KR101029422B1 - A coaxial type multiple-clutch transmission for maximizing a fuel efficiency - Google Patents

Abstract

The present invention relates to a coaxial multi-clutch transmission having two rotational shafts sharing a rotation center, and in particular, is not limited to a small wet multi-plate clutch, and may be configured in various configurations or combinations of clutches as needed. An improved coaxial multi-clutch transmission is provided to prevent energy loss due to the application of a wet multi-plate clutch and to increase the allowable torque limit.

The present invention relates to a coaxial multiple clutch transmission for shifting and outputting rotational force transmitted from an engine, comprising: an injection force shaft (MIS) connected to a flywheel (FW) to receive rotational force from an engine; As the power is connected to the injection force shaft (MIS) to receive a rotational force, the first input shaft (IS1) rotatably disposed behind the injection force shaft and a hollow structure sharing a rotation center with the first input shaft and the inside A second input shaft IS2 rotatably receiving the first input shaft; The first clutch C1 formed on the first input shaft for connection or disconnection of power transmitted from the injection force shaft to the first input shaft, and the first clutch for connection or release of power transmitted to the second input shaft. A second clutch C2 connected to the second input shaft; A power transmission first potential gear FG1 rotatably mounted on the injection force shaft between the flywheel and the first clutch, and a first power transmission gear RG1 rotatably mounted on the front end of the second input shaft. ), An intermediate shaft (MS) disposed parallel to the injection force shaft, a power transmission second potential gear (FG2) rotatably mounted on the intermediate shaft and engaged with the power transmission first potential gear, and on the intermediate shaft A power transmission gear unit rotatably mounted to the power transmission second rear gear RG2 meshing with the power transmission first rear gear; An output shaft OS spaced apart from and parallel to the first input shaft and the second input shaft of a coaxial structure;

A plurality of drive gears G1 to G8 rotatably mounted on the first input shaft and the second input shaft; And a plurality of driven gears rotatably mounted on the output shaft and engaged with each of the driving gears. It proposes a coaxial multi-clutch transmission for maximizing the fuel efficiency characterized in that it comprises a.

Coaxial multi-clutch transmission, flywheel, first clutch, second clutch, first input shaft, second input shaft, output shaft, drive gear, driven gear, hollow shaft, concentric shaft, main clutch

Description

Coaxial type multiple-clutch transmission for maximizing a fuel efficiency

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a coaxial multi-clutch transmission, and more particularly, the combination or arrangement of clutches is free, the dry single-plate clutch is easy to apply, and the fuel efficiency is prevented by preventing energy loss of the hydraulic regulator resulting from the wet multi-plate clutch structure. The present invention relates to a coaxial dual clutch transmission improved to be applicable to a large vehicle such as a bus or a truck by increasing the allowable torque limit by introducing a dry clutch and a main clutch.

Recently, the most important part of the automobile technology field is to improve fuel economy and reduce pollution caused by automobiles. Environmental pollution caused by automobile exhaust gas is regulated by each continent (Euro 6, Tier 3, etc.), and improving fuel economy of automobiles due to the recent surge in oil prices is a major issue in the industry. It becomes a problem. In other words, each automobile industry is currently developing and distributing more efficient electric vehicles and hybrid cars, while improving fuel efficiency and reducing pollution emissions based on the current internal combustion engine technology, and responding to fuel and environmental problems. We are continuing our efforts to create an environment.

These technical efforts are still focused on engines, which directly consume fuel, but many attempts have been made in various areas. In particular, several recently introduced transmission technologies have begun to solve the problems of the previous transmission through a new approach.

Types of transmissions include Manual Transmission (MT), Automatic Transmission (AT), Continuously Variable Transmission (CVT), and Automated Manual Transmission (AMT), which are relatively new. Dual Clutch Transmission (DCT).

