JP4370940B2 - Twin clutch gear transmission - Google Patents

Description

The present invention relates to a gear transmission used for a power transmission path of an automobile or the like, and more particularly to a twin clutch gear transmission in which two clutch mechanisms are arranged close to each other on an input shaft.

  Conventionally, two clutch mechanisms are provided on the input shaft, and while one clutch mechanism is connected, shifting is performed on the other free clutch mechanism, and the clutch mechanism is switched instantaneously. A twin-clutch gear transmission that performs a shift is known.

  For example, Patent Document 1 below discloses this twin clutch type gear transmission. As described in Patent Document 1, in the twin clutch type gear transmission, since it is necessary to provide two power transmission paths from the input shaft to the output shaft, it is necessary to provide two counter shafts.

  However, if two countershafts are provided as separate shafts in the transmission, the transmission becomes large and a problem arises that it cannot be placed in the tunnel portion of the vehicle floor.

  Therefore, as described in Patent Document 2 below, it is conceivable to arrange two counter shafts on the same axis.

  That is, the first counter shaft is constituted by a hollow cylindrical member, and the second counter shaft is constituted by a shaft member inserted therethrough, whereby the two counter shafts are arranged coaxially.

  Thus, by arranging the two counter shafts on the same axis, the transmission can be made compact even in the case of a twin clutch gear transmission, and the above-mentioned problems can be solved.

U.S. Pat. No. 4,463,621.

U.S. Pat. No. 6,460,425.

  By the way, in a gear transmission, driving torque is transmitted from a driving source such as an engine to driving wheels. When this driving torque is transmitted, a large load is applied to the gear and a phenomenon of “gear collapse” occurs. . Therefore, in the gear transmission, in order to suppress the falling of the gear, the support rigidity is generally increased by increasing the number of bearings.

  In the case of the twin clutch type gear transmission described in the above-mentioned Patent Document 2, two counter shafts are provided. Therefore, the number of bearings is larger than that of a gear transmission having one general counter shaft. Need to be further increased (at least four bearings supporting the counter shaft are required).

  However, when many bearings are provided on the same shaft, the number of installation places must be provided as many as the number of the bearings. Therefore, the shaft length of the counter shaft is inevitably increased, resulting in a longer transmission. There's a problem.

Therefore, the present invention provides a twin clutch type gear transmission in which two countershafts are coaxially arranged, without increasing the total length of the transmission even if the number of bearings arranged on the same shaft is increased. The second countershaft can be made compact , and a gear having a large transmission torque such as the counter gear for the lowest forward speed (first speed) need not be supported by the second countershaft. An object of the present invention is to provide a twin-clutch gear transmission that can sufficiently secure the support rigidity even if the first countershaft is supported .

A twin clutch type gear transmission according to the present invention includes an input shaft, an output shaft arranged coaxially with the input shaft, a cylindrical first counter shaft arranged parallel to the output shaft, and the first counter shaft A second counter shaft inserted through the inside, a plurality of gear trains arranged between the output shaft and the first counter shaft and the second counter shaft, and a first counter shaft and a second counter installed on the input shaft a twin clutch type gear device including a first clutch mechanism and the second clutch mechanism for transmitting power to the axis, of the plurality of gear trains, the counter gear for forward lowest speed, the The first counter shaft is disposed on the first counter shaft, the first counter shaft is supported on the casing via the first bearing, and an end portion of the first counter shaft is disposed on the second counter shaft. Projected to the inner periphery It is to, and arranged so as to overlap to the gear and axially, a gear on said second counter shaft is obtained by supporting via a second bearing at the end of the first counter shaft.

  According to the above configuration, the first countershaft is supported by the casing via the first bearing, and the end of the first countershaft is projected to the gear inner periphery on the second countershaft. It arrange | positions so that it may overlap with the gear and an axial direction, and the gear on the 2nd countershaft is supported in the end part via a 2nd bearing. That is, the second counter shaft is supported using the first counter shaft, and the support position is set so as to overlap the gear on the second counter shaft in the axial direction, so-called overlap.

  For this reason, the second bearing that supports the second countershaft overlaps with the gear on the second countershaft in the axial direction, so that it is not necessary to separately provide a place for installing the bearing in the axial direction. Therefore, the axial length of the counter shaft can be shortened.

Moreover, since the gear having a large transmission torque such as the counter gear for the lowest forward speed (first speed) need not be supported by the second countershaft, the second countershaft may be supported by the first countershaft. The support rigidity can be sufficiently secured. Therefore, the second counter shaft can be reliably supported.

