JP6828327B2 - Dual clutch transmission - Google Patents

Description

The present invention relates to a dual clutch transmission.

Conventionally, a dual clutch type transmission having two clutches is known (see, for example, Patent Documents 1 and 2). A general dual-clutch transmission has two power transmission mechanisms, an odd-numbered stage and an even-numbered stage, corresponding to each clutch, and is configured to shift gears while alternately connecting the respective systems.

For example, in Patent Document 1, two counter gears that are separated from each other are integrally formed on a hollow shaft-shaped second counter shaft through which the first counter shaft is inserted, and at 6th speed, a power transmission path is provided from the first counter shaft. A technology that realizes a total of 6 gears while suppressing an increase in the number of gears by folding back to the second counter shaft and using two rows of primary gear pairs corresponding to each clutch as a gear train for shifting is disclosed. ing.

Further, Patent Document 2 discloses a technique in which a total of eight speeds can be changed by adding only a synchronization mechanism with the same number of gears for shifting, as opposed to the technique described in Patent Document 1.

Special Table 2010-531417 JP-A-2015-117793

By the way, in the structure described in Patent Document 2, the 1st gear input gear train is reused as the output gear train at the 6th to 8th gears in the overdrive region. Therefore, if the gear ratio of the 1st gear input gear train is set deeply in order to ensure the startability, the gear ratios of the 6th to 8th gears become shallow, and there is a possibility that sufficient performance cannot be exhibited at high speeds.

An object of the present disclosure technique is to provide a dual clutch transmission capable of appropriately setting a primary reduction ratio of the first gear to a desired value without affecting other gear ratios.

The technique of the present disclosure has a first input shaft having a first clutch for connecting and disconnecting power from a drive source, a second clutch for connecting and disconnecting power from the drive source, and the first input shaft can be relatively rotated. A hollow shaft-shaped second input shaft to be inserted into, an output shaft arranged coaxially with the first input shaft, the first input shaft, the second input shaft, and the output shaft arranged in parallel with the output shaft. A first input including a first sub-shaft, a first input main gear provided on the second input shaft, and a first input sub gear provided on the first sub-shaft and meshing with the first input main gear. A second input gear train including a gear train, a second input main gear provided on the second input shaft, and a second input sub gear provided on the first sub shaft and meshing with the second input main gear. And a third input main gear that is integrally rotatable on the second input shaft and a third input sub gear that is rotatably provided on the first sub-shaft and meshes with the third input main gear. An output gear train including a third input gear train including, an output main gear provided on the output shaft, and an output sub gear provided on the first sub shaft and meshing with the output main gear, and the first input. A first input synchro mechanism that selectively couples a gear train and the second input gear train to the second input shaft or the first sub shaft, and the third input sub gear selectively to the first sub shaft. A second input synchro mechanism for coupling to the first sub-shaft or an output synchro mechanism for selectively coupling the output gear train to the first sub-shaft or the output shaft is provided, and the output gear train is provided from the drive source at the first speed. The power is transmitted to the output shaft via at least the third input gear train, and the power from the drive source is at least the first input gear train or the second input at a speed other than the first gear. It is characterized in that it is transmitted to the output shaft via a gear train.

Further, a hollow shaft-shaped second sub-shaft through which the first sub-shaft is inserted so as to be relatively rotatable, a fourth input main gear provided so as to be relatively rotatable to the first input shaft, and the second sub-shaft A third input gear train that is integrally rotatable and includes a fourth input sub gear that meshes with the fourth input main gear, and a third that selectively couples the fourth input main gear to the first input shaft. Further including an input synchro mechanism, the fourth input sub gear is selectively coupled to the first sub shaft by the second input synchro mechanism, and the output gear train is connected to the second sub shaft. Includes a high-speed stage sub gear that is integrally rotatable and a predetermined high-speed stage output gear train that is provided on the first input shaft so as to be relatively rotatable and has a high-speed stage main gear that meshes with the high-speed stage sub gear. The high-speed stage main gear may be selectively coupled to the first input shaft by the third input synchronization mechanism, and may be selectively coupled to the output shaft by the output synchronization mechanism.

Further, the output gear train is a predetermined low-speed stage output having a low-speed stage sub gear provided on the first sub-shaft and a low-speed stage main gear provided on the output shaft and meshing with the low-speed stage sub gear. In a predetermined low speed stage other than the first speed including the gear train, the power from the drive source is supplied from the first clutch to the first input shaft, the output gear train for the high speed stage, the second sub-shaft, and the first gear. It may be transmitted to the output shaft via one sub-shaft and the low-speed stage output gear train.

