JP6251161B2 - transmission - Google Patents

Description

  The present invention comprises an input shaft arranged coaxially and a pair of output shafts arranged coaxially, and the driving force of the drive source is selected as any one of the input shafts via three friction clutches. The present invention relates to a triple clutch type transmission that selectively inputs the driving force and selectively outputs the driving force from any output shaft.

  An input shaft arranged coaxially and a pair of output shafts arranged coaxially respectively, and a driving force of a driving source is selectively inputted to any of the input shafts via two friction clutches In addition, in a so-called dual clutch type transmission that selectively outputs the driving force from any output shaft, a simple flow power transmission path that directly outputs the driving force from the input shaft to one output shaft, and an input Combined with a complex flow power transmission path that outputs driving force from the shaft through both output shafts, the limited number of gears can be used effectively, avoiding an increase in the size of the skeleton and increasing to 10 stages. A transmission (see FIG. 40) having a multistage structure is known from Japanese Patent Application Laid-Open No. 2004-228561.

DE 10 2011 117 046 A1

  By the way, the shift of the transmission includes a sequential shift that shifts between consecutive shift stages and a jump shift that shifts between non-continuous shift stages. There is a one-step jump shift that shifts to the third speed shift step and the two-step jump shift that shifts from the first speed shift step to the second speed shift step and the third speed shift step to the fourth speed shift step.

  The conventional transmission, which is a type of dual clutch transmission, can shift without torque loss by shifting two friction clutches in a state where the next shift stage is pre-shifted in advance when performing sequential shifts. It becomes possible. However, if a jump shift without torque loss is attempted, it is not possible to jump directly from the current shift stage to the target shift stage, and in many cases, a plurality of temporary shifts are required in the process of shifting from the current shift stage to the target shift stage. There is a need to shift while preventing torque loss via the shift speed (multi-step shift), and there is a problem that shift response is reduced.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a transmission that can avoid multiple steps at the time of jump gear shifting as much as possible while reducing the size and the number of stages.

In order to achieve the above object, according to the first aspect of the present invention, the first input shaft, the second input shaft, and the third input shaft that are arranged coaxially so that at least a part thereof overlaps, A first friction engagement device that connects a first input shaft to a drive source, a second friction engagement device that connects the second input shaft to the drive source, and a third input shaft that connects to the drive source A third friction engagement device; a first input gear fixed to the first input shaft; a second input gear fixed to the second input shaft; and fixed to the third input shaft. Third and fourth input gears, a first output shaft and a second output shaft arranged in parallel with the first input shaft, and a first meshing engagement device arranged coaxially on the outer periphery of the first output shaft A first auxiliary output shaft that can be coupled to the first output shaft via a first output shaft, and a fifth meshing engagement device that is coaxially disposed on the outer periphery of the second output shaft A second sub output shaft that can be coupled to the second output shaft via the second sub output shaft, and a second sub output shaft that is rotatably supported by the first sub output shaft and can be coupled to the first sub output shaft via the second meshing engagement device. A first output gear, a second output gear supported relative to the first sub output shaft so as to be relatively rotatable, and coupled to the first sub output shaft via a third meshing engagement device, and the first sub gear Third and fourth output gears, which are rotatably supported on the output shaft and can be selectively coupled to the first sub output shaft via a fourth meshing engagement device, and relative rotation to the second sub output shaft A fifth output gear which is freely supported and can be coupled to the second secondary output shaft via a sixth meshing engagement device; and a seventh meshing engagement device which is rotatably supported by the second secondary output shaft. A sixth output gear that can be coupled to the second sub-output shaft via the second sub-output shaft, and an eighth meshing engagement device that is rotatably supported by the second sub-output shaft. A seventh output gear selectively connectable to the second sub output shaft; a first final drive gear fixed to the first output shaft; and a second final drive fixed to the second output shaft. The first input gear meshes with the first output gear and the fifth output gear, the second input gear meshes with the second output gear and the sixth output gear, and the third input gear. The input gear meshes with the third output gear, the fourth input gear meshes with the fourth output gear and the seventh output gear, and the first to third friction engagement devices and the first to eighth establishing a plurality of gear positions by selective engagement of the meshing engagement device, that transmits the driving force of the driving source to the first final drive gear or a differential gear from either of the second final drive gear The characteristic transmission is Proposed.

  According to the second aspect of the present invention, in addition to the configuration of the first aspect, the second input shaft is disposed on the outer periphery of the first input shaft, and the third input shaft is disposed on the outer periphery of the second input shaft. A transmission characterized in that an input shaft is arranged is proposed.

  According to a third aspect of the present invention, in addition to the configuration of the first aspect, the first input shaft is disposed on the outer periphery of the third input shaft, and the second input shaft is disposed on the outer periphery of the first input shaft. A transmission characterized in that an input shaft is arranged is proposed.

  According to the invention described in claim 4, in addition to the configuration of any one of claims 1 to 3, the plurality of shift speeds are from a lowest speed to a speed above a predetermined speed. A low-speed gear group, a high-speed gear group from a highest gear to a gear below a predetermined gear, and a medium-speed gear group sandwiched between the low-speed gear group and the high-speed gear group, In the gear stage group and the high speed gear group, the driving force of the driving source is output via both the first and second auxiliary output shafts, and in the medium speed gear group, the driving force of the driving source is A transmission is proposed that is output via only one of the first and second auxiliary output shafts.

  According to the fifth aspect of the present invention, in addition to the configuration of any one of the first to fourth aspects, the low-speed side shift stage less than the intermediate shift stage located in the middle of the plurality of shift stages. Then, the driving force of the driving source is output from one of the first and second output shafts, and the driving force of the driving source is the other of the first and second output shafts at the high speed side gear stage that is higher than the intermediate gear stage. A transmission characterized by being output from is proposed.

According to the invention described in claim 6, in addition to the configuration of any one of claims 1 to 5, the reverse drive gear fixed to the first auxiliary output shaft, and the second a reverse driven gear meshing with the cut Bath drive gear before being rotatably supported on the output shaft, the reverse driven gear and a ninth meshing engagement device capable of binding to the second output shaft, the ninth mesh A transmission is proposed in which the engagement device and the fifth meshing engagement device are arranged to face each other and operate with a common shift fork.

  The engine P of the embodiment corresponds to the drive source of the present invention, the first friction clutch C1 to the third friction clutch C3 of the embodiment correspond to the first to third friction engagement devices of the present invention, The first synchronizer A to the ninth synchronizer I of the embodiment correspond to the first to ninth meshing engagement devices of the present invention.

  According to the structure of Claim 1, it arrange | positions coaxially and the 1st-3rd input shaft to which a driving force is input via the 1st-3rd friction engagement apparatus, and the 1st output shaft arrange | positioned coaxially And the first sub-output shaft, the second output shaft and the second sub-output shaft arranged coaxially, are arranged in three axes, and the first to fourth input gears and the first to first inputs connecting the three axes. Since the power transmission path consisting of seven output gears is switched between the first to third friction engagement devices and the first to eighth mesh engagement devices, a maximum of 25 shift stages can be established with a total of 11 gears. By selecting 11 effective gears out of 25 gears by setting the number of gear teeth, it is possible to increase the number of gears with a small number of gears.

  In a normal dual clutch transmission, the driving force of the driving source is selectively input to the two systems of the first input shaft and the second input shaft. In the present invention, the driving force of the driving source is the first input. Since it is selectively inputted to the three systems of the shaft to the third input shaft, it is difficult to generate an interlock at the time of shifting, and multi-steps at the time of jump shifting can be suppressed, and the shift response can be improved. Moreover, since the number of friction engagement devices is increased from two to three with respect to a normal dual clutch transmission, the friction engagement device engaged at the current gear stage and the friction engagement device engaged at the target gear stage. The probability of matching with the combined device decreases, and the probability that clutch-to-clutch shift can be performed without causing torque loss increases, thereby effectively suppressing the multi-step at the time of jump shift. Shift response can be improved.

  According to the configuration of the third aspect, the first input shaft is disposed on the outer periphery of the third input shaft and the second input shaft is disposed on the outer periphery of the first input shaft. Only the first input gear is supported, and the outermost second input shaft supports only one second input gear, so that the axial lengths of the first input shaft and the second input shaft are shortened. can do. As a result, even if the thinnest and longest third input shaft on the innermost circumference is bent, interference between the first to third input shafts hardly occurs, and the diameters of the first to third input shafts are reduced accordingly. Thus, the transmission can be reduced in size and weight.