In one embodiment of the present invention, a counter gear for the reverse gear among the plurality of gear trains is further disposed on the first counter shaft.

According to the above configuration, the gear having a large transmission torque such as the counter gear for the reverse gear need not be supported by the second countershaft. Therefore, even if the second countershaft is supported by the first countershaft, it is sufficient. The support rigidity can be ensured. Therefore, even in this configuration, the second countershaft can be reliably supported.

  In one embodiment of the present invention, the first counter shaft is set to be shorter than the second counter shaft, and the first bearings are provided at both ends of the first counter shaft.

According to the above configuration, the first counter shaft and the short axis than the second counter shaft, One or, by supporting the both ends in the first bearing, it is possible to improve the support rigidity of the first counter shaft it can. Therefore, even if the second counter shaft as supported by the first counter shaft, it is possible to ensure the support rigidity to the charge amount can be performed reliably supported in the second counter shaft.

In one embodiment of the present invention, the first bearing is disposed in the vicinity of the end of the first countershaft and is disposed adjacent to the second bearing.

According to the above configuration, the first bearing that supports the first countershaft in the casing is disposed adjacent to the second bearing, so that the support rigidity of the casing can be obtained even in the second bearing. Support rigidity by the second bearing can be improved.

  In one embodiment of the present invention, both ends of the second countershaft are supported by a casing via a third bearing.

  According to the above configuration, both ends of the second countershaft are supported by the casing via the third bearing. For this reason, the support rigidity of the second countershaft can be further improved as compared with the support rigidity of the first countershaft simply via the second bearing.

  In one embodiment of the present invention, the second countershaft is composed of two members: a shaft member inserted through at least the first countershaft and a gear member provided with a gear on the outer periphery, and the coupling position of both members is It is set so as to be adjacent to the second bearing.

  According to the said structure, the moldability of the 2nd countershaft can be improved by comprising the 2nd countershaft by the at least two member of a shaft member and a gear member. Moreover, even if it is configured with two members in this way, since the coupling position is set to be adjacent to the second bearing, there is no problem such as twisting between the two members. Can be improved.

  According to the present invention, the second bearing supporting the second countershaft overlaps with the gear on the second countershaft in the axial direction, so-called overlap, so that it is necessary to separately provide a bearing installation place in the axial direction. Disappears. Therefore, the axial length of the counter shaft can be shortened.

  Therefore, in a twin clutch type gear transmission in which two countershafts are arranged coaxially, even if the number of bearings arranged on the same shaft increases, the transmission can be operated without increasing the overall length of the transmission. A twin clutch gear transmission that can be made compact can be provided.

In addition, since the counter gear for the lowest forward speed among the plurality of gear trains is arranged on the first counter shaft, the counter gear for the lowest forward speed with a large transmission torque is arranged on the second counter shaft. Since it does not need to support, even if it supports the 2nd countershaft with the 1st countershaft, the support rigidity can fully be secured.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. First, the first embodiment will be described.
1 is an overall sectional view of a twin clutch gear transmission 1 according to the present embodiment, FIG. 2 is a skeleton diagram of the gear transmission 1, FIG. 3 is a block diagram of a control system of the twin clutch gear transmission 1, and FIG. FIG. 5 is a detailed view of the main part at the front part of the gear transmission 1, and FIG. 5 is a detailed view of the main part at the rear part of the gear transmission 1.

The twin clutch type gear transmission 1 is interposed in a drive transmission path for transmitting a rotational driving force of a driving source (not shown) such as an engine disposed in front to a rear driving wheel (not shown), The rotational driving force of the driving source is configured to be transmitted to the driving wheel by decelerating or increasing the speed.

The twin-clutch transmission 1, by an actuator such as a hydraulic cylinder, performs automatic transmission and clutch operation, so-called, an automatic transmission, controlled by a control system as shown in the block diagram of FIG. 3 Is done.

That is, in this control system, signals from the shift lever 11, the vehicle speed 12, the accelerator opening 13, the engine load 14, the brake 15 and the like are taken into the transmission CPU 16 and controlled by the transmission CPU 16 based on the taken-in information. performs the operation of the signal, a clutch signal to the clutch mechanism 1A from the transmission CPU 16, a shift signal to the shift mechanism 1B, by originating respectively, are configured to perform the clutch disengaging and shift control.

Further, in this control system, the clutch sensors 17 for detecting the state of the clutch mechanism 1A, the shaft sensor 18 for detecting the rotational state of the shafts, as well as providing a shift sensor 19 for detecting the state such as a shift rod, the transmission 1 The internal state is detected and feedback control is always performed.

