KR101058985B1 - A coaxial type multiple-clutch transmission for maximizing a fuel efficiency - Google Patents

Abstract

PURPOSE: A coaxial multiple clutch transmission is provided to assemble and arrange a dry or wet clutch in various ways as required, thereby enabling to easily design transmission. CONSTITUTION: A main input shaft(MIS) is connected to s fly wheel(FW). An output shaft(OS) is separated with a first input shaft(IS1) and a second input shaft(IS2) in parallel. A plurality of driving gears(G1-G8) is installed in the first input shaft and second input shaft in order to be able to rotate. A plurality of driven gears(D1-D7) is installed in the output shaft in order to be able to rotate and interlocked with each driving gear. The second input shaft accepts the first input shaft arranged in the rear side of the main input shaft in order to be able to rotate.

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 reduced by preventing energy loss of the hydraulic regulator resulting from the wet multi-plate clutch structure. Improved coaxial dual-clutch transmission that can be applied to large vehicles such as buses and trucks as well as to increase the permissible torque limit by introducing a dry clutch and a main clutch. It is about.

Recently, the most important part of the automobile technology field is to improve fuel efficiency and reduce pollution caused by driving a car. 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, the current automotive industry is committed to developing and distributing more efficient electric and hybrid vehicles, while improving the fuel efficiency and reducing pollution emissions based on the current internal combustion engine technology, while improving the automotive environment. Efforts to make the These technical efforts are still focused on engines, which consume fuel directly, but many attempts have been made at various angles outside the engine.

In particular, several recently introduced transmission technologies have started 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).

Among these, the dual clutch transmission is an advanced form of the automatic manual transmission. The dual clutch transmission has recently gained the spotlight due to the high economical efficiency of the manual transmission, the low power loss, the high efficiency, and the fast driving speed. have. Volkswagen's Direct Shift Gearbox (DSG), based on Borg Warner's Dualtronic technology, began in 2003, when the dual-clutch transmissions were used in mass-produced cars.

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, the shift of the manual transmission is performed by removing the clutch and disconnecting the power while the gear is bite, and then inserting the gear into the desired stage and connecting the clutch again to transmit 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 to increasing the speed of shifting and shift 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 each take on the power connection of the odd gears D1, D3, D5 and even gears D2, D4, D6. The single gear adjacent to the selected gear is already rotating in a pre-select state connected to the engine-side 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 transmission speed is very fast because the power transmission and release using the clutch occurs 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 is much better than the above-described 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 automobile manufacturers and transmission companies are concentrating on the development and production of dual clutch transmissions, and fierce competition is in progress.

On the other hand, Figure 2 is a structural diagram of a coaxial dual clutch transmission according to another conventional example (Korean Patent Publication No. 10-2006-0049939), the transmission basically has a structure similar to the transmission of FIG. In the transmission of FIG. 1, two output shafts OS1 and OS2 are disposed in 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 advantages of the dual clutch transmission (DCT), the present dual clutch transmission has some structural disadvantages, one of which is a problem of fuel efficiency. 1 and 2, the coaxial dual clutch transmission is theoretically superior in fuel economy and may be superior to a manual transmission, but is actually superior to an automatic transmission but still inferior to a manual transmission. The reason for this is the hydraulic pressure controller for the operation of the wet clutch and gear selector (synchronizing mechanism; synchronizer, S of FIG. 1, 74, 76, 78, 80 of FIG. 2).

In other words, the hydraulic regulator is driven by using a part of the energy delivered from the engine output, which causes additional parasitic energy consumption. Recently, due to the development of computer control technology, it has succeeded in automating various manual functions of automobiles, and the operation of wet clutch and gear selector also appeared 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 a small multi-plate clutch structure has 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. In contrast, the electric motor is driven 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 vehicle capable of converting mechanical energy into electrical energy during deceleration or downhill driving.