According to the technique of the present disclosure, the primary reduction ratio of the first gear can be set to a desired value without affecting other gear ratios.

It is a schematic overall block diagram which shows the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 1st speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 2nd speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 3rd speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 4th speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 5th speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 6th speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 7th speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 8th speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 9th speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a schematic overall block diagram which shows the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 1st speed of the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 2nd speed of the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 3rd speed of the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 4th speed of the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 5th speed of the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 6th speed of the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 7th speed of the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 8th speed of the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 9th speed of the dual clutch type transmission which concerns on 2nd Embodiment.

Hereinafter, the dual clutch transmission according to the embodiment of the present invention will be described with reference to the accompanying drawings. The same parts have the same reference numerals, and their names and functions are also the same. Therefore, detailed explanations about them will not be repeated.

[First Embodiment]
The dual clutch type transmission 10 shown in FIG. 1 is mounted on a vehicle or the like. Specifically, the operation of the dual clutch type transmission 10 is controlled by a control unit (not shown), and the first clutch 11, the second clutch 12, the first input shaft 21, and the second input shaft are controlled. It includes 22, an output shaft 23, a first counter shaft 24, a second counter shaft 25, a primary transmission mechanism 30, and a secondary transmission mechanism 40.

The first clutch 11 is, for example, a wet multi-plate clutch, which is provided on a plurality of first pressure plates 11A rotatably provided on the crankshaft 3 of the engine 2 and at the input side end of the first input shaft 21. It is provided with a plurality of first clutch discs 11B provided so as to be integrally rotatable. When the first pressure plate 11A moves and presses against the first clutch disc 11B, the power of the engine 2 is transmitted to the first input shaft 21 via the first clutch 11.

The second clutch 12 is, for example, a wet multi-plate clutch, which is provided on a plurality of second pressure plates 12A rotatably provided on the crankshaft 3 of the engine 2 and at the input side end of the second input shaft 22. It includes a plurality of second clutch discs 12B provided so as to be integrally rotatable. When the second pressure plate 12A moves and presses against the second clutch disc 12B, the power of the engine 2 is transmitted to the second input shaft 22 via the second clutch 12.

The first input shaft 21 is rotatably supported by a transmission case or the like (not shown) via bearings. The second input shaft 22 is a hollow shaft through which the first input shaft 21 is inserted, and is pivotally supported on the first input shaft 21 via a bearing (not shown) or the like so as to be relatively rotatable.

The output shafts 23 are arranged coaxially with the first and second input shafts 21 and 22 at intervals from the output side ends of the first input shaft 21, and none of them are arranged via bearings in a transmission case or the like (not shown). It is rotatably supported. The first counter shaft 24 is arranged in parallel with the input shafts 21 and 22 and the output shaft 23 at intervals, and is rotatably supported by a transmission case or the like (not shown) via bearings. There is. The second counter shaft 25 is a hollow shaft through which the first counter shaft 24 is inserted, and is pivotally supported on the first counter shaft 24 via a bearing or the like (not shown) so as to be relatively rotatable.

The primary transmission mechanism 30 includes a 5/9 speed input gear train 32, a 3/7 speed input gear train 33, a 1st speed input gear train 36, a 4/8 speed input gear train 37, and a first gear. It includes a synchro mechanism 34, a second synchro mechanism 38, and a third synchro mechanism 44.

The 5/9 speed input gear train 32 is an example of the first input gear train of the present invention, and is the 5/9 speed main gear 32A rotatably provided on the second input shaft 22 and the first gear. The counter shaft 24 is provided so as to be relatively rotatable, and has a 5/9 speed main gear 32A and a 5/9 speed counter gear 32B that always meshes with the main gear 32A.

The 3/7 speed input gear train 33 is an example of the second input gear train of the present invention, and includes a 3/7 speed main gear 33A rotatably provided on the second input shaft 22 and a first gear. The counter shaft 24 is provided so as to be relatively rotatable, and has a 3/7 speed main gear 33A and a 3/7 speed counter gear 33B that always meshes with the main gear 33A.

The 1st speed input gear train 36 is an example of the 3rd input gear train of the present invention, and is formed on the 1st speed main gear 36A and the 1st counter shaft 24 which are integrally rotatable on the 2nd input shaft 22. It is provided so as to be able to rotate relative to each other, and has a first-speed main gear 36A and a first-speed counter gear 36B that constantly meshes with the first-speed main gear 36A.