  In addition, although a description of a specific control method is omitted, in general, while one clutch mechanism is connected, shift switching is performed on the side of the other free clutch mechanism, and in this state The transmission is controlled by controlling the power transmission path from one clutch mechanism to the other clutch mechanism. As described above, since the shift switching is performed in advance on the other clutch mechanism side, it is possible to instantaneously perform a shift by simply switching between the two clutch mechanisms.

Next, the internal structure of the twin clutch gear transmission 1 will be described.
As shown in FIGS. 1 and 2, the transmission 1 includes a clutch housing 2 and a gear casing 3, and the clutch housing 2 includes a first clutch mechanism 1 </ b> Aa and a second clutch mechanism 1 </ b> Ab. On the other hand, in the gear casing 3, a shaft-shaped first input shaft 4 extending in the front-rear direction, a cylindrical second input shaft 5 positioned on the outer periphery thereof, and a shaft-shaped output disposed behind the first input shaft 4. shaft 6, a first counter shaft 7 with a distance between the predetermined axis cylindrical who arranged parallel to the output shaft 6, the shaft-shaped second counter shaft 8 inserted through the inside the first counter shaft 7, and these shaft such And a reverse idle shaft 9 arranged in parallel.

  The above-mentioned first input shaft 4 is constituted by a shaft-like member having a clutch plate 41 of the first clutch mechanism 1Aa fixed to the front end, and when the first clutch mechanism 1Aa is connected, the rotational driving force of the drive source is first. It is transmitted to the counter shaft 7.

  The first input shaft 4 extends in the front-rear direction from the front of the gear casing 3, and a first input gear 42 that transmits a rotational driving force to the first counter shaft 7 is provided on the outer periphery of the rear end thereof. Further, a tapered bearing 31 is provided at a front position adjacent to the first input gear 42 and is supported by the gear casing 3 by the tapered bearing 31.

  The aforementioned second input shaft 5 is constituted by a cylindrical member having a clutch plate 51 of the second clutch mechanism 1Ab fixed to the front end, and when the second clutch mechanism 1Ab is connected, the rotational driving force of the drive source is supplied to the second. It is transmitted to the counter shaft 8.

  The second input shaft 5 also extends in the front-rear direction from the front of the gear casing 3, and a second input gear 52 that transmits a rotational driving force to the second counter shaft 8 is provided on the outer periphery of the rear end. The second input shaft 5 is supported on the first input shaft 4 via a needle bearing 53.

The output shaft 6 above is composed of a shaft member for coaxially disposed behind the first input shaft 4, a first counter shaft 7, a second counter shaft 8, or rotationally driven directly from the first input shaft 4 In response to the force, the rotational driving force is transmitted to the rear driving wheel.

The output shaft 6 is arranged a gear casing 3 from the front so as to extend rearwardly, with its front end is supported on the rear end of the first input shaft 4, Oyo its central and rear taper bearing 32 And is supported by the gear casing 3 via a ball bearing 33.

  The aforementioned first counter shaft 7 is constituted by a cylindrical member provided with a first reduction gear 71 that meshes with the aforementioned first input gear 42 at the front, and outputs the rotational driving force received from the first input shaft 4. It is transmitted to the shaft 6.

The first counter shaft 7, the front end and rear end, is supported on the gear casing 3 via a respective roller bearings 34 and 35, on the outer periphery of the first counter shaft 7, a plurality of counter gears ing.

  Unlike the first counter shaft 7, the second counter shaft 8 is composed of three members. That is, a first gear member 8a having a second reduction gear 81 meshing with the second input gear 52 described above provided on the outer periphery thereof, a shaft-like second shaft member 8b inserted through the first counter shaft 7, and a plurality of gears And a third gear member 8c provided on the outer periphery of the counter gear. These three members 8a, 8b, and 8c are connected and fixed in the axial direction by spline coupling, respectively, and constitute the second counter shaft 8 with these three members 8a, 8b, and 8c being connected.

  In this way, by configuring the second counter shaft 8 with the three members 8a, 8b, and 8c, a large jig is not required for a lathe or the like when gears are formed, thereby improving productivity. be able to. In addition, since each gear is molded for each gear, molding accuracy can be improved.

In the present embodiment, the second counter shaft 8 is constituted by the three members 8a, 8b, 8c. However, a member in which the first gear member 8a and the second shaft member 8b are integrated is provided, , be constructed a second counter shaft 8 in two members of the third gear member 8c, we are possible to obtain substantially the same effects. Further, a second shaft member 8b and a third gear member 8c so as to be integrated, or the total two members of the first gear member 8a.