Currently, there is no example of applying such a dry clutch in a dual clutch transmission having a coaxial structure in which another rotating shaft is disposed in the hollow shaft, and a dry clutch cannot be applied due to its basic structural limitations. Accordingly, a new type of coaxial multi-clutch transmission with improved structure can be applied to such a coaxial dual clutch transmission to improve fuel efficiency and increase torque that the clutch can afford. Development was needed. In this regard, the present applicant has proposed Korean Patent Application No. 10-2009-0088525 to solve the problems of the prior art.

Republic of Korea Patent Publication No. 10-2006-0049939, Republic of Korea Patent Registration No. 10-0901608, Republic of Korea Patent Application No. 10-2009-0088525

The present invention has been presented to solve the problems of the conventional coaxial dual clutch transmission adopting the compact wet multi-plate clutch structure, and the present invention provides the conventional coaxial dual clutch transmission by adopting only the small wet multi-plate clutch due to its structural limitation. The present invention provides a coaxial multi-clutch transmission that can overcome the energy inefficiency or the allowable torque limit.

It is another object of the present invention to provide a coaxial multi-clutch transmission capable of adopting a clutch structure of various arrangements or combinations regardless of dry and wet clutch types.

It is a further object of the present invention to provide a coaxial multi-clutch transmission that can significantly reduce the size of the transmission itself while maintaining the above-described advantages.

The present invention relates to a coaxial multi-clutch transmission for shifting and outputting the rotational force transmitted from the engine in order to achieve the above object, the injection force shaft (MIS) connected to the flywheel (FW) receives the rotational force from the engine And a first input shaft IS1 rotatably disposed at the rear of the injection force shaft MIS and being rotated by the injection force shaft MIS. Connection or disconnection of the power transmitted from the injection force shaft (MIS) to the first input shaft (IS1) and the second input shaft (IS2) rotatably receiving the first input shaft (IS1) therein as a hollow structure sharing The first clutch C1 is formed on the first input shaft IS1 and the second input shaft IS2 is connected to the second input shaft IS2 for connection or disconnection of power transmitted to the second input shaft IS2. My 2 clutch C2, an auxiliary shaft SS disposed in parallel with the injection force shaft MIS, and a power transmission shear that is rotatably mounted on the auxiliary shaft SS and meshes with the first clutch C1. A power transmission gear unit comprising a gear PFG, a power transmission rear gear PRG rotatably mounted on the auxiliary shaft SS, and engaged with the second clutch C2; and the first input shaft having a coaxial structure. An output shaft OS spaced apart from the IS1 and the second input shaft IS2 in parallel with each other, and a plurality of driving gears rotatably mounted on the first input shaft IS1 and the second input shaft IS2. It provides a coaxial multi-clutch transmission comprising a plurality of driven gears (D1 ~ D7, R) rotatably mounted on (G1 ~ G8) and the output shaft (OS) to engage each of the drive gear.

The present invention is another configuration of the 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) receives the rotational force from the engine, the injection force shaft (MIS) It is connected to the power to receive a rotational force, the first input shaft (IS1) and the hollow structure to share the rotation center with the first input shaft (IS1) rotatably disposed behind the injection force shaft (MIS) A second input shaft IS2 rotatably accommodating the first input shaft IS1, a first clutch C1 formed on the first input shaft IS1, and a second formed on the second input shaft IS2. It is connected between the second clutch C2, the first clutch C1 and the second clutch C2, and is connected to or released from the first clutch C1 and the second clutch C2 so that the injection force shaft MIS Power transmitted from the first input shaft IS1 and the second input; A central clutch plate (CCP) for transmitting to IS2, a front gear (FG) positioned between the injection force shaft (MIS) and the first clutch (C1) and rotatably mounted on the injection force shaft (MIS), A power transmission shaft (PSS) disposed in parallel to the injection force shaft (MIS), a front power gear (FSG) rotatably mounted on the power transmission shaft (PSS) and engaged with the front gear (FG), and the power A power transmission gear unit rotatably mounted on a transmission shaft (PSS) and formed of a rear power gear (RSG) that meshes with the central clutch plate (CCP); the first input shaft IS1 and the second input shaft of a coaxial structure. An output shaft OS spaced apart from and parallel to IS2, a plurality of drive gears G1 to G8 rotatably mounted on the first input shaft IS1 and the second input shaft IS2, and the output shaft ( A plurality of driven gears D1 to D7 and R rotatably mounted on the OS) to engage the respective drive gears. And provides the composed included.

