JP2016188678A - Transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission device capable of being miniaturized.SOLUTION: A first input shaft 11 is provided with driving gears 21, 23, 25, and a second input shaft 12 is provided with driving gears 22, 24, 26. A synchronous shaft 14 is provided with a first timing gear 61 engaged with the driving gear 21, a second timing gear 62 engaged with the driving gear 23, and an interlocking gear 63 engaged with the driving gear 22. The first timing gear 61 is fastened to the synchronous shaft 14 by a first synchronization mechanism 65, and the second timing gear 62 is fastened to the synchronous shaft by a second synchronization mechanism 66. Driven gears 31-36 are engaged with an output shaft by engagement-type clutches 51-53 in a state that a rotating speed of an output shaft 13 is synchronized with a rotating speed after gear change by the synchronous shaft 14.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a transmission mounted on a vehicle or the like, and more particularly to a dual clutch transmission.

  As a transmission mounted in an automobile, there is a parallel shaft type in which an input shaft provided with a drive gear and an output shaft provided with a driven gear are arranged in parallel. There is a dual clutch type of parallel shaft type transmission, and this type of transmission has two input shafts, and is a first clutch disposed between an engine output shaft and one input shaft. And a second clutch disposed between the engine output shaft and the other input shaft. One input shaft is provided with a plurality of odd-numbered drive gears, and the other input shaft is provided with a plurality of even-numbered drive gears. A driven gear that always meshes with each drive gear is provided on the output shaft.

  Patent Documents 1 to 3 describe dual clutch transmissions. The transmission described in Patent Document 1 includes a first input shaft to which first and third speed drive gears are fixed, and a second input to which second and fourth speed driven gears are fixed. It has an input shaft and a countershaft that is rotatably mounted with first to fourth speed driven gears and is connected to the output shaft. A synchromesh mechanism for the first to third speeds is provided between the first and third driven gears, and the second to fourth gears are provided between the second and fourth driven gears. A speed synchromesh mechanism is provided. When shifting from the 2nd speed to the 3rd speed, the 3rd speed driven gear in a state where the engine torque is not transmitted is changed to the 3rd speed driven gear by the 1st to 3rd speed synchromesh mechanism. The output side auxiliary shaft is synchronized.

  The transmission described in Patent Document 2 has a meshing clutch for switching between a state in which the driven gear is coupled to the output shaft and a state in which the coupling is released, and a rotational difference between the first input shaft and the second input shaft. A planetary gear mechanism for control and a plate device for fixing the ring gear of the planetary gear mechanism are provided.

  In the transmission device described in Patent Document 3, an odd-numbered stage drive gear is provided and connected to the first input shaft, and an even-numbered stage drive gear is provided and connected to the second input shaft. A second intermediate shaft and an output shaft provided with a driven gear, and a switching clutch is added between the first input shaft and the output shaft. By engaging the first input shaft and the output shaft with a switching clutch at the first speed gear stage, a higher gear ratio than that of the first speed gear pair is obtained.

JP 2010-38180 A JP 2010-216605 A Japanese Patent Laid-Open No. 2001-200899

  In the transmission described in Patent Document 1, a synchromesh mechanism switching unit corresponding to the gear position must be provided on the output-side countershaft. In order to reduce the burden on the synchromesh mechanism, the dual clutch is connected. Timing must be controlled. Moreover, in the transmission described in Patent Document 2, a synchronization device including a plurality of planetary gear mechanisms is used to synchronize the rotation of the driven gear with the output shaft. For this reason, a meshing impact sound is generated when the gear position is switched, and wear of the meshing portion is inevitable. Furthermore, there is a problem that the size of the transmission is increased.

  An object of the present invention is to provide a transmission that can be miniaturized.

  The transmission is provided with any one of a plurality of odd-numbered drive gears and a plurality of even-numbered drive gears, and a first input shaft to which a driving force from a drive source is transmitted via a first clutch; A second input shaft that is provided with one of a plurality of odd-numbered drive gears and a plurality of even-numbered drive gears and that transmits a driving force from a drive source via a second clutch, and each of the drives A transmission having a plurality of driven gears meshing with the gears and having an output shaft for outputting a driving force to the drive wheels, wherein either one of the odd-numbered drive gears and the even-numbered drive gears A first synchronous gear and a second synchronous gear meshed with two drive gears, and a synchronous shaft provided with an interlocking gear meshed with either one of the odd-numbered drive gear and the even-numbered drive gear; The drive gear meshing with each other and the A plurality of meshing clutches that switch between a meshing state in which the driving force is transmitted to the driving wheel via a moving gear and an open state in which the transmission of the driving force is released; the first synchronization gear; and the synchronization shaft; A first sync mechanism that switches between an engaged state and an open state, and a second sync mechanism that switches the second synchronous gear and the synchronous shaft between the engaged state and the open state, and the output by the synchronous shaft. The drive gear and the driven gear that transmit the driving force to the drive wheel after the shift are switched to the power transmission state under a state in which the rotation speed of the shaft is synchronized with the rotation speed after the shift.

