JP6839611B2 - Multi-speed transmission - Google Patents

Description

In the present invention, a driving force is selectively transmitted from a driving source to either one of the first and second driving shafts via the first and second clutches, and the driving force is transmitted to either the first or second driving shaft. The present invention relates to a so-called dual clutch type multi-speed transmission in which an output gear provided on the driven shaft outputs to a differential gear after shifting from one of them to the driven shaft for transmission.

Two synchro devices SM and S6 are provided on the first input shafts 11 and 15 of the double tube structure, and two synchro devices SS and S5 are provided on the second input shafts 12 and 16 of the double tube structure. A dual-clutch multi-speed transmission with 10 forward speeds, in which one synchro device SC is provided on the 13 and the driving force is output from the final drive gear 36 provided on the output shaft 13 to the final driven gear 37 provided on the differential gear D. It is known from Patent Document 1 below.

Japanese Unexamined Patent Publication No. 2014-101953

By the way, in the above-mentioned conventional one, not only the synchro device SC is provided on the output shaft 13, but also the dedicated final drive gear 36 that outputs the driving force to the differential gear D at all the shift stages is provided on the output shaft 13. Therefore, there is a problem that the axial dimension of the output shaft 13 becomes large, and it has been desired to reduce the axial dimension of the output shaft 13 by sharing gears.

The present invention has been made in view of the above circumstances, and an object of the present invention is to reduce the size and weight of a dual clutch multi-speed transmission by sharing gears.

In order to achieve the above object, according to the invention of claim 1, the driving force of the driving source is transmitted via the first clutch to the first driving shaft, and the driving force of the driving source is the second. A second drive shaft transmitted via a clutch, a driven shaft arranged parallel to the first and second drive shafts, a plurality of drive gears provided on the first and second drive shafts, and the said The first drive shaft or the second drive is provided by providing a plurality of gear trains composed of a plurality of driven gears provided on the driven shaft and selecting one of the plurality of gear trains. It is a multi-stage transmission that transmits a driving force from a shaft to the driven shaft at a predetermined gear ratio. The driven shaft is provided with an output gear that outputs a driving force to a differential gear, and the output gear is a plurality of the output gears. The plurality of drive gears also serve as any one of the driven gears, and the diameters of the plurality of drive gears gradually increase from the side closer to the drive source to the side farther from the drive source, and the plurality of driven gears are far from the side closer to the drive source. gradually decreases in diameter toward the side, the output gear is multi-speed transmission, wherein the driven gear der Rukoto the largest diameter of the plurality of driven gears is proposed.

Further, according to the invention described in claim 2 , in addition to the configuration of claim 1, an intermediate shaft arranged in parallel with the first and second drive shafts is provided, and the intermediate shaft is provided with the drive. An intermediate gear in which the driving force of the source is transmitted via the first clutch or the second clutch is provided, and one of the plurality of the driving gears provided on the first driving shaft, or the second driving shaft. A multi-speed transmission is proposed in which the intermediate gear meshes with one of a plurality of the driving gears provided in the vehicle.

Further, according to the invention of claim 3 , in addition to the configuration of claim 1 or 2 , an electric motor is connected to a power transmission path between the driven shaft and the differential gear. A transmission is proposed.

The engine E and the first electric motor M1 of the embodiment correspond to the drive source of the present invention, and the second electric motor M2 of the embodiment corresponds to the electric motor of the present invention, and the main shaft Sm of the embodiment. Corresponds to the first drive shaft of the present invention, the secondary shaft Ss of the embodiment corresponds to the second drive shaft of the present invention, and the counter shaft Sc of the embodiment corresponds to the driven shaft of the present invention. The idle shaft Si of the embodiment corresponds to the intermediate shaft of the present invention, the idle 2nd speed gear 16 of the embodiment corresponds to the intermediate gear of the present invention, and the main 3rd speed gear 17 and the secondary 4th speed gear 21 of the embodiment correspond to the intermediate gear of the present invention. Corresponding to one of the plurality of drive gears of the present invention, the final drive gear 25 of the embodiment corresponds to the output gear of the present invention.