The dual clutch transmission (DCT) is an advanced form of the automatic manual transmission. The dual clutch transmission has the advantages of high economical efficiency of the manual transmission, low power loss, high efficiency, and a sporty sense of driving with a fast shift. Be in the spotlight. The dual clutch transmission started in production in 2003, the most widely used today is Volkswagen's Direct Shift Gearbox (DSG) based on Borg Warner's Dualtronic technology. The dual clutch transmission is similar to the automatic manual transmission in that the shift is made with the help of an electrohydraulic device based on the structure of the manual transmission, but there is a big difference in structure. In general, shifting of a manual transmission consists of removing a clutch and disconnecting power while the gear is in a bite state, inserting the gear into a desired stage, and then connecting the clutch and transmitting power. At this time, it is necessary to adjust the speed by adjusting the accelerator (accelerator) in order to offset the difference in speed between the two gears. In this process, the manual transmission is made by the driver's hand and foot, and the automated manual transmission is made by the electro-hydraulic device. At this time, since one clutch is used, clutch connection and release and gear selection must be made sequentially. Therefore, there is a limit in increasing the speed of shifting and shifting shock may occur depending on the clutch adjustment method.

1 is a structural diagram of a coaxial dual clutch transmission according to a conventional example. The difference between a manual transmission (MT) or an automated manual transmission (AMT) and a dual clutch transmission (DCT) is that, as the name suggests, two clutches (C1, C2) are used. Based on the illustrated Volkswagen DSG (Porsche Doppelkupplung), the two clutches take on the power connection of the odd gears D1, D3 and D5 and even gears D2, D4 and D6, respectively. The single gear adjacent to the selected gear is already rotating in a 'pre-select' state connected to the engine input shafts IS1 and IS2. For example, in the state where the first gear D1 is selected, the second gear D2 is also rotated while the clutch C1 on the odd gear is connected to transmit power, but the clutch C2 on the even gear is rotated together. It is isolated, so no power is transmitted. When the gear shifts from the first gear to the second gear, the clutch in odd gear is separated and the clutch in even gear is connected and the second gear is bitten. In this way, the shift speed is very fast because the power transmission and release using the clutch occur almost at every shift, and the shift shock is very small because the shock when the clutch is connected and released is canceled.

The shift time required of the dual clutch transmission (DCT) is about 8 to 10 ms, which can be seen to be much improved than the aforementioned automatic transmission. In addition, the power loss in the transmission is less than the manual transmission has an excellent advantage in improving fuel economy. Due to these characteristics, the world's leading automakers and transmission makers are focusing on the development and production of dual clutch transmissions, and fierce competition is in progress.

2 is a structural diagram of a coaxial dual clutch transmission according to another conventional example. The illustrated coaxial dual clutch transmission is disclosed in Korean Patent Publication No. 10-2006-0049939, which was filed by Borgnerner Company on the Korean Patent Office as 2005.07.07. The transmission of FIG. 2 basically has a structure similar to that of FIG. However, in the transmission of FIG. 1, two output shafts OS1 and OS2 are disposed parallel to the first and second input shafts having a concentric shaft structure. However, in the transmission of FIG. 2, two coaxial first and second input shafts 14, The difference is that one counter shaft 18 is disposed below 16).

Despite the above-mentioned advantages of the dual clutch transmission (DCT), the current dual clutch transmission has some structural disadvantages, one of which is a problem of fuel efficiency. Coaxial dual clutch transmissions (such as FIG. 1 or 2) are theoretically superior in fuel economy and may be superior to manual transmissions, but are actually superior to automatic transmissions but still inferior to manual transmissions. This is because of the hydraulic regulator for the operation of the wet clutch and gear selector (sink mechanism; sinker, S of FIG. 1, 74, 76, 78, 80 of FIG. 2). In other words, the hydraulic pressure controller is driven by using a part of the energy delivered from the engine output, which causes additional parasitic energy consumption. Recently, the development of computer control technology has succeeded in automating various manual functions of automobiles, and the operation of a wet clutch and a synchro mechanism (gear selector) has also emerged based on the success of this computer control technology. The wet clutch is mainly composed of multiple plates and controlled by hydraulic regulator, and the dry clutch is mainly composed of single plate and controlled by electric motor.