  The transmission includes a first synchronous gear and a second synchronous gear that mesh with one drive gear of the first input shaft and the second input shaft, and an interlock that meshes with one drive gear of the first input shaft and the second input shaft. The engine has a synchronous shaft provided with gears, and the engine driving force is applied to the driving wheel by the meshing clutch in a state where the rotational speed of the output shaft after the shift is synchronized with the rotational speed after the shift by the synchronous shaft. The driving gear and the driven gear to be transmitted can be switched to the power transmission state. Since the synchronization shaft and each synchronization gear are engaged and released by the synchronization mechanism, it is not necessary to use the synchronization mechanism to switch the drive gear and the driven gear to the power transmission state by one set of synchronization mechanisms. Thus, the transmission can be reduced in size.

It is a skeleton figure which shows the transmission which is one embodiment. It is a skeleton figure which shows the state switched to the 1st-speed gear stage. It is a skeleton figure which shows the state switched to the 2nd speed gear stage. (A), (B) is a skeleton diagram showing a switching state from the second speed gear stage to the third speed gear stage. (A), (B) is a skeleton diagram showing a switching state from the second speed gear stage to the third speed gear stage. (A), (B) is a skeleton diagram showing a switching state from the third gear to the fourth gear. (A), (B) is a skeleton diagram showing the switching state from the fourth gear to the fifth gear. (A), (B) is a skeleton diagram showing the switching state from the fifth gear to the sixth gear. (A), (B) is a skeleton diagram showing the switching state from the third speed gear stage to the second speed gear stage. (A), (B) is a skeleton diagram showing the switching state from the fourth gear to the third gear. It is a skeleton figure which shows the transmission which is other embodiment. It is a skeleton figure which shows the transmission which is further another embodiment. It is a skeleton figure which shows the transmission which is further another embodiment. It is a skeleton figure which shows the transmission which is further another embodiment. It is a skeleton figure which shows the transmission which is further another embodiment. FIG. 16 is a skeleton diagram corresponding to the cross section in FIG. 15 and showing the inter-axis distances of the axes shown in FIG. 15.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In each drawing, the same code | symbol is attached | subjected to the common member.

  The transmission shown in FIG. 1 includes a first input shaft 11, a second input shaft 12, and an output shaft 13. The second input shaft 12 is formed by a hollow shaft, and the first input shaft 11 is coaxially arranged inside the second input shaft 12. The output shaft 13 is arranged in parallel to the input shafts 11 and 12.

  A first speed drive gear 21, a third speed drive gear 23 and a fifth speed drive gear 25 are fixed to the first input shaft 11, and a second speed drive gear 22 is fixed to the second input shaft 12. The fourth speed drive gear 24 and the sixth speed drive gear 26 are fixed. The output shaft 13 is provided with first to sixth driven gears 31 to 36 that mesh with the drive gears 21 to 26, respectively, so as to be rotatable relative to the output shaft 13. 1, the first input shaft 11 is provided with a plurality of odd-numbered drive gears 21, 23, 25, and the second input shaft 12 is provided with a plurality of even-numbered drive gears 22, 24. , 26 are provided and have six forward speeds.

  A dual clutch 42 including a first clutch C1 and a second clutch C2 is disposed between the engine 41 as a drive source and the input shafts 11 and 12. The output shaft of the engine 41 is connected to the dual clutch 42 via a starting clutch (not shown). The driving force of the engine 41 is transmitted to the first input shaft 11 via the first clutch C1, and is transmitted to the second input shaft 12 via the second clutch C2. The first clutch C1 has a friction plate 43 directly connected to the first input shaft 11, the second clutch C2 has a friction plate 44 directly connected to the second input shaft 12, and the illustrated dual clutch 42 is a friction clutch. It has become. When the friction plate 43 of the first clutch C1 comes into close contact with the clutch drum 45 and the first clutch C1 is in the engaged state, the driving force of the engine 41 is transmitted to the first input shaft 11. On the other hand, when the friction plate 44 of the second clutch C2 comes into close contact with the clutch drum 45 and the second clutch C2 is engaged, the driving force of the engine 41 is transmitted to the second input shaft 12. Each clutch C1, C2 is independently switched by an operation control unit (not shown). The output shaft 13 is connected to driving wheels (not shown) via a power transmission shaft and the like, and the driving force of the engine 41 is output to the driving wheels.

