KR20150144368A - Double clutch transmission - Google Patents

Abstract

A double clutch transmission is introduced.
To this end, the present invention provides a clutch device comprising: a clutch unit configured by a first clutch and a second clutch so that power can be selectively interrupted; A first input shaft provided with a plurality of speed change stage drive gears and directly connected to the first clutch; A third input shaft provided with a second input shaft and a second synchronous portion provided with a first synchronous portion that can be meshed with the plurality of speed change stage drive gears; And a fourth input shaft provided with a plurality of restraint gears so as to engage with a part of the plurality of speed change stage driving gears so as to reduce the length of the electric field and perform a speed change process.

Description

DOUBLE CLUTCH TRANSMISSION < RTI ID = 0.0 >

The present invention relates to a double clutch transmission, and more particularly, to a dual clutch transmission, which can reduce the length of the entire DCT by providing a separate input shaft for performing a shift operation before the conventional DCT structure is improved. And more particularly to a double clutch transmission capable of reducing the number of parts and increasing the speed change stage.

Generally, the double clutch transmission includes two clutches, so that the power transmitted to the gear train of the transmission can be independently transmitted through the two clutches. That is, the input shaft can be divided into two through two clutches, and the power transmitted from the two input shafts can be supplied to the alternating means and the alternating means, respectively, and the degrees of freedom So that the shift can be automatically performed.

On the other hand, since the double clutch transmission uses two clutches structurally, the total length of the transmission is inevitably relatively long.

Particularly, in recent years, the speed change stage at which the transmission is shifted gradually becomes shorter, the double clutch transmission may have an excessively long overall length of the transmission, so that it is weak in package performance of the transmission itself, .

FIG. 1 is a schematic view of a structure of a conventional seven-stage DCT. As shown in FIG. 1, a plurality of gears (19 in total) are required to implement a 7-speed DCT structure and four dog clutches have.

This increases the weight due to a plurality of gears, and increases the cost for installation. In addition, there is a problem that the number of actuators for operating the dog clutch increases in the dog clutch

In addition, due to the installation of the plurality of gears and the dog clutch, the overall structure of the DCT itself is increased, so that the package performance of the transmission itself is weakened and the mountability of the vehicle is deteriorated.

Various prior arts such as "Powertrain of double-clutch transmission" of Korean Patent Laid-Open Publication No. 10-2010-0064719 and "Hybrid Vehicle" of Japanese Laid-Open Patent Publication No. 2013-43478 are disclosed as related arts.

However, in the case of the "power train of the double clutch transmission ", the overall length of the transmission relatively short as compared with the transmission of the conventional 6-speed double clutch is realized to greatly improve the package performance of the transmission and the mountability to the vehicle, The cost, the weight and the volume of the transmission can be reduced by increasing the commerciality of the transmission and by not providing a separate reverse shaft for realizing the post-diagnosis. However, the number of dog clutches, which are still synchronization mechanisms, In addition, the present invention does not disclose a technical idea of performing a single shifting process before a synchronization process using a dog clutch by providing a separate input shaft as in the present invention, and it is a matter of course that such a double clutch transmission is mounted on a hybrid vehicle There is no disclosure of technical ideas for expanding the surname.

Further, in the case of the above-mentioned "hybrid vehicle ", it is possible to provide a hybrid vehicle capable of reliably starting the internal combustion engine when the air conditioner is operated during EV traveling. However, The technical idea of minimizing the total length of the DCT compared to the conventional hybrid vehicle or reducing the shift time by reducing the wear of the synchronizer of the dog clutch is not disclosed.

It should be understood that the foregoing description of the background art is merely for the purpose of promoting an understanding of the background of the present invention and is not to be construed as adhering to the prior art already known to those skilled in the art.

Korean Patent Publication No. 10-2010-0064719 (June 15, 2010) Japanese Patent Application Laid-Open No. 2013-43478 (Mar. 03, 2013)

SUMMARY OF THE INVENTION In order to solve the above-described problems, the present invention provides a transmission having a relatively short gear ratio as compared with a conventional double clutch transmission having eight gear stages, thereby improving the package performance of the transmission and the vehicle loadability A double clutch transmission capable of reducing the number of gears required to reduce the number of gears and reducing the number of dog clutches as compared with the conventional 7-speed DCT, thereby reducing the number of dog clutch actuating actuators, The purpose of the transmission is to provide.

