear 22b. This operation may be performed at either the third speed or the fourth speed, and the axial movement of the third sleeve 22e and the fourth sleeve 22f may be mechanically linked.
By switching the first driven gear 22b and the second driven gear 22c to neutral with the fourth sleeve 22f being neutral, the switching from the fourth speed to the fifth speed that is not the low speed can be achieved by switching at the other speed. Similarly, the first clutch 10 and the second clutch 12 can be switched.

Next, the switching to the fifth speed is performed by connecting the second drive shaft 16 and the fourth drive gear 16b by the second sleeve 16e and driving the second clutch from the first clutch 10 to the second clutch during the fourth speed drive. This is done by switching to 12.
Thereby, the 4th drive gear 16b drives the driven shaft 22 via the 1st driven gear 22b. The fifth speed is high because the meshing of the third drive gear 14d and the third driven gear 22d is not related.
The speed ratio of the fifth speed is iS · i1, and the above-mentioned gear ratio is 1.092.
Again, during the fifth speed drive, the first sleeve 14e is neutral in preparation for the next switch to the sixth speed.

Next, switching to the sixth speed is performed by connecting the first drive shaft 14 and the first drive gear 14b by the first sleeve 14e and driving the second clutch 12 to the first clutch during the fifth speed drive. This is done by switching to 10.
Thereby, the 1st drive gear 14b drives the driven shaft 22 via the 1st driven gear 22b.
The speed ratio of the sixth speed is i1, and the gear ratio is 0.809.
Again, the second sleeve 16e is made neutral during the sixth speed drive in preparation for the next change to the seventh speed.

Next, the switching to the seventh speed is performed by connecting the second drive shaft 16 and the fifth drive gear 16c by the second sleeve 16e and driving the second clutch from the first clutch 10 to the second clutch during the sixth speed drive. This is done by switching to 12.
Thereby, the 2nd drive shaft 16 drives the driven shaft 22 via the 5th drive gear 16c and the 2nd driven gear 22c.
The gear ratio of the seventh speed is iS · i2, and the above-mentioned gear ratio is 0.599.
Again, during the seventh speed drive, the first sleeve 14e is neutral in preparation for the next change to the eighth speed.

Next, switching to the eighth speed is performed by connecting the first drive shaft 14 and the second drive gear 14c by the first sleeve 14e and driving the first clutch from the second clutch 12 during the seventh speed drive. This is done by switching to 10.
Thereby, the 1st drive shaft 14 drives the driven shaft 22 via the 2nd drive gear 14c and the 2nd driven gear 22c.
The gear ratio of the eighth speed is i2, and the above-mentioned gear ratio is 0.444.

On the other hand, in the reverse drive, the first and second counter gears 23a and 23b are connected by the sixth sleeve 23c while the second sleeve 16e and the fifth sleeve 22g are kept in the same engagement as the first forward speed. The second clutch 12 is connected.
As a result, the second drive shaft 16 drives the first countershaft gear 23a via the fourth drive gear 16b and the first driven gear 22b, and the second countershaft gear 23b connected to the first countershaft gear 23a becomes the second countershaft gear 23b. The driven shaft 22 is driven in reverse through the two-drive gear 14c, the third drive gear 14d, and the third driven gear 22d.
The reverse gear ratio is iS · iR1 · i3 / iR2, and the above-mentioned gear ratio is -2.795.

Each of the above gear ratios is calculated from a theoretical numerical value (tooth ratio), and when it is specifically calculated by setting the number of teeth, a slight difference occurs, but it is very slight.
Further, the step ratio between the forward gear ratios (the gear ratio / the gear ratio higher by one gear) is about 1.350 from the first speed to the eighth speed, and is a substantially constant value.
Although description of the torque converter 3 is omitted, the torque converter 3 is provided for smooth starting at the first speed and reverse, and is not limited to this, and a fluid clutch (fluid coupling) may be used.

The above is the operation of the first embodiment. In the first embodiment, the following effects can be obtained.
First, in the prior art, a gear for providing another shift stage between the low stage and the high stage is required. In the first embodiment, the low stage (fourth speed) and the high stage are provided without providing a special gear. Since the (fifth speed) can be switched by switching the first clutch 10 and the second clutch 12, it is established as a single 8-stage drive device.

  In addition, a layout with a reduced axial length is possible because a gear for providing another gear position between the low gear and the high gear is not required. For this reason, in particular, in the case of so-called engine horizontal placement in which the crankshaft 2 of the engine 1 is arranged in the lateral direction of the vehicle, there are restrictions on the axial length that can be taken by the drive device, so that generally 7 forward stages are practical However, in the first embodiment, it means that eight forward stages are possible with an axial length comparable to that of a conventional six-stage or seven-stage drive device.