The present invention is another configuration of the 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, the injection force shaft (MIS) ) Is connected to the power in a state arranged in parallel to the transmission force to receive a rotational force, and share a rotation center with the first input shaft (IS1) and the first input shaft (IS1) rotatably disposed behind the injection force shaft (MIS) A hollow structure having a second input shaft IS2 rotatably accommodating therein the first input shaft IS1, a first clutch C1 formed on the first input shaft IS1, and the second input shaft IS2. Is connected between the second clutch C2, the first clutch C1 and the second clutch C2, and is connected to or released from the first clutch C1 and the second clutch C2. To increase the power transmitted from the injection force shaft (MIS). A central clutch plate (CCP) that transmits to the first input shaft (IS1) and the second input shaft (IS2), a power transmission gear rotatably mounted on the injection force shaft (MIS) and engaged with the central clutch plate (CCP); PSG) on an output shaft OS provided in parallel with the first input shaft IS1 and the second input shaft IS2 in a coaxial structure, and on the first input shaft IS1 and the second input shaft IS2. It comprises a plurality of drive gears (G1 ~ G8) rotatably mounted, a plurality of driven gears (D1 ~ D7, R) rotatably mounted on the output shaft (OS) to engage each of the drive gears. to provide.

An even means driving gear may be disposed on the first input shaft IS1, and a hole means driving gear may be disposed on the second input shaft IS2.

The hole means driving gear may be disposed on the first input shaft IS1, and the even means driving gear may be disposed on the second input shaft IS2.

A main clutch MC having a larger diameter than the first clutch C1 and the second clutch C2 may be provided between the flywheel FW and the first clutch C1.

A main clutch MC having a larger diameter than the first clutch C1 and the second clutch C2 may be provided between the flywheel FW and the front gear FG.

A main clutch MC having a larger diameter than the first clutch C1 and the second clutch C2 may be provided between the flywheel FW and the power transmission gear PSG.

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, the present invention can improve the fuel efficiency by preventing energy encroachment in the hydraulic regulator by using a 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 In addition, there is an advantage that it can be widely applied to a small compact car or a large vehicle such as a bus or a truck requiring high allowable torque.

In addition, the present invention allows to variously design the engine room in that it can significantly reduce the size of the transmission itself compared to the conventional while maintaining these advantages.

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.
Figure 4 is a schematic 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.
Figure 6 is a schematic diagram of a coaxial multi-clutch transmission according to a fourth embodiment of the present invention.
7 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a fifth embodiment of the present invention.
8 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a sixth embodiment of the present invention.
9 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a seventh embodiment of the present invention.
10 is a schematic configuration diagram of a coaxial multi-clutch transmission according to an eighth embodiment of the present invention.
11 is a schematic diagram of a coaxial multi-clutch transmission according to a ninth embodiment of the present invention.
12 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a tenth embodiment of the present invention.
13 is a schematic diagram of a coaxial multi-clutch transmission according to an eleventh embodiment of the present invention.
14 is a schematic configuration diagram of a coaxial multi-clutch transmission according to a twelfth embodiment of the present invention.

Preferred embodiments according to the present invention will be described in detail with reference to the accompanying drawings. First, Figure 3 is a schematic configuration diagram of a coaxial multi-clutch transmission as a first embodiment according to the present invention, by connecting the clutch to each of the two input shafts sharing the center of rotation to selectively transfer power to shorten the shift time There are technical features to increase energy efficiency.