  According to the fourth aspect of the present invention, the plurality of shift speeds includes a low-speed shift speed group (first speed shift speed and second speed shift speed) from the lowest shift speed to a shift speed on a predetermined speed, and a predetermined speed from the highest shift speed. High-speed gear groups (10-speed gear and 11-speed gears) up to the lower gear, and medium-speed gears (third-speed to ninth-speed) sandwiched between the low-speed gears and the high-speed gears. In the low speed gear group and the high speed gear group, the driving force of the drive source is output via both the first and second auxiliary output shafts, and in the medium speed gear group, the driving source is driven. Since the force is output via only one of the first and second auxiliary output shafts, the low-speed shift stage group having a low frequency of use of the complicated flow in which the driving force passes through both the first and second auxiliary output shafts and A simple flow in which the driving force is routed through only one of the first and second auxiliary output shafts is frequently used while being assigned to the high-speed gear group. By assigning a high medium-speed shift stage group, it is possible to minimize the power loss by reducing the number of gear engagement.

  At this time, in the low speed gear group and the high speed gear group, the driving force is transmitted between the first sub output shaft and the second sub output shaft via the third input gear and the fourth input gear. The fourth input gear functions as a reduction gear to increase the gear ratio of the low-speed gear stage group, and the third input gear and the fourth input gear function as speed-up gears to decrease the gear ratio of the high-speed gear group. By doing so, the transmission orange of the transmission can be enlarged.

  According to the fifth aspect of the present invention, the driving force of the drive source is the first and the first in the low speed side speed stage (1st speed stage to 6th speed stage) less than the intermediate speed stage located in the middle of the plurality of speed stages. Since it is output from one of the two output shafts, and the driving force of the drive source is output from the other of the first and second output shafts at a high speed side shift stage (7th speed shift stage to 11th speed shift stage) higher than the intermediate shift stage. When the upshift or downshift is continuously performed, the driving force transmission path is prevented from being frequently or complicatedly switched, and power loss can be reduced and the shift response can be ensured.

  According to the sixth aspect of the present invention, the reverse drive gear fixed to the first sub output shaft, the reverse driven gear that is rotatably supported by the second output shaft and meshes with the first reverse drive gear, A ninth meshing engagement device capable of coupling the driven gear to the second output shaft, and the ninth meshing engagement device and the fifth meshing engagement device are arranged to face each other and operate with a common shift fork. Therefore, the number of shift forks can be reduced as compared with the case where the ninth meshing engagement device and the fifth meshing engagement device are operated by dedicated shift forks.

A skeleton diagram of a transmission. (First embodiment) FIG. 2 is an axial arrow view of FIG. 1. (First embodiment) The figure which shows the number of teeth of each input gear and each output gear. (First embodiment) The figure which shows the ratio of each gear stage, and the common ratio of each gear stage. (First embodiment) The engagement table of a friction clutch and a synchronizer. (First embodiment) Explanatory drawing of the sequential shift process of 1st gear stage-> 2nd gear stage. (First embodiment) Explanatory drawing of the sequential gear shifting process of 2nd gear stage-> 3rd gear stage. (First embodiment) Explanatory drawing of the sequential shift process of 3rd gear stage-> 4th gear stage. (First embodiment) Explanatory drawing of the sequential speed change process of 4th gear stage-> 5th gear stage. (First embodiment) Explanatory drawing of the sequential shift process of 5th gear stage-> 6th gear stage. (First embodiment) Explanatory drawing of the sequential gear-shift process of 6th gear stage-> 7th gear stage. (First embodiment) Explanatory drawing of the sequential gear shifting process of 7th gear stage-> 8th gear stage. (First embodiment) Explanatory drawing of the sequential shift process of 8th gear stage-> 9th gear stage. (First embodiment) Explanatory drawing of the sequential gear-shift process of 9th gear stage-> 10th gear stage. (First embodiment) Explanatory drawing of the sequential gear-shift process of 10-speed gear stage-> 11-speed gear stage. (First embodiment) The figure which shows the gear meshing number of each gear stage of a prior art example and embodiment. (First embodiment) The figure which shows the simple torque flow of each gear stage. (First embodiment) Explanatory drawing of the effect of having provided three friction clutches. (First embodiment) The figure which shows the step number of the jump shift of embodiment. (First embodiment) The figure which shows the step number of the jump shift of a prior art example. (First embodiment) A skeleton diagram of a transmission. (Second Embodiment) A skeleton diagram of a transmission. (Third embodiment) FIG. 23 is an axial arrow view of FIG. 22. (Third embodiment) The engagement table of a friction clutch and a synchronizer. (Third embodiment) Explanatory drawing of the sequential shift process of 1st gear stage-> 2nd gear stage. (Third embodiment) Explanatory drawing of the sequential gear shifting process of 2nd gear stage-> 3rd gear stage. (Third embodiment) Explanatory drawing of the sequential shift process of 3rd gear stage-> 4th gear stage. (Third embodiment) Explanatory drawing of the sequential speed change process of 4th gear stage-> 5th gear stage. (Third embodiment) Explanatory drawing of the sequential shift process of 5th gear stage-> 6th gear stage. (Third embodiment) Explanatory drawing of the sequential gear-shift process of 6th gear stage-> 7th gear stage. (Third embodiment) Explanatory drawing of the sequential gear shifting process of 7th gear stage-> 8th gear stage. (Third embodiment) Explanatory drawing of the sequential shift process of 8th gear stage-> 9th gear stage. (Third embodiment) Explanatory drawing of the sequential gear-shift process of 9th gear stage-> 10th gear stage. (Third embodiment) Explanatory drawing of the sequential gear-shift process of 10-speed gear stage-> 11-speed gear stage. (Third embodiment) Explanatory drawing of the speed change process of a reverse gear stage-> 1st gear stage. (Third embodiment) The figure which shows the simple torque flow of each gear stage. (Third embodiment) The figure which shows arrangement | positioning of the shift fork of a comparative example. (Third embodiment) The figure which shows arrangement | positioning of a shift fork. (Third embodiment) The skeleton figure and torque flow figure of a transmission. (Fourth embodiment) A skeleton diagram of a transmission. (Conventional example)

First embodiment

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.

  As shown in FIGS. 1 and 2, the eleven forward-stage triple clutch transmission T of the present embodiment includes a first input shaft Im1 connected to the engine P via a first friction clutch C1, and a first input shaft Im1. The first input shaft Im1 is fitted to the outer periphery of the input shaft Im1 so as to be relatively rotatable, and the second input shaft Im2 connected to the engine P via the second friction clutch C2 is fitted to the outer periphery of the second input shaft Im2. And a third input shaft Im3 connected to the engine P via a third friction clutch C3. The first friction clutch C1, the second friction clutch C2, and the third friction clutch C3 are collectively arranged between the shaft ends of the first input shaft Im1, the second input shaft Im2, and the third input shaft Im3 and the engine P. Is done.

  The first output shaft Om1 and the second output shaft Om2 are arranged in parallel to the first input shaft Im1, the second input shaft Im2, and the third input shaft Im3, and the first sub shaft is arranged on the outer periphery of the first output shaft Om1. The output shaft Os1 is fitted so as to be relatively rotatable, and the second auxiliary output shaft Os2 is fitted to the outer periphery of the second output shaft Om2 so as to be relatively rotatable.

  The first input gear Gi1 is fixed to the first input shaft Im1, the second input gear Gi2 is fixed to the second input shaft Im2, and the third input gear Gi3 and the fourth input gear Gi4 are fixed to the third input shaft Im3. It is fixed.

  The first input gear Gi1 meshes with a first output gear Go1 supported relatively rotatably on the first sub-output shaft Os1 and a fifth output gear Go5 supported relatively rotatably on the second sub-output shaft Os2. The second input gear Gi2 meshes with the second output gear Go2 supported relatively rotatably on the first sub output shaft Os1 and the sixth output gear Go6 supported rotatably relative to the second sub output shaft Os2. The third input gear Gi3 meshes with the third output gear Go3 supported relative to the first auxiliary output shaft Os1, and the fourth input gear Gi4 is supported relative to the first auxiliary output shaft Os1. It meshes with the fourth output gear Go4 and the seventh output gear Go7 that is rotatably supported by the second auxiliary output shaft Os2.

  The first output shaft Om1 and the first sub output shaft Os1 can be coupled by the first synchronizer A, and the first output gear Go1 can be coupled to the first sub output shaft Os1 via the second synchronizer B. Yes, the second output gear Go2 can be coupled to the first auxiliary output shaft Os1 via the third synchronizer C, and the third output gear Go3 and the fourth output gear Go4 can be coupled via the fourth synchronizers D1 and D2. The first auxiliary output shaft Os1 can be selectively coupled. The fourth synchronizers D1 and D2 are operated by a common shift fork. The third output gear Go3 is coupled to the first auxiliary output shaft Os1 by the left movement of the sleeve, and the fourth output gear Go4 is coupled by the right movement of the sleeve. The first auxiliary output shaft Os1 is coupled.

  The second output shaft Om2 and the second sub output shaft Os2 can be coupled by the fifth synchronizer E, and the fifth output gear Go5 can be coupled to the second sub output shaft Os2 via the sixth synchronizer F. Yes, the sixth output gear Go6 can be coupled to the second auxiliary output shaft Os2 via the seventh synchronizer G, and the seventh output gear Go7 can be coupled to the second auxiliary output shaft Os2 via the eighth synchronizer H. Is possible.