  In the conventional example, a friction clutch different from the two forward clutches is required for the reverse drive, but the reverse drive can be performed using the second forward clutch 12 as described above. In effect, one friction clutch can be reduced, and there is an effect that the weight and manufacturing cost of the drive device can be reduced.

  As in the second embodiment described later, in the drive device of the first embodiment, the above-described eight shift speeds are replaced from the second speed to the ninth speed, so that the first speed with a larger gear ratio is obtained. In the case of adding 9 forward speeds, in the conventional example, the interstage ratio of all the stages has to be almost uniform, but in the first embodiment, the interstage ratio between the first speed and the second speed is set large. It becomes possible.

Next, an automobile drive device according to a second embodiment of the present invention will be described.
FIG. 4 is a skeleton diagram of the main part of the automobile drive device according to the second embodiment of the present invention.
FIG. 5 shows the arrangement of the shafts in Example 2 as in FIG.
FIG. 6 shows an operation table of the second embodiment as in FIG.
Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof, including operation, are omitted.

The first difference between the first embodiment and the first embodiment is that the first to eighth speeds in the first embodiment are lowered to the second to ninth speeds in the second embodiment as will be described later. This is because the first forward speed is added to the forward 9-stage drive device.
The second difference is that the arrangement of the shaft shown in FIG. 5 is reversed upside down from the first embodiment in the arrangement of the shaft center B and the shaft center D.
The third difference is that the meshing relationship between the intermediate shaft 6a integrated with the power intermediate gear 6 and the gear structure supported by the auxiliary shaft 23 is different.
Hereinafter, parts different from the first embodiment will be described in detail.

First, the configuration related to the new forward first speed and reverse, and the reduction ratio related to the calculation of the gear ratio will be described.
The first drive shaft 14 has a sixth drive gear 14 f integrated therewith, and the sixth drive gear 14 f is supported by the first intermediate gear 6 c rotatably supported by the intermediate shaft 6 a integrated with the power intermediate gear 6. Are engaged. The first intermediate gear 6c can be connected to a second intermediate gear 6b that is also rotatably supported by the intermediate shaft 6a by a seventh sleeve 6d. The second intermediate gear 6b meshes with the first drive gear 14b.
The seventh sleeve 6d constitutes the fourth selective connecting means of the present invention.

Here, when the first intermediate gear 6c and the second intermediate gear 6b are connected, the reduction ratio from the sixth drive gear 14f to the first drive gear 14b (the number of teeth of the first intermediate gear 6c × the sixth drive gear 14f). The number of teeth / the number of teeth of the sixth drive gear 14f × the number of teeth of the second intermediate gear 6b) is iL1.
The second intermediate gear 6b is also meshed with the first countershaft gear 23a.
The second countershaft gear 23b, which can be connected by the first countershaft gear 23a and the sixth sleeve 23c, meshes with the fourth drive gear 16c. In FIG. 4, the second countershaft gear 23b and the fourth drive gear 16c are drawn apart from each other, but as shown in FIG.
The reduction ratio from the sixth drive gear 14f to the fourth drive gear 16c (the number of teeth of the first intermediate gear 6c × the first countershaft) when the first countershaft gear 23a and the second countershaft gear 23b are connected. The number of teeth of the gear 23a × the number of teeth of the fourth driving gear 16c / the number of teeth of the sixth driving gear 14f × the number of teeth of the second intermediate gear 6b) is iR3. Note that iR3 is a negative value.

Since the sixth drive gear 14f is newly provided as described above, the third drive gear 14d located at this position in the first embodiment is moved to the second drive shaft 16 side to be driven as the third drive gear 16d. It is integrated with the gear 16c.
Here, the third drive gear 16d integrated with the fifth drive gear 16c related to the low and high stages will be described.
The second driven gear 22c meshes with the fifth drive gear 16c on the second drive shaft 16 side, and via a third driven gear 22d meshed with the third drive gear 16d integrated with the fifth drive gear 16c. And can be connected to the driven shaft 22.
That is, the third drive gear 16d is different in arrangement from the first embodiment, but has the same function as the low gear, and performs the sub-shift function as in the first embodiment, including the fifth sleeve 22g.

Next, in FIG. 5, the shaft center B of the first clutch 10 and the first drive shaft 14 is on the lower side, and the shaft center D of the second clutch 12 and the second drive shaft 16 is on the upper side. It has been replaced.
Further, although the position of the shaft center G of the auxiliary shaft 23 related to the reverse drive is slightly different from that of the first embodiment, the shaft center C of the power intermediate gear 6 is substantially the same as that of the first embodiment.