The 4/8 speed input gear train 37 is an example of the 4th input gear train of the present invention, and is a 4/8 speed main gear 37A provided on the first input shaft 21 so as to be relatively rotatable, and a second gear train 37A. It is provided on the counter shaft 25 so as to be integrally rotatable, and has a 4/8 speed main gear 37A and a 4/8 speed counter gear 37B that always meshes with the main gear 37A.

The first synchronization mechanism 34 is an example of the first input synchronization mechanism of the present invention, and is integrated with the first counter shaft 24 between the 5/9 speed counter gear 32B and the 3/7 speed counter gear 33B. The first synchro hub 34A rotatably provided, the first synchro sleeve 34B having inner peripheral teeth that mesh with the outer peripheral teeth of the first synchro hub 34A, and the 5/9 speed counter gear 32B are integrally rotatably provided. Between the 5/9 speed dog gear 34C, the 3/7 speed dog gear 34D rotatably provided on the 3/7 speed counter gear 33B, the first synchro hub 34A, and the dog gears 34C and D. It is equipped with a synchronizer ring (not shown) provided in each.

The first synchro mechanism 34 selectively synchronizes the counter gears 32B and 33B with the first counter shaft 24 by shifting the first synchro sleeve 34B by a shift fork (not shown) and meshing with the dog gears 34C and D. It is designed to be combined (gear-in). The first synchronization mechanism 34 fixes the 5/9 speed main gear 32A and the 3/7 speed main gear 33A to the idle gear, the 5/9 speed counter gear 32B, and the 3/7 speed counter gear 33B. If it is a gear, it may be provided on the second input shaft 22 side.

The second synchro mechanism 38 is an example of the synchro mechanism for the second input of the present invention, and can be integrally rotated with the first counter shaft 24 between the 1st speed counter gear 36B and the 4/8 speed counter gear 37B. The second synchro hub 38A provided in the above, the second synchro sleeve 38B having inner peripheral teeth that mesh with the outer peripheral teeth of the second synchro hub 38A, and the first speed counter gear 36B provided integrally with the first speed. Illustration of the dog gear 38C for the second counter shaft, the dog gear 38D for the second counter shaft provided integrally with the counter gear 37B for the 4/8 speed, and the dog gear 38D provided between the second synchro hub 38A and the dog gears 38C and D, respectively. It does not have a synchronizer ring.

In the second synchro mechanism 38, the second synchro sleeve 38B is shifted and moved by a shift fork (not shown) and meshes with the dog gears 38C and D, whereby the 1st speed counter gear 36B or the 4/8 speed counter gear 37B (the first). The 2 counter shaft 25) is selectively synchronously coupled (geared in) with the 1st counter shaft 24.

The third synchronization mechanism 44 is an example of the third input synchronization mechanism of the present invention, and the first input shaft 21 between the 4/8 speed main gear 37A and the high speed stage main gear 41A, which will be described in detail later. The third synchro hub 44A, which is integrally rotatable, the third synchro sleeve 44B, which has inner peripheral teeth that mesh with the outer peripheral teeth of the third synchro hub 44A, and the main gear 37A for 4/8 speed can be integrally rotated. Between the 4/8 speed dog gear 44C provided in the above, the 2/6 speed dog gear 44D rotatably provided in the high speed stage main gear 41A, the third synchro hub 44A, and the dog gears 44C and D. It is equipped with a synchronizer ring (not shown) provided in each.

In the third synchro mechanism 44, the third synchro sleeve 44B is shifted and moved by a shift fork (not shown) and meshes with the dog gears 44C and D to engage the 4/8 speed main gear 37A or the high speed stage main gear 41A. 1 It is designed to be selectively coupled (gear-in) with the input shaft 21.

The secondary transmission mechanism 40 includes a high-speed stage output gear row 41, a low-speed stage output gear row 42, a reverse output gear row 43, a fourth synchro mechanism 45, and a fifth synchro mechanism 46. ..

The high-speed stage output gear row 41 is an example of the output gear row of the present invention, and is integrally rotated with the high-speed stage main gear 41A provided on the first input shaft 21 so as to be relatively rotatable and the second counter shaft 25. It has a high-speed stage counter gear 41B that is possibly provided and always meshes with the high-speed stage main gear 41A.

The low-speed stage output gear row 42 is an example of the output gear row of the present invention, and can be integrally rotated with the low-speed stage main gear 42A provided on the output shaft 23 so as to be relatively rotatable and the first counter shaft 24. It has a low-speed stage main gear 42A and a low-speed stage counter gear 42B that are always meshed with each other.