  A differential gear in which a first final drive gear Gf1 fixed to the first output shaft Om1 and a second final drive gear Gf2 fixed to the second output shaft Om2 distribute driving force to the left and right drive wheels W, W. It meshes with a final driven gear Gf fixed to the case of Gd.

  The transmission T having such a skeleton includes a selective engagement of the first friction clutch C1 to the third friction clutch C3 and a selective engagement of the first synchronization device A to the eighth synchronization device H. Although a maximum of 25 shift stages can be established by the combination, in the present embodiment, a total of 11 shift stages are selected from a total of 25 shift stages and used.

  FIG. 3 shows the number of teeth of the first input gear Gi1 to the fourth input gear Gi4 and the first output gear Go1 to the seventh output gear Go7, and the gear ratio of the gears that mesh with each other. . FIG. 4 (A) and FIG. 4 (B) show the ratio of the first gear to the eleventh gear that is achieved by setting the number of teeth and the common ratio between the adjacent gears. It can be seen that the ratio of the first speed to the eleventh speed is distributed at appropriate intervals.

  FIG. 5 is an engagement table of the first friction clutch C1 to the third friction clutch C3 and the first synchronizer A to the eighth synchronizer H, and the friction clutch and the synchronizer engaged at each gear stage are indicated by ◯. It is. FIGS. 6 to 15 are explanatory views of the sequential upshift process from the first gear to the eleventh gear, where the engaged synchro device is shown in black and disengaged. The synchro device is shown in white.

  Hereinafter, the torque flow from the first gear to the eleventh gear will be described in order.

<1st gear stage>
When the first gear is established, the first friction clutch C1 is engaged, and the first synchronizer A, the fourth synchronizer D1 (left side), the sixth synchronizer F, and the eighth synchronizer H are engaged. . As a result, as is apparent from FIG. 6A, the driving force of the engine P is such that the first friction clutch C1, the first input shaft Im1, the first input gear Gi1, the fifth output gear Go5, and the sixth synchronizer F. → second auxiliary output shaft Os2 → eighth synchronizer H → seventh output gear Go7 → fourth input gear Gi4 → third input shaft Im3 → third input gear Gi3 → third output gear Go3 → fourth synchronizer D1 ( Left drive side) → first auxiliary output shaft Os1 → first synchronizer A → first output shaft Om1 → first final drive gear Gf1 → final driven gear Gf → differential gear Gd is transmitted to the drive wheels W and W .

<2nd gear stage>
When the second gear is established, the second friction clutch C2 is engaged, and the first synchronizer A, the fourth synchronizer D1 (left-hand side), the seventh synchronizer G, and the eighth synchronizer H are engaged. . As a result, as is apparent from FIG. 7A, the driving force of the engine P is such that the second friction clutch C2, the second input shaft Im2, the second input gear Gi2, the sixth output gear Go6, and the seventh synchronizer G. → second auxiliary output shaft Os2 → eighth synchronizer H → seventh output gear Go7 → fourth input gear Gi4 → third input shaft Im3 → third input gear Gi3 → third output gear Go3 → fourth synchronizer D1 ( Left drive side) → first auxiliary output shaft Os1 → first synchronizer A → first output shaft Om1 → first final drive gear Gf1 → final driven gear Gf → differential gear Gd is transmitted to the drive wheels W and W .

<3rd gear stage>
When the third gear is established, the third friction clutch C3 is engaged, and the first synchronizer A and the fourth synchronizer D1 (left side) are engaged. As a result, as is apparent from FIG. 8A, the driving force of the engine P is such that the third friction clutch C3 → the third input shaft Im3 → the third input gear Gi3 → the third output gear Go3 → the fourth synchronizer D1. (Left moving side) → first auxiliary output shaft Os1 → first synchronizer A → first output shaft Om1 → first final drive gear Gf1 → final driven gear Gf → differential gear Gd is transmitted to the drive wheels W and W. The

<4th gear>
When the fourth speed is established, the first friction clutch C1 is engaged, and the first synchronizer A and the second synchronizer B are engaged. As a result, as is apparent from FIG. 9A, the driving force of the engine P is such that the first friction clutch C1 → the first input shaft Im1 → the first input gear Gi1 → the first output gear Go1 → the second synchronizer B. It is transmitted to the drive wheels W, W through the path of the first auxiliary output shaft Os1, the first synchronizer A, the first output shaft Om1, the first final drive gear Gf1, the final driven gear Gf, and the differential gear Gd.

<5-speed shift stage>
When the fifth gear is established, the second friction clutch C2 is engaged, and the first synchronizer A and the third synchronizer C are engaged. As a result, as apparent from FIG. 10 (A), the driving force of the engine P is such that the second friction clutch C2 → second input shaft Im2 → second input gear Gi2 → second output gear Go2 → third synchronizer C. It is transmitted to the drive wheels W, W through the path of the first auxiliary output shaft Os1, the first synchronizer A, the first output shaft Om1, the first final drive gear Gf1, the final driven gear Gf, and the differential gear Gd.

<6-speed shift stage>
When the sixth speed is established, the third friction clutch C3 is engaged, and the first synchronizer A and the fourth synchronizer D2 (right side) are engaged. As a result, as is clear from FIG. 11A, the driving force of the engine P is such that the third friction clutch C3 → the third input shaft Im3 → the fourth input gear Gi4 → the fourth output gear Go4 → the fourth synchronizer D2. (Right movement side) → first auxiliary output shaft Os1 → first synchronizer A → first output shaft Om1 → first final drive gear Gf1 → final driven gear Gf → differential gear Gd is transmitted to the drive wheels W and W. The

<7-speed gear stage>
When the seventh speed is established, the first friction clutch C1 is engaged, and the fifth synchronizer E and the sixth synchronizer F are engaged. As a result, as apparent from FIG. 12A, the driving force of the engine P is such that the first friction clutch C1, the first input shaft Im1, the first input gear Gi1, the fifth output gear Go5, and the sixth synchronizer F. → Second auxiliary output shaft Os2 → Fifth synchronizer E → Second output shaft Om2 → Second final drive gear Gf2 → Final driven gear Gf → Differential gear Gd is transmitted to the drive wheels W and W.

<8-speed gear stage>
At the time of establishment of the eighth gear, the second friction clutch C2 is engaged, and the fifth synchronization device E and the seventh synchronization device G are engaged. As a result, as apparent from FIG. 13 (A), the driving force of the engine P is such that the second friction clutch C2, the second input shaft Im2, the second input gear Gi2, the sixth output gear Go6, and the seventh synchronizer G. → Second auxiliary output shaft Os2 → Fifth synchronizer E → Second output shaft Om2 → Second final drive gear Gf2 → Final driven gear Gf → Differential gear Gd is transmitted to the drive wheels W and W.

<9-speed gear stage>
When the ninth gear is established, the third friction clutch C3 is engaged, and the fifth synchronizer E and the eighth synchronizer H are engaged. As a result, as apparent from FIG. 14A, the driving force of the engine P is such that the third friction clutch C3 → the third input shaft Im3 → the fourth input gear Gi4 → the seventh output gear Go7 → the eighth synchronizer H. → Second auxiliary output shaft Os2 → Fifth synchronizer E → Second output shaft Om2 → Second final drive gear Gf2 → Final driven gear Gf → Differential gear Gd is transmitted to the drive wheels W and W.

<10-speed gear stage>
When the tenth speed is established, the first friction clutch C1 is engaged, and the second synchronizer B, the fourth synchronizer D1 (left side), the fifth synchronizer E, and the eighth synchronizer H are engaged. . As a result, as apparent from FIG. 15A, the driving force of the engine P is such that the first friction clutch C1, the first input shaft Im1, the first input gear Gi1, the first output gear Go1, and the second synchronizer B. → first auxiliary output shaft Os1 → fourth synchronizer D1 (left side) → third output gear Go3 → third input gear Gi3 → third input shaft Im3 → fourth input gear Gi4 → seventh output gear Go7 → second It is transmitted to the drive wheels W and W through a path of 8 synchronizer H → second auxiliary output shaft Os2 → fifth synchronizer E → second output shaft Om2 → second final drive gear Gf2 → final driven gear Gf → differential gear Gd. .

<11-speed gear stage>
When the 11th speed is established, the second friction clutch C2 is engaged, and the third synchronizer C, the fourth synchronizer D1 (left-hand side), the fifth synchronizer E, and the eighth synchronizer H are engaged. . As a result, as apparent from FIG. 15 (D), the driving force of the engine P is such that the second friction clutch C2, the second input shaft Im2, the second input gear Gi2, the second output gear Go2, and the third synchronizer C. → first auxiliary output shaft Os1 → fourth synchronizer D1 (left side) → third output gear Go3 → third input gear Gi3 → third input shaft Im3 → fourth input gear Gi4 → seventh output gear Go7 → second It is transmitted to the drive wheels W and W through a path of 8 synchronizer H → second auxiliary output shaft Os2 → fifth synchronizer E → second output shaft Om2 → second final drive gear Gf2 → final driven gear Gf → differential gear Gd. .

