WO2006049096A1

WO2006049096A1 - Speed change device

Info

Publication number: WO2006049096A1
Application number: PCT/JP2005/019884
Authority: WO
Inventors: Masahiro Ohkubo; Hiroki Mori
Original assignee: Exedy Corporation
Priority date: 2004-11-02
Filing date: 2005-10-28
Publication date: 2006-05-11
Also published as: DE112005002697T5; JP2006132572A

Abstract

A speed change device having less number of gears than shift stages. Wear of a clutch facing at the time of the start of a vehicle is reduced. The speed change device (2) has a first input shaft (10) into which torque is inputted through a first clutch C (1), a second input shaft (20) into which torque is inputted through a second clutch C (2), an auxiliary shaft (30) installed in parallel with the first input shaft (10), an output shaft (40) installed coaxial with either the first input shaft (10) or the auxiliary shaft (30), a first gear pair (110) composed of a gear (111) fixed to the second input shaft (20) and a second gear (112) fixed to the auxiliary shaft (30) and meshing with the gear (111), a first switching mechanism (160) capable of selectively making connection between the first input shaft (10) and the auxiliary shaft (30) at at least two or more different speed reduction ratios and disengaging the connection, and a second switching mechanism (170) capable of selectively making connection and disconnection between either of the first input shaft (10) or the auxiliary shaft (30) and the output shaft (40).

Description

Transmission

Technical field

[0001] The present invention relates to a transmission, and more particularly to a transmission corresponding to a double clutch device.

Background art

There is an automatic transmission (AT) as a means for automatically shifting a vehicle. In recent years, for example, a combination of a torque converter and a plurality of planetary gears and clutches has become the mainstream. Due to the continuously variable speed action of the torque converter and the automatic switching of multiple clutches, the AT does not require clutch operation by the driver when starting, stopping, and shifting as required by the manual transmission (MT). . On the other hand, since AT uses a torque converter that uses fluid, transmission efficiency is inferior to MT, which mechanically connects the input and output sides directly to transmit torque. Therefore, the AT has the advantage of reducing the driver's labor, but has the disadvantage of reducing the fuel consumption of the vehicle. Therefore, in order to ensure the transmission efficiency of MT and eliminate the need for clutch operation, an automatic transmission (AMT) that has been automated based on the MT structure has been developed.

[0003] The AMT automates the MT clutch operation and the transmission gear shifting operation, and can eliminate the need for clutch operation while ensuring the same transmission efficiency as the conventional MT. However, AMT disengages the clutch during the shifting operation, just like MT, so torque transmission is temporarily interrupted. While the torque transmission is interrupted, the vehicle is driven only by inertia without acceleration, so when the gear is shifted, the slight torque loss greatly affects the acceleration of the vehicle, causing the driver to feel uncomfortable. Cheap. On the other hand, in the case of AT, since multiple clutches are used, torque is not lost during gear shifting.

[0004] In order to solve the problem of running out of torque described above, an AMT clutch device employing a double clutch device has been developed. The compound clutch device mainly includes an input shaft, a first output shaft, a second output shaft, a first clutch, and a second clutch. The input shaft is also used to input torque to the double clutch device. The first output shaft is used to output torque to the transmission side and is arranged coaxially with the input shaft. Is placed. The second output shaft is for outputting torque to the transmission side, and is a cylindrical member arranged coaxially on the outer peripheral side of the first output shaft. The first clutch is for transmitting and interrupting the torque input to the input shaft to the first output shaft. The second clutch is for transmitting and interrupting the torque input to the input shaft to the second output shaft, and is disposed on the outer peripheral side of the first clutch (see, for example, Patent Document 1;). .

[0005] In this double clutch device, torque can be transmitted alternately to the first and second output shafts by the first and second clutches in order to prevent torque interruption. The first and second output shafts can be selectively connected to different gear pairs. In this double clutch device, the first clutch is connected and torque is transmitted to the first output shaft. The second output shaft is connected to any one of the gear pairs, and the first clutch is connected. Simultaneously with the release, the second clutch can be connected to transmit torque to the second output shaft. The reverse operation is also possible. Therefore, the AMT that employs this dual clutch device does not lose torque during gear shifting, and allows smooth and wasteful gear shifting operations.

Patent Document 1: JP 2000-352431 A

Patent Document 2: Japanese Patent Application Laid-Open No. 2004-217204

Disclosure of the invention

[0006] Problems to be Solved by the Invention>

The AMT described above employs a stepped transmission that is composed of a plurality of gears and the like. In a stepped transmission, due to the reduction ratio, the engine speed after a shift decreases when shifting up. Therefore, it is necessary to increase the engine speed before shifting by the step of the reduction ratio. In particular, in the case of the above-mentioned AMT, it is necessary to provide a certain margin for the vehicle speed during upshifting and downshifting to prevent hunting during upshifting and downshifting. Don't be. As a result, when a conventional stepped transmission is used for AMT, fuel consumption is reduced and noise is increased. Therefore, the transmission installed in the AMT needs to increase the number of shift stages in order to reduce the reduction ratio step compared to the conventional one, and the transmission becomes large. In addition, since this transmission shifts only one clutch in a half-clutch state at the time of starting, there is a problem that the facing of one clutch is worn compared to the other. [0007] In addition, the multiple clutch device has a larger axial dimension than a conventional MT clutch due to a plurality of clutches and a mechanism associated therewith. As a result, the overall axial dimension of the AMT becomes large, and a reduction in the size of the transmission is desired. However, for example, in the case of a six-speed shift, the transmission needs as many gear pairs as the number of shift stages for forward movement. Along with this, for example, four retaining structures are required (see, for example, Patent Document 2;). Since these gear pairs and the switching mechanism are arranged in the axial direction, it is difficult to reduce the size of the transmission.

An object of the present invention is to realize a simple and compact transmission with a smaller number of gears and fewer gears.

Another object of the present invention is to reduce the wear of the clutch housing when the vehicle starts.