The reverse output gear train 43 is provided so as to be integrally rotatable with the reverse main gear 43A provided on the output shaft 23 so as to be relatively rotatable, and integrally rotatably provided on the first counter shaft 24, and is always meshed with the reverse main gear 43A. It has a counter gear 43B for rotation and an idler gear 43C that constantly meshes with the counter gear 43B for reverse rotation.

The fourth synchro mechanism 45 is an example of the output synchro mechanism of the present invention, and is provided so as to be integrally rotatable on the output shaft 23 between the high-speed stage main gear 41A and the low-speed stage main gear 42A. A synchro hub 45A, a fourth synchro sleeve 45B having inner peripheral teeth that mesh with the outer peripheral teeth of the fourth synchro hub 45A, a high-speed stage dog gear 45C rotatably provided on the high-speed stage main gear 41A, and a first gear. 4 A synchronizer ring (not shown) provided between the synchronize hub 45A and the high-speed stage dog gear 45C is provided.

In the fourth synchro mechanism 45, the fourth synchro sleeve 45B is shifted and moved by a shift fork (not shown) and meshes with the high speed stage dog gear 45C to selectively and synchronously couple the high speed stage main gear 41A with the output shaft 23 ( It is designed to be geared in).

The fifth synchro mechanism 46 is an example of the output synchro mechanism of the present invention, and is provided so as to be integrally rotatable on the output shaft 23 between the low speed main gear 42A and the reverse main gear 43A. A hub 46A, a fifth synchro sleeve 46B having inner peripheral teeth that mesh with the outer peripheral teeth of the fifth synchro hub 46A, a low-speed stage dog gear 46C rotatably provided on the low-speed stage main gear 42A, and a reverse gear. It includes a reverse dog gear 46D rotatably provided on the main gear 43A, and a synchronizer ring (not shown) provided between the fifth synchronizer hub 46A and the dog gears 46C and D, respectively.

In the fifth synchro mechanism 46, the fifth synchro sleeve 46B is shifted and moved by a shift fork (not shown) and meshes with the dog gears 46C and D, so that the main gear 42A for the low speed stage or the main gear 43A for the berth is combined with the output shaft 23. It is designed to be selectively synchronized (gear-in). In the fifth synchronization mechanism 46, if the low-speed stage main gear 42A and the reverse main gear 43A are fixed gears and the low-speed stage counter gear 42B and the reverse counter gear 43B are idle gears, the first counter shaft 24 It may be provided on the side.

Next, the power transmission path of each forward stage by the dual clutch type transmission 10 of the present embodiment will be described with reference to FIGS. 2 to 9.

FIG. 2 shows the power transmission path at the first speed. In the case of the first speed, the second clutch 12 is selected, and the first speed counter gear 36B and the first counter shaft 24 are coupled by the second synchronization mechanism 38. Further, the low speed stage main gear 42A and the output shaft 23 are coupled by the fifth synchronization mechanism 46. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the first speed input gear train 36 → the second synchro mechanism 38 → the first counter shaft 24 → the low speed stage output gear train 42 → the fifth synchro mechanism. 46 → The first speed power transmission path is established by being transmitted to the output shaft 23.

FIG. 3 shows the power transmission path at the second speed. In the case of the 2nd speed, the 2nd clutch 12 is disengaged from the 1st speed state, the high speed stage output gear 41A and the 1st input shaft 21 are coupled by the 3rd synchro mechanism 44, and the 2nd synchro mechanism 38 is used. After coupling the 4/8 speed counter gear 37B (second counter shaft 25) and the first counter shaft 24, the first clutch 11 is connected. That is, the power of the engine 2 is driven by the first clutch 11 → the first input shaft 21 → the third synchronization mechanism 44 → the high-speed stage output gear train 41 → by the normal AMT (Automated Manual Transmission) shift in which the gear is switched after the clutch is disengaged. 2nd counter shaft 25 → 2nd synchro mechanism 38 → 1st counter shaft 24 → low speed stage output gear train 42 → 5th synchro mechanism 46 → output shaft 23 establishes 2nd speed power transmission path It is supposed to be done. Further, in the case of the second speed, the output gear train 41 for the high speed stage is used as the input gear train for the second speed.