  The output shaft 13 is provided with meshing clutches 51 to 53 made of a dog clutch or the like. The meshing clutch 51 is a meshing state in which one of the second-speed driven gear 32 and the fourth-speed driven gear 34 is selectively meshed with the output shaft 13, and the meshing of both the driven gears 32 and 34 with the output shaft 13. It operates in the open state to release the. The meshing clutch 52 is a meshing state in which one of the sixth speed driven gear 36 and the first speed driven gear 31 is selectively meshed with the output shaft 13, and the meshing of both the driven gears 36, 31 with the output shaft 13. It operates in the open state to release the. The meshing clutch 53 is a meshing state in which one of the third-speed driven gear 33 and the fifth-speed driven gear 35 is selectively meshed with the output shaft 13, and the meshing of both the driven gears 33 and 35 with the output shaft 13. It operates in the open state to release the.

  Each of the meshing clutches 51 to 53 is operated by an actuator (not shown). Therefore, for example, when the clutch C2 is switched to the engaged state in a state where the meshing clutch 51 is meshed with the second speed driven gear 32, the gear pair of the second speed gear stage is configured by meshing with each other. The driving force of the engine 41 is transmitted to the output shaft 13 and the driving wheels through the driving gear 22 and the driven gear 32 that rotate.

  The transmission includes a synchronization shaft 14 arranged in parallel with the input shafts 11 and 12 and the output shaft 13. The synchronization shaft 14 is provided with a first synchronization gear 61 that meshes with the first speed drive gear 21 and a second synchronization gear 62 that meshes with the third speed drive gear 23 so as to be rotatable relative to the synchronization shaft 14. ing. An interlocking gear 63 that meshes with the second-speed drive gear 22 is fixed to the synchronization shaft 14. As described above, the synchronous shaft 14 of the transmission shown in FIG. 1 includes two first synchronous gears 61 and second synchronous gears 62 that mesh with the two odd-numbered drive gears 21 and 23, and the even-numbered drive gear 22. And an interlocking gear 63 meshing with each other. The output shaft 13 and the synchronous shaft 14 are parallel to the coaxial input shafts 11 and 12, and the first synchronous gear 61 that meshes with the first speed drive gear 21 is the second that meshes with the third speed drive gear 23. The diameter is larger than that of the synchronous gear 62. The interlocking gear 63 that meshes with the second speed driving gear has an intermediate diameter between the two synchronous gears 61 and 62.

  A pair of synchromesh assemblies 64 are provided between the two synchronization gears 61 and 62. The synchromesh assembly 64 includes a first synchromesh mechanism 65 and a second synchromesh mechanism 66. The first synchronization mechanism 65 is switched between a fastening state in which the first synchronization gear 61 and the synchronization shaft 14 are fastened and an open state in which the fastening is released. The second synchronization mechanism 66 is switched between a fastening state in which the second synchronization gear 62 and the synchronization shaft 14 are fastened and an open state in which the fastening is released. For example, when the coupling sleeve 67 is moved toward the first synchronization gear 61, the coupling sleeve 67 meshes with the synchronizer ring of the first synchronization gear 61 and the spline and is synchronized. Fastened to the synchronization shaft 14. On the other hand, when the coupling sleeve 67 is moved toward the second synchronization gear 62, the coupling sleeve 67 meshes with the synchronizer ring of the second synchronization gear 62 and the spline and is synchronized. Is fastened to the synchronization shaft 14. Both the synchro mechanisms 65 and 66 are switched by an actuator (not shown) that drives the coupling sleeve 67.

  Next, the shift speed switching operation in the transmission shown in FIG. 1 will be described with reference to FIGS.

  FIG. 2 shows a state in which the transmission is set to the first gear stage as when the vehicle starts. At this time, the meshing clutch 51 is engaged with the second-speed driven gear 32, and the meshing clutch 52 is engaged with the first-speed driven gear 31. As a result, the first-speed and second-speed transmission gear pairs are in a power transmission state. Under this state, when the clutch C1 is engaged, the driving force of the engine 41 is output from the first input shaft 11 via the first-speed transmission gear pair constituted by the driving gear 21 and the driven gear 31. It is transmitted to the shaft 13. The first speed gear pair for transmitting the driving force is indicated by a thick line, the rotation of the output shaft 13 is transmitted to the synchronous shaft 14 via the driving gear 22, and the rotation of the first input shaft 11 is transmitted to the first synchronous gear 61. The state transmitted to is indicated by a bold line. Since the clutch C2 is released, the second input shaft 12 is in a freely rotating state without receiving a restraining force. The synchromesh assembly 64 is in a neutral position, and both synchronous gears 61 and 62 rotate relative to the synchronous shaft 14.