A double clutch transmission is introduced.

To this end, according to the present invention, there is provided a clutch device comprising: a clutch portion composed of a first clutch and a second clutch for selectively interrupting power; a first input shaft provided with a plurality of speed change stage drive gears and directly connected to the first clutch; A third input shaft provided with a second input shaft and a second synchronous portion provided with a first synchronous portion that can be meshed with the first drive gear, and a third shift shaft meshed with a portion of the plurality of speed change stage drive gears, And a fourth input shaft provided with a plurality of restraint gears.

A first restraining gear, a second restraining gear, a third restraining gear, and a first free gear are rotatably inserted into the first input shaft along a longitudinal direction of the first input shaft, and the first and second restraining gears are selectively The third clutch gear is engaged with a part of a plurality of restraint gears provided on the fourth input shaft to perform a shifting process and the second clutch is engaged with the first free gear, And the first input shaft is driven differently from the rotational speed of the engine through the second input shaft when the second clutch is engaged.

The first clutch is directly connected to the first input shaft and driven at the same speed as the number of revolutions of the engine at the time of engagement of the first clutch so that the first input shaft and the second input shaft are selectively engaged to implement a two- .

The fourth input shaft is directly connected to a fourth restraining gear and a fifth restraining gear of different sizes along the longitudinal direction of the fourth input shaft. The gear ratio of the fourth restraining gear and the third restraining gear, The fifth free gear and the first free gear have gear ratios different from each other.

The first synchronizing unit may include a second free gear disposed along a longitudinal direction of the second input shaft, a second dog clutch, and a third free gear, and a sixth restraining gear is disposed on one side of the second input shaft, The second synchronizer includes a fourth free gear, a third dog clutch, and a fifth free gear provided at corresponding positions of the first synchronizer and along the longitudinal direction of the third input shaft, And a seventh restraining gear is provided at a position corresponding to the restraining gear.

The sixth and seventh restraining gears are engaged with the driving gear to transmit power to the driving shaft.

The second and third dog clutches selectively selectively couple the second freewheel gear and the first and second free gears, or the first and second freewheeling gears, When the power is transmitted to the drive shaft or when the second and third dog clutches selectively selectively engage the third and fifth freewheels, the third freewheel gear, the second restraining gear, the third freewheel gear and the fifth freewheel gear The power of the first input shaft is transmitted to the drive shaft so that the gear ratio of the two stages is realized by the clutch portion and the gear ratios of the four stages are realized by the first and second synchronizer portions, .

Further comprising a fifth input shaft provided with a sixth freewheel, a fourth dog clutch and a rotary gear in the longitudinal direction thereof such that a reverse drive is realized, the sixth freewheel being engaged with the third restraining gear, Is engaged with the seventh constraining gear.

On the other hand, a hybrid vehicle equipped with a double clutch transmission is also introduced.

To this end, according to the present invention, there is provided a clutch device comprising: a clutch portion composed of a first clutch and a second clutch for selectively interrupting power; a first input shaft provided with a plurality of speed change stage drive gears and directly connected to the first clutch; A third input shaft provided with a second input shaft and a second synchronous portion provided with a first synchronizing portion that can be meshed with the first driving gear, a second synchronizing portion provided with the connecting gear unit, and a third input shaft, A fourth input shaft provided with a plurality of restraint gears for performing a shifting process, and a motor directly connected to one side of the second input shaft.

The connecting gear unit is a restraining gear, and when the first clutch and the second clutch are disengaged, the motor is driven to enable EV traveling.

The connecting gear unit is composed of a seventh freewheel gear and a fifth dog clutch, and when the fifth dog clutch is released, the power of the motor is not transmitted to the drive shaft, so that the vehicle can be charged while the vehicle is stopped.