  As described above, by controlling the engagement of the first friction clutch C1 to the third friction clutch C3 and the engagement of the first synchronizer A to the eighth synchronizer H, the first gear to the eleventh gear are changed. Probability.

  Next, the sequence of the upshift from the first gear to the eleventh gear will be described.

<1st gear stage → 2nd gear stage>
In the shift preparation process shown in FIG. 6 (B) from the running state at the first speed gear stage shown in FIG. 6 (A), the seventh synchronizer G is engaged and the sixth output gear Go6 is moved to the second auxiliary output shaft. By coupling to Os2, a pre-shift to the second gear is performed. At this time, since the second friction clutch C2 is still in the disengaged state, the second sub-output shaft Os2 to which the driving force is transmitted through the power transmission path of the first gear is simultaneously driven through the power transmission path indicated by the broken line No force is transmitted and there is no risk of interlocking.

  When the first friction clutch C1 is disengaged and the second friction clutch C2 is engaged in the clutch switching process shown in FIG. 6C, torque transmission through the power transmission path of the first gear is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the second gear is established without torque loss. Then, in the shift release process shown in FIG. 6D, by disengaging the sixth synchronizer F that was engaged at the first speed gear stage but is not necessary at the second speed gear stage, the shift to the second speed gear stage is achieved. Complete the upshift.

<2nd gear stage → 3rd gear stage>
Since there is no synchronization device that newly engages with the second gear in the third gear, the shift preparation process shown in FIG. 7 (B) from the traveling state in the second gear shown in FIG. 7 (A). No particular operation is performed when shifting to.

When the second friction clutch C2 is disengaged and the third friction clutch C3 is engaged in the clutch switching process shown in FIG. 7 (C), torque transmission through the power transmission path of the second speed gear stage is not performed. Thus, the driving force is transmitted through the power transmission path indicated by the solid line, and the third gear is established without torque loss. Then, in the shift release process shown in FIG. 7D, by disengaging the seventh synchronizer G and the eighth synchronizer H that were engaged at the second gear, but unnecessary at the third gear, Complete the upshift to the third gear.

<3rd gear stage → 4th gear stage>
In the shift preparation process shown in FIG. 8 (B) from the traveling state at the third speed gear stage shown in FIG. 8 (A), the second synchronizer B is engaged and the first output gear Go1 is set to the first sub output shaft. By combining with Os1, pre-shifting to the fourth gear is performed. At this time, since the first friction clutch C1 is still in the disengaged state, the first auxiliary output shaft Os1 to which the driving force is transmitted through the power transmission path of the third speed gear stage is simultaneously driven through the power transmission path indicated by the broken line. No force is transmitted and there is no risk of interlocking.

  When the third friction clutch C3 is disengaged and the first friction clutch C1 is engaged in the clutch switching process shown in FIG. 8 (C), torque transmission through the power transmission path of the third speed gear stage is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the fourth gear is established without torque loss. Then, in the shift release process shown in FIG. 8 (D), the fourth synchronizer D1 (left-hand side), which was engaged at the third speed gear stage but is not required at the fourth speed gear stage, is disengaged to Complete the upshift to the fast gear.

<4th gear stage → 5th gear stage>
In the shift preparation process shown in FIG. 9 (B) from the running state at the fourth speed gear stage shown in FIG. 9 (A), the third synchronizer C is engaged and the second output gear Go2 is moved to the first sub output shaft. By combining with Os1, a pre-shift to the fifth gear is performed. At this time, since the second friction clutch C2 is still in the disengaged state, it is simultaneously driven by the power transmission path indicated by the broken line to the first sub output shaft Os1 to which the driving force is transmitted by the power transmission path of the fourth gear. No force is transmitted and there is no risk of interlocking.

  When the first friction clutch C1 is disengaged and the second friction clutch C2 is engaged in the clutch switching process shown in FIG. 9C, torque transmission through the power transmission path of the fourth gear is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the fifth gear is established without torque loss. Then, in the shift release process shown in FIG. 9 (D), the second synchronizer B, which was engaged at the fourth speed gear stage but is not necessary at the fifth speed gear stage, is disengaged. Complete the upshift.

<5-speed shift stage → 6-speed shift stage>
In the shift preparation process shown in FIG. 10 (B) from the traveling state at the fifth gear shown in FIG. 10 (A), the fourth synchronizer D2 (right movement side) is engaged and the fourth output gear Go4 is engaged. By connecting to the first auxiliary output shaft Os1, pre-shifting to the sixth gear is performed. At this time, since the third friction clutch C3 is still in the disengaged state, it is simultaneously driven by the power transmission path indicated by the broken line to the first auxiliary output shaft Os1 to which the driving force is transmitted by the power transmission path of the fifth gear. No force is transmitted and there is no risk of interlocking.

  When the second friction clutch C2 is disengaged and the third friction clutch C3 is engaged in the clutch switching process shown in FIG. 10C, torque transmission through the power transmission path of the fifth gear is not performed. As a result, the 6th speed is established without torque loss. Then, in the shift release process shown in FIG. 10 (D), the third synchronizer C, which was engaged at the fifth speed gear stage but is unnecessary at the sixth speed gear stage, is disengaged. Complete the upshift.

<6th gear shift stage → 7th gear shift stage>
In the shift preparation process shown in FIG. 11 (B) from the traveling state at the sixth speed shown in FIG. 11 (A), the fifth synchronizer E and the sixth synchronizer F are engaged to provide the second auxiliary output shaft. The Os2 is coupled to the second output shaft Om2 and the fifth output gear Go5 is coupled to the second auxiliary output shaft Os2, thereby pre-shifting to the seventh speed gear stage. At this time, since the first friction clutch C1 is still in the disengaged state, the driving force is simultaneously transmitted through the power transmission path indicated by the broken line to the final driven gear Gf where the driving power is transmitted through the power transmission path of the sixth gear. There is no risk that an interlock will occur.

  When the third friction clutch C3 is disengaged and the first friction clutch C1 is engaged in the clutch switching process shown in FIG. 11C, torque transmission through the power transmission path of the sixth gear is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the seventh gear is established without torque loss. In the shift release process shown in FIG. 11 (D), the first synchronizer A and the fourth synchronizer D2 (right movement side) are engaged, which were engaged at the sixth speed but not required at the seventh speed. By releasing, the upshift to the seventh gear is completed.

<7th gear shift stage → 8th gear shift stage>
In the shift preparation process shown in FIG. 12 (B) from the running state at the seventh speed gear stage shown in FIG. 12 (A), the seventh synchronizer G is engaged and the sixth output gear Go6 is moved to the second auxiliary output shaft. By combining with Os2, a pre-shift to the eighth gear is performed. At this time, since the second friction clutch C2 is still in the disengaged state, the second auxiliary output shaft Os2 to which the driving force is transmitted through the power transmission path of the seventh speed gear stage is simultaneously driven through the power transmission path indicated by the broken line. No force is transmitted and there is no risk of interlocking.

  When the first friction clutch C1 is disengaged and the second friction clutch C2 is engaged in the clutch switching process shown in FIG. 12 (C), torque transmission through the power transmission path of the seventh gear is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the eighth gear is established without torque loss. Then, in the shift release process shown in FIG. 12D, the sixth synchronizer F that was engaged at the seventh speed shift stage but is not required at the eighth speed shift stage is disengaged, so that the shift to the eighth speed shift stage is achieved. Complete the upshift.

<8th gear shift stage → 9th gear shift stage>
In the shift preparation process shown in FIG. 13 (B) from the traveling state at the eighth speed shown in FIG. 13 (A), the eighth synchronizer H is engaged and the seventh output gear Go7 is moved to the second auxiliary output shaft. By coupling to Os2, a pre-shift to the ninth gear is performed. At this time, since the third friction clutch C3 is still in the disengaged state, it is simultaneously driven by the power transmission path indicated by the broken line to the second auxiliary output shaft Os2 to which the driving force is transmitted by the power transmission path of the eighth gear. No force is transmitted and there is no risk of interlocking.

  When the second friction clutch C2 is disengaged and the third friction clutch C3 is engaged in the clutch switching process shown in FIG. 13C, torque transmission through the power transmission path of the eighth gear is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the ninth gear is established without torque loss. Then, in the shift release process shown in FIG. 13 (D), the seventh synchronizer G, which was engaged at the eighth speed, but is unnecessary at the ninth speed, is disengaged. Complete the upshift.