  FIG. 3 shows a state where the first speed gear stage is switched to the second speed gear stage. When upshifting to the second speed gear stage, the clutch C1 is released and the clutch C2 is engaged, and the engine speed is reduced. As a result, the driving force of the engine 41 is transmitted from the second input shaft 12 to the output shaft 13 via the second-speed gear pair, as indicated by a thick line in FIG. At this time, the clutch C1 is disengaged, and the first-speed driven gear 31 is engaged with the output shaft 13 by the meshing clutch 52 so that the first input shaft 11 is not subjected to binding force. The free rotation state is established at the rotation speed corresponding to the first speed. The synchromesh assembly 64 is in a neutral position, and both synchronous gears 61 and 62 rotate relative to the synchronous shaft 14.

  4 and 5 show the upshift switching state from the second gear to the third gear. In these drawings, for the convenience of explanation of the shift process, the concept of the shift process is divided into [1] to [4].

  As shown in FIG. 4A, the meshing clutch 52 in the pre-selected state is switched to the released state, and the meshing between the first speed driven gear 31 and the output shaft 13 is released. At this time, the synchronous shaft 14 is rotationally driven by the second input shaft 12 via the interlocking gear 63 as indicated by a thick line. Under this state, as shown in FIG. 4B, the second synchronization gear 62 is fastened to the synchronization shaft 14 by the second synchronization mechanism 66. When the second synchronization gear 62 is fastened to the synchronization shaft 14, the first input shaft 11 rotated by the synchronization shaft 14 via the interlocking gear 63, the second synchronization gear 62, and the drive gear 23 has teeth between them. The speed is reduced to the number of rotations of the third speed gear stage by the number ratio.

  In this state, as shown in FIG. 5A, the second sync mechanism 66 is opened and the third-speed driven gear 33 is meshed with the output shaft 13 by the mesh clutch 53. As shown in FIG. 5 (B), by releasing the clutch C2 and engaging the clutch C1, the engine driving force is transmitted from the first input shaft 11 to the output shaft 13 via the third speed gear pair. .

  As shown in FIG. 5A, since the rotation speed of the first input shaft 11 is decelerated and the rotation speed of the output shaft 13 is synchronized with the rotation speed of the third speed after the shift, a synchronization mechanism is provided. The driven gear 33 is smoothly meshed with the output shaft 13 by the meshing clutch 53 formed of a dog clutch or the like. As a result, the drive gear 23 and the driven gear 33 are switched to the power transmission state. At this time, since the clutch C2 is released and the second-speed driven gear 32 is engaged with the output shaft 13 by the meshing clutch 51, the second input shaft 12 is not subjected to the binding force. The free rotation state is achieved at the rotation speed corresponding to the second speed.

  FIG. 6 shows a switching state from the third speed gear stage to the fourth speed gear stage. When upshifting to the fourth speed, as shown in FIG. 6A, the meshing clutch 51 in the pre-selected state is switched to the released state to release the meshing between the second speed driven gear 32 and the output shaft 13. . At this time, the first synchronization gear 61 and the second synchronization gear 62 are rotationally driven by the first input shaft 11. Under this state, the first synchronization gear 61 is fastened to the synchronization shaft 14 by the synchronization mechanism 65. When the first synchronization gear 61 is fastened to the synchronization shaft 14, the second input shaft 12 rotated by the synchronization shaft 14 via the drive gear 21 and the first synchronization gear 61 has a fourth ratio according to the gear ratio between them. It is decelerated to the rotational speed of the fast gear.

  Under this state, as shown in FIG. 6B, the first sync mechanism 65 is opened and the meshing clutch 51 causes the fourth-speed driven gear 34 to mesh with the output shaft 13 and the clutch. By releasing C1 and engaging the clutch C2, the engine driving force is transmitted from the second input shaft 12 to the output shaft 13 via the fourth speed gear pair.

  At this time, since the rotation speed of the second input shaft 12 is decelerated and the rotation speed of the output shaft 13 is synchronized with the rotation speed of the fourth speed after the shift, the meshing type including a dog clutch or the like without having a synchronization mechanism. The driven gear 34 is smoothly meshed with the output shaft 13 by the clutch 51. As a result, the drive gear 24 and the driven gear 34 are switched to the power transmission state. Since the clutch C1 is released and the clutch C2 is engaged, the third input driven gear 33 is engaged with the output shaft 13 by the meshing clutch 53, so that the first input shaft 11 is restrained. Without receiving force, the motor enters a free rotation state at a rotation speed equivalent to the third speed.

  FIG. 7 shows a state of switching from the fourth speed to the fifth speed. When upshifting to the fifth speed, as shown in FIG. 7A, the meshing clutch 53 in the pre-selected state is switched to the released state to release the meshing between the third speed driven gear 33 and the output shaft 13. To do. At this time, the synchronous shaft 14 is rotationally driven by the second input shaft 12 via the interlocking gear 63. Under this state, the second synchronization gear 62 is fastened to the synchronization shaft 14 by the second synchronization mechanism 66. When the second synchronization gear 62 is fastened to the synchronization shaft 14, the first input shaft 11 rotated by the synchronization shaft 14 via the interlocking gear 63 and the second synchronization gear 62 has the first gear ratio between them. The speed is reduced to the speed of the fifth gear.