The present invention also provides a clutch device comprising a clutch portion composed of a first clutch and a second clutch and a first input shaft provided with a plurality of speed change stage drive gears and directly connected to the first clutch so that power can be selectively interrupted, A third input shaft provided with a second input shaft and a second synchronous portion provided with a first synchronous portion that can be meshed with the first drive gear, and a third shift shaft engaged with a portion of the plurality of speed change stage drive gears so as to reduce the length of the total length, A fourth input shaft provided with a plurality of restraint gears and a double clutch transmission implemented such that the motor can be directly connected to one side of the first input shaft so that the vehicle can be charged while the vehicle is stationary.

According to the double clutch transmission structure of the present invention having the above-described configuration, the following various effects are realized.

First, there is an advantage that the electric field of the relatively short transmission is realized as compared with the conventional 7-speed double clutch transmission.

Second, the short range of the transmission is realized, which improves the package performance of the transmission and the mountability to the vehicle.

Thirdly, there is an advantage that the number of dog clutches to be used is reduced compared to a conventional double clutch transmission, thereby reducing the number of dog clutch actuating actuators, thereby realizing cost reduction.

Fourth, various effects can be realized by installing a double clutch transmission according to the present invention in a hybrid vehicle and providing a double clutch transmission structure for a hybrid vehicle capable of charging the vehicle during stopping as well as EV driving.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a diagram showing a conventional seven-stage DCT structure.
2 is a view showing a structure of a double clutch transmission according to the present invention.
3 is a view showing a power transmission path of a double clutch transmission according to the present invention.
4 is a view for explaining the difference between the present invention and a conventional double clutch transmission;
5 is a first embodiment in which the double clutch transmission according to the present invention is mounted on a hybrid vehicle.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, a preferred embodiment of a double clutch transmission according to the present invention will be described with reference to the accompanying drawings.

As shown in the figure, the present invention mainly includes a clutch unit 100, a first input shaft 200, a second input shaft 400, a third input shaft 600, and a four-input shaft 700.

The clutch unit 100 includes a first clutch 110 and a second clutch 120 so as to selectively transmit power of the engine. The state of receiving power from the power generation device such as an engine is independently controlled .

A first input shaft 200 provided with a plurality of speed change stage drive gears is provided around the first clutch 110 and the second clutch 120.

As will be described in detail below, the plurality of speed-change drive gears include a first restraining gear 210, a second restraining gear 220, a third restraining gear 230 and a first free gear 240.

On the other hand, the restraint gear is a gear in which gears are restrained with respect to a shaft on which the gear is mounted and the rotational force can be transmitted to each other continuously, and the free gear is a gear The relative rotation of the gear with respect to the rotation direction is basically possible.

That is, the restraint gear may be formed integrally with the shaft, assembled with a spline, a key, etc., and the free gear may be assembled to the shaft by a bush or a bearing.

The second input shaft 400 is provided with a first synchronizer 300 which can be meshed with one of the first and second constraint gears 210 and 220 among the plurality of speed change stage drive gears already described, And a second synchronizer 500 is provided on the third input shaft 600 so that the second synchronizer 500 can be engaged with either the first or second restraint gears 210 and 220 according to the speed change stage.

As shown in the drawing, the present invention is characterized in that a fourth input shaft 700, which is different from the conventional DCT structure, is located above the second input shaft 400 in the drawing.

A fourth restraining gear 710 and a fifth restraining gear 720, which are different in size from each other, are provided on the fourth input shaft 700, And is arranged along the longitudinal direction of the input shaft 700.

With this structure, when the second clutch 120 is engaged, the first freewheel gear 240 and the fifth restraining gear 720, which will be described later, are engaged with each other and rotated, thereby achieving further shifting.

That is, in the related art, since the fourth input shaft 700 having the plurality of constraining gears coupled thereto is not provided, a separate free gear is coupled to the shaft as shown in FIG. 1, Four dog clutches were also needed.

For example, the fourth free gear 510 of the second synchronous portion 500, which will be described later, is driven by the fourth input shaft 700 to which the plurality of constraining gears are coupled, According to the connection of the clutch, not only the first stage but also the second stage are performed, thereby reducing the length of the electric field.

As described above, the first input shaft 200 is provided with a first restraining gear 210, a second restraining gear 220, a third restraining gear 230, and a first The free gear 240 is inserted in a rotatable state.

At this time, the first restraining gear 210 may be engaged with the fourth free gear 510 of the second synchronizer 500, for example, even if the first restraining gear 210 is in two stages other than the first stage, The second free gear 310 of the first synchronizer 300 can be engaged.