<9th gear stage → 10th gear stage>
In the shift preparation process shown in FIG. 14 (B) from the running state at the 9th gear stage shown in FIG. 14 (A), the second sync device B and the fourth sync device D1 (left-hand side) are engaged. The first output gear Go1 and the third output gear Go3 are coupled to the first auxiliary output shaft Os1, thereby performing pre-shifting to the tenth speed gear stage. At this time, since the first friction clutch C1 is still in the disengaged state, it is simultaneously driven by the power transmission path indicated by the broken line to the second auxiliary output shaft Os2 to which the driving force is transmitted by the power transmission path of the ninth gear. No force is transmitted and there is no risk of interlocking.

When the third friction clutch C3 is disengaged and the first friction clutch C1 is engaged in the clutch switching process shown in FIG. 14C, torque transmission through the power transmission path of the ninth gear is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the 10th gear is established without torque loss. And in a shift release process shown in FIG. 14 (D), in particular without performing an operation to the unnecessary synchronizer not engaged to complete the upshift to 10 gear shift stage.

<10th gear stage → 11th gear stage>
In the shift preparation process shown in FIG. 15 (B) from the traveling state at the 10th speed gear stage shown in FIG. 15 (A), the third synchronizer C is engaged and the second output gear Go2 is moved to the first auxiliary output shaft. By coupling to Os1, a pre-shift to the 11th gear stage is performed. At this time, since the second friction clutch C2 is still in the disengaged state, it is simultaneously driven by the power transmission path indicated by the broken line to the second auxiliary output shaft Os2 to which the driving force is transmitted by the power transmission path of the 10th speed gear stage. No force is transmitted and there is no risk of interlocking.

  In the clutch switching process shown in FIG. 15C, when the first friction clutch C1 is disengaged and the second friction clutch C2 is engaged, torque transmission through the power transmission path of the 10th speed shift stage is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the 11th gear is established without torque loss. Then, in the shift release process shown in FIG. 15 (D), the second synchronizer B, which was engaged at the 10th speed gear stage but is not required at the 11th speed speed stage, is disengaged, so that the shift to the 11th speed speed stage is achieved. Complete the upshift.

  As described above, according to this embodiment, torque loss is generated by so-called clutch-to-clutch shift, that is, by holding the first to third friction clutches C1, C2, and C3 in a pre-shifted state. The upshift sequential shift can be completed without any problem. Similarly, the downshift sequential shift can be completed without causing torque loss by the clutch-to-clutch shift.

  Next, advantages of the transmission T according to the present embodiment over the transmission described in Patent Document 1 (hereinafter referred to as a conventional example) will be described.

  In the conventional example shown in FIG. 40, 10 shift stages can be established with a total of 12 gears consisting of 4 input gears supported on the input shaft and 8 output gears supported on the pair of output shafts. However, in this embodiment, 11 shift stages can be established with a total of 11 gears consisting of 4 input gears supported on the input shaft and 7 output gears supported on the pair of output shafts. Thus, the number of gears can be increased by one with a smaller number of gears than the conventional example.

  Further, as shown in FIG. 16, in the conventional example, the number of meshing gears is 2 in 3 out of 10 gears, but the number of meshing gears is 4 in the remaining 7th gear, and the number of meshing = 2. The two meshing rate is as low as 30%. It is said that the power transmission efficiency of the transmission is reduced by 1.5% at each meshing position of the gear, and the conventional example has a problem that the power transmission efficiency is lowered because there are many gear stages with the number of meshing = 4.

  In the present embodiment, the gear meshing number = 2 in seven of the eleventh gear positions, the gear meshing number = 4 in the remaining four gears, and the two meshing ratio at which the meshing number = 2 is 64. % Is high. As described above, in the present embodiment, the reduction in the power transmission efficiency can be minimized by reducing the number of shift stages with the number of meshes = 4.

  FIG. 17 simply shows the torque flow for each gear position of the transmission according to the present embodiment. The torque flow is such that the driving force of the first input shaft Im1, the second input shaft Im2, or the third input shaft Im3 passes through only one of the first sub output shaft Os1 and the second sub output shaft Os2. The simple flow (number of meshes = 2) output to Gd and the driving force of the first input shaft Im1, the second input shaft Im2, or the third input shaft Im3 are the first sub output shaft Os1 and the second sub output shaft Os2. In this embodiment, the first speed stage and the second speed stage, which are low speed speed stage groups, are classified into complicated flows (number of meshes = 4) that are output to the differential gear Gd via both. The torque flow of a total of four shift stages, ie, the 10th speed shift stage and the 11th speed shift stage, which are high speed shift stage groups, becomes a complex flow, and a total of 7 shift speeds including the remaining 3rd speed shift speed to 9th speed shift speed. Torque flow of Since the net flow, reduction in power transmission efficiency can be minimized by the number of gear meshes in torque increasingly ratio gear of a simple flow is reduced. In addition, since the 3rd to 9th gears, which are simple flow gears with 2 meshes, can be combined into a frequently used medium speed gear group, the fuel consumption in the normal range is improved. Can be expected.

  However, in the conventional example, only three of the ten shift speeds are simple flows, and the remaining seven speeds are complex flows, so the ratio of the gear stages of the complex flow increases and the number of gear meshes increases. As a result, the power transmission efficiency decreases.

  As is clear from FIG. 17, in the present embodiment, the torque flow of the first speed stage and the second speed stage, which are the low speed speed stage groups, is similar, and the third speed stage of the medium speed speed stage group— The torque flow of the 6th speed shift stage is similar, the torque flow of the 7th speed shift stage to the 9th speed shift stage in the middle speed shift stage group is similar, and the 10th speed shift stage and the 11th speed shift stage which are the high speed shift stage groups. Since the torque flow of the two gears is similar, the change in the power transmission path between adjacent gears during sequential shifts can be minimized, that is, the frequency of operation of the synchro device can be minimized. It is possible to improve the speed change response.

  In addition, since the driving force is transmitted between the first sub output shaft Os1 and the second sub output shaft Os2 via the third input gear Gi3 and the fourth input gear Gi4 in the low speed gear group and the high speed gear group, 1 The third input gear Gi3 and the fourth input gear Gi4 function as a reduction gear at the high speed gear stage and the second speed gear stage to increase the gear ratio of the low speed gear group, and at the tenth speed stage and the eleventh speed stage, the first gear stage. By making the 3 input gear Gi3 and the 4th input gear Gi4 function as speed increasing gears and reducing the gear ratio of the high speed gear group, the ratio orange of the transmission T can be expanded.

  Further, the driving force is all output from the first output shaft Om1 at the first to sixth gears, which are the low-speed gears, and the driving force is at the seventh to eleventh gears, which are the high-speed gears. Since all are output from the second output shaft Om2, the change in the power transmission path between adjacent gears during sequential shifts is minimized, that is, the frequency of operation of the synchro device is minimized. Further improvement in power transmission efficiency and further improvement in shift response are possible.

  By the way, when jumping from the current gear to the target gear, it is necessary to perform a shift while interposing a temporary gear between the current gear and the target gear to avoid torque loss and interlock. There may be. A jump shift that requires two or more temporary shift stages to be interposed between the current shift stage and the target shift stage is called a multi-step shift. The great advantage of the present embodiment over the conventional example is in avoiding multi-step shifting at the time of jump shifting. Hereinafter, the reason why the multi-step shift is avoided in the present embodiment will be described.

  As shown in FIG. 18, in the present embodiment, due to the engagement of the first friction clutch C1, the driving force of the engine P is changed from the first input gear Gi1 of the first input shaft Im1 to the first of the first auxiliary output shaft Os1. Due to the engagement of the second friction clutch C2 with the power transmission path that is transmitted to the output gear Go1 or the fifth output gear Go5 of the second auxiliary output shaft Os2, the driving force of the engine P becomes the second input of the second input shaft Im2. The engagement of the third friction clutch C3 and the power transmission path that is transmitted from the gear Gi2 to the second output gear Go2 of the first sub output shaft Os1 or the sixth output gear Go6 of the second sub output shaft Os2 causes the engine P to The driving force is from the third input gear Gi3 or the fourth input gear Gi4 of the third input shaft Im3 to the seventh output of the third output gear Go3 of the first auxiliary output shaft Os1, the fourth output gear Go4 or the second auxiliary output shaft Os2. Gi And a power transmission path to be transmitted exists in Go7. As described above, by using the first to third friction clutches C1, C2, and C3, the input is made into three systems, thereby reducing the probability of occurrence of an interlock during the shift process and reducing the number of necessary temporary shift stages. Can be made.

  Also, in the conventional dual clutch type transmission having a two-stage clutch, clutch-to-clutch transmission without torque loss is possible by re-holding two friction clutches, so that the clutch engaged with the current gear stage and the target gear shift can be achieved. When the clutch engaged in the step is the same clutch, that is, in the case of the jumping shift of one step jumping or the jumping shift of three step jumping, it is impossible to perform the clutch-to-clutch shift directly.