The transmission according to claim 1 is mounted on an automatic transmission having a double clutch device that can selectively connect and disconnect the first and second clutches, and the torque from the engine is output to the output side. It is for transmission. The transmission is composed of a first input shaft, a second input shaft, a counter shaft, an output shaft, a first gear pair, a first switching mechanism, and a second switching mechanism. The first input shaft is for inputting torque via the first clutch. The second input shaft is for inputting torque via the second clutch. The secondary axis is arranged in parallel to the first input axis. The output shaft is arranged coaxially with respect to either the first input shaft or the auxiliary shaft. The first gear pair is composed of a first gear fixed to the second input shaft and a second gear fixed to the counter shaft and meshed with the first gear. The first mechanism can selectively connect and disconnect the first input shaft and the sub shaft with at least two different reduction ratios. The second switching mechanism can selectively connect and disconnect either the first input shaft or the sub shaft and the output shaft.

[0010] As described above, since the dual clutch device can selectively operate the first and second clutches, torque is input from one of the first and second input shafts to the transmission. it can. In addition, by changing the connection pattern of the first and second mechanisms, the torque transmission path of this speed change device becomes several. For example, if the first switching mechanism is capable of selectively connecting and disconnecting the first input shaft and the secondary shaft with two types of reduction ratios, There are the following six torque transmission paths from the second input shaft to the output shaft.

[0011] 1) First input shaft → first switching mechanism (first reduction ratio) → secondary shaft → second switching mechanism → output shaft

2) 1st input shaft → 1st switching mechanism (2nd reduction ratio) → Sub shaft → 2nd switching mechanism → Output shaft

3) 1st input shaft → 2nd switching mechanism → output shaft

4) 2nd input shaft → 1st gear pair → secondary shaft → 1st shelf structure (1st reduction ratio) → 1st input shaft → 2nd switching mechanism → output shaft

5) 2nd input shaft → 1st gear pair → secondary shaft → 1st shelf structure (2nd reduction ratio) → 1st input shaft → 2nd switching mechanism → output shaft

6) 2nd input shaft → 1st gear pair → secondary shaft → 2nd switching mechanism → output shaft

Therefore, by appropriately setting the reduction ratio and appropriately switching the first and second mechanisms in accordance with the operations of the first and second clutches, this transmission can realize a six-speed transmission. . Compared with the conventional six-speed transmission, the conventional transmission requires six gear pairs and four gears, whereas this transmission has four gear pairs and two gear pairs. Only a retaining structure is needed. As a result, this transmission can realize a six-speed transmission corresponding to the double clutch device with fewer components than in the past. As a result, this transmission can be reduced in size in the axial direction as compared with the prior art, and can be downsized. And the enlargement of the whole AMT can be prevented.

[0012] The transmission according to claim 2 further includes a second gear pair and a third gear pair according to claim 1. The second gear pair includes a third gear fixed to one of the first input shaft and the counter shaft, and a third gear arranged to be rotatable relative to the other of the first input shaft and the counter shaft. It consists of a meshing fourth gear. The third gear pair includes a fifth gear fixed to one of the first input shaft and the counter shaft, and a fifth gear arranged to be rotatable relative to the other of the first input shaft and the counter shaft. It consists of a 6th gear that meshes. Further, the first switching mechanism can connect the first input shaft and the auxiliary shaft via either one of the second and third gear pairs.

[0013] Since the transmission includes the second and third gear pairs, by appropriately setting the reduction ratios thereof, a six-stage speed change corresponding to the dual clutch device with fewer components than in the past. Can be realized. As a result, this transmission can reduce the axial dimension as compared with the prior art. And miniaturization can be achieved. And it is possible to prevent the entire AMT from becoming large. In addition, the speed change device can reduce the step of the speed reduction ratio of each gear in the low speed range by appropriately setting the speed reduction ratio of the second and third gear pairs. As a result, in this transmission, the vehicle can be started by sliding the second clutch at the second speed before the first clutch finishes sliding at the first speed, for example. As a result, in this speed change device, the wearing of the facing can be reduced by sharing the load at the time of starting with the first and second clutches.

[0014] The transmission according to claim 3 further includes a fourth gear pair according to claim 1 or 2. The fourth gear pair meshes with the seventh gear fixed to either the countershaft or the output shaft and the seventh gear arranged to be rotatable relative to the other of the countershaft or the output shaft. It consists of the eighth gear. In addition, the second switching mechanism selectively switches between the connection of the auxiliary shaft and the output shaft through the fourth gear pair and the connection of the first input shaft and the output shaft without using the fourth gear pair. It is possible to cancel.

In this transmission, the second switching mechanism can selectively switch the connection between the auxiliary shaft and the output shaft and the connection between the first input shaft and the output shaft. Torque transmission by connecting the subshaft and the output shaft is performed via the fourth gear pair. As a result, this transmission can realize a six-speed transmission corresponding to the double clutch device with fewer components than in the past. In addition, this transmission device can reduce the step of the reduction ratio of each gear in the low speed range by appropriately setting the reduction ratio of the fourth gear pair. As a result, this transmission can be reduced in size in the axial direction as compared with the prior art, and can be downsized. And it is possible to prevent the overall size of the ATM from being increased.

[0016] A transmission according to a fourth aspect of the present invention further includes the fourth gear pair according to the first or second aspect. The fourth gear pair is a seventh gear fixed to one of the first input shaft and the output shaft, and a seventh gear disposed so as to be rotatable relative to the other of the first input shaft and the output shaft. It is composed of an 8th gear that meshes with. The second switching mechanism selectively switches between the connection between the first input shaft and the output shaft via the fourth gear pair and the connection between the sub shaft and the output shaft not via the fourth gear pair. It is possible to cancel.

In this transmission, the second switching mechanism connects the first input shaft and the output shaft and connects the sub shaft to the output. The connection with the force shaft can be selectively switched. Torque transmission by the connection between the first input shaft and the output shaft is performed via the fourth gear pair. As a result, this transmission can realize a six-speed transmission corresponding to the double clutch device with fewer components than in the past. In addition, this transmission device can reduce the step of the reduction ratio of each gear in the low speed range by appropriately setting the reduction ratio of the fourth gear pair. As a result, the speed change device can be reduced in size in the axial direction and can be downsized. And it is possible to prevent the entire AMT from becoming large.

[0018] A transmission according to a fifth aspect includes the fifth gear pair and the third switching mechanism according to any one of the first to third aspects. The fifth gear pair includes a ninth gear fixed to one of the first input shaft and the counter shaft, and a ninth gear arranged to be rotatable relative to the other of the first input shaft and the counter shaft. It consists of a tenth gear that meshes. The third switching mechanism can selectively connect and disconnect one of the first input shaft and the counter shaft and the other of the first input shaft and the counter shaft via the fifth gear pair.