Of course, the second restraining gear 220 can also be selectively engaged with the free gears from the fifth stage to the eighth stage in the same manner as described above.

That is, the first and second restraining gears 210 and 220 engage with the first or second synchronizer 300 or 500 according to the selected gear range.

The third restraining gear 230 connected to the first input shaft 200 meshes with a part of a plurality of restraining gears provided on the fourth input shaft 700 to perform a shifting process. 230 may be engaged with a fourth restraining gear 710 connected to the fourth input shaft 700.

For example, as will be described later in detail, the first clutch 110 is engaged at the first stage and the second clutch 120 at the same time while releasing the first clutch 110 when shifting to the second stage. The power of the engine is transmitted via the first clutch gear 120 and the first free gear 240 directly connected through the hollow shaft and the first free gear 240 is meshed with the fifth restraining gear 720, The fourth restraining gear 710 rotates while the restraining gear 720 rotates and the first restraining gear 710 rotates in engagement with the third restraining gear 230 to drive the first input shaft 200. [

The second clutch 120 is directly coupled to the first free gear 240 through the hollow shaft so that the second clutch 120 is engaged with the first input shaft 200 through the second input shaft 400 when the second clutch 120 is engaged, Is driven differently from the number of revolutions of the engine.

The first clutch 110 is directly connected to the first input shaft 200 and rotates at the same speed as the number of revolutions of the engine at the time of engagement of the first clutch 110. The first clutch 110 includes a first input shaft 200, And the second input shaft 400 is selectively coupled to realize a two-stage gear ratio.

This will be described in detail as follows.

When the first clutch 110 is engaged, the first input shaft 200 is driven to have the same rotational speed as the engine. When the second clutch 120 is engaged, the first freewheel gear 240 is coupled to the fourth input shaft 700 The fourth restraining gear 710 connected to the fourth input shaft 700 is also rotated by rotating the fifth restraining gear 720 while being engaged with the fifth restraining gear 720 connected thereto.

The fourth restraining gear 710 rotates while being engaged with the third restraining gear 230 connected to the first input shaft 200. The first input shaft 200 is engaged with the third restraining gear 230, The first clutch 110 and the second clutch 120 are selectively coupled to each other to implement a two-stage gear ratio.

On the other hand, as described above, the fourth and seventh input shafts 710 and 720 are directly connected to each other along the longitudinal direction of the fourth input shaft 700, The shifting process is performed through the fourth input shaft 700 to which the restraining gear 710 and the fifth restraining gear 720 are engaged.

The gear ratio of the third restraining gear 230 which rotates in conjunction with the fourth restraining gear 710 and the gear ratio of the first free gear 240 which rotates in engagement with the fifth restraining gear 720 are different from each other .

Referring again to FIG. 2, the first synchronizer 300 and the second synchronizer 500 will be described as follows.

The first synchronizer 300 includes a second free gear 310 disposed along the longitudinal direction of the second input shaft 400, a second dog clutch 320 and a third free gear 330, A sixth restraining gear 340 is installed on one side of the input shaft 400.

That is, the second dog clutch 320 is composed of a sleeve and a hub, which are general synchronizing means, and the sixth restraining gear 340 is connected to the position where the first synchronizing portion 300 is installed and the opposite direction of the drawing.

The second synchronizer 500 also includes a fourth free gear 510 disposed at a corresponding position of the first synchronizer 300 along the longitudinal direction of the third input shaft 600, And the third dog clutch 520 is also constituted by a sleeve and a hub which are general synchronizing means and a third input shaft 530 is provided on one side of the third input shaft 600 at a position corresponding to the sixth restraining gear 340 7 restraining gear 540 is connected.

In the case of the first and second stages, the sleeve of the third dog clutch 520 is connected in the direction of the fourth free gear 510 so that the fourth free gear The sleeve of the second dog clutch 320 is connected to the second free gear 310 in the direction of the second free gear 310 so that the second free gear 310 Is constrained to the second input shaft 400.

The sixth restraining gear 340 connected to the second input shaft 400 and the seventh restraining gear 540 connected to the third input shaft 600 further include a driving shaft 810 provided with the driving gear 810, And the driving force is transferred to the driving shaft 800 by rotating with the driving gear 810.