FIG. 4 shows the power transmission path at the 3rd speed. In the case of the 3rd speed, the 3/7 speed counter gear 33B and the 1st counter shaft 24 are coupled by the 1st synchronization mechanism 34 from the 2nd speed state to pre-shift to the 3rd speed, and the clutch is connected to the 1st speed. This is achieved by switching from the clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 3/7 speed input gear row 33 → the first synchronization mechanism 34 → the first counter shaft 24 → the low speed stage output gear row 42 → the fifth. By transmitting from the synchro mechanism 46 to the output shaft 23, a power transmission path for the third gear is established.

FIG. 5 shows the power transmission path at the 4th speed. In the case of the 4th speed, the 4/8 speed main gear 37A and the 1st input shaft 21 are coupled by the 3rd synchro mechanism 44 from the 3rd speed state, and the 4/8 speed counter gear is connected by the 2nd synchro mechanism 38. This is achieved by combining the 37B and the first counter shaft 24 to pre-shift to the fourth gear, and further switching the clutch connection from the second clutch 12 to the first clutch 11. That is, the power of the engine 2 is the first clutch 11 → the first input shaft 21 → the third synchronization mechanism 44 → the input gear train 37 for 4/8 speed → the second synchronization mechanism 38 → the first counter shaft 24 → the output for the low speed stage. The power transmission path of the 4th speed is established by transmitting the gear train 42 → the 5th synchronization mechanism 46 → the output shaft 23.

FIG. 6 shows the power transmission path at the 5th speed. In the case of the 5th speed, the 5 / 9th speed counter gear 32B and the 1st counter shaft 24 are coupled by the 1st synchronization mechanism 34 from the 4th speed state to pre-shift to the 5th speed, and the clutch is connected to the 1st speed. This is achieved by switching from the clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 5/9 speed input gear train 32 → the first synchronization mechanism 34 → the first counter shaft 24 → the low speed stage output gear train 42 → the fifth. By transmitting from the synchro mechanism 46 to the output shaft 23, a 5-speed power transmission path is established.

FIG. 7 shows the power transmission path at the 6th speed. In the case of 6th speed, the high speed stage main gear 41A and the 1st input shaft 21 are coupled by the 3rd synchronization mechanism 44 from the 5th speed state, and the high speed stage main gear 41A and the output shaft are connected by the 4th synchronization mechanism 45. This is achieved by combining the 23 and pre-shifting to the 6th gear that directly connects the first input shaft 21 and the output shaft 23, and further switching the clutch connection from the second clutch 12 to the first clutch 11. That is, the power of the engine 2 is transmitted directly to the first clutch 11 → the first input shaft 21 → the third synchronization mechanism 44 → the main gear 41A for the high-speed stage → the fourth synchronization mechanism 45 → the output shaft 23 in a directly connected state. A 6-speed power transmission path has been established.

FIG. 8 shows the power transmission path at the 7th speed. In the case of the 7th speed, the 3/7 speed counter gear 33B and the 1st counter shaft 24 are coupled by the 1st synchronization mechanism 34 from the 6th speed state, and the 1st counter shaft 24 and the 1st counter shaft 24 are connected by the 2nd synchronization mechanism 38. This is realized by combining the 2 counter shaft 25 (counter gear 37B for 4/8 speed) to pre-shift to 7th speed, and further switching the clutch connection from the 1st clutch 11 to the 2nd clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the input gear train 33 for 3/7 speed → the first synchronization mechanism 34 → the first counter shaft 24 → the second synchronization mechanism 38 → the second counter shaft. 25-> high-speed stage output gear train 41-> 4th synchronization mechanism 45-> output shaft 23, so that a 7-speed power transmission path is established.

FIG. 9 shows a power transmission path at 8th speed. In the case of 8th speed, the 3rd synchro mechanism 44 connects the 4/8 speed main gear 37A and the 1st input shaft 21 from the 7th speed state to pre-shift to 8th speed, and further, the clutch is connected to the 2nd speed. This is achieved by switching from the clutch 12 to the first clutch 11. That is, the power of the engine 2 is the first clutch 11 → the first input shaft 21 → the third synchronization mechanism 44 → the 4/8 speed input gear row 37 → the second counter shaft 25 → the high speed stage output gear row 41 → the fourth. By transmitting from the synchro mechanism 45 to the output shaft 23, an 8-speed power transmission path is established.

FIG. 10 shows a power transmission path at 9th speed. In the case of the 9th speed, the 5/9 speed counter gear 32B and the 1st counter shaft 24 are coupled by the 1st synchronization mechanism 34 from the 8th speed state, and the 1st counter shaft 24 and the 1st counter shaft 24 are connected by the 2nd synchronization mechanism 38. This is achieved by combining the two counter shafts 25 (counter gear 37B for 4/8 speed) to pre-shift to 9th speed, and further switching the clutch connection from the first clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 5/9 speed input gear train 32 → the first synchronization mechanism 34 → the first counter shaft 24 → the second synchronization mechanism 38 → the second counter shaft. 25-> high-speed stage output gear train 41-> fourth synchronization mechanism 45-> output shaft 23, so that a 9-speed power transmission path is established.