[0019] Since this transmission device includes the fifth gear pair and the third notch structure, a maximum of eight speeds can be achieved by combining with another gear pair. For example, if the first gear is fixed to the second input shaft and the first mechanism allows the first input shaft and the sub shaft to be selectively connected and disconnected by two types of reduction ratios, the first and first 2Torque transmission paths from the input shaft to the output shaft are as follows.

[0020] 1) First input shaft → first switching mechanism (first reduction ratio) → secondary shaft → second switching mechanism → output shaft

3) 1st input shaft → 3rd switching mechanism → Sub shaft → 2nd switching mechanism → Output shaft

4) 1st input shaft → 2nd switching mechanism → output shaft

5) 2nd input shaft → 1st gear pair → secondary shaft → 1st shelf structure (1st reduction ratio) → 1st input shaft → 2nd switching mechanism → output shaft

6) 2nd input shaft → 1st gear pair → secondary shaft → 1st shelf structure (2nd reduction ratio) → 1st input shaft → 2nd switching mechanism → output shaft

7) 2nd input shaft → 1st gear pair → Sub shaft → 3rd switching mechanism → 1st input shaft → 2nd switching mechanism → Output shaft 8) 2nd input shaft → 1st gear pair → secondary shaft → 2nd switching mechanism → output shaft

Therefore, by appropriately setting the reduction ratio and appropriately switching the first and second mechanisms in accordance with the operations of the first and second clutches, this transmission can realize an eight-speed shift. . Compared with a conventional eight-speed transmission, the conventional transmission requires eight gear pairs and at least four gears, which is the same number as the speed stage, whereas this transmission is Only 5 gear pairs and 3 gears are needed. As a result, this transmission can achieve an eight-speed transmission corresponding to the dual clutch device with fewer components than in the past.

[0021] The transmission according to claim 6 is the transmission device according to any one of claims 2 to 5, wherein the reduction ratio from the second input shaft to the sub shaft of the first gear pair is the first input shaft of the second gear pair. The reduction ratio from the first input shaft of the third gear pair to the sub shaft is smaller than the reduction ratio from the first gear to the sub shaft. Smaller than the reduction ratio to /!

[0022] In this transmission, the reduction gear ratio becomes smaller in the order of the second, first, and third gear pairs, so that the desired number of shift stages can be realized with certainty. As a result, the transmission can be reduced in size in the axial direction and can be reduced in size. And it is possible to prevent the entire AMT from becoming large.

[0023] Here, the reduction ratio means a reduction ratio from the drive side to the driven side. For example, the reduction ratio from the first input shaft to the countershaft means that a = N2ZN1, where N1 is the number of gear teeth on the first input shaft side and N2 is the number of gear teeth on the countershaft side. .

[0024] The transmission according to claim 7 is the transmission according to claim 6, wherein the reduction ratio from the first input shaft to the sub shaft of the fifth gear pair is the first input axial force of the second gear pair. The reduction ratio from the first input shaft to the countershaft of the fifth gear pair, which is smaller than the ratio, is greater than the reduction ratio from the second input shaft to the subshaft of the first gear pair.

[0025] In this transmission, the reduction ratio becomes smaller in the order of the second, fifth, first, and third gear pairs, so that it is possible to reliably realize an eight-speed transmission. As a result, the transmission can be reduced in size in the axial direction as compared with the prior art, and can be downsized. And it is possible to prevent the entire AMT from becoming large.

Here, the reduction ratio means the reduction ratio from the drive side to the driven side. For example, 1st The reduction ratio from the force shaft to the countershaft means a = N2ZN1, where N1 is the number of gear teeth on the first input shaft side and N2 is the number of gear teeth on the countershaft side.

[0027] The transmission according to claim 8 is the transmission according to any one of claims 1 to 7, wherein the output shaft is arranged coaxially with respect to the first input shaft.

[0028] Since the output shaft is coaxially disposed with respect to the first input shaft, this transmission can be employed for FR vehicles. Here, FR vehicle means a rear-wheel drive vehicle (Front Engine Rear Drive) equipped with an engine in front.

[0029] A transmission according to a ninth aspect is the transmission according to any one of the first to seventh aspects, wherein the output shaft is coaxially arranged with respect to the auxiliary shaft.

[0030] Since the output shaft is arranged coaxially with respect to the sub-shaft, this transmission can be used for FF vehicles. Here, the front-wheel drive means a front-wheel drive (Front Engine Front Drive) equipped with an engine in front.

[0031] A transmission according to a tenth aspect is the cylindrical member according to any one of the first to seventh aspects, wherein the output shaft is coaxially disposed on the outer peripheral side of the auxiliary shaft.

[0032] Since the output shaft is arranged coaxially with respect to the first input shaft, this transmission can be used for an FF vehicle. Here, FF vehicles are front-wheel drive with an engine in front (

Front Engine Front Drive)

[0033] A transmission according to an eleventh aspect is the cylindrical member according to any one of the first to tenth aspects, wherein the second input shaft is coaxially disposed on the outer peripheral side of the first input shaft.

[0034] A transmission according to a twelfth aspect is the cylindrical member according to any one of the first to tenth aspects, wherein the first input shaft is coaxially disposed on the outer peripheral side of the second input shaft.

With the transmission according to the present invention, a simple and compact transmission with fewer gears than the number of gears can be realized. In the transmission according to the present invention, it is possible to reduce wear of the clutch facing when the vehicle starts.

Brief Description of Drawings

FIG. 1 is a configuration diagram of an AMT equipped with a double clutch device.

FIG. 2 is a configuration diagram of a transmission as a first embodiment of the present invention, and torque transmission of the transmission The schematic diagram of a path | route.

FIG. 3 shows the control and reduction ratio of a fastening element at each gear stage of the transmission as the first embodiment of the present invention.

FIG. 4 is a configuration diagram of a transmission as a second embodiment of the present invention, and a schematic diagram of a torque transmission path of the transmission.

FIG. 5 shows control and reduction ratio of a fastening element at each gear position of a transmission as a second embodiment of the present invention.