When the second and third dog clutches 320 and 520 are selectively engaged with the second and fourth free gears 310 and 510, the second free gear 310 and the first and second restraining gears 210 and 210, The power of the first input shaft 200 is transmitted to the drive shaft 800 through the fourth free gear 510 selectively.

That is, the sleeve of the second dog clutch 320 is fastened to the fourth free gear 510 in the case of the second stage, to the second free gear 310 in the case of the third stage, and to the fourth free gear 510 The second free gear 310 rotates while engaging with the first restraining gear 210 to transmit the driving force to the first input shaft 200. The second free gear 310 rotates while being coupled with the first restraining gear 210, do.

Similarly, when the second and third dog clutches 320 and 520 selectively engage the third and fourth free gears 330 and 530, the third free gear 330 and the second and third free gears 330 and 330, And the fifth free gear 530, the power of the first input shaft 200 is transmitted to the drive shaft 800.

That is, in the case of the fifth and sixth stages, the sleeve of the third dog clutch 520 is fastened to the fifth free gear 530, and in the case of the seventh and eighth stages, And is fastened to the gear 330.

With this configuration, the gear ratio of the two stages is realized by the clutch portion 100, and the gear ratios of the four stages are realized by the first and second synchronizing portions 300 and 500, thereby achieving an overall gear ratio of eight stages.

The present invention further includes a fifth input shaft 900 provided with a sixth free gear 910, a fourth dog clutch 920 and a rotary gear 930 in the longitudinal direction thereof so as to realize a reverse drive, The free gear 910 is meshed with the third restraining gear 230 and the rotating gear 930 is meshed with the seventh restraining gear 540.

With this configuration, when the sleeve of the fourth dog clutch 920 is fastened to the sixth free gear 910, the sixth free gear 910 is directly connected to the fifth input shaft 900, and the sixth free gear 910, The driving gear 810 of the driving shaft 800 rotates while engaging with the rotary gear 930 connected to the fifth input shaft 900 .

FIG. 3 is a view showing an operation state of the first to fourth stages of the double clutch transmission according to the present invention. Hereinafter, the power transmission path of the powertrain of the double clutch type transmission according to the present invention will be described as follows.

3 (a) is a diagram showing a first stage. In the first stage, the sleeve of the third dog clutch 520 is connected to the fourth free gear 510, the first clutch 110 is engaged, A fourth freewheeling gear 510 coupled to the first restraining gear 210 and rotated while being coupled to the first input shaft 200 with the power of the first restraining gear 210 being provided on the first input shaft 200, The seventh restraining gear 540 connected to the third input shaft 600 and the driving gear 810 provided on the driving shaft 800 engaged with the seventh restraining gear 540 rotate while being driven along the driving shaft 800 It is in a state of being drawn out.

Fig. 3 (b) is a diagram showing the two-stage state. In the two-stage state, the second clutch 120 is engaged while disengaging the first clutch 110. Fig.

In this case, the power of the engine is transmitted to the second clutch 120 through the first free gear 240, which is directly connected to the second clutch 120, and the fifth freewheel 240 of the fourth input shaft 700, The fourth restraining gear 710 connected to the fourth input shaft 700 is also rotated by the rotation of the restraining gear 720 and the fifth restraining gear 720. The fourth restraining gear 710 is engaged with the fourth restraining gear 710, The first input shaft 200 is driven by the rotation of the third restraining gear 230 connected to the first input shaft 200.

The first through fourth free gears 720 and 710 and the third restraining gear 230 move the first free gear 240, the fifth free gear 720 and the fourth free gear 710, The shift is performed by having different gear ratios. In this series of processes, the shifting is performed only by the change of the clutch like the DCT. As a result, the shifting is quick and the power transmission that occurs during shifting is minimized.

3 (c) is a diagram showing a three-stage state in which the second clutch 120 is disengaged and the third dog clutch 520 is released.

Thereafter, the second dog clutch 320 provided on the second input shaft 400 is engaged with the second free gear 310.