According to the dual clutch type transmission 10 of the first embodiment configured as described above, the primary transmission mechanism 30 has the input gear trains 32, 33, in which the first speed input gear train 36 is used for other gears. By providing it separately from 37, it is possible to appropriately set the primary reduction ratio of the first gear to a desired value without affecting other gear ratios, and it is possible to increase the gear ratio of the transmission alone. ..

Further, by simply adding the input gear row 36 for 1st speed and one synchronizer ring to the structure described in Patent Document 2, a total of 9 stages can be increased without increasing the number of synchro hubs and synchro sleeves. Can be targeted.

[Second Embodiment]
FIG. 11 is a schematic overall configuration diagram showing the dual clutch type transmission 10 according to the second embodiment. In the dual clutch transmission 10 of the second embodiment, the 4/8 speed input gear train 37 of the first embodiment is replaced with the 2/6 speed input gear train 39, and the 8th speed is directly connected. .. Since the other configurations are the same as those in the first embodiment, detailed description thereof will be omitted.

The 2/6 speed input gear train 39 is an example of the 4th input gear train of the present invention, and is a 2/6 speed main gear 39A and a second gear 39A provided so as to be relatively rotatable on the first input shaft 21. It is provided on the counter shaft 25 so as to be integrally rotatable, and has a 2/6 speed main gear 39A and a 2/6 speed counter gear 39B that constantly meshes with the counter shaft 25. The 2/6 speed main gear 39A is selectively synchronously coupled (geared in) with the first input shaft 21 by the third synchro mechanism 44, and the 2/6 speed counter gear 39B is first by the second synchro mechanism 38. It is configured to be selectively synchronously coupled (gear-in) with the counter shaft 24.

Next, the power transmission path of each forward stage by the dual clutch type transmission 10 of the second embodiment will be described with reference to FIGS. 12 to 18.

FIG. 12 shows the power transmission path at the first speed. In the case of the first speed, the second clutch 12 is selected, and the first speed counter gear 36B and the first counter shaft 24 are coupled by the second synchronization mechanism 38. Further, the low speed stage main gear 42A and the output shaft 23 are coupled by the fifth synchronization mechanism 46. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the first speed input gear train 36 → the second synchro mechanism 38 → the first counter shaft 24 → the low speed stage output gear train 42 → the fifth synchro mechanism. 46 → The first speed power transmission path is established by being transmitted to the output shaft 23.

FIG. 13 shows the power transmission path at the time of the second speed. In the case of the 2nd speed, the 2nd clutch 12 is disengaged from the 1st speed state, the 2 / 6th speed main gear 39A and the 1st input shaft 21 are coupled by the 3rd synchronization mechanism 44, and the 2nd synchronization mechanism 38 is used. After coupling the 2/6 speed counter gear 39B and the first counter shaft 24, the first clutch 11 is connected. That is, the power of the engine 2 is the first clutch 11 → the first input shaft 21 → the third synchronization mechanism 44 → the input gear train for 2/6 speed by the normal AMT (Automated Manual Transmission) shift in which the gear is switched after the clutch is disengaged. 39 → 2nd synchro mechanism 38 → 1st counter shaft 24 → low speed stage output gear train 42 → 5th synchro mechanism 46 → output shaft 23 so that the 2nd speed power transmission path is established. It has become.

FIG. 14 shows the power transmission path at the time of the third speed. In the case of the 3rd speed, the 3/7 speed counter gear 33B and the 1st counter shaft 24 are coupled by the 1st synchronization mechanism 34 from the 2nd speed state to pre-shift to the 3rd speed, and the clutch is connected to the 1st speed. This is achieved by switching from the clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 3/7 speed input gear row 33 → the first synchronization mechanism 34 → the first counter shaft 24 → the low speed stage output gear row 42 → the fifth. By transmitting from the synchro mechanism 46 to the output shaft 23, a power transmission path for the third gear is established.