The conventional coaxial dual clutch transmission described above has adopted a wet multi-plate clutch (C1, C2 in FIG. 1; 32, 33 in FIG. 2), which takes into account the volume of the coaxial dual clutch transmission. That is, the conventional coaxial dual clutch transmission inevitably adopts a small wet multi-plate clutch in the clutch casing (CC in Fig. 1, 28, 36 in Fig. 2). Since the wet clutch uses oil for cooling the clutch, power loss cannot be avoided, and since the wet clutch has a small multi-plate clutch, there is a problem in that a higher torque is limited.

The wet multi-plate clutch is controlled through a hydraulic regulator. As described above, the hydraulic regulator continuously drives the engine's output and causes fuel consumption. On the other hand, the electric motor is driven by using electricity stored in the battery, so the fuel efficiency of the dry clutch is better. Moreover, the fuel efficiency of such a dry clutch is further improved in a vehicle having a power system such as a hybrid car that can convert mechanical energy into electrical energy during deceleration or downhill driving.

Currently, there is no example of applying such a dry clutch in a coaxial dual clutch transmission in which another rotary shaft is disposed in the hollow shaft, and a dry clutch cannot be applied due to its basic structural limitations. Therefore, it is possible to apply a high efficiency dry clutch to such a coaxial dual clutch transmission to improve the fuel efficiency and to increase the torque that the clutch can handle, a new type of coaxial multi-clutch transmission with an improved structure. Development was needed.

The present invention has been presented in view of the problems of the conventional coaxial dual clutch transmission adopting the compact wet multi-plate clutch structure, and the object of the present invention is to adopt only the small wet multi-plate clutch due to the structural limitation of the conventional coaxial dual clutch transmission. It is to provide an improved coaxial multi-clutch transmission that is capable of adopting a clutch structure of various arrangements or combinations regardless of dry and wet by improving the structure to overcome the energy inefficiency or the allowable torque limit caused by it.

In order to achieve the above object, the present invention relates to a coaxial multi-clutch transmission for shifting and outputting the rotational force transmitted from the engine, the injection force shaft (MIS) connected to the flywheel (FW) receiving the rotational force from the engine ; As the power is connected to the injection force shaft (MIS) to receive a rotational force, the first input shaft (IS1) rotatably disposed behind the injection force shaft and a hollow structure sharing a rotation center with the first input shaft and the inside A second input shaft IS2 rotatably receiving the first input shaft; The first clutch C1 formed on the first input shaft for connection or disconnection of power transmitted from the injection force shaft to the first input shaft, and the first clutch for connection or release of power transmitted to the second input shaft. A second clutch C2 connected to the second input shaft; A power transmission first potential gear FG1 rotatably mounted on the injection force shaft between the flywheel and the first clutch, and a power transmission first rear gear RG1 rotatably mounted on the front end of the second input shaft. ), An intermediate shaft (MS) disposed parallel to the injection force shaft, a power transmission second potential gear (FG2) rotatably mounted on the intermediate shaft and engaged with the power transmission first potential gear, and on the intermediate shaft A power transmission gear unit rotatably mounted to the power transmission second rear gear RG2 meshing with the power transmission first rear gear; An output shaft OS spaced apart from and parallel to the first input shaft and the second input shaft of a coaxial structure; A plurality of drive gears G1 to G8 rotatably mounted on the first input shaft and the second input shaft; And a plurality of driven gears rotatably mounted on the output shaft and engaged with each of the driving gears. It provides a coaxial multiple clutch transmission for maximizing fuel efficiency, characterized in that configured to include.

Here, an even means drive gear is disposed on the first input shaft, a hole means drive gear is disposed on the second input shaft, or conversely, a hole means drive gear is disposed on the first input shaft, and an even means drive is disposed on the second input shaft. Gears can be arranged.