The second freewheeling gear 310 is restrained by the second input shaft 400 and rotated so that the sixth restraining gear 340 connected to the second input shaft 310 also rotates, The power is transmitted by the driving gear 810 provided on the driving shaft 800, which is engaged with the driving shaft 340 and rotated.

On the other hand, the shifting by the dog clutch is the same as the shifting of the AMT and the MT, and the power transmission is interrupted while the third dog clutch 520 is disengaged and the second dog clutch 320 is engaged.

However, according to the present invention, a fourth input shaft 400 provided with a plurality of separate restraining gears is provided to reduce the total length of the vehicle, thereby reducing the number of gears and reducing the cost. There are advantages to be able to.

In addition, 50% of the shifting occurs in the same manner as the DCT, and shifting by the second and third dog clutch occurs in the third and subsequent stages. Therefore, there is an advantage that the inertia of the vehicle is sufficient and a bad shifting feeling can be minimized.

3 (d) is a diagram showing a four-stage state. As in the process of shifting from the first stage to the second stage, the second clutch 120 is engaged while disengaging the first clutch 110. [

In this case, the power of the engine is transmitted to the second clutch 120 through the first free gear 240, which is directly connected to the second clutch 120, and the fifth freewheel 240 of the fourth input shaft 700, The fourth restraining gear 710 connected to the fourth input shaft 700 is also rotated by the rotation of the restraining gear 720 and the fifth restraining gear 720. The fourth restraining gear 710 is engaged with the fourth restraining gear 710, The second dog clutch 320 is connected to the second freewheeling gear 310 to drive the second free gear 310 and the second free gear 310, 310 are rotated and the power is transmitted by the sixth restraining gear 340 connected to the second input shaft 400 and the driving gear 810 connected to the driving shaft 800 which rotates in conjunction therewith.

On the other hand, when the shift from 4 to 8 is performed by repeating the clutch shifting and the dog clutch shifting in the same manner as the shifting process from the first to the fourth gear, the third dog clutch 520, And the second dog clutch 320 is connected to the third free gear 330 in the case of the seventh and eighth gears.

FIG. 4 is a graph comparing the present invention with a conventional seven-stage DCT. As shown in the figure, the overall length is reduced by about 60 mm (d), and four dog clutches have been conventionally required. Only three actuators are required and thus the actuator is also reduced.

In the conventional art, the free gear disposed on both sides of the dog clutch is constrained to the input shaft by the connection of the dog clutch to transmit the power. However, the fourth free gear 510 positioned on both sides of the multi- The second free gear 310 is connected to the third free gear 310 so that the fifth free gear 530 is connected to the fifth free gear 530 so that the third free gear 330 realizes the seventh and eighth stages, There is a feature that is transmitted.

The present invention provides an embodiment in which the double clutch transmission is applied to a hybrid vehicle in addition to the above-described double clutch transmission.

That is, as shown in FIG. 5, the hybrid vehicle is implemented not only to regenerate the hybrid vehicle but also to start the hybrid vehicle while driving.

To this end, a clutch portion 100 composed of a first clutch 110 and a second clutch 120 and a plurality of speed change stage drive gears, which are selectively provided for interrupting the power, A second input shaft 400 and a second synchronizer 500 are installed in which the first input shaft 200 and the first synchronizer 300 can be meshed with the plurality of speed change stage drive gears, A third input shaft (600) and a fourth input shaft (700) having a plurality of restraint gears (700) engaged with a part of the plurality of speed change stage driving gears so as to reduce the length of the total length, 400, which are connected directly to each other.

The connecting gear unit 350 may be a restraining gear 351 as shown in FIG. 5A. In this case, when the first clutch 110 and the second clutch 120 are released, the motor m And is capable of EV traveling.

That is, the motor m is directly connected to the second input shaft 400 as shown in Fig. 5 (a).

At this time, when the first clutch 110 and the second clutch 120 are disengaged and the motor m directly connected to the drive shaft is driven to carry out EV running and the motor m is charged during braking, Lt; / RTI >

In addition, starting can be started when the clutch corresponding to the current running condition and the appropriate gear ratio among the first clutch 110 and the second clutch 120 is slipped / joined, and in this case, the torque corresponding to the engine friction Additional motors are available for smooth starting.

As described above, power is generated by the motor (m) during shifting of the dog clutch, thereby minimizing power transmission during shifting.