The configuration includes an injection force shaft MIS connected to a flywheel FW to receive rotational force directly from an engine, a first input shaft IS1 disposed on an axis of the injection force shaft MIS, and the first input shaft IS1. The power connection between the second input shaft IS2 of the hollow concentric shaft structure sharing the rotational center with the first input shaft IS1, the first clutch C1 to control the power connection of the first input shaft IS1, and the second input shaft IS2. A second clutch C2 and an auxiliary shaft SS for transmitting the rotational force of the injection force shaft MIS to the second input shaft IS2 and a power transmission shear gear disposed in parallel to the injection force shaft MIS PFG) and a power transmission gear unit comprising a power transmission rear gear (PRG), drive gears G1 to G8 rotatably mounted on the first and second input shafts IS1 and IS2, and the input shafts IS1 and IS2. ) Is arranged on the output shaft (OS) and parallel to the output shaft (OS) spaced apart in parallel to each other to the drive gear. In comprises a driven gear (D1 ~ D7, R).

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 in combination if necessary. to be.

The power transmission gear unit is a separate configuration for more easily adopting a dry single-plate clutch structure in the coaxial dual clutch transmission structure and reducing the size of the transmission itself, and is located in parallel to the injection force shaft (MIS), the auxiliary shaft (SS), the power transmission shear gear (PFG) is rotatably arranged on the auxiliary shaft (SS) and meshed with the first clutch (C1), and rotatably arranged on the auxiliary shaft (SS) It consists of a power transmission rear gear (PRG) meshing with the second clutch (C1). Equal rotational force of the injection force shaft MIS can be transmitted to the second input shaft IS2 by the power transmission front gear PFG and the power transmission rear gear PRG. It is selectively interrupted by the second clutch C1, C2. It is apparent that the first and second clutches, the power transmission front gear and the power transmission rear gear, are not limited to any particular method but may be made in various ways.

A plurality of mating drive gears G2, G4, G6, and G8 are mounted on the first input shaft IS1, and a plurality of hole means driving gears G1, G3, and G8 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 and IS2, and includes a plurality of hole means driven gears D1, D3, D5, and 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 gear stages. Accordingly, 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 axis 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.

As a first embodiment according to the present invention will be described in detail with reference to Figure 3 the operation mechanism of the coaxial dual clutch transmission.

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) not shown in the figure 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 stage of shifting is a pairwise drive. It should be formed larger than the first clutch (C1) for intermitting the gear. 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 frictional force.

In the first speed mode in which the first drive gear G1 and the first driven gear D1 are driven in power, the rotational force transmitted from the engine is controlled by the injection force shaft MIS and the power transmission shear gear of the power transmission gear unit. And the power transmission rear gear (PRG) to the second input shaft (IS2). At this time, the first clutch C1 is powered off 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 meshed 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 disconnected to transmit power. In addition, the drive gear corresponding to the next step of the shift stage is preselected and waits in the pre-select state. In this way, the gear shifting can proceed rapidly from the first stage to the seventh stage in sequence. In the reverse mode, as shown in the drawing, 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 multiple clutch transmission basically has the advantage 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 alternately operated, the gear shift of the next stage 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 currently operating, the second clutch C2 for the odd-speed gearbox 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 is shifted 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 allows the conventional coaxial dual clutch transmission to overcome the limitation of adopting only a small wet multi-plate clutch for structural reasons and to adopt a dry single-plate clutch. When adopting a dry clutch as a clutch for a coaxial multi-clutch transmission, it is not necessary to use a hydraulic regulator that encroaches the engine output for driving a wet multi-plate clutch, thereby improving fuel efficiency and increasing the diameter more freely than a 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 multiple clutch transmission as a second embodiment according to the present invention. In the present embodiment, the rest of the configuration is the same as that of the above-described first embodiment except that the main clutch MC is provided as a separate clutch in front of the first and second clutches C1 and C2. In this embodiment, the main clutch MC is introduced as the third clutch between the flywheel FW and the first clutch C1. 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 this embodiment, unlike the above-described embodiments, all three clutches are operated.

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 operation manner of this embodiment having a triple clutch structure is slightly different from the case of the first 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 frictional force without slipping because the main clutch (MC), which has a large diameter and width, controls the power connection or disconnection even when starting from a ramp with a very high back angle. Stable The main clutch MC may be formed smaller than the flywheel FW, and the first clutch and the second clutch C1 and C2 may be formed much smaller than the case where the main clutch MC is not present. The introduction rather helps to reduce the volume of the gear box. 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, and thus description thereof will be omitted.