According to the configuration of claim 1, in the multi-speed transmission, the driving force of the drive source is transmitted via the first clutch and the driving force of the drive source is transmitted via the second clutch. From the second drive shaft, the driven shafts arranged parallel to the first and second drive shafts, the plurality of drive gears provided on the first and second drive shafts, and the plurality of driven gears provided on the driven shafts. By selecting one of the plurality of gear trains, the driving force is applied from the first drive shaft or the second drive shaft to the driven shaft at a predetermined gear ratio. introduce.

The driven shaft is provided with an output gear that outputs the driving force to the differential gear, and the output gear also serves as one of a plurality of driven gears. It is possible to reduce the size and weight of the multi-speed transmission.

Also, the plurality of driving gears increases gradually in diameter toward the far side from the side closer to the drive source, the plurality of driven gears gradually decreases in diameter toward the far side from the side closer to the drive source, the output gear Since it is the largest diameter driven gear among a plurality of driven gears, the durability of the output gear can be improved by increasing the diameter of the frequently used output gear to reduce the load when transmitting the driving force. ..

Further , according to the configuration of claim 2 , an intermediate shaft arranged in parallel with the first and second drive shafts is provided, and the driving force of the drive source is transmitted to the intermediate shaft via the first clutch or the second clutch. Since the intermediate gear to be transmitted is provided, the intermediate gear meshes with one of the plurality of drive gears provided on the first drive shaft or one of the plurality of drive gears provided on the second drive shaft. By engaging the intermediate gear with the drive gear for other gears while increasing the number of gears by one by the power transmission path via the intermediate gear, the increase in the number of gears is minimized and the multi-speed transmission Further reduction in size and weight can be achieved.

Further , according to the configuration of claim 3 , since the electric motor is connected to the power transmission path between the driven shaft and the differential gear, the vehicle is driven backward without establishing a reverse gear in the power transmission path upstream of the driven shaft. be able to.

It is a skeleton diagram of a dual clutch type multi-speed transmission. (First Embodiment) It is a torque flow diagram of the 1st speed shift stage to the 4th speed shift stage. (First Embodiment) It is a torque flow diagram of the 5th speed gear | 8th speed gear. (First Embodiment) It is a torque flow diagram of a 9-speed shift, a 10-speed shift, and a reverse shift. (First Embodiment) It is a skeleton diagram of a dual clutch type multi-speed transmission. (Second Embodiment) It is a torque flow diagram of a 2nd speed shift stage. (Second Embodiment)

First Embodiment

Hereinafter, the first embodiment of the present invention will be described with reference to FIGS. 1 to 4.

As shown in FIG. 1, the rotor shaft of the first electric motor M1 is connected in series to the crankshaft of the engine E, and the damper DP is connected in series to the rotor shaft of the first electric motor M1. The input shaft Ship is coaxially fitted on the outer circumference of the main shaft Sm of the dual clutch type multi-stage transmission T connected in series with the damper DP, and the damper DP is connected to the main shaft Sm via the first clutch C1. At the same time, it is connected to the input shaft Ship via the second clutch C2.

The secondary shaft Ss, the counter shaft Sc, the idle shaft Si, and the output shaft Sop are arranged in parallel with the main shaft Sm. The main 1st gear 11 fixed to the main shaft Sm meshes with the counter 1st gear 13 supported on the counter shaft Sc via the one-way clutch 12. The input idle gear 14 fixed to the input shaft Si meshes with the idle gear 15 fixed to the idle shaft Si, and the idle 2nd gear 16 supporting the idle shaft Si so as to rotate relative to the idle shaft Si causes the 2nd speed synchro device S1. It can be coupled to the idle shaft Si via.

The main 3rd gear 17 and the main 5th gear 18 are supported on the main shaft Sm so as to be relatively rotatable, and the main 3rd gear 17 and the main 5th gear 18 are main via the 3rd-5th gear synchro device S2. It can be connected to the shaft Sm. Further, the main 7-speed gear 19 and the main 9-speed gear 20 are supported on the main shaft Sm so as to be relatively rotatable, and the main 7-speed gear 19 and the main 9-speed gear 20 are via the 7-speed-9-speed synchro device S3. It can be connected to the main shaft Sm.