The main clutch MC having a larger diameter than the first clutch C1 and the second clutch C2 is provided on the injection force shaft between the flywheel FW and the power transmission first potential gear FG1. It is preferable to be.

According to the present invention, the conventional coaxial dual clutch transmission can adopt a dry single-plate clutch structure by eliminating only the wet multi-plate clutch due to its structural limitations, and also various combinations of dry or wet clutches as necessary. And since it can be arranged and configured there is an advantage that the design or design change of the transmission is flexible and easy.

In addition, it is possible to improve the fuel efficiency by preventing energy encroachment in the hydraulic regulator by using the conventional small wet multi-plate clutch, there is an advantage that it is possible to overcome the allowable torque limit, which is a functional disadvantage of the small multi-plate clutch.

Therefore, there is an advantage that the coaxial dual clutch transmission, which is conventionally applied only to high-end sedans and sports cars, can be widely applied to small vehicles with small outputs and large vehicles such as buses and trucks requiring high allowable torque.

Hereinafter, with reference to the accompanying drawings will be described in more detail with respect to the configuration and operation of the present invention.

3 is a schematic configuration diagram of a coaxial multiple clutch transmission according to a first embodiment of the present invention. The present invention relates to a coaxial multi-clutch transmission for shortening shift time and increasing energy efficiency by selectively connecting power to two input shafts that share a rotation center.

The coaxial multi-clutch transmission of the present invention is basically an injection force shaft (MIS) directly receiving rotational force from an engine, a first input shaft (IS1) disposed on an axis of the injection force shaft (MIS), and the first input shaft (IS1). Power connection between the second input shaft (IS2) having a hollow concentric shaft structure sharing a rotational center with the first input shaft (IS1), the first clutch (C1) for intermittent power connection of the first input shaft (IS1), and the second input shaft (IS2). It is for transmitting the rotational power of the second clutch C2 and the injection force shaft MIS intermittent to the first input shaft IS1 and the second input shaft IS2, and the intermediate shaft MS and the four gears FG1, A power transmission gear unit comprising FG2, RG1, and RG2, drive gears G1 to G8 rotatably mounted on the first and second input shafts IS1 and IS2, and parallel to the input shafts IS1 and IS2. An output shaft OS spaced apart from each other and a plurality of driven gears D1 to D7 and R disposed on the output shaft OS and engaged with the driving gear, respectively. It is.

The first clutch C1 is for connecting or releasing power between the injection force shaft MIS and the first input shaft IS1 and is provided on the first input shaft IS1. The second clutch C2 is for transmitting or releasing rotational power transmitted from the injection force shaft MIS on the second input shaft IS2 and is provided on the second input shaft IS2. Preferably, the first and second clutches C1 and C2 are dry single plate clutches, but this does not exclude the use of a wet multi-plate clutch, and the two clutches may be used as needed.

In the present invention, a coaxial dual clutch transmission structure adopts a power transmission gear unit, which is a separate configuration to more easily adopt a dry single-plate clutch structure. That is, the power transmission first potential gear FG1 is rotatably arranged on the injection force shaft MIS between the flywheel FW and the first clutch C1, and the power transmission portion is formed at the front end of the second input shaft IS2. The first post gear RG1 is rotatably formed.

An intermediate shaft MS is provided below the injection force shaft MIS in parallel with the injection force shaft MIS, and a power transmission second potential gear FG2 and a power transmission second are disposed on the intermediate axis MS. The rear gear RG2 is rotatably mounted. The power transmission second potential gear FG2 meshes with the power transmission first potential gear FG1, and the power transmission second rear gear RG2 meshes with the power transmission first rear gear RG1. Therefore, the rotational force of the injection force shaft MIS can be transmitted to both the first and second input shafts IS1 and IS2 due to the potential gears FG1 and FG2 and the rear gears RG1 and RG2. Input is selectively interrupted by the first and second clutches C1 and C2.