  In this state, as shown in FIG. 7B, the second sync mechanism 66 is opened and the fifth-speed driven gear 35 is engaged with the output shaft 13 by the meshing clutch 53, and the clutch By releasing C2 and engaging the clutch C1, the engine driving force is transmitted from the first input shaft 11 to the output shaft 13 via the fifth speed gear pair.

  At this time, the rotational speed of the first input shaft 11 is decelerated, and the rotational speed of the output shaft 13 is synchronized with the rotational speed of the fifth speed after the speed change. The driven gear 35 is smoothly fastened to the output shaft 13 by the clutch 51. Thereby, the drive gear 25 and the driven gear 35 are switched to a power transmission state. Since the clutch C2 is disengaged and the driven gear 34 is engaged with the output shaft 13 by the meshing clutch 51, the second input shaft 12 does not receive a restraining force and rotates at a speed corresponding to the fourth speed. It becomes a free rotation state by the number.

  FIG. 8 shows a state of switching from the fifth gear to the sixth gear. When upshifting to the sixth speed, as shown in FIG. 8 (A), the meshing clutch 51 in the preselected state is switched to the released state, and the meshing between the driven gear 34 and the output shaft 13 is released. At this time, the first synchronous gear 61 is rotationally driven by the first input shaft 11. Under this state, the first synchronization gear 61 is fastened to the synchronization shaft 14 by the first synchronization mechanism 65. When the first synchronous gear 61 is fastened to the synchronous shaft 14, the second input shaft 12 rotated by the synchronous shaft 14 via the drive gear 21 and the synchronous gear 61 causes the sixth speed to be changed according to these gear ratios. The number of rotations is decelerated.

  In this state, as shown in FIG. 8B, the first-speed sync mechanism 65 is opened, and the sixth-speed driven gear 36 is engaged with the output shaft 13 by the meshing clutch 52. By releasing C1 and engaging the clutch C2, the engine driving force is transmitted from the second input shaft 12 to the output shaft 13 via the fourth speed gear pair.

  At this time, since the rotation speed of the second input shaft 12 is decelerated and the rotation speed of the output shaft 13 is synchronized with the rotation speed of the sixth speed after the shift, the meshing type including a dog clutch or the like without having a synchronization mechanism. The driven gear 34 is smoothly fastened to the output shaft 13 by the clutch 52. Thereby, the drive gear 26 and the driven gear 36 are switched to the power transmission state. Since the clutch C1 is released and the driven gear 35 is fastened to the output shaft 13 by the meshing clutch 53, the first input shaft 11 is in a free rotating state without receiving a restraining force. Yes.

  FIG. 9 shows a switching state from the third speed gear stage to the second speed gear stage. At the third speed, as shown in FIG. 5B, the driven gear 33 is engaged with the output shaft 13 by the meshing clutch 53, and the engine driving force is output to the output shaft 13 by the third speed gear pair. Has been communicated to. At this time, the driven gear 32 is also meshed with the output shaft 13 by the meshing clutch 51. When shifting down from the third speed to the second speed, as shown in FIG. 9A, the meshing clutch 51 is switched to the released state to release the meshing between the driven gear 32 and the output shaft 13, and the second The second synchronization gear 62 is fastened to the synchronization shaft 14 by the synchronization mechanism 66.

  When the second synchronization gear 62 is fastened to the synchronization shaft 14, the second input shaft 12 rotated by the synchronization shaft 14 via the drive gear 23 and the second synchronization gear 62 has the first gear ratio between them. The speed is increased to the rotational speed of the second gear.

  In this state, as shown in FIG. 9B, the second sync mechanism 66 is opened and the second-speed driven gear 32 after the shift is engaged with the output shaft 13 by the meshing clutch 51. The driving gear 22 and the driven gear 32 are switched to the power transmission state, and the clutch C1 is released and the clutch C2 is engaged, so that the engine driving force is transmitted from the second input shaft 12 through the second speed gear pair. It is transmitted to the output shaft 13.

  FIG. 10 shows a state of switching from the fourth speed to the third speed. At the fourth speed, as shown in FIG. 6 (B), the driven gear 34 is engaged with the output shaft 13 by the meshing clutch 51, and the engine driving force is output from the output shaft 13 by the fourth gear pair. Has been communicated to. At this time, the driven gear 33 is also meshed with the output shaft 13 by the meshing clutch 53. When shifting down from the fourth speed to the third speed, as shown in FIG. 10A, the meshing clutch 53 is switched to the released state to release the meshing between the driven gear 33 and the output shaft 13, and the first The first synchronization gear 61 is fastened to the synchronization shaft 14 by the synchronization mechanism 65.