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 gear 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 the bite state, and only the first and second clutches C1 and C2 alternately connect and disconnect each other in the same manner as described in the first embodiment. The gear shift is performed by repeating.

In the reverse mode, the first clutch C1 is already in the connected state, and the second clutch C2 is in the disconnected state. Connect the 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. It may be smaller than in the case of the embodiment. In FIG. 4, the sizes of the first and second clutches C1 and C2 are equally applied.

 FIG. 5 is a schematic configuration diagram of a coaxial multiple clutch transmission as a third embodiment according to the present invention, and has the same basic structure as that of the first embodiment disclosed in 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 the even shift stage is disposed 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 mechanism are the same as those of the first embodiment described above, redundant descriptions will be omitted.

FIG. 6 is a schematic configuration diagram of a coaxial multi-clutch transmission as a fourth embodiment according to the present invention, in which the main clutch MC is introduced into the configuration of the above-described third embodiment as in the case of the second embodiment disclosed in FIG. 4. There is one characteristic. Therefore, the main clutch MC sets the size (diameter) large so that the allowable torque is larger than the first and second clutches C1 and C2, except for the point of the hole means or the mating gear arrangement on the input shaft. Since the rest of the configuration and operation mechanism are the same as in the case of the second embodiment disclosed in FIG. 4, the overlapping description thereof will be omitted.

7 is a schematic configuration diagram of a coaxial multiple clutch transmission as a fifth embodiment according to the present invention. The technical feature of this embodiment is that the first clutch C1 is formed on the first input shaft IS1, the second clutch C2 is formed on the second input shaft IS2, and the first clutch C1. ) And a central clutch plate (CCP) formed to be connected between the second clutch (C2). The central clutch plate CCP is connected to or released from the first clutch C1 and the second clutch C2 to transfer the power transmitted from the injection force shaft MIS to the first input shaft IS1 and the second input shaft IS2. ). That is, while the above-described embodiments propose a double clutch structure composed of two clutches independent of each other, the present embodiment is characterized by greatly simplifying the entire transmission structure by configuring two clutches to share a central clutch plate. have.

In addition, this embodiment is located between the injection force shaft MIS and the first clutch C1 so that the two clutches jointly use the central clutch plate to properly transmit rotational power to each input shaft. A front gear (FG) rotatably mounted on a MIS, a power transmission shaft (PSS) disposed in parallel with the injection force shaft (MIS), and rotatably mounted on the power transmission shaft (PSS). Power transmission consisting of a front power gear (FSG) meshing with the front gear (FG) and a rear power gear (RSG) rotatably mounted on the power transmission shaft (PSS) and meshing with the central clutch plate (CCP). We propose a gear unit configuration. On the other hand, except for the clutch configuration including the central clutch plate and the power transmission gear unit in the fifth embodiment, the rest of the configuration is substantially the same as the above-described first embodiment, the fifth embodiment according to the present invention made of such a configuration An example operation mechanism will be described with reference to FIG. 7.

In the first speed mode in which the first driving gear G1 and the first driven gear D1 are operated in power connection, the rotational force transmitted from the engine is controlled by the injection force shaft MIS, the front gear FG, and the front power gear FSC. And a power transmission gear unit consisting of a power transmission shaft (PSS) and a rear power gear (RSG) to the central clutch plate (CCP). At this time, the second clutch C2 is connected to the central clutch plate CCP and the power is transmitted to the second input shaft IS2. The first synchro mechanism S1 is coupled to the first driving gear G1 and the rotational force is To be transmitted to the first drive 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. At this time, the second synchro mechanism S2 is preselected in preparation for the gear shift of the next stage and is coupled with the second driving gear G2 to maintain the idle state.