A plurality of mating drive gears G2, G4, G6, and G8 are mounted on the first input shaft IS1, and a plurality of Hall means driving gears G1, G3, are mounted on the second input shaft IS2. G5, G7) are mounted.

The output shaft OS is disposed to be spaced apart in parallel below the input shafts IS1, IS2, and includes a plurality of hole means driven gears D1, D3, D5, D7 and mating means driven gears D2, D4, D6, R) is arranged. Arabic numerals after the alphabet in the reference numerals of the respective drive gears and driven gears indicate the corresponding gears. Therefore, the plurality of driven gears formed on the output shaft OS are arranged to engage with the drive gears corresponding to the corresponding gear stages on the input shafts IS1 and IS2, respectively.

On the shaft between the drive gears, as shown in the drawing, a syncronizer (syncronizer or syncromesh, S1, S2, S3, S4) for selectively coupling with the drive gear to transmit or release power is slidably coupled. The synchro mechanisms S1, S2, S3, S4 are connected to a separate actuator (not shown) and controlled by an electronic controller.

An operation mechanism of the coaxial dual clutch transmission of the present invention having such a configuration will be described.

The first and second clutches C1 and C2 selectively transmit rotational forces (torque and speed) of the injection force shaft MIS received from the engine to the first input shaft IS1 and the second input shaft IS2, respectively. That is, when the first clutch C1 is operated, the rotational force of the injection force shaft MIS is transmitted to the first input shaft IS1, and the second clutch C2 maintains the power release state. On the contrary, when the second clutch C2 is operated, the rotational force of the injection force shaft MIS is transmitted to the second input shaft IS2 and the first clutch C1 enters a power release state.

The output shaft OS is power connected to a differential gear DF in order to finally transmit the rotational force of the injection force shaft MIS to the wheels via the transmission.

The first and second clutches C1 and C2 basically adopt a dry end plate clutch, and the size (diameter) of the second clutch C2 which interrupts the hole means driving gear including the first speed shifting gear is a paired driving gear. It should be formed larger than the first clutch (C1) to control the. This is because the torque load on the first gear stage is the largest. Therefore, the size of the second clutch C2 for connecting or releasing power on the second input shaft IS2 to which the first gear stage is coupled should be set to a size that can sufficiently withstand a torque load such as a static friction force.

In the first speed mode in which the first driving gear G1 and the first driven gear D1 are powered and operated, the rotational force transmitted from the engine is applied to the injection force shaft MIS and the potential gears FG1 of the power transmission gear unit. Is transmitted to the second input shaft IS2 via the FG2 and the rear gears RG1 and RG2. At this time, the first clutch C1 is released and the second clutch C2 is powered. The first synchro mechanism S1 is coupled to the first driving gear G1 so that the rotational force can be transmitted to the first driving gear G1. Since the first driving gear G1 is engaged with the first driven gear D1, the rotational force, which is the engine power, is transmitted to the differential gear (not shown) through the first driven gear D1 and the output shaft OS. In this case, the second sink mechanism S2 is preselected in preparation for the gear shift of the next stage and remains coupled to the second driving gear G2, which is called a pre-select state. However, even when the second driving gear G2 is in the pre-select state, since the first clutch C1 connected to the first input shaft IS1 is released, the rotation force of the injection force shaft MIS is not applied to the second driving gear G2. It is not delivered and remains idle.

In the second speed mode in which the second driving gear G2 and the second driven gear D2 are powered and operated, the second clutch C2 is released and the first clutch C1 is connected. At this time, since the second driving gear G2 has already been pre-selected, the driving force is transmitted to the second driven gear D2 at the same time as the connection of the first clutch C1 to the second driven gear D2 to transfer the output shaft OS. Rotate In this case, as in the first speed mode described above, the first synchro mechanism S1 is coupled to the third drive gear G3 in preparation for the next gear shift, thereby preparing the next gear shift. .