  Similarly to the first counter shaft 7, the second counter shaft 8 also transmits the rotational driving force received from the second input shaft 5 to the output shaft 6.

  The second countershaft 8 is supported by a case member 37 fixed to the gear casing 3 via a needle bearing 36 at the front end of the first gear member 8a, and a roller bearing 38 at the rear end of the third gear member 8c. Is supported by the gear casing 3.

  The reverse idle shaft 9 described above is composed of a short shaft member, and is pin-fixed in a state where both ends are supported by the gear casing 3.

Then, the output shaft 6, a plurality of gear trains and synchronizing device arranged respectively on the first counter shaft 7 and the second counter shaft 8 will be described.

An output shaft 6, or the first counter shaft 7 between the second counter shaft 8, from the front side, reverse gear 21,3 speed 22, one speed 23,4 speed 24,2 gear 25, A gear train (gear pair) of the sixth speed stage 26 is arranged.

  Of the gear train, all the output gears 21 </ b> A to 26 </ b> A arranged on the output shaft 6 are idled and supported by the output shaft 6. On the other hand, all the counter gears 21B to 26B arranged on the first counter shaft 7 and the second counter shaft 8 are formed integrally with the counter shafts 7 and 8, and are configured to rotate integrally with the counter shafts 7 and 8. Is done.

  Further, the synchronizing devices 27 to 30 are fixed to the output shaft 6 by spline coupling, and from the front side, the 5-R synchronizing device 27 that synchronizes the directly connected fifth speed and the reverse, the third speed and the first speed are synchronized, The apparatus 28, the 4-2 synchronizer 29 that synchronizes the 4th speed and the 2nd speed, and the 6 synchronizer 30 that synchronizes the 6th speed are arranged between the gear trains 21 to 26, respectively.

These synchronizer 27-30, by shifting the sleeve S (see FIG. 1) of the synchronizer 27 to 30 (moved in the axial direction), and connecting the output shaft 6 and the output gear 21A～26A, integral rotation It is configured to do. Note that the synchronization operation of the synchronization devices 27 to 30 is well known, and a detailed description thereof will be omitted.

Next, a more specific structure of the gear transmission 1 will be described with reference to FIGS.
As described above, the first input gear 4 is provided on the first input shaft 4 and the second input gear 52 is provided on the second input shaft 5, respectively. As can be seen from FIG. The diameter of 42 is set to be smaller than the diameter of the second input gear 52. That is, the reduction ratio of the first reduction gear train R1 composed of the first input gear 42 and the first reduction gear 71 is greater than the reduction ratio of the second reduction gear train R2 comprised of the second input gear 52 and the second reduction gear 81. It is set large.

  In this way, by setting the reduction ratio of the first reduction gear train R1 to be larger than the reduction ratio of the second reduction gear train R2, the rotation speed of the first countershaft 7 is reduced, and the rotation of the second countershaft 8 is made. The speed can be increased. By changing the reduction ratio between the two counter shafts 7 and 8 in this way, it is possible to distribute the first counter shaft 7 to the low speed side and the second counter shaft 8 to the high speed side. The range of the gear ratio can be increased without increasing the distance between the shafts 4 and 6 and the counter shafts 7 and 8.

  Further, between the first reduction gear train R <b> 1 and the second reduction gear train R <b> 2, bearings 31 and 34 that support the shafts 4 to 8 with respect to the gear casing 3 are disposed. As described above, by providing the bearings 31 and 34 between the first reduction gear train R1 and the second reduction gear train R2, the two drive transmission paths are effectively supported at one bearing position. Rigidity can be ensured. For this reason, even if the drive transmission path is increased, a separate bearing position is not required, so that the axial length of the transmission 1 can be made compact.

Further, the first gear member 8a of the second countershaft 8 is formed with a concave portion 82 that is recessed from the rear side to the front side on the inner peripheral portion thereof, and the first gear member 8a is formed on the inner peripheral surface 82a of the concave portion 82. Thus, it is supported by the protrusion 72 of the first countershaft 7 via the needle bearing 83. That is, the first gear member 8a of the second countershaft 8 is supported by the first countershaft 7, and the support position thereof also overlaps (overlaps) with the second reduction gear 81 of the first gear member 8a in the axial direction. Is set.

In this way, the first gear member 8a of the second countershaft 8 is supported by the first countershaft 7, and the support position is superimposed in the axial direction, so that two countershafts 7 and 8 are provided. However, since the bearing position for the gear casing 3 does not have to be provided in the axial direction, the axial length of the transmission 1 can be made compact.