In the second speed mode in which the second drive gear G2 and the second driven gear D2 are powered and operated, the second clutch C2 is released from the central clutch plate CCP and the first clutch C1 is released. The power is transmitted to the first input shaft IS1 by being connected to the central clutch plate CCP. 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. As in the first speed mode described above, the first synchro mechanism S1 is coupled to the third drive gear G3 to prepare for the next gear shift, thereby preparing the next gear shift. Will be. In operation from the third speed mode to the reverse mode, as shown in FIG. 7, the first and second clutches C1 and C2 are alternately connected to or released from the central clutch plate CCP to transmit power. In addition, the drive gear corresponding to the next step of the shift stage is preselected and waits in the pre-select state. 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.

8 is a schematic configuration diagram of a coaxial multi-clutch transmission as a sixth embodiment according to the present invention. In this embodiment, the main clutch MC is disposed between the flywheel FW and the front gear FG as a separate clutch. Except for that, the rest of the configuration is the same as that of the fifth embodiment. Preferably, the main clutch MC is a dry end plate clutch, and the size of the main clutch MC is larger than that of the first and second clutches C1 and C2. The configuration in which the main clutch is additionally arranged in the configuration of the fifth embodiment has sufficiently described the technical features in the above-described second embodiment, and the rest of the configuration and the operating mechanism are the same as those of the first embodiment described above. Duplicate explanations will be omitted.

FIG. 9 is a schematic configuration diagram of a coaxial multiple clutch transmission as a seventh embodiment according to the present invention, and has the same basic structure as that of the fifth embodiment disclosed in FIG. However, in the present embodiment, unlike the fifth embodiment, drive gears G1, G3, G5, and G7 of odd shift stages are disposed on the first input shaft IS1, and the even shift stage is disposed 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 mechanism are the same as those of the fifth embodiment described above, redundant description will be omitted.

FIG. 10 is a schematic configuration diagram of a coaxial multi-clutch transmission as an eighth embodiment according to the present invention, in which the main clutch MC is introduced into the configuration of the seventh embodiment described above in the same manner as in the sixth embodiment disclosed in FIG. 8. There is one characteristic. Therefore, except for the point of the arrangement of the hole means or the mating gear on the input shaft, the main clutch MC sets its size so that the allowable torque is larger than that of the first and second clutches C1 and C2. Since the rest of the configuration and the operation mechanism are the same as those of the sixth embodiment disclosed in FIG. 8, duplicate description thereof will be omitted. However, in this embodiment, unlike the other embodiments in which the main clutch MC is added, it is assumed that the first clutch is larger than the second clutch. However, the second clutch is larger than the first clutch and each clutch It is a matter of course that both may be applied to the same case.

Fig. 11 is a schematic configuration diagram of a coaxial multiple clutch transmission as a ninth embodiment according to the present invention. The technical feature of this embodiment is, as in the case of the fifth embodiment, the first clutch C1 is formed on the first input shaft IS1 and the second clutch is formed on the second input shaft IS2. C2), a clutch configuration called a central clutch plate (CCP) formed between the first clutch (C1) and the second clutch (C2), and a power transmission gear (PSG) configuration that meshes with the central clutch plate (CCP). have. The power transmission gear (PSG) is rotatably mounted on the injection force shaft (MIS) and transmits power to the central clutch plate (CCP).

This embodiment proposes the fifth embodiment by arranging the injection force shaft MIS in parallel with the first and second input shafts IS1 and IS2 so that rotational power from the engine can be transmitted only to the power transmission gear PSG. The configuration of the power transmission gear unit is greatly simplified. Except for the fact that the rotational force from the engine is transmitted to the central clutch plate (CCP) through the power transmission gear (PSG) and the operation mechanism is the same as in the case of the fifth embodiment described above, the duplicate description will be omitted.