Next, the operation of the second embodiment will be described with reference to the operation table shown in FIG.
As shown in FIG. 6, the second embodiment has a gear ratio of 9 forward speeds and 1 reverse speed.
Further, since the third sleeve 22e and the fourth sleeve 22f are mechanically interlocked with each other in the axial direction, the arrows in the direction of movement are drawn by combining the two.
Here, in the following description of operation, an example will be described in which the gear ratio of each gear and the reduction ratio described above are set to the following values.
iL1: 2.305
i1: 0.733
i2: 0.441
i3: 1.220
iR3: -2.970
iS: 1.290

First, in the forward first speed, the third sleeve 22e and the fourth sleeve 22f are moved to the right to connect the first driven gear 22b and the second driven gear 22c, and the fifth sleeve 22g is moved to the right to move the driven shaft. 22 and the third driven gear 22d are connected, the seventh sleeve 6d is moved to the left side to connect the first intermediate gear 6c and the second intermediate gear 6b, and then driven by the connection of the first clutch 10.
The speed ratio of the first speed is iL1 · i1 · i3 / i2, and the gear ratio is 4.674.

In the second and subsequent speeds, the first to eighth speeds in the first embodiment are shifted down by one, so the speed ratio calculation formula is the same as in the first embodiment, and the description is omitted although the description is omitted. Only the ratio is shown below.
In addition, the fifth stage is the low stage, and the sixth and later stages are the high stage. Accordingly, the third sleeve 22e and the fourth sleeve 22f may be moved to the left in the fourth speed or the fifth speed.
Here, the forward gear ratios are as follows.
1st speed: 4.674
Second gear: 2.615
3rd speed: 2.028
4th speed: 1.574
5th speed: 1.220
6th speed: 0.946
7th speed: 0.733
8th speed: 0.569
9th gear: 0.441

Next, in reverse, the transmission ratio is iR3 · i3 due to the transmission of power described above, and the tooth ratio is −3.623.
Looking at the interstage ratio of the forward speed, the ratio between the first speed and the second speed is as large as 1.788, and the interstage ratio after the second speed is 1.290, which is substantially constant. (Speed ratio of 1st speed / Speed ratio of 9th speed) is 10.6, which can be said to be a preferable value for a driving apparatus for automobiles.

The above is the operation of the second embodiment. In the second embodiment, in addition to the same effects as the first embodiment, the following effects can be obtained.
That is, since the first forward speed is newly added to the transmission gear ratio of the eight forward speeds, not only the driving device of the nine forward speeds can be obtained with substantially the same axial length as in the first embodiment, but also the conventional driving described above. Compared to the case where all the devices have almost the same interstage ratio, the second speed can be set in the second embodiment so that the interstage ratio is large, and the driving characteristics of the automobile can be further improved. .

Next, an automobile drive device according to Embodiment 3 of the present invention will be described.
FIG. 7 is a skeleton diagram of the main part of the automobile drive device according to the third embodiment of the present invention.
FIG. 8 shows the arrangement of the shafts in Example 3 as in FIG.
FIG. 9 shows an operation table of the third embodiment as in FIG.
FIG. 10 is a partial cross-sectional view around a third sleeve 22e described later.
Here, the description will focus on the parts that are different from the first and second embodiments, the same reference numerals are given to the parts that are substantially the same, and the description including the operation is omitted.

The first difference between the first embodiment and the first embodiment is that the first to eighth speeds in the first embodiment are lowered to the second to ninth speeds as in the second embodiment, as will be described later. The addition of the first speed and the addition of the tenth speed newly provide a 10-stage forward drive device.
The second difference between the first embodiment and the second embodiment is that the first clutch 10 and the second clutch 12 have the same configuration as a general DCT. That is, the torque converter 3 in the first and second embodiments is stopped, and the first clutch 10 and the second clutch 12 are disposed adjacent to the crankshaft 2 of the engine 1 instead.
Details will be described below.

First, as shown in FIG. 8, each shaft is arranged such that the positional relationship between the first drive shaft 14 and the second drive shaft 16 is similar to that of the first embodiment.
Hereinafter, with respect to portions different from the first embodiment and the second embodiment, the connection relationship and the gear ratio used for calculating the gear ratio will be described.
The first clutch plate 10 a of the first clutch 10 is connected to the first drive shaft 14, but the second clutch plate 12 a of the second clutch 12 is integrated with the input drive gear 12 b and the input intermediate shaft 13. The input driven gear 16a integrated with the second drive shaft 16 is driven via the gear 13a. Here, the gear ratio between the input drive gear 12b and the input driven gear 16a (the number of teeth of the input driven gear 16a / the number of teeth of the input drive gear 12b) is iS2.