The needle bearing 83 is disposed adjacent to the front side of the roller bearing 34 that supports the first counter shaft 7 on the gear casing 3 . By disposing the needle bearing 83 adjacent to the roller bearing 34 in this way, the support rigidity of the gear casing 3 can be obtained by the needle bearing 83, so that the support rigidity can be further improved.

Further, the position adjacent to the front side of the needle bearing 83, the first gear member 8a and the spline coupling portion 86 of the second shaft member 8 b described above are set. By being set in this way, since the increased supporting rigidity for supporting the spline coupling portion 86, between the first gear member 8a and the second shaft member 8b, it is possible to eliminate the risk of entanglement occurs. Therefore, damage can be prevented at this portion, and the durability of the transmission 1 can be improved.

  Further, in the present embodiment, the reverse gear 21B is disposed on the first counter shaft 7. As described above, the first counter shaft 7 is a cylindrical member having a certain diameter, is shorter than the second counter shaft 8, and both ends thereof are roller bearings 34, 35 (see FIG. 1), the gear casing 3 is directly supported at both ends. Therefore, even if the reverse gear 21B for transmitting a relatively large driving torque is disposed on the shaft, the first counter shaft 7 can be reliably supported.

Further, since such support rigidity of the first counter shaft 7 is high, the second counter shaft 8, even if supported by a needle bearing 83 can be supported to the charge amount.

In addition, an oil pump 91 is provided between the front end portion of the second input shaft 5 and the case member 37. The oil pump 91 generates hydraulic pressure when the second input shaft 5 rotates, and is used for hydraulic control and lubrication in the transmission 1.

  As shown in FIG. 5, in the present embodiment, the first-speed counter gear 23 </ b> B is disposed on the first counter shaft 7. As described above, the first countershaft 7 is a short shaft cylindrical member having a certain diameter and supported by both ends. Therefore, even if the first-speed counter gear 23B having the largest transmission drive torque is arranged on the shaft, it can be reliably supported.

In addition, by arranging the first-speed counter gear 23B and the reverse gear counter gear 21B in a concentrated manner on the first counter shaft 7 in this way, the second counter shaft 8 has other gear trains, specifically, Specifically, only the counter gears 24B, 25B, and 26B of even speed stages, such as the counter gear 24B for the fourth speed stage, the counter gear 25B for the second speed stage, the counter gear 25B for the sixth speed stage, and the counter gear 26B for the sixth speed stage are relatively small. Get better.

For this reason, since the shaft diameter of the second countershaft 8 may be designed to be a diameter that can withstand the maximum torque of these gears, the shaft diameter of the second countershaft 8, specifically, the second countershaft 8 The shaft diameter of the second shaft member 8b can be reduced.

Thus, if the second shaft member 8b of the second countershaft 8 can be reduced in diameter, the first countershaft 7 located on the outer periphery thereof can also be reduced in diameter without being affected by the second countershaft 8, and thus If the first counter shaft 7 has a small diameter, the gear diameter provided on the outer periphery thereof can also be small. As a result, the distance between the shafts can be reduced, so that the transmission 1 as a whole can be made a compact transmission.

Further, since the counter gears 24B, 25B, and 26B supported by the second counter shaft 8 are the counter gears 24B, 25B, and 26B of even speed stages with relatively small transmission torque as described above, the second counter shaft 8 There is no heavy load. Therefore, even if the second countershaft 8 is supported by the first countershaft 7, the support rigidity does not deteriorate.

  Further, a roller bearing 35 is disposed at a position adjacent to the rear side of the counter gear 23B for the first speed stage, and is configured to be directly supported by the gear casing 3.

  Since the roller bearing 35 is adjacent to the first-speed counter gear 23B in this way, the position where the transmission torque acts most on the first countershaft 7 can be reliably supported. Rigidity can be reliably ensured without increasing the diameter. Therefore, even if the first-speed counter gear 23B is arranged on the first countershaft 7, the diameter of the first countershaft 7 can be reduced.

Further, the third gear member 8c of the second countershaft 8 is formed with a recess 84 that is recessed from the front side to the rear side on the inner peripheral portion thereof, like the first gear member 8a. The inner peripheral surface 84 a of the recess 84 is supported by the protrusion 73 of the first counter shaft 7 via the bearing bush 85. That is, the third gear member 8c of the second countershaft 8 is also supported by the first countershaft 7, and the support position thereof is also overlapped (overlapped) in the axial direction with the counter gear 24B for the fourth gear stage of the third gear member 8c. It is set to do.