12 is a schematic configuration diagram of a coaxial multi-clutch transmission as a tenth embodiment according to the present invention, in which the main clutch MC is a separate clutch between the flywheel FW and the power transmission gear PSG. Except for disposing, the rest of the configuration is the same as that of the ninth embodiment described above. Preferably, the main clutch MC is a dry end plate clutch, and the size of the main clutch MC is larger than that of the first and second clutches C1 and C2. The configuration of additionally arranging the main clutch in the configuration of the ninth embodiment has been described fully in the technical features of the second embodiment described above, and the rest of the configuration and operation mechanism is the same as that of the ninth embodiment described above. Duplicate explanations will be omitted. In addition, in the present embodiment, unlike the other embodiments in which the main clutch MC is added, it is assumed that the second clutch is larger than the first clutch. However, the second clutch is smaller than the first clutch and each clutch is different. It is a matter of course that both may be applied to the same case.

FIG. 13 is a schematic configuration diagram of a coaxial multiple clutch transmission as an eleventh embodiment according to the present invention, and has the same basic structure as that of the ninth embodiment disclosed in FIG. However, in the present embodiment, unlike the ninth embodiment, drive gears G1, G3, G5, and G7 of odd shift stages are disposed on the first input shaft IS1, and the even shift stage is disposed 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 operation mechanism are the same as those of the ninth embodiment described above, redundant descriptions will be omitted.

FIG. 14 is a schematic configuration diagram of a coaxial multi-clutch transmission as a twelfth embodiment according to the present invention, in which the main clutch MC is introduced into the configuration of the ninth embodiment described above in the same manner as in the tenth embodiment disclosed in FIG. There is one characteristic. Therefore, except for the point of the arrangement of the hole means or the mating gear on the input shaft, the main clutch MC sets its size so that the allowable torque is larger than that of the first and second clutches C1 and C2. Since the rest of the configuration and the operation mechanism are the same as in the case of the tenth embodiment disclosed in FIG. 12, redundant description thereof will be omitted. The present embodiment assumes a case where the first clutch is larger than the second clutch. However, as described above, both the case where the second clutch is larger than the first clutch and the case where the clutches are the same may be applied.

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. However, two output shafts are arranged vertically in parallel with the input shafts IS1 and IS2. It can be configured by placing. In this case, a plurality of driven gears D1 to D7 and R will be formed by being divided into 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.

FW: Flywheel MIS: Injection Force Shaft
SS: auxiliary shaft PSS: power transmission shaft
PFG: Power Transmission Rear Gear PRG: Power Transmission Rear Gear
C1, C2: first and second clutch CCP: center clutch plate
MC: Main Clutch FG: Front Gear
FSG: Front Power Gear RSG: Rear Power Gear
PSG: Power Transmission Gear G1 ~ G8: Drive Gear
D1 ~ D7: Driven gear R: Reverse driven gear
IS1, IS2: first and second input shaft OS: output shaft
S1 ~ S4: Synchro mechanism IG: Idling gear

Claims (8)