In operation from the third speed mode to the reverse mode, as shown in FIG. 3, the first and second clutches C1 and C2 are alternately connected or released to transmit power. In addition, the drive gear corresponding to the next step of the shift stage is selected in advance, and waiting in the pre-select state is the same as described above. In this way, the gear shift can proceed rapidly from the first stage to the seventh stage in sequence. In the reverse mode, the fourth synchro mechanism S4 is coupled to the eighth drive gear G8, which is the reverse shift gear, and transmits rotational force to the reverse driven gear R via the idling gear IG.

Such a shift of the gear according to the present invention may be performed manually or automatically using a shift button, a shift paddle or a general shift lever. The coaxial multi-clutch transmission basically has the advantages of a manual gear but does not require a clutch pedal. This is because the shifting of the gear is automatically performed by the electrohydraulic actuator. In the transmission of the present invention, since the two clutches C1 and C2 are operated alternately, the gear shift of the next step selected in advance is directly driven without time difference, and thus the shift operation is performed by ON-OFF-ON of the clutch pedal as in the manual transmission. This is unnecessary. The electronic control unit of the vehicle selects the gear shift of the next stage by determining that the driver will select the gear shift of the next stage based on the position of the throttle and the data read from the speed counter. For example, if the second drive gear G2, which is a two-speed gearbox, is in operation, the second clutch C2 for the odd shift stage is released, and thus the third drive gear G3 for the three-speed gearbox is released. Even in the pre-select state, the driving second drive gear G2 is not affected. When the driver manipulates the shift paddle, the electronic control device releases the clutch C1 for the even shift stage and simultaneously transmits a signal to connect the clutch C2 for the odd shift stage. In this way, the gear shifts immediately from second to third gear with no delay. Therefore, the power is not completely released as in the manual transmission. The gear shift is thus very quick and smooth without interruption.

Such a coaxial multi-clutch transmission of the present invention overcomes the limitation that the conventional coaxial dual clutch transmission adopts only a small wet multi-plate clutch for structural reasons, and may adopt a dry single-plate clutch.

When adopting a dry clutch as a coaxial multi-clutch transmission clutch, fuel efficiency is improved by not using a hydraulic regulator that encroaches the engine output for driving the wet multi-plate clutch, and it is free to make the diameter larger than the wet multi-plate clutch. Therefore, the allowable torque of the clutch is increased, so that a coaxial multiple clutch transmission can be introduced in a large vehicle such as a bus or a truck, which is a heavy load vehicle. In addition, in the case of a small car with a small engine output, there is no additional engine power erosion by the hydraulic regulator, so that the coaxial multiple clutch can be applied. Currently, the coaxial dual clutch transmission is applied only to an expensive sedan or some sports cars, but if the coaxial multiple clutch transmission according to the present invention is applied, its use range may be extended to more vehicle types.

4 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a second embodiment of the present invention. In the present embodiment, the rest of the configuration is the same as that of the first embodiment except that the main clutch MC, which is a separate clutch, is placed in front of the first and second clutches C1 and C2.

In this embodiment, the main clutch MC is introduced as a third clutch on the injection force shaft MIS between the flywheel FW and the power transmission first potential gear FG1. Preferably, the main clutch MC is a dry end plate clutch, and is set to have a larger size (diameter) and a larger allowable torque than the first and second clutches C1 and C2. That is, in the present embodiment, all three clutches are operated differently from the above-described embodiments.