FIG. 15 shows the power transmission path at the 4th speed. In the case of the 4th speed, the main gear 41A for the high speed stage and the 1st input shaft 21 are coupled by the 3rd synchro mechanism 44 from the 3rd speed state, and the 2nd counter shaft 25 (2/6) is connected by the 2nd synchro mechanism 38. This is realized by combining the speed counter gear 39B) and the first counter shaft 24 to pre-shift to the fourth speed, and further switching the clutch connection from the second clutch 12 to the first clutch 11. That is, the power of the engine 2 is the first clutch 11 → the first input shaft 21 → the third synchronization mechanism 44 → the output gear train 41 for the high-speed stage → the second counter shaft 25 → the second synchronization mechanism 38 → the first counter shaft 24 → The power transmission path for the 4th speed is established by transmitting the output gear train 42 for the low speed stage → the 5th synchronization mechanism 46 → the output shaft 23. Further, in the case of the 4th speed, the output gear train 41 for the high speed stage is used as the input gear train for the 2nd speed.

FIG. 16 shows a power transmission path at 5th speed. In the case of the 5th speed, the 5 / 9th speed counter gear 32B and the 1st counter shaft 24 are coupled by the 1st synchronization mechanism 34 from the 4th speed state to pre-shift to the 5th speed, and the clutch is connected to the 1st speed. This is achieved by switching from the clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 5/9 speed input gear train 32 → the first synchronization mechanism 34 → the first counter shaft 24 → the low speed stage output gear train 42 → the fifth. By transmitting from the synchro mechanism 46 to the output shaft 23, a 5-speed power transmission path is established.

FIG. 17 shows a power transmission path at 6th speed. In the case of 6th speed, the 2 / 6th speed main gear 39A and the 1st input shaft 21 are coupled by the 3rd synchro mechanism 44 from the 5th speed state, and the high speed stage main gear 41A is connected by the 4th synchro mechanism 45. This is achieved by coupling the output shaft 23 and pre-shifting to 6th gear, and further switching the clutch connection from the second clutch 12 to the first clutch 11. That is, the power of the engine 2 is the first clutch 11 → the first input shaft 21 → the third synchronization mechanism 44 → the input gear row 39 for 2/6 speed → the second counter shaft 25 → the output gear row 41 for the high speed stage → the fourth. By transmitting from the synchro mechanism 45 to the output shaft 23, a 6-speed power transmission path is established.

FIG. 18 shows the power transmission path at the 7th speed. In the case of the 7th speed, the 3/7 speed counter gear 33B and the 1st counter shaft 24 are coupled by the 1st synchronization mechanism 34 from the 6th speed state, and the 1st counter shaft 24 and the 1st counter shaft 24 are connected by the 2nd synchronization mechanism 38. This is achieved by combining the 2 counter shaft 25 (counter gear 39B for 2/6 speed) to pre-shift to 7th speed, and further switching the clutch connection from the 1st clutch 11 to the 2nd clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the input gear train 33 for 3/7 speed → the first synchronization mechanism 34 → the first counter shaft 24 → the second synchronization mechanism 38 → the second counter shaft. 25-> high-speed stage output gear train 41-> 4th synchronization mechanism 45-> output shaft 23, so that a 7-speed power transmission path is established.

FIG. 19 shows a power transmission path at 8th speed. In the case of the 8th speed, the 8th speed which connects the main gear 41A for the high speed stage and the 1st input shaft 21 by the 3rd synchronization mechanism 44 from the 7th speed state and directly connects the 1st input shaft 21 and the output shaft 23. It is realized by pre-shifting to and further switching the clutch connection from the second clutch 12 to the first clutch 11. That is, the power of the engine 2 is transmitted directly to the first clutch 11 → the first input shaft 21 → the third synchronization mechanism 44 → the main gear 41A for the high-speed stage → the fourth synchronization mechanism 45 → the output shaft 23 in a directly connected state. An 8-speed power transmission path has been established.

FIG. 20 shows the power transmission path at 9th speed. In the case of the 9th speed, the 5/9 speed counter gear 32B and the 1st counter shaft 24 are coupled by the 1st synchronization mechanism 34 from the 8th speed state, and the 1st counter shaft 24 and the 1st counter shaft 24 are connected by the 2nd synchronization mechanism 38. This is achieved by combining the two counter shafts 25 (counter gear 37B for 4/8 speed) to pre-shift to 9th speed, and further switching the clutch connection from the first clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 5/9 speed input gear train 32 → the first synchronization mechanism 34 → the first counter shaft 24 → the second synchronization mechanism 38 → the second counter shaft. 25-> high-speed stage output gear train 41-> fourth synchronization mechanism 45-> output shaft 23, so that a 9-speed power transmission path is established.