A secondary 4-speed gear 21 and a secondary 6-speed gear 22 are supported on the secondary shaft Ss so as to be relatively rotatable, and the secondary 4-speed gear 21 and the secondary 6-speed gear 22 are provided via a 4-speed-6-speed synchro device S4. It can be coupled to the secondary shaft Ss. Further, the secondary 8-speed gear 23 and the secondary 10-speed gear 24 are supported on the secondary shaft Ss so as to be relatively rotatable, and the secondary 8-speed gear 23 and the secondary 10-speed gear 24 are via the 8-speed-10-speed synchro device S5. It can be coupled to the secondary shaft Ss.

Further, the counter shaft Sc includes a final drive gear 25 that meshes with the main 3rd gear 17 and the secondary 4th gear 21, and a counter 5th-6th gear 26 that meshes with the main 5th gear 18 and the secondary 6th gear 22. , The counter 7th-8th gear 27 that meshes with the main 7th gear 19 and the secondary 8th gear 23, and the counter 9th-10th gear 28 that meshes with the main 9th gear 20 and the secondary 10th gear 24 are fixed. Will be set up.

The idle 2nd gear 16 provided on the idle shaft Si meshes with the main 3rd gear 17 provided on the main shaft Sm. Originally, the idle 2nd gear 16 should mesh with the "counter 2nd gear" provided on the counter shaft Sc, but in this embodiment, the "counter 2nd gear" is abolished and the existing main 3rd gear is abolished. The gear 17 and the final drive gear 25 are used as the "main second gear".

A secondary idle gear 29 is fixed to the secondary shaft Ss, and the secondary idle gear 29 meshes with the idle gear 15 fixed to the idle shaft Si. Then, the final drive gear 25 fixed to the counter shaft Sc meshes with the final driven gear 30 fixed to the output shaft Sop.

The final drive gear 25 that meshes with the main 3rd gear 17 and the secondary 4th gear 21 should be originally named "counter 3rd-4th gear". However, the final drive gear 25 is intentionally named the final drive gear 25 because it outputs driving force to the output shaft Sop in all forward gears, not limited to the 3rd and 4th gears.

The hypoid drive gear 31 fixed to the output shaft Sop meshes with the hypoid driven gear 32 provided in the differential gear D, and the left and right drive wheels W and W are connected to the left and right drive shafts 33 and 33 extending from the differential gear D. To.

Further, the second electric motor M2 is connected to the output shaft Sop via the planetary gear mechanism P. The planetary gear mechanism P includes a sun gear 34 connected to the rotor shaft of the second electric motor M2, a ring gear 36 fixed to the casing 35, a carrier 37 connected to the output shaft Sop, and a sun gear supported by the carrier 37. It includes a plurality of pinions 38 ... That mesh with the 34 and the ring gear 36.

Next, the operation of the first embodiment of the present invention having the above configuration will be described.

In FIG. 1, when an odd number of gears, that is, a 1st gear, a 3rd gear, a 5th gear, a 7th gear, and a 9th gear are established, the first clutch C1 is engaged and the engine E or the first gear is engaged. The driving force of the electric motor M1 is transmitted to the main shaft Sm via the damper DP and the engaged first clutch C1.

On the other hand, when the even gears, that is, the 2nd gear, the 4th gear, the 6th gear, the 8th gear and the 10th gear are established, the second clutch C2 is engaged and the engine E or the first electric motor The driving force of M1 is transmitted to the input shaft Ship via the damper DP and the engaged second clutch C2, and is transmitted from there to the secondary shaft Ss via the input idle gear 14, the idle gear 15, and the secondary idle gear 29. To. However, only in the 2nd speed gear, the driving force of the input shaft Ship is output to the counter shaft Sc without passing through the secondary shaft Ss, so that the secondary shaft Ss idles.

In this way, the driving force of the engine E or the first electric motor M1 is transmitted to the main shaft Sm when the odd-numbered gears are established, and is transmitted to the secondary shaft Ss when the even-numbered gears other than the second-speed gears are established. .. Further, in all the forward gears, the driving force of the engine E or the first electric motor M1 is output from the final drive gear 25 provided on the counter shaft Sc to the differential gear D via the output shaft Sop.

Next, the torque flow in each shift stage will be described with reference to FIGS. 2 to 4.