  On the other hand, in the transmission T according to the present embodiment, the clutch-to-clutch shift without torque loss is enabled by changing the gripping of the three friction clutches C1, C2, and C3. When the friction clutch that is engaged at the target gear stage is the same clutch, that is, in the case of a three-step jump gear shift or a six-step jump gear shift, it is impossible to perform a clutch-to-clutch shift directly.

  As described above, the transmission T according to the present embodiment has not only the three friction clutches C1, C2, and C3 but also the three friction clutches C1, C2, and C3 are alternately engaged in the order in which the gears are arranged. Therefore, with respect to the conventional transmission having two friction clutches, the probability that the friction clutch engaged at the current gear stage and the friction clutch engaged at the target gear stage are the same clutch is ½ to 1. By decreasing to / 3, the probability that a clutch-to-clutch shift can be performed without going through the temporary shift speed increases.

  FIG. 19 shows the number of steps when the transmission T according to the present embodiment sequentially shifts, performs one step jump, two steps jump, three steps, and four steps. For example, a display of “1 → 2” indicates that a sequential shift from the first gear to the second gear is possible without causing torque loss or interlock and without using a temporary gear. ing. In addition, “2 → (3) → 4” is displayed in order to perform a one-step jump shift from the second gear to the fourth gear without causing torque loss or interlock. This shows that it is necessary to interpose a temporary third-speed shift stage between the shift stage and the fourth-speed shift stage that is the target shift stage.

  In the present embodiment, there are 15 cases where one temporary shift stage needs to be interposed among all the patterns of sequential shift to four-step jump shift, but two or more temporary shift stages need to be interposed. In some cases, that is, when a multi-step shift is required, there is no one time. This is equivalent to a conventional dual clutch transmission that employs only a simple flow.

  On the other hand, FIG. 20 shows the number of steps when the conventional transmission shown in FIG. 40 performs a sequential shift, a one-step jump shift, a two-step jump shift, a three-step jump shift, and a four-step jump shift. In this conventional example, among all the patterns of sequential shifts to four-step jump shifts, there are 11 multi-step shifts that require two or more temporary shift steps, and the multi-step shifts provide shift response. There is a concern that will decrease.

  As described above, according to the present embodiment, the input system is increased to three systems by the three friction clutches of the first friction clutch C1, the second friction clutch C2, and the third friction clutch C3, thereby generating an interlock. And reducing the probability that the same friction clutch will be engaged at the current shift speed and the target shift speed, thereby avoiding the occurrence of multi-step shifts and improving the shift response and reducing the number of gears. Can produce many gears.

Second embodiment

  Next, a second embodiment of the present invention will be described with reference to FIG.

  In the second embodiment, a reverse shift stage is added to the transmission T of the first embodiment.

  The transmission T is fixed to the reverse drive gear Gr1 that is rotatably supported by the shaft end of the second auxiliary output shaft Os2 on the side opposite to the engine P, and to the shaft end of the first auxiliary output shaft Os1 on the side opposite to the engine P. The reverse drive gear Gr2 meshes with the reverse drive gear Gr1, and the reverse drive gear Gr1 can be coupled to the second auxiliary output shaft Os2 via the ninth synchronizer I.

  The first synchronizer A and the fifth synchronizer E of the first embodiment are disposed at the shaft ends of the first sub output shaft Os1 and the second sub output shaft Os2 on the side opposite to the engine P, respectively. In the second embodiment, the first synchronizer A and the fifth synchronizer E of the first sub-output shaft Os1 and the second sub-output shaft Os2, respectively, in order to avoid interference with the reverse driven gear Gr2 and the reverse drive gear Gr1. It is arranged at the shaft end on the engine P side.

  Therefore, when the reverse gear is established, the first friction clutch C1 is engaged, and the sixth synchronizer F and the ninth synchronizer I are engaged, so that the driving force of the engine P is changed to the first friction clutch C1 → First input shaft Im1, first input gear Gi1, fifth output gear Go5, sixth synchronizer F, second auxiliary output shaft Os2, ninth synchronizer I, reverse drive gear Gr1, reverse drive gear Gr2, first output shaft The reverse rotation is transmitted along the path of Om1 → first final drive gear Gf1 → final driven gear Gf → differential gear Gd and transmitted to the drive wheels W and W.

Third embodiment

  Next, a third embodiment of the present invention will be described with reference to FIGS.

  In the first and second embodiments, the second input shaft Im2 is disposed on the outer periphery of the first input shaft Im1, and the third input shaft Im3 is disposed on the outer periphery of the second input shaft Im2. In this embodiment, as shown in FIGS. 22 and 23, the first input shaft Im1 is arranged on the outer periphery of the third input shaft Im3, and the second input shaft Im2 is arranged on the outer periphery of the first input shaft Im1. Yes.

  As shown in FIGS. 22 and 23, the eleven forward speed triple clutch transmission T of the present embodiment includes a third input shaft Im3 connected to the engine P via a third friction clutch C3, and a first input shaft Im3. The first input shaft Im1 connected to the outer periphery of the three input shaft Im3 so as to be relatively rotatable and connected to the engine P via the first friction clutch C1, and the outer periphery of the first input shaft Im1 to be relatively rotatable. And a second input shaft Im2 connected to the engine P via a second friction clutch C2. The third input shaft Im3 is disposed on the innermost periphery, the second input shaft Im2 is disposed on the outermost periphery, and the first input shaft Im1 is disposed between the third input shaft Im3 and the second input shaft Im2. The first friction clutch C1, the second friction clutch C2, and the third friction clutch C3 are collectively arranged between the shaft ends of the first input shaft Im1, the second input shaft Im2, and the third input shaft Im3 and the engine P. Is done.

  The first output shaft Om1 and the second output shaft Om2 are arranged in parallel to the first input shaft Im1, the second input shaft Im2, and the third input shaft Im3, and the first sub shaft is arranged on the outer periphery of the first output shaft Om1. The output shaft Os1 is fitted so as to be relatively rotatable, and the second auxiliary output shaft Os2 is fitted to the outer periphery of the second output shaft Om2 so as to be relatively rotatable.

  The first input gear Gi1 is fixed to the first input shaft Im1, the second input gear Gi2 is fixed to the second input shaft Im2, and the third input gear Gi3 and the fourth input gear Gi4 are fixed to the third input shaft Im3. It is fixed.

  The first input gear Gi1 meshes with a first output gear Go1 supported relatively rotatably on the first sub-output shaft Os1 and a fifth output gear Go5 supported relatively rotatably on the second sub-output shaft Os2. The second input gear Gi2 meshes with the second output gear Go2 supported relatively rotatably on the first sub output shaft Os1 and the sixth output gear Go6 supported rotatably relative to the second sub output shaft Os2. The third input gear Gi3 meshes with the third output gear Go3 supported relative to the first auxiliary output shaft Os1, and the fourth input gear Gi4 is supported relative to the first auxiliary output shaft Os1. It meshes with the fourth output gear Go4 and the seventh output gear Go7 that is rotatably supported by the second auxiliary output shaft Os2.

  The first output shaft Om1 and the first sub output shaft Os1 can be coupled by the first synchronizer A, and the first output gear Go1 can be coupled to the first sub output shaft Os1 via the second synchronizer B. Yes, the second output gear Go2 can be coupled to the first auxiliary output shaft Os1 via the third synchronizer C, and the third output gear Go3 and the fourth output gear Go4 can be coupled via the fourth synchronizers D1 and D2. The first auxiliary output shaft Os1 can be selectively coupled. The fourth synchronizers D1 and D2 couple the third output gear Go3 to the first sub output shaft Os1 by the right movement of the sleeve, and couple the fourth output gear Go4 to the first sub output shaft Os1 by the left movement of the sleeve. .

  The second output shaft Om2 and the second sub output shaft Os2 can be coupled by the fifth synchronizer E, and the fifth output gear Go5 can be coupled to the second sub output shaft Os2 via the sixth synchronizer F. Yes, the sixth output gear Go6 can be coupled to the second auxiliary output shaft Os2 via the seventh synchronizer G, and the seventh output gear Go7 can be coupled to the second auxiliary output shaft Os2 via the eighth synchronizer H. Is possible.

  The configuration for establishing the reverse gear is different from that of the second embodiment, and a reverse drive gear Gr1 is fixed to the end of the first auxiliary output shaft Os1 on the engine P side, and the reverse drive gear Gr1 The meshed reverse driven gear Gr2 is supported on the end of the second output shaft Om2 on the engine P side (between the second final drive gear Gf2 and the sixth output gear Go6) so as to be relatively rotatable. The ninth synchronizer I that couples the reverse driven gear Gr2 to the second output shaft Om2 is disposed so as to face the fifth synchronizer E that couples the second auxiliary output shaft Os2 to the second output shaft Om2. The fifth synchronizer E and the ninth synchronizer I are operated by a common shift fork driven by a common actuator, and the second auxiliary output shaft Os2 is coupled to the second output shaft Om2 by the left movement of the sleeve. The reverse driven gear Gr2 is coupled to the second output shaft Om2 by the right movement of the sleeve.