FIG. 6 is a configuration diagram of a transmission as a third embodiment of the present invention, and a schematic diagram of a torque transmission path of the transmission.

FIG. 7 shows control and reduction ratio of a fastening element at each gear position of a transmission as a third embodiment of the present invention.

FIG. 8 is a configuration diagram of a transmission as a fourth embodiment of the present invention, and a schematic diagram of a torque transmission path of the transmission.

FIG. 9 is a configuration diagram of a transmission as a fourth embodiment of the present invention, and a schematic diagram of a torque transmission path of the transmission.

FIG. 10 is a configuration diagram of a transmission as a fifth embodiment of the present invention, and a schematic diagram of a torque transmission path of the transmission.

[FIG. 11] Control of a fastening element and a reduction gear ratio at each shift stage of a transmission as a fifth embodiment of the present invention.

Explanation of symbols

1 Double clutch device

2 Transmission

3 Fly Hoi

4 Damper mechanism

5 Input shaft

10 1st input shaft

20 2nd input shaft 40 output shaft

50 Output 1 shaft

60 Output 2 shaft

110, 210, 310, 410, 510

120, 220, 320, 420, 520 Second gear pair

130, 230, 330, 430, 530 Third gear pair

140, 240, 340, 440, 540 4th gear pair

150, 250, 350, 450, 550

160, 260, 360, 460, 560 1st switching mechanism

170, 270, 370, 470, 570 Second switching mechanism

480, 580 3rd switching mechanism

CI 1st clutch

C2 2nd clutch

SI 1st change gear

S2 Second change gear

S3 3rd switching gear

S4 4th switching gear

S5 5th switching gear

BEST MODE FOR CARRYING OUT THE INVENTION

An embodiment of the present invention will be described with reference to the drawings.

[0038] 1. AMT configuration

Figure 1 shows the configuration of an AMT equipped with a dual clutch device. In Figure 1, the engine is located on the right side. The AMT is mainly composed of a double clutch device 1, a transmission device 2, and a casing (not shown), and the operation of each device is automatically performed by hydraulic control or the like. The double clutch device 1 mainly includes an input shaft 5, a first output shaft 50, a second output shaft 60, a first clutch C1, and a second clutch C2. The input shaft 5 is a member to which torque from the engine is input, and is inertially connected to the flywheel 3 on the engine (not shown) side via the damper mechanism 4 in the rotational direction. The first output shaft 50 starts from the input shaft 5 This is for outputting the input torque to the transmission 2 side. Similar to the first output shaft 50, the second output shaft 60 is for outputting torque input from the input shaft 5 to the transmission 2 side. The first clutch C1 is for transmitting and interrupting torque between the input shaft 5 and the first output shaft 50. The second clutch C2 is for transmitting and interrupting torque between the input shaft 5 and the second output shaft 60. With such a configuration, the double clutch device 1 can selectively output the torque to the first output shaft 50 or the second output shaft 60 by selectively operating the first and second clutches 50 and 60. The torque transmitted to the first output shaft 50 or the second output shaft 60 is output from the output shaft 40 after being shifted by the transmission 2. As the transmission 2 of the present invention employed in the AMT described above, the following first to fifth embodiments can be considered.

[0039] 2. First Embodiment

(1) Transmission structure

A transmission 2 as a first embodiment of the present invention will be described. FIG. 2 (a) shows a configuration diagram of the transmission as the first embodiment of the present invention. As shown in FIG. 2 (a), the transmission 2 includes a first input shaft 10, a second input shaft 20, a counter shaft 30, an output shaft 40, a first gear pair 110, and a second gear pair. 120, a third gear pair 130, a fourth gear pair 140, a first switching mechanism 160, a second shelf structure 170, a casing (not shown), and a force are also configured.

[0040] The first input shaft 10 is for receiving torque from the double clutch device 1, and is provided so as not to rotate relative to the first output shaft 50 of the first clutch C1. The second input shaft 20 is for receiving torque from the dual clutch device 1, and is provided so as not to rotate relative to the second output shaft 60 of the second clutch C2. The second input shaft 20 is a cylindrical member that is coaxially disposed on the outer peripheral side of the first input shaft 10. The secondary shaft 30 is arranged in parallel to the first input shaft 10. The output shaft 40 is for outputting torque from the transmission 2 and is disposed coaxially with the first input shaft 10. As is clear from the above configuration, the first input shaft 10, the second input shaft 20, and the output shaft 40 are arranged on the same axis, and the auxiliary shaft 30 is arranged in parallel to these axes. ing. With this configuration, the transmission 2 can be used in FR vehicles.

[0041] The first gear pair 110 is for connecting the second input shaft 20 and the countershaft 30 with the gear 111 and , And gear 112. The gear 111 is fixed to the second input shaft 20. The gear 112 is fixed to the 畐 IJ shaft 30. The gear 111 and the gear 112 are intertwined with each other. The second gear pair 120 is for connecting the first input shaft 10 and the countershaft 30, and includes a gear 121 and a gear 122. The gear 121 is disposed so as to be rotatable relative to the first input shaft 10. The gear 122 is fixed to the countershaft 30. The tooth wheel 121 and the gear 122 are squeezed together. The third gear pair 130 is for connecting the first input shaft 10 and the countershaft 30, and includes a gear 131, a gear 132, and a force. The gear 131 is arranged to be rotatable relative to the first input shaft 10. The gear 132 is fixed to the countershaft 30. The gear 131 and the gear 132 are intertwined with each other. The fourth gear pair 140 is for connecting the output shaft 40 and the countershaft 30 and includes a gear 141 and a gear 142. The gear 141 is disposed so as to be rotatable relative to the output shaft 40. The gear 142 is fixed to the countershaft 30. The gear 141 and the gear 142 are intertwined with each other.

[0042] The first structure 160 is for selectively connecting and disconnecting the first input shaft 10 and the countershaft 30 at two different reduction ratios. The gear 161 and the first switching gear S1 And a second switching gear S2 and a first sleeve 162. The gear 161 is fixed to the first input shaft 10. The first switching gear S1 is provided such that it can rotate relative to the first input shaft 10 and cannot rotate relative to the gear 121. The second switching gear S2 is provided such that it can rotate relative to the first input shaft 10 and cannot rotate relative to the gear 131. The first sleeve 162 is a cylindrical member disposed on the outer peripheral side of the gear 161, and the inner peripheral side thereof meshes with the gear 161. The first sleeve 162 is movable relative to the first input shaft 10 in the axial direction, so that one of the first switching gear S1 and the second switching gear S2 is connected to and disconnected from the gear 161. Can be switched.