Looking at the size of each component in order, the flywheel (FW), the main clutch (MC), the first and second clutch (C1, C2) in order. The manner of operation of this embodiment having a triple clutch structure is slightly different from the case of the embodiment described above. That is, according to the present embodiment, when the vehicle starts at the first stage in the stationary state, the second clutch C2 is already connected, and the main clutch MC is separated, and then bites and transmits the rotational force to the output shaft OS. In addition, at the time of reversing, the first clutch C1 is already connected, and the main clutch MC is separated, and the first clutch C1 is separated, thereby transmitting rotational force to the output shaft OS. This makes it possible to easily overcome the static friction force without slipping because the main clutch (MC), which has a large diameter or width, controls the power connection or disconnection even when starting from a slope with a very high back angle. Stable The main clutch MC is formed smaller than the flywheel FW, and the first clutch and the second clutch C1, C2 can be formed much smaller than the case where the main clutch MC is not present. The introduction helps rather to reduce the volume of the gearbox. Once the vehicle has started once, the main clutch MC maintains the power connection state in the subsequent section, and only the first clutch C1 and the second clutch C2 are alternately selected to operate. Therefore, the process of selecting the transmission gear after departure is developed in the same manner as in the above-described embodiment.

In the present embodiment, even if the main clutch (MC) is formed to be very large, it does not increase the volume of the gearbox, there is an advantage that it can be easily applied to large vehicles such as buses or trucks mainly adopt a dry clutch with a very large size. In addition, the main clutch MC may be dry so as to be suitable for exerting a large torque, and the combination of the first and second clutches C1 and C2 may be a wet multi-plate clutch. As the main clutch MC, one of a dry clutch, a wet multi-plate clutch, and a torque converter of an automatic transmission may be selected and applied.

Referring to the operation mechanism of the triple clutch transmission in more detail as follows. First, when starting from the stop state to the first speed shift stages G1 and D1, the second clutch C2, which may be smaller in size, is already in the engaged state, and the first clutch C1 is in the released state. In this state, the gear is shifted to the first gear shift and at the same time, the main clutch MC is separated and is bitten, thereby transmitting power to the second input shaft IS2 and eventually driving the first driving gear corresponding to the first gear shift gear. The rotational force is transmitted to the output shaft OS through the driven gears G1 and D1.

In the shift mode after the second stage, the main clutch MC remains in a bite state, and only the first and second clutches C1 and C2 alternately connect with each other in the same manner as described in the first embodiment. By repeating, gear shifting is performed.

In the reverse mode, the first clutch C1 is already in the connected state, the second clutch C2 is in the disconnected state, and the main clutch MC, which has been shifted and dropped while being in the reverse mode, is physically engaged. Connect power. At this time, since only the first clutch C1 is already bitten, the rotational force of the injection force shaft MIS is transmitted to the first input shaft IS1 as it is, and is transmitted to the output shaft OS through the reverse driven gear R.

This makes it possible to connect or disconnect the power to a larger main clutch (MC) when the clutch size needs to be large because the stopping friction is so large as in the case of starting or reversing after stopping, and once the vehicle starts to move. Therefore, when shifting is required in the high speed mode, the gear shift can be quickly performed using the first clutch C1 and the second clutch C2, which may be relatively small in size.

This embodiment has great utility in that the coaxial multi-clutch transmission can be efficiently mounted on a large vehicle such as a bus or a truck.

In the present embodiment, since the main clutch MC controls the interruption of the first-stage driven gear D1, which requires a large torque load, the sizes of the first and second clutches C1 and C2 are the first without the main clutch MC. The size of the first and second clutches C1 and C2 may be the same.

 5 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a third embodiment of the present invention. This embodiment has the same basic structure as that of the first embodiment of FIG. However, in the present embodiment, unlike the previous embodiments, drive gears G1, G3, G5, and G7 of odd shift stages are disposed on the first input shaft IS1, and on the second input shaft IS2, There is a difference in the arrangement of the drive gears G2, G4, G6, R. Since the rest of the configuration and the operation synchronization are the same as those of the first embodiment described above, redundant description will be omitted.

6 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a fourth embodiment of the present invention. In this embodiment, as in the second embodiment of Fig. 4, the main clutch MC of the third embodiment is introduced. Therefore, the rest of the configuration and the operation mechanism except for the point of the hole means or even gear arrangement on the input shaft is the same as in the case of the second embodiment of FIG.