  When the first synchronization gear 61 is fastened to the synchronization shaft 14, the first input shaft 11 rotated by the synchronization shaft 14 via the interlocking gear 63 and the first synchronization gear 61 has the first gear ratio between them. The speed is increased to the rotation speed of the third gear.

  In this state, as shown in FIG. 10B, the first sync mechanism 65 is opened, and the third-speed driven gear 33 is engaged with the output shaft 13 by the meshing clutch 53, so that the drive gear is engaged. 23 and the driven gear 33 are switched to the power transmission state, and the clutch C2 is disengaged and the clutch C1 is engaged, so that the engine driving force is transmitted from the first input shaft 11 via the third-speed gear pair after shifting. It is transmitted to the output shaft 13. The shift operation for downshifting to another gear stage is performed in the same manner.

  As described above, when upshifting from the even speed to the odd speed, such as from the second speed to the third speed and from the fourth speed to the fifth speed, under the second speed or higher, the even speed The first input shaft 11 in a freely rotating state is synchronized via a synchronization shaft 14 with the second input shaft 12 side on which the drive gear is provided as the drive side. Thereby, the output shaft 13 is synchronized with the rotation speed after the shift. On the other hand, when upshifting from an odd-numbered stage to an even-numbered stage, such as from the 3rd speed to the 4th speed and from the 5th speed to the 6th speed, the first input shaft 11 provided with the odd-numbered stage drive gear is driven As a result, the second input shaft 12 in the free rotation state is synchronized via the synchronization shaft 14. Thereby, the output shaft 13 is synchronized with the rotation speed after the shift.

  Similarly, when downshifting from an odd-numbered gear to an even-numbered gear, such as from the third gear to the second gear, under the speed from the fastest gear to the second gear, an odd-numbered drive gear is provided. The second input shaft 12 in a freely rotating state is synchronized via the synchronization shaft 14 with the one input shaft 11 as the drive side. On the other hand, when downshifting from an even-numbered stage to an odd-numbered stage, such as from the 4th speed to the 3rd speed, the first input in the free rotation state with the second input shaft 12 side provided with the even-numbered stage driving gear as the driving side. The shaft 11 is synchronized via the synchronization shaft 14. Also in each downshift, the output shaft 13 is synchronized with the rotational speed after shifting.

  The first synchronous gear 61 provided on the synchronous shaft 14 has a larger diameter than the interlocking gear 63 by two speed ratios, and the second synchronous gear 62 has a smaller diameter than the interlocking gear 63 by one speed ratio. ing. That is, in the transmission shown in FIG. 1, the first synchronous gear 61 meshes with the first speed drive gear 21, the second synchronous gear 62 meshes with the third speed drive gear 23, and the interlocking gear 63 is the second gear. It meshes with the high-speed drive gear 22. Therefore, in the case of upshifting, a gear pair that decelerates the main shaft in the free rotation state from the main shaft on the driving side is selected by the two synchronization mechanisms 65 and 66. On the other hand, when downshifting, a gear pair is selected that increases the speed of the main shaft in a freely rotating state from the main shaft on the drive side.

  As described above, in the transmission having the synchronization shaft 14 arranged in parallel with the input shaft and the output shaft, a set of synchromesh assemblies 64 including the first synchromesh mechanism 65 and the second synchromesh mechanism 66 is provided. Thus, the gears can be smoothly switched by the meshing clutches 51 to 53 such as a dog clutch without using a synchro mechanism to mesh any of the output shaft 13 and the driven gears 31 to 36. Therefore, the axial length of the transmission can be shortened compared with the case where the synchro mechanism is used to fasten the driven gears 31 to 36 to the output shaft 13, and the transmission can be downsized. can do. Moreover, since all the driven gears can be meshed with the output shaft 13 by the one set of synchromesh assemblies 64, the transmission can be made a simple structure. Further, the meshing impact sound is not generated when the shift speed is switched, and the shift speed can be switched silently.

  FIGS. 11 to 16 each show a transmission according to another embodiment. In these drawings, members that are the same as those shown in FIG. 1 are given the same reference numerals.

  In the transmission shown in FIG. 11, the first synchronous gear 61 is engaged with the third speed drive gear 23, and the second synchronous gear 62 is engaged with the fifth speed drive gear 25. The interlocking gear 63 meshes with the fourth speed drive gear 24. Thus, even if the synchronous gears 61 and 62 are meshed with the drive gears 23 and 25 and the interlocking gear 63 is meshed with the drive gear 24, the gear position can be switched in the same manner as the transmission shown in FIG. it can.