Therefore, in the third gear member 8c, similarly to the first gear member 8a described above, even if two counter shafts 7 and 8 are provided, the bearing position for the gear casing 3 is not provided separately in the axial direction. Therefore, the axial length of the transmission 1 can be made compact.

The bearing bush 85 is also arranged adjacent to the rear side of the roller bearing 35 that supports the first countershaft 7 on the gear casing 3 in the same manner as the needle bearing 83 described above. Therefore , since the bearing bush 85 can obtain the support rigidity of the gear casing 3, the support rigidity can be further improved.

Further, this bearing bush 85 also has a spline coupling portion 87 of the second shaft member 8b and the third gear member 8c at the adjacent position on the rear side. Accordingly, since the increasing support rigidity of the spline coupling portion 87 as described above, between the second shaft member 8b and the third gear member 8c, risk of complication occurrence is eliminated. Therefore, damage can be prevented even in this portion, and the durability of the transmission 1 can be improved.

  The gear provided behind the 6-speed synchronizer 30 is a parking gear 92. When it is desired to fix the output shaft 6 without transmitting the rotational driving force to the driving wheels, the parking gear 92 has a fixed gear (see FIG. The output shaft 6 is fixed by meshing.

Further, in the rear of the ball bearing 33 supporting the output shaft 6 are arranged a lock nut 93 and the speedometer gear 94.

Next, it will be described in detail acts and effects of this embodiment constructed as described above.
As described above, the twin clutch gear transmission 1 according to the present embodiment is arranged with the input shafts 4 and 5, the output shaft 6 disposed coaxially with the input shafts 4 and 5, and in parallel with the output shaft 6. a first counter shaft 7 a tubular, second and counter shaft 8 wherein the input shaft first counter shaft 7 are disposed on the 4,5 and the second counter shaft placed through the inside of said first counter shaft 7 In the twin-clutch gear transmission 1 having a first clutch mechanism 1Aa and a second clutch mechanism 1Ab for transmitting power to 8, the first counter shaft 7 is connected to roller bearings 34 and 35 through roller bearings 34 and 35. The protrusions 72 and 73 of the first countershaft 7 are supported by the gear casing 3 and protrude to the inner peripheral portion of the second reduction gear 81 provided on the second countershaft 8 or the counter gear 24B for the fourth speed stage. The gear and shaft Arranged so as to overlap in direction, the second reduction gear 81 or fourth speed for counter gear 24B on said second counter shaft 8, the needle bearing 83 and in the projecting portions 72 and 73 of the first counter shaft 7 Is supported via a bearing bush 85 (see FIGS. 1, 4 and 5) .

According to this configuration, the first countershaft 7 is supported on the gear casing 3 via the roller bearings 34 and 35, and the protrusions 72 and 73 of the first countershaft 7 are placed on the second countershaft 8. also second reduction gear 81 is be protruded to the inner peripheral portion of the 4-speed-step counter gear 24B, and arranged so as to overlap on the gear 81,24B axially, at the projecting portions 72 and 73, the needle bearing 83 or through the bearing bushing 85, its also the second reduction gear 81 for supporting the counter gear 24B for the fourth gear. That is, the second countershaft 8 is supported using the first countershaft 7, and the support position overlaps with the gears 81 and 24B on the second countershaft 8 in the axial direction, so-called overlap. Set it.

Therefore, needle bearing 83 and bearing bush 85 for supporting the second counter shaft 8, because the overlapping gear 81,24B the axial direction on the second counter shaft 8, is necessary to provide the location of the bearings separately axially Disappear. Therefore, the axial length of the counter shafts 7 and 8 can be shortened.

Therefore, in the twin clutch type gear transmission 1 in which the two countershafts 7 and 8 are arranged coaxially, even if the number of bearings arranged on the same shaft increases, the total length of the transmission 1 is increased. without it the transmission 1 compact.

In this embodiment, the roller bearings 34 and 35 are disposed in the vicinity of the end of the first counter shaft 7 and are disposed adjacent to the needle bearing 83 and the bearing bush 85 (FIGS. 4 and 5). See) .

According to this configuration, the roller bearings 34 and 35 that support the first counter shaft 7 on the gear casing 3 are disposed adjacent to the needle bearing 83 and the bearing bush 85, so that the support rigidity of the gear casing 3 can be increased. Since the bearing bush 85 can also be obtained, the support rigidity by the needle bearing 83 and the bearing bush 85 can be further improved.

In this embodiment, the first counter shaft 7 is set to a shorter shaft than the second counter shaft 8, and the roller bearings 34 and 35 are provided at both ends of the first counter shaft 8. (See FIGS. 4 and 5) .