In the above-described embodiments, a case in which one output shaft OS is formed below the input shafts IS1 and IS2 has been described as an example, but two output shafts are arranged in parallel with each other up and down about the input shafts IS1 and IS2. It can be configured by placing. In this case, the plurality of driven gears D1 to D7 and R will be formed in two upper and lower output shafts.

In addition, in the above-described embodiments, all the synchronization mechanisms S1 to S4 are formed on the first input shaft IS1 or the second input shaft IS2, but the present invention is not necessarily limited thereto. It is also possible to arrange the synchronization mechanisms S1 to S4 between the respective driven gears of the OS, and to selectively form the synchronization mechanisms S1 to S4 on the input shaft and the output shaft.

1 is a structural diagram of a coaxial dual clutch transmission according to a conventional example.

2 is a structural diagram of a coaxial dual clutch transmission according to another conventional example.

3 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a first embodiment of the present invention.

4 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a second embodiment of the present invention.

5 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a third embodiment of the present invention.

6 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a fourth embodiment of the present invention.

<Description of Symbols for Main Parts of Drawings>

FW: Flywheel MIS: Injection Force Shaft

MS: Intermediate axis FG1: Power transmission first potential gear

FG2: Power Transmission 2nd Gears RG1: Power Transmission 2nd Gears

RG2: power transmission second rear gear C1, C2: first and second clutch

MC: main clutch G1 ~ G8: drive gear

D1 to D7: Driven gear R: Reverse driven gear

IS1, IS2: first and second input shaft OS: output shaft

S1-S4: Synchro Mechanism

Claims (4)

The present invention relates to a coaxial multiple clutch transmission for shifting and outputting rotational force transmitted from an engine. An injection force shaft (MIS) connected to the flywheel (FW) to receive rotational force from the engine; As the power is connected to the injection force shaft (MIS) to receive a rotational force, the first input shaft (IS1) rotatably disposed behind the injection force shaft and a hollow structure sharing a rotation center with the first input shaft and the inside A second input shaft IS2 rotatably receiving the first input shaft; The first clutch C1 formed on the first input shaft for connection or disconnection of power transmitted from the injection force shaft to the first input shaft, and the first clutch for connection or release of power transmitted to the second input shaft. A second clutch C2 connected to the second input shaft; A power transmission first potential gear FG1 rotatably mounted on the injection force shaft between the flywheel and the first clutch, and a first power transmission gear RG1 rotatably mounted on the front end of the second input shaft. ), An intermediate shaft (MS) disposed parallel to the injection force shaft, a power transmission second potential gear (FG2) rotatably mounted on the intermediate shaft and engaged with the power transmission first potential gear, and on the intermediate shaft A power transmission gear unit rotatably mounted to the power transmission second rear gear RG2 meshing with the power transmission first rear gear; An output shaft OS spaced apart from and parallel to the first input shaft and the second input shaft of a coaxial structure; A plurality of drive gears G1 to G8 rotatably mounted on the first input shaft and the second input shaft; And A plurality of driven gears rotatably mounted on the output shaft and engaged with the respective drive gears (D1 to D7, R); Coaxial multi-clutch transmission for maximizing fuel efficiency, characterized in that configured to include. The method of claim 1, The coaxial multi-clutch transmission for maximizing fuel efficiency, characterized in that the paired drive gear is disposed on the first input shaft, the hole means drive gear is disposed on the second input shaft. The method of claim 1, The hole means drive gear is disposed on the first input shaft, the even means drive gear is disposed on the second input shaft coaxial multi-clutch transmission for maximizing fuel efficiency. The method according to any one of claims 1 to 3, The main clutch MC having a larger diameter than the first clutch C1 and the second clutch C2 is provided on the injection force shaft between the flywheel FW and the power transmission first potential gear FG1. Coaxial multi-clutch transmission for maximum fuel efficiency.

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