  In the transmission shown in FIG. 12, even-numbered drive gears 22, 24, 26 are provided on the first input shaft 11, and odd-numbered drive gears 21, 23, 25 are provided on the second input shaft 12. Yes. The first synchronization gear 61 is engaged with the drive gear 22, and the second synchronization gear 62 is engaged with the drive gear 24. Also in this transmission, the gear position can be switched in the same manner as the transmission shown in FIG. In this way, by providing either the odd-numbered drive gear or the even-numbered drive gear on the first input shaft 11 and providing the other on the second input shaft 12, the input shaft in the freely rotating state is provided. In synchronism, the meshing clutches 51 to 53 can be smoothly engaged.

  In the transmission shown in FIG. 13, similarly to the transmission shown in FIG. 12, the first input shaft 11 is provided with even-numbered drive gears 22, 24, and 26, and the second input shaft 12 is odd-numbered. Drive gears 21, 23, 25 are provided. On the other hand, the first synchronous gear 61 meshes with the first-speed drive gear 21 that is an odd-numbered stage, the second synchronous gear 62 meshes with the third-speed drive gear 23, and the interlocking gear 63 is a second-numbered second stage. It meshes with the high-speed drive gear 22. In this way, the first synchronous gear 61 and the second synchronous gear 62 are meshed with either the odd-numbered drive gear or the even-numbered drive gear, and the interlocking gear 63 is meshed with either of the other. Can do.

  Also in the transmission shown in FIGS. 11 to 13, when the switching operation of the synchromesh assembly 64, the meshing clutches 51 to 53, and the dual clutch 42 is operated by a signal from the operation control unit, the shift stage is switched. It can be done automatically.

  Each of the transmissions described above includes six forward shift stages, but the number of shift stages can be any number.

  FIG. 14 shows a transmission having 10 forward speeds. The first input shaft 11 is provided with even-numbered drive gears 21, 23, 25, 27, and 29 among the first to ninth speeds. The second input shaft 12 is provided with even-numbered drive gears 22, 24, 26, 28 and 30. The output shaft 13 is provided with first to tenth driven gears 31 to 40. Meshing clutches 51 to 55 are provided between two driven gears adjacent in the axial direction. The synchronization shaft 14 is provided with a first synchronization gear 61 that meshes with the third speed drive gear 23, a second synchronization gear 62 that meshes with the fifth speed drive gear 25, and a fourth speed drive gear 24. An interlocking gear 63 that meshes with the synchronization shaft 14 is provided.

  Also in this transmission, an upshift operation and a downshift operation can be performed in the same manner as that shown in FIG. Thus, in a transmission with an increased number of gears, the length of the transmission in the axial direction is larger than when a synchro mechanism is used to fasten each driven gear 31 to 40 to the output shaft 13. Thus, the transmission can be reduced in size.

  In the transmission described above, the first input shaft 11 and the second input shaft 12 are coaxial, whereas the transmission shown in FIGS. 15 and 16 includes the first input shaft 11 and the second input shaft. 12 are arranged in parallel.

  In the transmission shown in FIG. 15, odd-numbered drive gears 21, 23, 25, and 27 are provided on the first input shaft 11, and even-numbered drive gears 22, 24, and 26 are provided on the second input shaft 12. The transmission is provided with seven forward speeds.

  The transmission includes a first sub input shaft 71 and a second sub input shaft 72 that is a hollow shaft and in which the first sub input shaft 71 is incorporated. The first sub input shaft 71 is a second sub input shaft. 72 and the same axis. The first auxiliary input shaft 71 is provided with the friction plate 43 of the first clutch C1, and the second auxiliary input shaft 72 is provided with the friction plate 44 of the second clutch C2. The transmission gear 73 provided on the first sub input shaft 71 is engaged with the transmission gear 74 provided on the first input shaft 11. The transmission gear 75 provided on the second auxiliary input shaft 72 meshes with the transmission gear 76 provided on the second input shaft 12. As described above, the first input shaft 11 is connected to the friction plate 43 via the first auxiliary input shaft 71, and the second input shaft 12 is connected to the friction plate 44 via the second auxiliary input shaft 72.

  As shown in FIG. 16, the inter-axis distance between the first input shaft 11 and the first sub-input shaft 71 is A1, and the inter-axis distance between the second input shaft 12 and the first sub-input shaft 71 is A2. Then, both the inter-axis distances A1 and A2 are the same. Further, if the inter-axis distance between the first input shaft 11 and the output shaft 13 is B1, and the inter-axis distance between the second input shaft 12 and the output shaft 13 is B2, both the inter-axis distances B1 and B2 are the same. It has become.