According to this configuration, the first counter shaft 7 in the short axis than the second counter shaft 8, or One, by supporting the both ends in roller bearings 34 and 35, the support rigidity of the first counter shaft 8 Can be improved. Therefore, even if the second counter shaft 8 as supported by the first counter shaft 7, it is possible to ensure the support rigidity to the charge amount can be performed reliably supported in the second counter shaft 8.

Further, in this embodiment, and the output shaft 6, between the first counter shaft 7 and the second counter shaft 8 is disposed a plurality of gear trains, on the second counter shaft 8, the gear Among the rows, counter gears 24B, 25B, and 26B for the even-numbered forward stages are concentrated (see FIGS. 4 and 5) .

According to this configuration, since the counter gears 24B, 25B, 26B for the even-numbered forward stages are arranged on the second countershaft 8, the transmission torque such as the counter gear 23B for the first speed stage and the counter gear 21B for the reverse stage a large gear, since it is not supported by the second counter shaft 8, even if the second counter shaft 8 as supported by the first counter shaft 7, can secure the support rigidity to the charge amount. Therefore, even in this configuration, the second countershaft 8 can be reliably supported.

In this embodiment, both ends of the second countershaft 8 are supported by the gear casing 3 and the like via a needle bearing 36 and a roller bearing 38 (see FIGS. 4 and 5) .

According to this configuration, both ends of the second countershaft 8 are supported by the gear casing 3 and the like via the needle bearing 36 and the roller bearing 38. For this reason, the support rigidity of the second countershaft 8 can be further improved as compared with the support rigidity of the first countershaft 7 simply via the needle bearing 83 and the bearing bush 85.

Further, in this embodiment, the second countershaft 8 is divided into two parts, that is, a second shaft member 8b inserted through at least the first countershaft 7 and a first gear member 8a or a third gear member 8c provided with a gear on the outer periphery. The spline coupling portions 86 and 87 of both members are set so as to be adjacent to the needle bearing 83 and the bearing bush 85 (see FIGS. 4 and 5) .

According to this structure, the second counter shaft 8, by at least a second shaft member 8b or first gear member 8a which is constituted by two members of the third gear member 8c, the moldability of the second counter shaft 8 Can be improved. Even if the two members are configured as described above, the spline coupling portions 86 and 87 are set so as to be adjacent to the needle bearing 83 and the bearing bush 85, so that problems such as twisting between the two members do not occur. Therefore, the durability of the transmission 1 can be improved.

  Next, the internal structure of the twin clutch type gear transmission of another embodiment will be further described based on the skeleton diagrams of FIGS. 6 shows the gear transmission 101 of the second embodiment, FIG. 7 shows the gear transmission 201 of the third embodiment, and FIG. 8 shows the gear transmission 301 of the fourth embodiment. In addition, about the same component as the above-mentioned 1st embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  First, the second embodiment of FIG. 6 will be described. In this embodiment, the gear train on the second countershaft 108 is arranged from the front side as a second speed stage 125, a fourth speed stage 124, and a sixth speed stage 126.

  When the gear train of the second speed stage 125 is arranged in the center portion of the second countershaft 108 in this way, the gear train having the next largest transmission torque after the first speed stage 23 is the roller that supports the first countershaft 7. Since it is disposed adjacent to the bearing 35, the support rigidity of the second countershaft 108 can be ensured without increasing the shaft diameter.

Therefore, also in this embodiment, the transmission 1 can be made compact.

  Other functions and effects are the same as those in the first embodiment.

  Next, the third embodiment of FIG. 7 will be described. In this embodiment, the gear train on the second countershaft 208 is arranged from the front side as a sixth speed stage 226, a fourth speed stage 224, and a second speed stage 225.

Thus, the gear train of sixth gear 226, when placed in the central portion of the second countershaft 2 08, as shown in the first embodiment, the inner periphery of the third gear member 8c If such is supported by the second protruding portion 73 of the countershaft 2 08, since it is possible to increase recessed inner peripheral portion of the third gear member 8c, it is possible to widen design freedom.

  Further, since the gear train of the second speed stage 225 can also be arranged close to the roller bearing 38 by arranging the gear train at the rear end of the second counter shaft 208, the support rigidity of the second counter shaft 208 is made so large in diameter. It can be secured even if it does not.

Therefore, also in this embodiment, the transmission 1 can be made compact and the degree of design freedom can be increased.

  This embodiment is also the same as the first embodiment with respect to other functions and effects.

  Finally, the fourth embodiment of FIG. 8 will be described. In the present embodiment, the gear train on the second countershaft 308 is arranged from the front side as a sixth speed stage 326, a second speed stage 325, and a fourth speed stage 324.