5 (b) shows that the connecting gear unit 350 is constituted by the seventh free gear 352 and the fifth dog clutch 353, and when the fifth dog clutch 353 is released, the power of the motor m So that the vehicle can be charged while the vehicle is stationary.

However, in order to solve this problem, the seventh freewheel gear 352 and the fifth dog clutch 353 are connected to the second input shaft 400 in order to solve this problem. In addition, when the fifth dog clutch 353 is disengaged, the power of the motor m is not transmitted to the drive shaft, so that charging can be performed even during the stoppage.

That is, the second dog clutch 120 is engaged with the first clutch 110, and the fifth dog clutch 353 is released.

When the power of the engine is charged by the motor m, charging is possible even during a stoppage. This configuration has the effect of reducing the total length of the hybrid vehicle (VW's Zeta HEV) by approximately 150 mm or more. In the case of a vehicle, it has an engine, an engine clutch, a motor, and a DCT, which is longer than the present invention by an electric length (about 90 mm) of the engine clutch and an electric field reduction amount (60 mm) of the present invention.

On the other hand, FIG. 5 (c) is a view showing a third embodiment in which the double clutch transmission according to the present invention is mounted on a hybrid vehicle and can be charged while stopped.

In order to achieve this, the present invention is characterized in that a clutch portion 100 composed of a first clutch 110 and a second clutch 120 and a plurality of speed change stage drive gears are provided so as to selectively intermittently power- A second input shaft 400 provided with a first input shaft 200 and a first synchronizer 300 which can be engaged with a plurality of speed change stage drive gears and a second input shaft 400 provided with a second synchronizer 500, A fourth input shaft 700 and a first input shaft 200, which are provided with a plurality of constraining gears so as to be engaged with a part of the plurality of speed change stage drive gears so as to reduce the length of the input shaft 600 and the total length, The motor m is directly connected to one side of the vehicle so that the vehicle can be charged while the vehicle is stationary.

The structure of the double clutch transmission disclosed in FIG. 5 (b) has a disadvantage in that the fifth dog clutch 353 is added, which complicates the structure.

In order to compensate for this, the shaft to which the motor m is directly connected is changed from the second input shaft 400 to the first input shaft 200, so that the motor m and the drive shaft are separated by the dog clutch, .

However, the speed of the first input shaft 200 corresponding to the target gear stage during the shifting of the dog clutch is limited by the motor The dog clutch can be controlled to reduce wear of the synchronizer of the dog clutch, and the dog clutch can be joined due to the speed control, thereby reducing the shift time.

In the stop-charging process, all the dog clutches are released, the first clutch 110 is engaged, and the engine is charged with the motor m, so that the vehicle can be charged even during stopping.

While the present invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the following claims It will be apparent to those of ordinary skill in the art.

100: clutch unit 110: first clutch
120: second clutch 200: first input shaft
210: first restraining gear 220: second restraining gear
230: third restraining gear 240: first free gear
300: first synchronizer 310: second free gear
320: second dog clutch 330: third free gear
340: sixth restraining gear 350: connecting gear unit
351: restraining gear 352: seventh free gear
353: fifth dog clutch 400: second input shaft
500: second synchronizer 510: fourth free gear
520: third dog clutch 530: fifth freewheel
540: seventh restraining gear 600: third input shaft
700: fourth input shaft 710: fourth restraining gear
720: fifth restraining gear 800: drive shaft
810: drive gear 900: fifth input shaft
910: sixth freewheel gear 920: fourth dog clutch
930: rotary gear

Claims (12)