[0043] The second notch structure 170 is for selectively connecting and disconnecting either the first input shaft 10 or the counter shaft 30 and the output shaft 40, and the gear 171 and the third switch. A gear S3, a fourth switching gear S4, and a second sleeve 172 are included. The gear 171 is fixed to the output shaft 40. The third switching gear S3 is provided such that it can rotate relative to the output shaft 40 and cannot rotate relative to the gear 141. The fourth switching gear S4 is connected to the first input shaft 10. On the other hand, it is provided so as not to be able to rotate relatively. The second sleeve 172 is a cylindrical member disposed on the outer peripheral side of the gear 171, and the inner peripheral side thereof meshes with the gear 171. The second sleeve 172 can be moved relative to the output shaft 40 in the axial direction to switch between connection and disconnection of either the third switching gear S3 or the fourth switching gear S4 and the gear 171. It is.

[0044] Here, the reduction ratio of each gear pair will be described. The reduction gear ratio is generally the number of teeth on the driven side gear divided by the number of teeth on the driving side gear. However, in this embodiment, each gear pair is switched between the driven side and the driving side. Here, for the sake of convenience, the gears on the first input shaft 10 and the second input shaft 20 side are assumed to be drive gears. For the fourth gear pair 140, the drive side and the driven side are not interchanged, so the gear on the output shaft 40 side is the driven side gear.

[0045] In this embodiment, the reduction ratio of the first to fourth gear pairs is, for example,

α 1 = 2.1

«2 = 2. 9

α 3 = 1.

α 4 = 1. 8

It is said. With this reduction ratio setting, this transmission 2 can reliably realize a six-speed shift. Specifically, it is sufficient if the condition of α 2> α 1> α 3 is satisfied.

[0046] (2) Operation of transmission

Next, the operation of the transmission 2 will be described with reference to FIGS. Here, the operation at the time of upshifting to the first speed to the sixth speed will be described. FIG. 2 (b) is a schematic diagram of the torque transmission path of the transmission as the first embodiment of the present invention, and FIG. 3 is a diagram showing the control of the fastening elements at each gear stage of the transmission according to the first embodiment of the present invention. Indicates the reduction ratio. In Fig. 2 (b), the dotted lines indicate the respective axes, and the solid lines indicate the torque transmission paths at the respective shift stages. On the right side of FIG. 2 (b), the operating clutch is indicated by “C1” or “C2”. Further, in FIG. 3, the clutches and the switching gears that are connected at each gear stage are indicated by “◯”, and the switching gears that are connected in preparation for upshifting and downshifting are indicated by “(◯)”. In addition, on the right side of FIG. The step reduction ratio step and the overall range are shown respectively.

[0047] <Stop to forward 1st speed>

When the vehicle is stopped, the first clutch C1 and the second clutch C2 are disconnected. In this state, as shown in FIG. 3, the gear 162 and the first switching gear S 1 are connected by the first sleeve 162 of the first switching mechanism 160, and the second sleeve 172 of the second Kuraura structure 170 is connected. The gear 171 and the third switching gear S3 are connected. Then, the first clutch C1 is gradually connected. As a result, as shown in FIG. 2 (b), the torque input to the first input shaft 10 via the first clutch C1 is applied to the second gear pair 120, the countershaft 30, and the fourth gear pair 140. The vehicle travels at the 1st speed. In this case, the overall reduction ratio α θ of the transmission 2 is oc 0 = α 2 Χ4 = 2.9 × 1.8 = 5.22.

[0048] <Forward first speed to Forward second speed>

When traveling in the first speed, as shown in FIG. 3, the first clutch C1 is disconnected and the second clutch C2 is connected. At this time, as in the first speed, the connection between the gear 171 and the third switching gear S3 is maintained by the second sleeve 172 of the second structure 170. Thus, as shown in FIG. 2 (b), the torque input to the second input shaft 20 via the second clutch C2 is applied to the first gear pair 110, the countershaft 30, and the fourth gear pair 140. To the output shaft 40 and the vehicle travels at the second speed. In this case, the speed reduction ratio << 0 of the entire transmission 2 is Q; 0 = Q _; 1 XQ _; 4 = 2.1 X I. 8 = 3.78.

[0049] <Forward second speed to Forward third speed>

When traveling in the second speed, as shown in FIG. 3, the gear 161 and the second switching gear S2 are connected by the first sleeve 162 of the first switching mechanism 160. Then, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, similarly to the second speed, the gear 171 and the third switching gear S3 are connected by the second sleeve 172 of the second notch structure 170. Thus, as shown in FIG. 2 (b), the torque input to the first input shaft 10 via the first clutch C1 is transmitted via the third gear pair 130, the countershaft 30, and the fourth gear pair 140. Is transmitted to the output shaft 40, and the vehicle travels at the third speed. In this case, the speed reduction ratio α 0 of the entire transmission 2 is as follows: HI HI HI = 1.35 X 1.8 = 2.43.

[0050] <Forward 3rd speed-Forward 4th speed> When traveling in the third speed, as shown in FIG. 3, the connection of the first clutch C1 is released, and the connecting portion in the second switching mechanism 170 is switched from the third switching gear S3 to the fourth switching gear S4. Thereafter, the second clutch C2 is engaged. At this time, similarly to the third speed, the gear 161 and the second switching gear S2 are connected by the first sleeve 162 of the first structure 160. Thus, as shown in FIG. 2 (b), the torque input to the second input shaft 20 via the second clutch C2 is the first gear pair 110, the countershaft 30, the third gear pair 130, and This is transmitted to the output shaft 40 via the first input shaft 10, and the vehicle travels at the fourth speed. In this case, the overall reduction ratio α θ of the transmission 2 is oc 0 = α 1 / α 3 = 2. 1 / 1.35 = 1.56.