The sixth drive gear 14f integrated with the first drive shaft 14 meshes with the first intermediate gear 13b rotatably supported by the input intermediate shaft 13, and the eighth sleeve 13c is moved to the right side in the first intermediate gear 13b. By moving, the input intermediate gear 13a is connected. Here, when the first intermediate gear 13b is connected to the input intermediate gear 13a, the gear ratio between the first drive shaft 14 and the input drive gear 12b (the rotational speed of the first drive shaft 14 / the rotation of the input drive gear 12b). Speed) is iL2.
Since there is the sixth drive gear 14f, the third drive gear 16d is integrated with the fifth drive gear 16c as in the second embodiment.
In addition, the 8th sleeve 13c comprises the 5th selection connection means of this invention.

On the other hand, for reverse travel, a first countershaft gear 23a integral with the countershaft 23 is meshed with the input intermediate gear 13a, and the first countershaft gear 23a is a second countershaft gear rotatably supported by the countershaft 23. 23b and the sixth sleeve 23c can be connected. The second countershaft gear 23b meshes with the second drive gear 14c. In FIG. 7, the second countershaft gear 23b and the second drive gear 14c are drawn apart from each other, but they are engaged with each other as shown in FIG.
Here, when the first countershaft gear 23a and the second countershaft gear 23b are connected, the gear ratio between the first drive shaft 14 and the second drive gear 14c (the rotational speed of the first drive shaft 14 / the first The rotational speed of the second drive gear 14c is iR4.

In the third embodiment, the third sleeve 22e and the fourth sleeve 22f, which have mechanically linked the movement in the axial direction in the second embodiment, are integrated into a third sleeve 22e in the third embodiment.
Here, a partial cross section around the third sleeve 22e will be briefly described with reference to FIG.
FIG. 10 is a partial cross-section of a portion above the axis center of the driven shaft 22.
On the outer periphery of the driven shaft 22, there is a connecting sleeve 22m via bearings 22j and 22k, which are connected to a partially drawn second driven gear 22c by a spline 22n. Dog teeth 22o are formed on the outer periphery of the connecting sleeve 22m.
A first driven gear 22b is provided outside the connecting sleeve 22m via a bearing 22p, and a third sleeve 22e is engaged with a spline 22q formed on the first driven gear 22b so as to be movable in the axial direction. A spline 22r is formed on the inner periphery of the third sleeve 22e. When the spline 22r moves to the right side in the drawing through the synchronizing devices 22s and 22t, the spline 22r engages with the dog teeth 22o of the connecting sleeve 22m, and the first driven gear. When 22b and the second driven gear 22c are connected and moved to the left, they engage with the dog teeth 22w of the connecting piece 22v connected to the driven shaft 22 by the spline 22u, thereby connecting the first driven gear 22b and the driven shaft 22. .
The action of moving the third sleeve 22e in the axial direction is performed by the partially drawn shift fork 22x.
Thus, the single third sleeve 22e performs the functions of the third sleeve 22e and the fourth sleeve 22f, which were two in the first and second embodiments.

Subsequently, the operation of the third embodiment will be described mainly with respect to portions different from the first embodiment with reference to the operation table shown in FIG.
As shown in FIG. 9, the third embodiment has a gear ratio of 10 forward speeds and 1 reverse speed.
Here, in the following description of operation, an example will be described in which the gear ratio of each gear and the gear ratio described above are set to the following values.
iL2: 1.850
i1: 0.880
i2: 0.572
i3: 1.353
iR4: -3.957
iS: 1.240

First, in the forward first speed, the third sleeve 22e is moved to the right to connect the first driven gear 22b and the second driven gear 22c, and the fifth sleeve 22g is moved to the right to move the driven shaft 22 and the third driven gear. The gear 22d is connected, the eighth sleeve 13c is moved to the right side to connect the first intermediate gear 13b and the input intermediate gear 13a, and then the first clutch 10 is connected.
The gear ratio of the first speed is iL2 · iS, i1 · i3 / i2, and the above-mentioned gear ratio is 4.775.

In the second and subsequent speeds, the first to eighth speeds in the first embodiment are shifted down by one, so the speed ratio calculation formula is the same as in the first embodiment, and the description is omitted although the description is omitted. Only the ratio is shown below.
As in the second embodiment, the fifth stage is the low stage, and the sixth and subsequent stages are the high stage. Accordingly, the third sleeve 22e and the fourth sleeve 22f may be moved to the left in the fourth speed or the fifth speed.