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;
It is powered by the injection force shaft (MIS) to receive a rotational force, and share a rotation center with the first input shaft (IS1) and the first input shaft (IS1) rotatably disposed behind the injection force shaft (MIS) A second input shaft IS2 having a hollow structure to rotatably receive the first input shaft IS1 therein;
The first clutch C1 and the second input shaft IS2 connected to and formed on the first input shaft IS1 for connection or disconnection of power transmitted from the injection force shaft MIS to the first input shaft IS1. A second clutch C2 formed on the second input shaft IS2 for connecting or releasing the power transmitted to the second input shaft IS2;
Auxiliary shaft (SS) disposed parallel to the injection force shaft (MIS), a power transmission shear gear (PFG) rotatably mounted on the auxiliary shaft (SS) and meshes with the first clutch (C1), the auxiliary A power transmission gear unit rotatably mounted on an axis (SS), the power transmission gear unit comprising a power transmission rear gear (PRG) engaged with the second clutch (C2);
An output shaft OS spaced apart from and parallel to the first input shaft IS1 and the second input shaft IS2 of a coaxial structure;
A plurality of drive gears G1 to G8 rotatably mounted on the first input shaft IS1 and the second input shaft IS2; And
A plurality of driven gears (D1 to D7, R) rotatably mounted on the output shaft (OS) and engaged with the respective drive gears;
Coaxial multi-clutch transmission for maximizing fuel efficiency, characterized in that configured to include. 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;
It is powered by the injection force shaft (MIS) to receive a rotational force, and share a rotation center with the first input shaft (IS1) and the first input shaft (IS1) rotatably disposed behind the injection force shaft (MIS) A second input shaft IS2 having a hollow structure to rotatably receive the first input shaft IS1 therein;
A first clutch C1 formed on the first input shaft IS1, a second clutch C2 formed on the second input shaft IS2, a first clutch C1, and a second clutch C2) is connected between the first clutch (C1) and the second clutch (C2) is formed or connected to the power transmitted from the injection force shaft (MIS) the first input shaft (IS1) and the second input shaft (IS2) Central clutch plate (CCP);
A power transmission disposed between the injection force shaft MIS and the first clutch C1 and rotatably mounted on the injection force shaft MIS so as to be parallel to the injection force shaft MIS. A shaft (PSS), a front power gear (FSG) rotatably mounted on the power transmission shaft (PSS) and engaged with the front gear (FG), and rotatably mounted on the power transmission shaft (PSS) A power transmission gear unit comprising a rear power gear (RSG) engaged with the central clutch plate (CCP);
An output shaft OS spaced apart from and parallel to the first input shaft IS1 and the second input shaft IS2 of a coaxial structure;
A plurality of drive gears G1 to G8 rotatably mounted on the first input shaft IS1 and the second input shaft IS2; And
A plurality of driven gears (D1 to D7, R) rotatably mounted on the output shaft (OS) and engaged with the respective drive gears;
Coaxial multi-clutch transmission for maximizing fuel efficiency, characterized in that configured to include. 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;
The first input shaft (IS1) and the first input shaft (IS1) is rotatably disposed to the rear of the injection force shaft (MIS) as the power is connected in a state arranged in parallel to the injection force shaft (MIS). A second input shaft IS2 having a hollow structure sharing a center of rotation with the first input shaft IS1 to rotatably receive the first input shaft IS1 therein;
A first clutch C1 formed on the first input shaft IS1, a second clutch C2 formed on the second input shaft IS2, a first clutch C1, and a second clutch C2) is connected between the first clutch (C1) and the second clutch (C2) is formed or connected to the power transmitted from the injection force shaft (MIS) the first input shaft (IS1) and the second input shaft (IS2) Central clutch plate (CCP);
A power transmission gear (PSG) rotatably mounted on the injection force shaft (MIS) and engaged with the central clutch plate (CCP);
An output shaft OS spaced apart from and parallel to the first input shaft IS1 and the second input shaft IS2 of a coaxial structure;
A plurality of drive gears G1 to G8 rotatably mounted on the first input shaft IS1 and the second input shaft IS2; And
A plurality of driven gears (D1 to D7, R) rotatably mounted on the output shaft (OS) and engaged with the respective drive gears;
Coaxial multi-clutch transmission for maximizing fuel efficiency, characterized in that configured to include. The method according to any one of claims 1 to 3,
The coaxial multi-clutch transmission for maximizing fuel efficiency, characterized in that an even means drive gear is disposed on the first input shaft (IS1), the hole means drive gear is disposed on the second input shaft (IS2). The method according to any one of claims 1 to 3,
The coaxial multi-clutch transmission for maximizing fuel efficiency, characterized in that the hole means drive gear is disposed on the first input shaft (IS1), the even-way drive gear is disposed on the second input shaft (IS2). The method of claim 1,
Maximizing fuel efficiency is characterized in that the main clutch (MC) having a larger diameter than the first clutch (C1) and the second clutch (C2) is provided between the flywheel (FW) and the first clutch (C1). Coaxial multi-clutch transmission. The method of claim 2,
The main clutch MC having a larger diameter than the first clutch C1 and the second clutch C2 is provided between the flywheel FW and the front gear FG to maximize fuel efficiency. Coaxial multi-clutch transmission. The method of claim 3,
Maximizing fuel economy efficiency between the flywheel (FW) and the power transmission gear (PSG) is provided with a main clutch (MC) having a larger diameter than the first clutch (C1) and the second clutch (C2). Coaxial multi-clutch transmission.

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