Thus, when the gear train is arranged, the synchronization device is divided into a 6-speed and 2-speed synchronization device 329 and a 4-speed synchronization device 330. When the synchronizer is configured in such a combination, when performing a shift change, for example , when performing a deceleration operation by jumping from the third speed to the second speed, the synchronizers 329 and 330 are separate. Can be shifted, and switching from the fourth speed to the second speed can be performed instantaneously.

Therefore, in the case of this embodiment, it is possible to provide the transmission 1 in which the shift switching in the interlaced shift is performed more instantaneously.

  This embodiment is also the same as the first embodiment with respect to other functions and effects.

As described above, in the correspondence between the configuration of the present invention and the above-described embodiment,
The input shaft of the present invention corresponds to the first input shaft 4 and the second input shaft 5 of the embodiment,
Similarly,
The casing corresponds to the gear casing 3,
The first bearing corresponds to the roller bearings 34 and 35,
The end of the first countershaft corresponds to the protrusions 72 and 73,
The gear on the second countershaft corresponds to the second reduction gear 81, the fourth speed counter gear 24B,
The second bearing corresponds to the needle bearing 83 and the bearing bush 85,
The present invention is not limited to the configuration of the above-described embodiment, but includes various other embodiments.

1 is an overall cross-sectional view of a twin clutch gear transmission according to a first embodiment that employs the present invention. The skeleton figure of the twin clutch type gear transmission of a 1st embodiment. The block diagram of a control system. The principal part detail drawing in the front part of a gear transmission. The principal part detail drawing in the rear part of a gear transmission. The skeleton figure of the twin clutch type gear transmission of a 2nd embodiment. The skeleton figure of the twin clutch type gear transmission of a 3rd embodiment. The skeleton figure of the twin clutch type gear transmission of a 4th embodiment.

1, 101, 201, 301 ... Twin clutch type gear transmission
1Aa ... First clutch mechanism
1 Ab ... Second clutch mechanism
3. Gear casing (casing)
4 ... First input shaft (input shaft)
5 ... Second input shaft (input shaft)
6 ... Output shaft 7 ... First counter shaft 8, 108, 208, 308 ... Second counter shaft
21B ... Reverse gear counter gear (reverse gear counter gear)
21-26 ... Gear train
23B ... 1st gear counter gear (counter gear for the lowest forward gear)
24B ... 4th stage counter gear (gear on second counter shaft)
34, 35 ... Roller bearing (first bearing)
36 ... Needle bearing (third bearing)
38 ... Roller bearing (third bearing)
72, 73 ... Projection (end of first counter shaft)
81 ... Second reduction gear (gear on second counter shaft)
83 ... Needle bearing (second bearing)
85 ... Bearing bush (second bearing)

Claims (6)

An input shaft, an output shaft disposed coaxially with the input shaft, a cylindrical first counter shaft disposed in parallel with the output shaft, and a second counter shaft inserted and disposed in the first counter shaft; A plurality of gear trains arranged between the output shaft, the first counter shaft and the second counter shaft, and a first clutch installed on the input shaft and transmitting power to the first counter shaft and the second counter shaft a twin clutch type gear device equipped with a mechanism and a second clutch mechanism,
Of the plurality of gear trains, a counter gear for the lowest forward speed is disposed on the first counter shaft,
The first counter shaft is supported on the casing via the first bearing,
By projecting the end portion of the first counter shaft to the inner peripheral portion of the gear provided on the second counter shaft, it is arranged so as to overlap with the gear in the axial direction,
A twin clutch gear transmission in which a gear on the second countershaft is supported by a second bearing at an end of the first countershaft. The twin clutch gear transmission according to claim 1 , wherein a counter gear for a reverse gear among the plurality of gear trains is disposed on the first counter shaft . The first counter axis is set to a shorter axis than the second counter axis,
The twin clutch gear transmission according to claim 1 or 2, wherein the first bearing is provided at both ends of the first countershaft. Wherein the first bearing, the first arranged near an end of the counter shaft, the second twin-clutch according to what Re one of <br/> claims 1 to 3 arranged adjacent to the bearing Transmission device. The twin clutch gear transmission according to any one of claims 1 to 4, wherein both ends of the second countershaft are supported by a casing via a third bearing. The second countershaft is composed of two members: a shaft member inserted through at least the first countershaft and a gear member provided on the outer periphery,
The twin clutch gear transmission according to any one of claims 1 to 5, wherein a coupling position of both members is set to be adjacent to a position of the second bearing member.

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