[0051] <Forward 4th Speed-Forward 5th Speed>

During the fourth speed traveling, as shown in FIG. 3, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, similarly to the fourth speed, the connection between the gear 171 and the fourth switching gear S4 is maintained by the second sleeve 172 of the second structure 170. Thereby, as shown in FIG. 2 (b), the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the second mechanism 170, and the vehicle Drive at 5th speed. In this case, the speed reduction ratio << 0 of the entire speed change device 2 is << 0 = 1.

[0052] <Forward 5th Speed-Forward 6th Speed>

When traveling in the fifth speed, as shown in FIG. 3, the gear 161 and the first switching gear S 1 are connected by the first sleeve 162 of the first switching mechanism 160. Then, the first clutch C1 is released and the second clutch C2 is connected. At this time, as in the fifth speed, the connection of the fourth switching gear S4 of the second structure 170 is maintained. As a result, as shown in FIG. 2 (b), the torque input to the second input shaft 20 via the second clutch C2 becomes the first gear pair 110, the countershaft 30, and the second gear pair 120. And the vehicle travels at the sixth speed. In this case, the deceleration it α θ of the entire transmission 2 is α Ο = α 1 / α 2 = 2. 1 / 2.9 = 0.72.

[0053] As described above, this transmission 2 can achieve a forward six-speed shift with only four gear pairs and two gears. As a result, the transmission 2 can be reduced in axial dimension as compared with the prior art, and can be downsized. In addition, the overall size of the bag can be prevented from increasing. Further, the transmission 2 can reduce the step of the reduction ratio between the first forward speed and the second speed as shown in FIG. As a result, in this transmission 2, the forward first speed is You can start by sliding the second clutch C2 at the second speed before the first clutch CI finishes sliding. As a result, in this transmission 2, the wear of the facing can be reduced by sharing the load at the time of starting with the first and second clutches Cl and C2.

[0054] 3. Second Embodiment

(1) Transmission structure

A transmission 2 as a second embodiment of the present invention will be described. FIG. 4 (a) shows a configuration diagram of a transmission as a second embodiment of the present invention. As shown in FIG. 4 (a), the transmission 2 includes a first input shaft 10, a second input shaft 20, a counter shaft 30, an output shaft 40, a first gear pair 210, and a second gear pair. 220, a third gear pair 230, a fourth gear pair 240, a first switching mechanism 260, a second shelf structure 270, a casing (not shown), and a force are also configured.

[0055] The first input shaft 10 is for receiving torque from the double clutch device 1, and is provided so as not to rotate relative to the first output shaft 50 of the first clutch C1. The second input shaft 20 is for receiving torque from the dual clutch device 1, and is provided so as not to rotate relative to the second output shaft 60 of the second clutch C2. The first input shaft 10 is a cylindrical member that is coaxially disposed on the outer peripheral side of the second input shaft 20. The secondary shaft 30 is arranged in parallel to the second input shaft 20. The output shaft 40 is for outputting torque from the transmission 2 and is arranged coaxially with the subshaft 30. In this embodiment, the output shaft 40 is disposed on the engine side with respect to the auxiliary shaft 30. As is clear from the above configuration, the auxiliary shaft 30 and the output shaft are arranged in parallel to the first and second input shafts 10 and 20. With this configuration, the transmission 2 can be used in a front-wheel drive vehicle.

The first gear pair 210 is for connecting the second input shaft 20 and the countershaft 30, and includes a gear 211 and a gear 212. The gear 211 is fixed to the second input shaft 20. The gear 212 is fixed to the 畐 IJ shaft 30. The gear 211 and the gear 212 are intertwined with each other. The second gear pair 220 is for connecting the first input shaft 10 and the countershaft 30 and includes a gear 221 and a gear 222. The gear 221 is fixed to the first input shaft 10. The gear 222 is disposed so as to be rotatable relative to the countershaft 30. The gear 221 and the gear 222 are intertwined with each other. The third gear pair 130 is for connecting the first input shaft 10 and the subshaft 30 and includes a gear 231, a gear 232, and the like. Gear 2 31 is fixed to the first input shaft 10. The gear 232 is disposed so as to be rotatable relative to the countershaft 30. The gear 231 and the gear 232 are intertwined with each other. The fourth gear pair 240 is for connecting the output shaft 40 and the first input shaft 10, and includes a gear 241 and a gear 242. The gear 241 is fixed to the first input shaft 10. The gear 242 is disposed so as to be rotatable relative to the output shaft 40. The gear 241 and the gear 242 are intertwined with each other.

[0057] The first mechanism 260 is for selectively connecting and disconnecting the first input shaft 10 and the countershaft 30 with two different reduction ratios. The gear 261 and the first switching gear S1 And a second switching gear S2 and a first sleeve 262. The gear 261 is fixed to the countershaft 30. The first switching gear S1 is provided such that it can rotate relative to the countershaft 30 and cannot rotate relative to the gear 222. The second switching gear S2 is provided such that it can rotate relative to the countershaft 30 and cannot rotate relative to the gear 232. The first sleeve 262 is a cylindrical member disposed on the outer peripheral side of the gear 261, and the inner peripheral side thereof meshes with the gear 261. The first sleeve 262 can be moved relative to the countershaft 30 in the axial direction to switch between connection and release of either the first switching gear S1 or the second switching gear S2 and the gear 261. It is said.

[0058] The second cut-off shelf structure 270 is for selectively connecting and disconnecting either the first input shaft 10 or the counter shaft 30 and the output shaft 40, and includes a gear 271 and a third switch. A gear S3, a fourth switching gear S4, and a second sleeve 272 are included. The gear 271 is fixed to the output shaft 40. The third switching gear S3 is provided such that it can rotate relative to the output shaft 40 and cannot rotate relative to the gear 242. The fourth switching gear S4 is provided so as not to rotate relative to the countershaft 30. The second sleeve 272 is a cylindrical member disposed on the outer peripheral side of the gear 271, and the inner peripheral side thereof meshes with the gear 271. The second sleeve 272 is movable relative to the output shaft 40 in the axial direction so that the connection and disconnection of either the third switching gear S3 or the fourth switching gear S4 and the gear 271 can be switched. Yes.