As shown in FIG. 2A, when the 1st gear is established, the driving force of the main shaft Sm is the main 1st gear 11 → the counter 1st gear 13 → the one-way clutch 12 → the counter shaft Sc → the final drive gear 25. → Final driven gear 30 → It is transmitted to the differential gear D through the path of the output shaft Sop. The one-way clutch 12 is engaged only in the first speed gear, and when the other gears are established, the one-way clutch 12 slips to prevent the occurrence of torque lock.

As shown in FIG. 2B, when the 2nd speed gear is established, the 2nd speed synchro device S1 moves to the right to connect the idle 2nd speed gear 16 to the idle shaft Si. As a result, the driving force of the input shaft Ship is the path of the input idle gear 14 → idle gear 15 → idle shaft Si → idle 2nd gear 16 → main 3rd gear 17 → final drive gear 25 → final driven gear 30 → output shaft Sop. Is transmitted to the differential gear D.

As shown in FIG. 2C, when the 3rd speed gear is established, the 3rd-5th speed synchro device S2 moves to the right to connect the main 3rd gear 17 to the main shaft Sm. As a result, the driving force of the main shaft Sm is transmitted to the differential gear D in the route of the main 3rd gear 17 → the final drive gear 25 → the final driven gear 30 → the output shaft Sop.

As shown in FIG. 2D, when the 4th gear is established, the 4th-6th synchro device S4 moves to the right to connect the secondary 4th gear 21 to the secondary shaft Ss. As a result, the driving force of the secondary shaft Ss is transmitted to the differential gear D in the path of the secondary 4th gear 21 → the final drive gear 25 → the final driven gear 30 → the output shaft Sop.

As shown in FIG. 3 (E), when the 5th speed gear is established, the 3rd-5th speed synchro device S2 moves to the left to connect the main 5th gear 18 to the main shaft Sm. As a result, the driving force of the main shaft Sm is transmitted to the differential gear D through the route of the main 5th gear 18 → the counter 5th-6th gear 26 → the counter shaft Sc → the final drive gear 25 → the final driven gear 30 → the output shaft Sop. Will be done.

As shown in FIG. 3 (F), when the 6-speed gear is established, the 4-speed-6-speed synchro device S4 moves counterclockwise to connect the secondary 6-speed gear 22 to the secondary shaft Ss. As a result, the driving force of the secondary shaft Ss is transmitted to the differential gear D in the path of the secondary 6th gear 22 → the counter 5th-6th gear 26 → the counter shaft Sc → the final drive gear 25 → the final driven gear 30 → the output shaft Sop. Will be done.

As shown in FIG. 3 (G), when the 7-speed gear is established, the 7-speed-9-speed synchro device S3 moves to the right to connect the main 7-speed gear 19 to the main shaft Sm. As a result, the driving force of the main shaft Sm is transmitted to the differential gear D through the route of the main 7th gear 19 → the counter 7th-8th gear 27 → the counter shaft Sc → the final drive gear 25 → the final driven gear 30 → the output shaft Sop. Will be done.

As shown in FIG. 3H, when the 8-speed gear is established, the 8-speed-10-speed synchro device S5 moves to the right to connect the secondary 8-speed gear 23 to the secondary shaft Ss. As a result, the driving force of the secondary shaft Ss is transmitted to the differential gear D in the path of the secondary 8th gear 23 → the counter 7th-8th gear 27 → the counter shaft Sc → the final drive gear 25 → the final driven gear 30 → the output shaft Sop. Will be done.

As shown in FIG. 4 (I), when the 9-speed gear is established, the 7-speed-9-speed synchro device S3 moves counterclockwise to connect the main 9-speed gear 20 to the main shaft Sm. As a result, the driving force of the main shaft Sm is transmitted to the differential gear D through the route of the main 9th gear 20 → the counter 9th-10th gear 28 → the counter shaft Sc → the final drive gear 25 → the final driven gear 30 → the output shaft Sop. Will be done.

As shown in FIG. 4 (J), when the 10-speed gear is established, the 8-speed-10-speed synchro device S5 moves counterclockwise to connect the secondary 10-speed gear 24 to the secondary shaft Ss. As a result, the driving force of the secondary shaft Ss is transmitted to the differential gear D in the path of the secondary 10th gear 24 → the counter 9th-10th gear 28 → the counter shaft Sc → the final drive gear 25 → the final driven gear 30 → the output shaft Sop. Will be done.