  A differential gear in which a first final drive gear Gf1 fixed to the first output shaft Om1 and a second final drive gear Gf2 fixed to the second output shaft Om2 distribute driving force to the left and right drive wheels W, W. It meshes with a final driven gear Gf fixed to the case of Gd.

  The number of teeth of each input gear and the number of teeth of each output gear are the same as those in the first embodiment described with reference to FIG.

  FIG. 24 is an engagement table of the first friction clutch C1 to the third friction clutch C3 and the first synchronizer A to the ninth synchronizer I, and the friction engaged at each gear stage including the reverse gear stage and the neutral gear stage. The clutch and synchronizer are marked with a circle.

  The description of the sequential upshift process in the first speed to the eleventh speed is the same as that in the first embodiment already described, and therefore only the torque flow is shown in FIGS. 25 to 34 and 36. The duplicated explanation is omitted.

  According to the third embodiment having the above-described configuration, it is possible to achieve the same operational effects as those of the first and second embodiments already described, but the difference in the skeleton thereof. Thus, the following further operational effects can be achieved.

  As is apparent from a comparison between the skeleton of the transmission T according to the first embodiment shown in FIG. 1 and the skeleton of the transmission T according to this embodiment shown in FIG. One input gear (first input gear Gi1) is supported on the first input shaft Im1 arranged on the inner periphery, and one input gear (second input gear Gi2) is supported on the intermediate second input shaft Im2. Since the two input gears (the third input gear Gi3 and the fourth input gear Gi4) are supported on the outermost third input shaft Im3, the third input shaft Im3 inevitably becomes longer, The second input shaft Im2 that supports the three input shafts Im3 on the outer periphery also becomes longer.

  As a result, when the first input shaft Im1 having the thinnest and longest innermost circumference is bent and deformed by the driving force transmitted, the first input shaft Im1 interferes with the second input shaft Im2 fitted to the outer circumference, In order to prevent the second input shaft Im2 from interfering with the third input shaft Im3 fitted on the outer periphery thereof, the first input shaft Im1, the second input shaft Im2, and the third input shaft Im3 may be prevented. If the thickness is increased, there is a problem that the weight increases or the size increases.

  On the other hand, in the present embodiment, two input gears (third input gear Gi3 and fourth input gear Gi4) are supported on the third input shaft Im3 arranged on the innermost periphery, and the intermediate first input shaft Im1. Since one input gear (first input gear Gi1) is supported on the outer periphery and one input gear (second input gear Gi2) is supported on the outermost second input shaft Im2, the second input inevitably becomes the second. The input shaft Im2 is shortened, and the first input shaft Im1 that supports the second input shaft Im2 on the outer periphery is also shortened.

  As a result, when the third input shaft Im3 having the thinnest and longest innermost circumference is bent and deformed by the driving force transmitted, the third input shaft Im3 interferes with the first input shaft Im1, or the first input shaft Im1 Interference with the second input shaft Im2 is avoided, and the first input shaft Im1, the second input shaft Im2, and the third input shaft Im3 are reduced by that amount to reduce weight and size. Can do.

  FIG. 37 shows the arrangement of the actuators and shift forks of the second embodiment (see FIG. 21) as a comparative example. The comparative example includes a total of ten sync devices, ie, the first sync device A to the ninth sync device I. Since the fourth synchronizers D1 and D2 are not engaged at the same time and the moving directions of the sleeves when engaged are opposite to each other, one shift fork that operates with one actuator Ad This is a swing type driven by Fd.

  The second synchronizer B and the sixth synchronizer F are allocated to the first sub-output shaft Os1 and the second sub-output shaft Os2, but they are not engaged at the same time, and the sleeve at the time of engagement is not Since the moving directions are opposite to each other, it is a parallel swing type driven by two shift forks Fb and Ff operated by one actuator Abf. Similarly, the third synchronizer C and the seventh synchronizer G are allocated to the first sub-output shaft Os1 and the second sub-output shaft Os2, but they are not engaged at the same time, and when engaged. Since the moving directions of the sleeves are opposite to each other, it is a parallel swing type driven by two shift forks Fc and Fg operated by one actuator Acg.

  The remaining first synchronizer A, fifth synchronizer E, eighth synchronizer H and ninth synchronizer I are each provided with one shift fork Fa, Fe operated by one actuator Aa, Ae, Ah, Ai. , Fh, Fi. Therefore, in the comparative example, there are one swing-type actuator Ad, two parallel swing-type actuators Abf, Acg, and four swing-type actuators Aa, Ae, Ah, Ai, a total of seven. Need an actuator.

On the other hand, FIG. 38 shows the arrangement of the actuator and shift fork of the third embodiment. Similarly to the comparative example, the third embodiment also includes a total of ten sync devices, the first sync device A to the ninth sync device I. The fourth synchronizer D1, D2 is a double swing type driven by one shift fork Fd operated by one actuator Ad, and the fifth synchronizer E and the ninth synchronizer I are one actuator Aei. The second synchro device B and the sixth synchro device F are driven by two shift forks Fb and Ff operated by one actuator Abf. that parallel a Reversed type, two shift forks Fc third synchronizer C and seventh synchronizer G is operated by one actuator ACG, a parallel Reversed expression driven by Fg, rest The first synchronizer A and the eighth synchronizer H are operated by one actuator Aa, Ah, respectively, and one shift fork Fa, F In a pulsating type to be driven.

  Therefore, in the third embodiment, two swing-type actuators Ad and Aei, two parallel swing-type actuators Abf and Acg, and two swing-type actuators Aa and Ah, two in total. One actuator is required, and the number of actuators is reduced by one compared to the comparative example.

  The reason for the decrease in the number of actuators is that the fifth synchronizer E and the ninth synchronizer I are of the double swing type driven by one shift fork Fei that is operated by one actuator Aei. .

  That is, the ninth synchronizer I that couples the reverse driven gear Gr2 to the second output shaft Om2 and the fifth synchronizer E that couples the second auxiliary output shaft Os2 to the second output shaft Om2 are arranged to face each other. As is apparent from the engagement table of FIG. 24, since the ninth sync device I and the fifth sync device E are not engaged at the same time, the ninth sync device I and the fifth sync device E are It is possible to operate with a common actuator Aei, and a reduction in the number of actuators is achieved.

  If the drive wheel slips when starting on a snowy road, the shift range may be switched alternately between the D range and the R range to escape, but in such a case, switching between the D range and the R range may occur. It is not desirable to take a long time.

  When switching from the R range to the D range in the second embodiment shown in FIG. 21, the first friction clutch C1 is engaged and the sixth synchronizer F and the ninth synchronizer I are engaged in the R range. From the state, the first friction clutch C1 is disengaged, the first synchronizer A, the fourth synchronizer D1 (left movement side) and the eighth synchronizer H are engaged, and the ninth synchronizer I is engaged. After releasing and pre-shifting to the N range, the first friction clutch C1 is engaged to establish the D range (first gear). In this case, since the first synchronizer A, the fourth synchronizer D1 (left movement side), and the eighth synchronizer H need to be engaged in the process of shifting from the R range to the N range, this process takes time. The establishment of the D range may be delayed.

  On the other hand, when switching from the R range to the D range in the present embodiment, as shown in the engagement table of FIG. 24, the first friction clutch C1 is engaged in the R range, and the fourth synchronizer D1 ( From the state in which the sixth synchronization device F, the eighth synchronization device H, and the ninth synchronization device I are engaged (see FIG. 35A), the first friction clutch C1 is disengaged, After engaging the synchronizer A and disengaging the ninth synchronizer I and pre-shifting to the N range (see FIG. 35B), the first friction clutch C1 is engaged and the D range (first speed) (Shift stage) is established (see FIG. 35C).

  In this case, since only the first sync device A is engaged in the process of shifting from the R range to the N range, the number of the newly engaged sync devices is three in the second embodiment. (The first sync device A, the fourth sync device D1 (left moving side), and the eighth sync device H) are reduced to one (first sync device A), and the D range can be quickly established accordingly. it can.

  Note that the synchronization device newly engaged when switching from the D range to the R range is only one of the ninth synchronization devices I in both the second embodiment and the third embodiment. In both cases, the R range (reverse gear position) is quickly established.

  As is clear from a comparison between FIG. 1 (first embodiment) and FIG. 22 (third embodiment), the gear arrangement of the third embodiment is the same as that of the gear of the first embodiment. Corresponds to a sequence recombination Specifically, the first input gear Gi1, the second input gear Gi2, the first output gear Go1, the second output gear Go2, the fifth output gear Go5, and the sixth output gear Go6 of the first embodiment are In the third embodiment, it moves to the right side in the figure as it is. In addition, the third input gear Gi3, the fourth input gear Gi4, the third output gear Go3, the fourth output gear Go4, and the seventh output gear Go7 of the first embodiment are illustrated as left and right in the drawing in the third embodiment. Is reversed and moved to the left. That is, in the first embodiment, the third input gear Gi3 and the third output gear Go3 are on the left side, while the fourth input gear Gi4, the fourth output gear Go4, and the seventh output gear Go7 are on the right side. In the third embodiment, the third input gear Gi3 and the third output gear Go3 are on the right side, and the fourth input gear Gi4, the fourth output gear Go4, and the seventh output gear Go7 are on the left side.