[0059] Here, the reduction ratio of each gear pair will be described. The reduction gear ratio is generally the number of teeth on the driven side gear divided by the number of teeth on the driving side gear. However, in this embodiment, each gear pair is switched between the driven side and the driving side. Here, for convenience, the first input shaft 10 The gear on the second input shaft 20 side is used as the gear on the driving side. For the fourth gear pair 140, the drive side and the driven side are not interchanged, so the gear on the output shaft 40 side is the driven side gear.

In this embodiment, the reduction ratio of the first to fourth gear pairs is, for example,

α 1 = 1. 85

«2 = 2. 49

«3 = 1. 375

«4 = 0. 76

It is said. With this reduction ratio setting, this transmission 2 can reliably realize a six-speed shift. Specifically, the condition of α 2> α 1> α 3 may be satisfied.

[0061] (2) Operation of transmission

Next, the operation of the transmission 2 will be described with reference to FIG. 4 and FIG. FIG. 4 (b) is a schematic diagram of the torque transmission path of the transmission according to the second embodiment of the present invention, and FIG. Indicates the reduction ratio. In Fig. 4 (b), dotted lines indicate the respective axes, and solid lines indicate the torque transmission paths at the respective shift stages. On the right side of FIG. 4 (b), the operating clutch is indicated by “C1” or “C2”. Further, in FIG. 5, the clutches and the switching gears that are connected at each gear stage are indicated by “◯”, and the switching gears that are connected in preparation for upshifting and downshifting are indicated by “(◯)”. Further, the right side of FIG. 5 shows the reduction ratio of the entire transmission 2, the step of the reduction ratio of each shift stage, and the entire range.

[0062] <Stop to forward 1st speed>

When the vehicle is stopped, the first clutch C1 and the second clutch C2 are disconnected. In this state, as shown in FIG. 5, the gear 261 and the first switching gear S1 are connected by the first sleeve 262 of the first Kuraura structure 260, and the second sleeve 272 of the second Kuraura structure 270 is connected. The gear wheel 271 and the fourth switching gear S4 are connected. Then, the first clutch C1 is connected. As a result, as shown in FIG. 4 (b), the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the second gear pair 220 and the countershaft 30. The vehicle will run at the 1st speed. In this case, the overall reduction ratio << 0 of the transmission 2 is << 0 = «2 = 2.49. [0063] <First forward speed to second forward speed>

When traveling in the first speed, as shown in FIG. 5, the first clutch C1 is disconnected and the second clutch C2 is connected. At this time, as in the first speed, the connection between the gear 271 and the fourth switching gear S4 is maintained by the second sleeve 272 of the second cutting structure 270. Thus, as shown in FIG. 4 (b), the torque input to the second input shaft 20 via the second clutch C2 is transmitted to the output shaft 40 via the first gear pair 210 and the countershaft 30. The vehicle travels at the second speed. In this case, the reduction ratio << 0 of the entire transmission 2 is << 0 = 0: 1 = 1.85.

<0064> <2nd forward speed to 3rd forward speed>

When traveling in the second speed, as shown in FIG. 5, the gear 261 and the second switching gear S2 are connected in advance by the first sleeve 262 of the first switching mechanism 260. Then, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, similarly to the second speed, the connection between the gear 271 and the fourth switching gear S4 is maintained by the second sleeve 272 of the second shelf structure 270. As a result, as shown in FIG. 4 (b), the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the third gear pair 230 and the countershaft 30. The vehicle travels at 3rd speed. In this case, the overall reduction ratio << 0 of the transmission 2 is << 0 = 0: 3 = 1.375.

[0065] <Forward 3rd speed-Forward 4th speed>

During the third speed traveling, as shown in FIG. 5, the connection of the first clutch C1 is released, and the connecting portion in the second switching mechanism 270 is switched from the fourth switching gear S4 to the third switching gear S3. . Thereafter, the second clutch C2 is engaged. At this time, as in the third speed, the connection between the gear 261 and the second switching gear S2 is maintained by the first sleeve 262 of the first switching mechanism 260. As a result, as shown in FIG. 4 (b), the torque input to the second input shaft 20 via the second clutch C2 is the first gear pair 210, the countershaft 30, the third gear pair 230, 1 The transmission is transmitted to the output shaft 40 via the input shaft 10 and the fourth gear pair 240, and the vehicle travels at the fourth speed. In this case, the speed reduction ratio α θ of the entire speed change device 2 is α Ο = α 1 / α 3 «<4 = 1.85 / 1.375 X 0.76 = 1.023.

[0066] <Forward 4th Speed-Forward 5th Speed>

During the fourth speed traveling, as shown in FIG. 5, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, as with the 4th speed, the 3rd in the 2nd cut structure 270 The connection of the switching gear S3 is maintained. As a result, as shown in FIG. 4 (b), the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the fourth gear pair 240, and the fifth Drive at high speed. In this case, the overall reduction ratio << 0 of the transmission 2 is << 0 = << 4 = 0.76.

[0067] <Forward 5th Speed-Forward 6th Speed>

When traveling in the fifth speed, as shown in FIG. 5, the gear 261 and the first switching gear S1 are connected in advance by the first sleeve 262 of the first switching mechanism 260. Then, the connection of the first clutch C1 is released and the second clutch C2 is connected. At this time, as in the fifth speed, the connection of the fourth switching gear S4 in the second cutting structure 270 is maintained. As a result, as shown in FIG. 4 (b), the torque input to the second input shaft 20 via the second clutch C2 is the first gear pair 210, the second gear pair 220, the third gear pair 230, Then, the vehicle is transmitted to the output shaft 40 via the second switching mechanism 270, and the vehicle travels at the sixth speed. In this case, the reduction ratio << 0 of the entire transmission 2 is << 0 = α 1 / α 2 Χ4 = 1.85 / 2.49 X 0.76 = 0.565.

[0068] As described above, the transmission 2 can realize a forward six-speed shift with only four gear pairs and two gears. As a result, the transmission 2 can be reduced in axial dimension as compared with the prior art, and can be downsized. In addition, the overall size of the bag can be prevented from increasing. Further, the transmission 2 can reduce the step of the reduction ratio between the first forward speed and the second speed as shown in FIG. As a result, the transmission 2 can start by sliding the second clutch C2 at the second speed before the first clutch C1 finishes sliding at the first forward speed. As a result, in this transmission 2, the wear of the facing can be reduced by sharing the load at the time of starting with the first and second clutches Cl and C2.