As shown in FIG. 4K, when the reverse gear is established, the first clutch C1 and the second clutch C2 are disengaged, and the second electric motor M2 is driven. As a result, the driving force of the second electric motor M2 is decelerated by the planetary gear mechanism P and output to the output shaft Sop in reverse rotation, and is transmitted from there to the differential gear D to drive the vehicle backward. By driving the second electric motor M2 when the vehicle is traveling forward, the driving force of the engine E or the first electric motor M1 is assisted, or when the vehicle is decelerating, the second electric motor M2 is regeneratively braked to regeneratively brake the vehicle body. Kinetic energy can be recovered as electrical energy.

Since the second electric motor M2 is connected to the output shaft Sop between the counter shaft Sc and the differential gear D in this way, the vehicle is driven backward without establishing a reverse gear in the power transmission path upstream of the counter shaft Sc. be able to.

The multi-speed transmission T of the present embodiment is a dual clutch type, and since the first clutch C1 and the second clutch C2 are alternately engaged to shift up or down, for example, the first clutch C1 is engaged. In addition, while the predetermined gear is established, the predetermined synchro device is operated to pre-shift the next gear, and from this state, the first clutch C1 is disengaged and the second clutch C2 is engaged. By matching, it is possible to shift up or down from the current shift stage to the next shift stage without interrupting the torque transmission. Similarly, while the second clutch C2 is engaged and the predetermined gear is established, the predetermined synchro device is operated to pre-shift the next gear, and the second clutch C2 is engaged from this state. By disengaging and engaging the first clutch C1, it is possible to shift up or down from the current shift stage to the next shift stage without interrupting the torque transmission.

As described above, according to the first embodiment, the "counter 3rd-4th gear" that originally transmits the driving force only in the 3rd and 4th gears is used as the final drive gear 25. By outputting the driving force from the final drive gear 25 to the final driven gear 30 in all forward gears, the number of gears can be reduced and the multi-speed transmission T can be made smaller and lighter.

Further, as described with reference to FIG. 2B, when the 2nd speed gear is established, the driving force of the idle 2nd speed gear 16 is transmitted to the final drive gear 25 via the main 3rd speed gear 17, so that it is originally 3 By using the main 3rd gear 17 for establishing the speed gear for establishing the 2nd gear, the number of gears can be reduced and the multi-speed transmission T can be made smaller and lighter.

Further, the diameters of the main 3rd gear 17, the main 5th gear 18, the main 7th gear 19 and the main 9th gear 20 arranged on the main shaft Sm gradually increase as the distance from the engine E and the first electric motor M1 increases. The diameters of the secondary 4-speed gear 21, the secondary 6-speed gear 22, the secondary 8-speed gear 23, and the secondary 10-speed gear 24 formed on the secondary shaft Ss gradually increase as the distance from the engine E and the first electric motor M1 increases. Since it is formed so as to increase, the diameters of the final drive gear 25, the counter 5th-6th gear 26, the counter 7th-8th gear 27, and the counter 9th-10th gear 28 on the counter shaft Sc are the engine E. And, it gradually decreases as the distance from the first electric motor M1 increases.

In the present embodiment, since the gear having the largest diameter on the counter shaft Sc is adopted as the final drive gear 25 and the driving force is transmitted in all the forward gears, the load acting on the final drive gear 25 is reduced. Durability can be increased. The reason is that when a gear transmits torque of the same magnitude, the load decreases in inverse proportion to the increase in its diameter.

Second embodiment

Hereinafter, a second embodiment of the present invention will be described with reference to FIGS. 5 and 6.

As is clear from comparing FIGS. 1 and 5, in the first embodiment shown in FIG. 1, the idle second gear 16 meshes with the main third gear 17, but the second embodiment shown in FIG. 5 The embodiment differs in that the idle 2nd gear 16 meshes with the secondary 4th gear 21. In other configurations, there is no difference between the first embodiment and the second embodiment.