According to the dual clutch type transmission 10 of the second embodiment configured as described above, the primary transmission mechanism 30 has the input gear trains 32, 33, in which the first speed input gear train 36 is used for other gears. By providing it separately from 39, it is possible to appropriately set the primary reduction ratio of the first gear to a desired value without affecting other gear ratios, and it is possible to increase the gear ratio of the transmission alone. ..

Further, by simply adding the input gear row 36 for 1st speed and one synchronizer ring to the structure described in Patent Document 2, a total of 9 stages can be increased without increasing the number of synchro hubs and synchro sleeves. Can be targeted.

It should be noted that the present invention is not limited to the above-described embodiments, and can be appropriately modified and implemented without departing from the spirit of the present invention.

For example, the 5/9 speed input gear row 32 and the 3/7 speed input gear row 33, the low speed stage output gear row 42, and the reverse output gear row 43 may be configured by exchanging their arrangement relationships. ..

2 Engine 10 Dual clutch type transmission 11 1st clutch 12 2nd clutch 21 1st input shaft 22 2nd input shaft 23 Output shaft 24 1st counter shaft 25 2nd counter shaft 30 Primary transmission mechanism 32 5/9 speed input Gear train 33 3/7 speed input gear train 36 1st speed input gear train 37 4/8 speed input gear train 34 1st synchronization mechanism 38 2nd synchronization mechanism 44 3rd synchronization mechanism 40 Secondary transmission mechanism 41 High speed stage Output gear train 42 Output gear train for low speed stage 43 Output gear train for reverse 45 4th synchro mechanism 46 5th synchro mechanism

Claims (2)

A first input shaft having a first clutch that connects and disconnects the power from the drive source,
A hollow shaft-shaped second input shaft having a second clutch for connecting and disconnecting the power from the drive source and inserting the first input shaft so as to be relatively rotatable.
An output shaft arranged coaxially with the first input shaft,
The first input shaft, the second input shaft, and the first sub-shaft arranged in parallel with the output shaft,
A hollow shaft-shaped second sub-shaft that allows the first sub-shaft to be inserted so as to be relatively rotatable,
A first input gear train including a first input main gear provided on the second input shaft and a first input sub gear provided on the first sub shaft and meshing with the first input main gear.
A second input gear train including a second input main gear provided on the second input shaft and a second input sub gear provided on the first sub shaft and meshing with the second input main gear.
A third input main gear that is integrally rotatably provided on the second input shaft and a third input sub gear that is rotatably provided on the first sub-shaft and meshes with the third input main gear. 3 input gear trains and
A second input main gear that is provided so as to be relatively rotatable on the first input shaft and a fourth input sub gear that is integrally rotatable on the second auxiliary shaft and meshes with the fourth input main gear. 4 input gear train and
An output gear train including an output main gear provided on the output shaft and an output sub gear provided on the first sub shaft and meshing with the output main gear.
A first input synchronization mechanism that selectively couples the first input gear train and the second input gear train to the second input shaft or the first sub-shaft.
A second input synchro mechanism that selectively couples the third input sub gear to the first sub shaft,
A third input synchro mechanism that selectively couples the fourth input main gear to the first input shaft,
The output synchro mechanism for selectively coupling the output gear train to the first sub-shaft or the output shaft is provided.
At 1st gear, power from the drive source is transmitted to the output shaft via at least the 3rd input gear train, and at least at gears other than 1st gear, power from the drive source is said. It is transmitted to the output shaft via the first input gear train or the second input gear train .
The fourth input sub gear is selectively coupled to the first sub shaft by the second input synchronization mechanism, and the output gear train is provided so as to be integrally rotatable with the second sub shaft. The first high-speed stage main gear includes a gear and a predetermined high-speed stage output gear train having a high-speed stage main gear that is provided so as to be relatively rotatable on the first input shaft and meshes with the high-speed stage sub gear. A dual-clutch transmission characterized in that it is selectively coupled to the first input shaft by a three-input synchro mechanism and selectively coupled to the output shaft by the output synchro mechanism . The output gear train is a predetermined low-speed stage output gear train having a low-speed stage sub gear provided on the first sub-shaft and a low-speed stage main gear provided on the output shaft and meshing with the low-speed stage sub gear. In a predetermined low speed stage other than the 1st speed, the power from the drive source is from the 1st clutch to the 1st input shaft, the high speed stage output gear train, the 2nd sub shaft, and the 1st sub. The dual clutch type transmission according to claim 1 , which is transmitted to the output shaft via the shaft and the output gear train for the low speed stage.

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