A clutch unit configured by a first clutch and a second clutch so that power can be selectively interrupted;
A first input shaft provided with a plurality of speed change stage drive gears and directly connected to the first clutch;
A third input shaft provided with a second input shaft and a second synchronous portion provided with a first synchronous portion that can be meshed with the plurality of speed change stage drive gears; And
And a fourth input shaft having a plurality of restraining gears arranged to engage with a part of the plurality of speed change stage drive gears so as to reduce the length of the total length, thereby performing a speed change process.
The method according to claim 1,
A first restraining gear, a second restraining gear, a third restraining gear, and a first free gear are rotatably inserted into the first input shaft along a longitudinal direction of the first input shaft,
The first and second restraining gears may be selectively engaged with the first and second synchronizing portions,
Wherein the third restraining gear is engaged with a part of a plurality of restraint gears provided on the fourth input shaft to perform a shifting process,
And the second clutch is directly connected to the first free gear via the hollow shaft so that the first input shaft is driven differently from the rotational speed of the engine via the second input shaft when the second clutch is engaged. Transmission.
The method of claim 2,
The first clutch is directly connected to the first input shaft and is driven to have the same rotational speed as the engine at the time of engagement of the first clutch
Wherein the first input shaft and the second input shaft are selectively engaged to implement a two-stage gear ratio.
The method of claim 2,
The fourth input shaft is directly connected to a fourth restraining gear and a fifth restraining gear having different sizes along the longitudinal direction of the fourth input shaft,
Wherein a gear ratio formed when the fourth restraining gear and the third restraining gear are meshed with each other and a gear ratio formed when the fifth restraining gear and the first free gear are meshed with each other are different from each other.
The method according to claim 1,
Wherein the first synchronization unit comprises:
A second dog clutch, and a third free gear disposed along a longitudinal direction of the second input shaft, and a sixth restraining gear is installed on one side of the second input shaft,
Wherein the second synchronizing unit comprises:
A third dog clutch and a fifth freewheel disposed at corresponding positions of the first synchronizing unit along the longitudinal direction of the third input shaft, and a third dog clutch and a fifth freewheeling gear disposed at one side of the third input shaft corresponding to the sixth constraining gear And a seventh restraining gear is provided at a position where the seventh restraining gear is disposed.
The method of claim 5,
Further comprising a drive shaft provided with a drive gear,
And the sixth restraining gear and the seventh restraining gear are engaged with the driving gear to transmit power to the driving shaft.
The method of claim 6,
The second and third dog clutches selectively selectively couple the second freewheel gear and the first and second free gears, or the first and second freewheeling gears, Power is transmitted to the drive shaft,
The second and third dog clutches selectively selectively engage the third freewheel gear and the second restraining gear, or the third freewheel gear and the fifth freewheel gear to selectively engage the power of the first input shaft, Is transmitted to the drive shaft,
Wherein a gear ratio of two stages is implemented by the clutch portion and a gear ratio of four stages is implemented by the first and second synchronizer portions so that a total of eight gear ratios are realized.
The method of claim 7,
In order to implement the backward drive,
Further comprising a fifth input shaft provided with a sixth freewheel, a fourth dog clutch, and a rotary gear in the longitudinal direction thereof,
The sixth freewheeling gear is meshed with the third restraining gear, and the rotating gear is meshed with the seventh restraining gear.
A clutch unit configured by a first clutch and a second clutch so that power can be selectively interrupted;
A first input shaft provided with a plurality of speed change stage drive gears and directly connected to the first clutch;
A third input shaft provided with a second input shaft and a second synchronizing portion provided with a first synchronizing portion and a connecting gear unit that can engage with the plurality of speed change stage driving gears;
A fourth input shaft provided with a plurality of constraining gears so as to engage with a part of the plurality of speed change stage drive gears so as to reduce the length of the electric field, And
And a motor directly connected to one side of the second input shaft.
The method of claim 9,
Wherein the connecting gear unit is a restraining gear, and when the first clutch and the second clutch are released, the motor is driven to enable EV traveling.
The method of claim 9,
The connecting gear unit is composed of a seventh free gear and a fifth dog clutch,
The power of the motor is not transmitted to the drive shaft when the fifth dog clutch is disengaged so that the vehicle can be charged while the vehicle is stationary.
A clutch unit configured by a first clutch and a second clutch so that power can be selectively interrupted;
A first input shaft provided with a plurality of speed change stage drive gears and directly connected to the first clutch;
A third input shaft provided with a second input shaft and a second synchronous portion provided with a first synchronous portion that can be meshed with the plurality of speed change stage drive gears;
A fourth input shaft provided with a plurality of constraining gears so as to engage with a part of the plurality of speed change stage drive gears so as to reduce the length of the electric field, And
And a motor is directly connected to one side of the first input shaft to enable charging of the vehicle while the vehicle is stationary.

Images