  Drive gears 21 and 23 are fixed to the first input shaft 11 adjacent to each other in the axial direction, and drive gears 25 and 27 are provided adjacent to each other in the axial direction so as to be rotatable relative to the input shaft 11. A drive gear 22 is fixed to the second input shaft 12, and drive gears 24 and 26 are provided adjacent to each other in the axial direction so as to be rotatable relative to the second input shaft 12. The second input shaft 12 is further provided with a reverse drive gear 81, which is engaged with a reverse idle gear 83 provided on the support shaft 82. The idle gear 83 meshes with a reverse driven gear 84 provided on the output shaft 13.

  The output shaft 13 is provided with driven gears 31 to 37 that mesh with the respective drive gears. The driven gears 31 and 33 are provided adjacent to each other in the axial direction so as to be rotatable relative to the output shaft 13, and the driven gears 32 and 84 are provided adjacent to each other in the axial direction so as to be rotatable relative to the output shaft 13. The other driven gears 34 to 37 are respectively fixed to the output shaft 13. As shown in FIG. 16, the final reduction gear 85 provided on the output shaft 13 is connected to a differential gear mechanism 86, and the output shaft 13 is driven via the differential gear mechanism 86 and a power transmission shaft (not shown). Connected to the ring.

  The first synchronous gear 61 provided on the synchronous shaft 14 meshes with the first speed drive gear 21, the second synchronous gear 62 meshes with the third speed drive gear 23, and the interlock gear 63 synchronizes with the second speed drive gear 22. Engage with. In FIG. 15, reference numeral 87 denotes a transmission case.

  As described above, even in the form in which the first input shaft 11 and the second input shaft 12 are arranged in parallel, the input shafts 11 and 12 are synchronized with each other by the pair of synchromesh assemblies 64 to smoothly switch the gear position. It can be performed.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention.

11 First input shaft 12 Second input shaft 13 Output shaft 14 Synchronous shafts 21-30 Drive gears 31-40 Driven gear 42 Dual clutch 43, 44 Friction plates 51-55 Engagement type clutch 61 First synchronous gear 62 Second synchronous gear 63 Interlocking gear 65 First synchronization mechanism 66 Second synchronization mechanism 71 First auxiliary input shaft 72 Second auxiliary input shaft C1 First clutch C2 Second clutch

Claims (5)

Any one of a plurality of odd-numbered drive gears and a plurality of even-numbered drive gears, and a first input shaft to which a driving force from a drive source is transmitted via a first clutch;
A second input shaft provided with either one of a plurality of odd-numbered drive gears and a plurality of even-numbered drive gears, to which a driving force from a drive source is transmitted via a second clutch;
A plurality of driven gears meshing with the respective drive gears, and a transmission having an output shaft that outputs a drive force to the drive wheels,
The first synchronous gear and the second synchronous gear meshing with either one of the odd-numbered drive gear and the even-numbered drive gear, and the odd-numbered drive gear and the even-numbered drive gear. A synchronization shaft provided with an interlocking gear that meshes with the other drive gear, and
A plurality of meshing clutches for switching between a meshing state in which the driving force is transmitted to the driving wheel via the driving gear and the driven gear meshing with each other and an open state in which the transmission of the driving force is released;
A first sync mechanism for switching the first synchronous gear and the synchronous shaft between a fastening state and an open state;
A second synchronization mechanism that switches the second synchronous gear and the synchronous shaft between a fastening state and an open state;
The drive gear and the driven gear that transmit the driving force to the drive wheels after shifting under a state in which the rotation speed of the output shaft is synchronized with the rotation speed after the shift by the synchronization shaft are brought into a power transmission state. A transmission that can be switched.   2. The transmission according to claim 1, wherein the second input shaft is a hollow shaft, the first input shaft is coaxially disposed inside the second input shaft, and the first input shaft is the first input shaft. The transmission is directly connected to a friction plate of a clutch, and the second input shaft is directly connected to a friction plate of the second clutch.   2. The transmission according to claim 1, wherein the first input shaft and the second input shaft are arranged in parallel, and the first input shaft is connected to a friction plate of the first clutch via a first auxiliary input shaft. The second input shaft is connected to a friction plate of the second clutch via a second auxiliary input shaft.   The transmission according to any one of claims 1 to 3, wherein each drive gear is fixed to the first input shaft or the second input shaft, and each driven gear is rotatable relative to the output shaft. A transmission comprising: the engagement type clutch provided on the output shaft.   The transmission according to any one of claims 1 to 3, wherein the driven gear that meshes with the drive gear fixed to the first input shaft or the second input shaft is provided on the output shaft so as to be relatively rotatable. The meshing clutch that meshes with the relatively rotated driven gear is provided on the output shaft, and the drive gear that meshes with the driven gear fixed to the output shaft rotates relative to the first input shaft and the second input shaft. A transmission comprising the meshing clutch that is freely provided and meshes with the drive gear that rotates relative to the first input shaft and the second input shaft.

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