Therefore, as shown in FIG. 6, when the 2nd speed synchro device S1 moves to the right and the idle 2nd speed gear 16 is coupled to the idle shaft Si when the 2nd speed shift stage is established, the driving force of the input shaft Sip is changed to the input idle gear. It is transmitted to the differential gear D by the route of 14 → idle gear 15 → idle shaft Si → idle 2nd gear 16 → secondary 4th gear 21 → final drive gear 25 → final driven gear 30 → output shaft Sop. That is, when the second gear is established, in the first embodiment, the driving force is transmitted from the idle second gear 16 to the final drive gear 25 via the main third gear 17, whereas the second embodiment is performed. The difference is that the driving force is transmitted from the idle 2nd gear 16 to the final drive gear 25 via the secondary 4th gear 21.

As described above, even in the second embodiment, the "counter 3rd-4th gear" that originally transmits the driving force only in the 3rd and 4th gears is driven in all the forward gears. By using it as the final drive gear 25 that transmits force, it is possible not only to reduce the number of gears and contribute to the miniaturization and weight reduction of the multi-speed transmission, but also to originally establish the 4th speed gear. By using 21 for establishing the 2nd speed gear, it is possible to reduce the number of gears and contribute to the reduction in size and weight of the multi-speed transmission T.

Although the embodiments of the present invention have been described above, the present invention can make various design changes without departing from the gist thereof.

For example, the multi-speed transmission T of the embodiment has 10 forward speeds, but the number of speeds of the multi-speed transmission of the present invention is not limited to 10.

Further, the multi-speed transmission T of the embodiment uses the engine E and the first electric motor M1 as drive sources, but the drive source of the present invention is arbitrary.

Further, in the embodiment, the driving force is transmitted to the idle shaft Si via the second clutch C2, but the driving force may be transmitted via the first clutch C1.

C1 1st clutch C2 2nd clutch D differential gear E engine (drive source)
M1 1st electric motor (drive source)
M2 2nd electric motor (electric motor)
Sm main shaft (first drive shaft)
Ss secondary shaft (second drive shaft)
Sc counter shaft (driven shaft)
Si idle shaft (intermediate shaft)
16 Idle 2nd gear (intermediate gear)
17 Main 3rd gear (one of multiple drive gears)
21 Secondary 4-speed gear (one of multiple drive gears)
25 Final drive gear (output gear)

Claims (3)

The driving force of the drive source (E, M1) is transmitted via the first clutch (C1) to the first drive shaft (Sm), and the driving force of the drive source (E, M1) is transmitted to the second clutch (C2). A second drive shaft (Ss) transmitted via the above, a driven shaft (Sc) arranged parallel to the first and second drive shafts (Sm, Ss), and the first and second drives. It is provided with a plurality of drive gears provided on the shafts (Sm, Ss) and a plurality of gear trains composed of a plurality of driven gears provided on the driven shaft (Sc), and one of the plurality of gear trains. A multi-speed transmission that transmits driving force from the first drive shaft (Sm) or the second drive shaft (Ss) to the driven shaft (Sc) at a predetermined gear ratio by selecting a gear train.
Wherein the driven shaft (Sc) is an output gear (25) is provided for outputting a driving force to the differential gear (D), said output gear (25) also serves as any one of said plurality of driven gears ,
The diameters of the plurality of drive gears gradually increase from the side closer to the drive source (E, M1) to the side farther from the drive source (E, M1), and the plurality of driven gears move from the side closer to the drive source (E, M1) to the side farther from the drive source (E, M1). multi-speed transmission towards gradually decreases in diameter, said output gear (25), wherein the driven gear der Rukoto the largest diameter of the plurality of driven gears. An intermediate shaft (Si) arranged parallel to the first and second drive shafts (Sm, Ss) is provided, and the driving force of the drive source (E, M1) is applied to the intermediate shaft (Si). An intermediate gear (16) transmitted via the first clutch (C1) or the second clutch (C2) is provided, and one of the plurality of the drive gears provided on the first drive shaft (Sm). (17), or claim 1, wherein the intermediate gear (16) meshes with one (21) of the plurality of drive gears provided on the second drive shaft (Ss). Multi-speed transmission. The multi-speed transmission according to claim 1 or 2 , wherein an electric motor (M2) is connected to a power transmission path between the driven shaft (Sc) and the differential gear (D).