Since switching from the 9th speed to the 10th speed cannot be performed only by switching the first clutch 10 and the second clutch 12, the first clutch 10 and the second clutch 12 are once released. As shown in the operation table, the movement of the first sleeve 14e is switched to the left, and the second sleeve 12 is connected after the eighth sleeve 13c is newly engaged.
As a result, the gear ratio of the 10th speed is i1 / iL2, and the above-mentioned gear ratio and gear ratio are 0.476.

Here, the forward gear ratios are as follows.
First gear: 4.775
Second gear: 2.581
3rd speed: 2.082
Fourth gear: 1.678
5th speed: 1.353
6th speed: 1.091
7th speed: 0.880
8th speed: 0.709
9th gear: 0.572
10th speed: 0.476

Next, in reverse, the transmission ratio is iR4 · i3 due to the transmission of power described above, and the tooth ratio is −5.354.
Looking at the interstage ratio of the above-mentioned forward speed, the ratio between the first speed and the second speed is as large as 1.850, and the interstage ratio after the second speed is substantially constant 1.240. The (speed ratio of the first speed / speed ratio of the tenth speed) is 10.03, which is a preferable value for a driving device for an automobile.

The above is the operation of the third embodiment. In the third embodiment, in addition to the same effects as those of the first and second embodiments, the following effects can be obtained.
That is, since the first forward speed and the tenth speed are newly added to the transmission gear ratio of the eight forward speeds, the drive device for the ten forward speeds can be obtained with substantially the same axial length as in the first embodiment.

As described above, according to the automobile drive device of the present invention, it is possible to obtain a drive device having 8 to 10 steps forward, particularly in a limited space in the axial direction, such as an FF vehicle horizontally installed in the engine. In addition, there is an effect that a gear ratio that is preferable for automobiles can be obtained particularly in the forward 9th and 10th gears.
In addition, there is an effect that only two friction clutches are required to operate them.

  The automobile drive device of the present invention is applied to a hybrid vehicle by connecting an electric motor to the first drive shaft 14 or a gear rotating in conjunction with the first drive shaft 14 based on general knowledge of those skilled in the art. It can implement in the aspect of.

The automobile drive device of the present invention can be applied to a passenger car or the like that particularly places importance on traveling cost and is required to reduce the environmental load.

DESCRIPTION OF SYMBOLS 1 Engine 2 Crankshaft 3 Torque converter 4 1st power shaft 5 2nd power shaft 6 Power intermediate gear 10 1st clutch 12 2nd clutch 14 1st drive shaft 16 2nd drive shaft 22 Driven shaft 23 Sub shaft 24 Output shaft

Claims (6)

Power from the crankshaft of the engine is received via the first clutch, and the first drive gear and the second drive gear are rotatably supported, and each of these drive gears and the first selective connection means are selectively used. A first drive shaft connectable to,
Arranged in parallel with the first drive shaft, the power from the crank shaft is received at a rotational speed decelerated from the first drive shaft via the second clutch, and the fourth drive gear and the fifth drive gear are freely rotatable. And a second drive shaft that can be selectively connected by the second selective connection means,
A third drive gear integrated with one of the second drive gear and the fifth drive gear;
A first driven gear that is arranged in parallel with the first drive shaft and the second drive shaft and meshes with the first drive gear and the fourth drive gear, and meshes with the second drive gear and the fifth drive gear. A second driven gear and a third driven gear meshing with the third drive gear are rotatably supported, and each driven gear and a driven shaft that can be selectively connected by the third selective connecting means. ,
With
The first driven gear and the second driven gear can be selectively connected.
An automobile drive device characterized by that. The second clutch is driven from the crankshaft through a power intermediate gear;
The automobile drive device according to claim 1. The gear ratio between the first drive shaft and the first drive gear and the fourth selective coupling means causes the first drive shaft to drive the first drive gear at a reduced speed so that the speed ratio of the forward first speed is achieved. Get the
The drive apparatus for motor vehicles of Claim 2 characterized by the above-mentioned. The crankshaft is connected to the second clutch, and the second drive shaft is driven to decelerate from the second clutch via an input intermediate gear;
The automobile drive device according to claim 1. The first drive shaft decelerates and drives the input intermediate gear by the gear provided between the first drive shaft and the input intermediate gear and the fifth selective coupling means, thereby obtaining the transmission first speed ratio. ,
The automobile drive device according to claim 4, wherein: The connection between the first driven gear and the driven shaft and the connection between the first driven gear and the second driven gear are selectively performed with one sleeve.
The automobile drive device according to any one of claims 1 to 5, wherein

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