  However, the number of teeth of each gear shown in FIG. 3 is the same in both embodiments, and the engagement state of each synchro device and each friction clutch shown in FIG. 5 is also the same in both embodiments. The ratios of the respective gear stages shown in FIG. 6 are the same in both embodiments, and the third embodiment does not cause any trouble due to the rearrangement of the gear arrangement. In the third embodiment, as well as the first embodiment, not only clutch-to-clutch shift can be performed between adjacent shift stages, but also the multi-step phenomenon at the time of jump shift is minimized. Is possible (see FIG. 19).

  As described above, according to the third embodiment, the length of the outermost second input shaft Im2 is shortened by rearranging the gear arrangement while maintaining the advantages of the first embodiment. Thus, the axial dimension of the transmission T can be reduced, and the number of required synchronization devices can be reduced from seven to six, so that the reverse gear can be switched quickly to the first gear.

Fourth embodiment

  Next, a fourth embodiment of the present invention will be described with reference to FIG.

  In the fourth embodiment, three gears and two synchronizers are added to the third embodiment shown in FIG. 22, so that the number of forward shift speeds is the 11th speed in the third embodiment. Is increased to 15 steps.

  The three additional gears include a fifth input gear Gi5 fixed to the first input shaft Im1, an eighth output gear Go8 supported by the first auxiliary output shaft Os1 so as to be relatively rotatable, and a second auxiliary gear. A ninth output gear Go9 that is rotatably supported on the output shaft Os2, and the eighth output gear Go8 can be coupled to the first sub output shaft Os1 by the added tenth synchronizer J. The gear Go9 can be coupled to the second auxiliary output shaft Os2 by the added eleventh synchronizer K.

  According to the present embodiment, the number of forward shift stages can be increased to 15 by simply adding three gears and two synchronizers while achieving the operational effects of the third embodiment as they are. Can do.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the drive source of the present invention is not limited to the engine P of the embodiment, and may be any other drive source such as a motor / generator.

C1 first friction clutch (first friction engagement device)
C2 second friction clutch (second friction engagement device)
C3 Third friction clutch (third friction engagement device)
Im1 First input shaft Im2 Second input shaft Im3 Third input shaft Om1 First output shaft Om2 Second output shaft Os1 First sub output shaft Os2 Second sub output shaft P Engine (drive source)
A 1st synchronizing device (1st meshing engagement device)
B Second synchro device (second meshing engagement device)
C Third synchronizer (third engagement device)
D1 4th synchronization device (4th meshing engagement device)
D2 Fourth synchronization device (fourth meshing engagement device)
E Fifth synchronization device (fifth engagement device)
Fei shift fork F sixth synchronizer (sixth engagement device)
G 7th synchronizer (seventh engagement device)
H 8th synchronization device (8th mesh engagement device)
I 9th synchronization device (9th meshing engagement device)
Gi1 1st input gear Gi2 2nd input gear Gi3 3rd input gear Gi4 4th input gear Go1 1st output gear Go2 2nd output gear Go3 3rd output gear Go4 4th output gear Go5 5th output gear Go6 6th output gear Go7 7th output gear Gf1 1st final drive gear Gf2 2nd final drive gear Gr1 Reverse drive gear Gr2 Reverse driven gear
Gd differential gear

Claims (6)

A first input shaft (Im1), a second input shaft (Im2), and a third input shaft (Im3) that are arranged coaxially so that at least a part thereof overlaps;
A first friction engagement device (C1) for connecting the first input shaft (Im1) to a drive source (P);
A second friction engagement device (C2) for connecting the second input shaft (Im2) to the drive source (P);
A third friction engagement device (C3) for connecting the third input shaft (Im3) to the drive source (P);
A first input gear (Gi1) fixed to the first input shaft (Im1);
A second input gear (Gi2) fixed to the second input shaft (Im2);
Third and fourth input gears (Gi3, Gi4) fixed to the third input shaft (Im3);
A first output shaft (Om1) and a second output shaft (Om2) disposed in parallel with the first input shaft (Im1);
A first auxiliary output shaft (Os1) that is coaxially disposed on the outer periphery of the first output shaft (Om1) and can be coupled to the first output shaft (Om1) via the first meshing engagement device (A);
A second auxiliary output shaft (Os2) that is coaxially disposed on the outer periphery of the second output shaft (Om2) and can be coupled to the second output shaft (Om2) via a fifth meshing engagement device (E);
A first output gear (Go1) supported relative to the first sub-output shaft (Os1) so as to be relatively rotatable and coupled to the first sub-output shaft (Os1) via a second meshing engagement device (B); ,
A second output gear (Go2) supported relative to the first sub-output shaft (Os1) and coupled to the first sub-output shaft (Os1) via a third meshing engagement device (C); ,
The third auxiliary output shaft (Os1) is supported by the first auxiliary output shaft (Os1) so as to be relatively rotatable, and can be selectively coupled to the first auxiliary output shaft (Os1) via a fourth meshing engagement device (D1, D2). A fourth output gear (Go3, Go4);
A fifth output gear (Go5) supported by the second sub-output shaft (Os2) so as to be relatively rotatable and coupled to the second sub-output shaft (Os2) via a sixth meshing engagement device (F); ,
A sixth output gear (Go6) supported by the second secondary output shaft (Os2) so as to be relatively rotatable and coupled to the second secondary output shaft (Os2) via a seventh meshing engagement device (G); ,
A seventh output gear (supported by the second sub output shaft (Os2)) so as to be relatively rotatable and selectively connectable to the second sub output shaft (Os2) via the eighth meshing engagement device (H). Go7)
A first final drive gear (Gf1) fixed to the first output shaft (Om1);
A second final drive gear (Gf2) fixed to the second output shaft (Om2),
The first input gear (Gi1) meshes with the first output gear (Go1) and the fifth output gear (Go5), and the second input gear (Gi2) is the second output gear (Go2) and the second output gear (Go2). The third input gear (Gi3) is engaged with the third output gear (Go3), the fourth input gear (Gi4) is engaged with the fourth output gear (Go4) and the fourth output gear (Go4). Meshed with the 7th output gear (Go7),
A plurality of shift stages are established by selective engagement of the first to third friction engagement devices (C1 to C3) and the first to eighth engagement engagement devices (A to H), and the drive source (P transmission, wherein the transmitting from either the differential gear (Gd) of the first final drive gear (Gf1) or the second final drive gear (Gf2) the driving force).   The second input shaft (Im2) is disposed on the outer periphery of the first input shaft (Im1), and the third input shaft (Im3) is disposed on the outer periphery of the second input shaft (Im2). The transmission according to claim 1.   The first input shaft (Im1) is disposed on the outer periphery of the third input shaft (Im3), and the second input shaft (Im2) is disposed on the outer periphery of the first input shaft (Im1). The transmission according to claim 1.   The plurality of shift stages include a low speed shift stage group from the lowest shift stage to a shift stage above a predetermined stage, a high speed shift stage group from the highest shift stage to a shift stage below a predetermined stage, the low speed shift stage group, and the A medium-speed shift stage group sandwiched between high-speed shift stage groups. In the low-speed shift stage group and the high-speed shift stage group, the driving force of the drive source (P) is the first and second auxiliary output shafts (Os1). , Os2), and in the medium speed gear group, the driving force of the drive source (P) passes only through one of the first and second auxiliary output shafts (Os1, Os2). The transmission according to any one of claims 1 to 3, wherein the transmission is output.   The driving force of the drive source (P) is output from one of the first and second output shafts (Om1, Om2) at a low speed side shift stage that is located in the middle of the plurality of shift stages and less than the intermediate shift stage, The driving force of the drive source (P) is output from the other of the first and second output shafts (Om1, Om2) at a high speed side gear stage that is higher than the intermediate gear stage. Item 5. The transmission according to any one of items 4 to 5. And the first reverse drive gear which is fixed to the sub output shaft (Os1) (Gr1), meshed with the second relatively rotatably supported on the output shaft (OM2) with front cut Bath drive gear (Gr1) A reverse driven gear (Gr2), and a ninth meshing engagement device (I) capable of coupling the reverse driven gear (Gr2) to the second output shaft (Om2), the ninth meshing engagement device (I) and The said 5th meshing engagement apparatus (E) is arrange | positioned so that it may mutually oppose, and it operate | moves with a common shift fork (Fei), It is any one of Claims 1-5 characterized by the above-mentioned. Gearbox.

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