[0069] 4. Third Embodiment

(1) Transmission structure

A transmission 2 as a third embodiment of the present invention will be described. FIG. 6 (a) shows a configuration diagram of a transmission as a third embodiment of the present invention. As shown in FIG. 6 (a), the transmission 2 includes a first input shaft 10, a second input shaft 20, a counter shaft 30, an output shaft 40, a first gear pair 310, and a second gear pair. 320, a third gear pair 330, a fourth gear pair 340, a first switching mechanism 360, a second shelf structure 370, a casing (not shown), and a force are also configured. The first input shaft 10 is for receiving torque from the double clutch device 1, and is provided so as not to rotate relative to the first output shaft 50 of the first clutch C1. The second input shaft 20 is for receiving torque from the dual clutch device 1, and is provided so as not to rotate relative to the second output shaft 60 of the second clutch C2. The first input shaft 10 is a cylindrical member that is coaxially disposed on the outer peripheral side of the second input shaft 20. The secondary shaft 30 is arranged in parallel to the second input shaft 20. The output shaft 40 is for outputting torque from the transmission 2 and is arranged coaxially with the subshaft 30. In this embodiment, the output shaft 40 is disposed on the engine side with respect to the auxiliary shaft 30. As is clear from the above configuration, the auxiliary shaft 30 and the output shaft are arranged in parallel to the first and second input shafts 10 and 20. With this configuration, the transmission 2 can be used in a front-wheel drive vehicle.

The first gear pair 310 is for connecting the second input shaft 20 and the countershaft 30, and includes a gear 311 and a gear 312. The gear 311 is fixed to the second input shaft 20. The gear 312 is fixed to the IJ shaft 30. The gear 311 and the gear 312 are intertwined with each other. The second gear pair 320 is used to connect the first input shaft 10 and the countershaft 30 and includes a gear 321 and a gear 322. The gear 321 is fixed to the first input shaft 10. The gear 322 is disposed so as to be rotatable relative to the countershaft 30. The gear 321 and the gear 322 are intertwined with each other. The third gear pair 330 is for connecting the first human power shaft 10 and the ij shaft 30 and includes a gear 331, a gear 332, and the like. The gear 331 is fixed to the first input shaft 10. The gear 332 is disposed so as to be rotatable relative to the countershaft 30. The gear 331 and the gear 332 are intertwined with each other. The fourth gear pair 340 is for connecting the output shaft 40 and the first input shaft 10, and includes a gear 341 and a gear 342. The gear 341 is fixed to the first input shaft 10. The gear 342 is disposed so as to be rotatable relative to the output shaft 40. The gear 341 and the gear 342 are intertwined with each other.

[0071] The first structure 360 is for selectively connecting and disconnecting the first input shaft 10 and the countershaft 30 at two different reduction ratios. The gear 361 and the first switching gear S1 And a second switching gear S2, a first sleeve 362, and the like. The gear 361 is fixed to the countershaft 30. The first switching gear S1 is rotatable relative to the countershaft 30 and to the gear 322. So that it cannot rotate relative to the other. The second switching gear S2 is provided such that it can rotate relative to the countershaft 30 and cannot rotate relative to the gear 332. The first sleeve 362 is a cylindrical member disposed on the outer peripheral side of the gear 361, and the inner peripheral side thereof meshes with the gear 361. The first sleeve 362 can be moved relative to the countershaft 30 in the axial direction, so that the connection between the first switching gear S1 and the second switching gear S2 and the gear 361 can be switched. It is said.

[0072] The second cut shelf structure 370 is for selectively connecting and disconnecting either the first input shaft 10 or the counter shaft 30 and the output shaft 40. A gear S3, a fourth switching gear S4, and a second sleeve 372 are included. The gear 371 is fixed to the output shaft 40. The third switching gear S3 is provided such that it can rotate relative to the output shaft 40 and cannot rotate relative to the gear 342. The fourth switching gear S4 is provided so as not to rotate relative to the countershaft 30. The second sleeve 372 is a cylindrical member disposed on the outer peripheral side of the gear 371, and the inner peripheral side of the second sleeve 372 meshes with the gear 371. The second sleeve 372 can be switched between connection and disengagement of one of the third switching gear S3 and the fourth switching gear S4 and the gear 371 by moving relative to the output shaft 40 in the axial direction. As

[0073] Here, the reduction ratio of each gear pair will be described. The reduction gear ratio is generally the number of teeth on the driven side gear divided by the number of teeth on the driving side gear. However, in this embodiment, each gear pair is switched between the driven side and the driving side. Here, for the sake of convenience, the gears on the first input shaft 10 and the second input shaft 20 side are assumed to be drive gears. For the fourth gear pair 140, the drive side and the driven side are not interchanged, so the gear on the output shaft 40 side is the driven side gear.

α 1 = 0. 900

«2 = 1. 269

«3 = 0. 638

«4 = 2. 523

It is said. With this reduction ratio setting, this transmission 2 can reliably realize a six-speed shift. Specifically, the condition of α 2> α 1> α 3 may be satisfied. [0075] (2) Operation of transmission

Next, the operation of the transmission 2 will be described with reference to FIGS. FIG. 6 (b) is a schematic diagram of a torque transmission path of a transmission as a third embodiment of the present invention, and FIG. Indicates the reduction ratio. In Fig. 6 (b), the dotted lines indicate the respective axes, and the solid lines indicate the torque transmission paths at the respective shift stages. And, on the right side of FIG. 6 (b), the clutch to be operated is indicated by “C1” or “C2”. Further, in FIG. 7, the clutches and the switching gears that are connected at each gear stage are indicated by “◯”, and the switching gears that are connected in preparation for upshifting and downshifting are indicated by “(◯)”. Further, the right side of FIG. 7 shows the reduction ratio of the entire transmission 2, the step of the reduction ratio of each shift stage, and the entire range.

[0076] <Stop to forward 1st speed>

When the vehicle is stopped, the first clutch C1 and the second clutch C2 are disconnected. In this state, as shown in FIG. 7, the gear 361 and the second switching gear S2 are connected by the first sleeve 362 of the first Kuraura structure 360, and the second sleeve 372 of the second Kuraura structure 370 is connected. The gear 371 and the third switching gear S3 are connected. Then, the second clutch C2 is connected. As a result, as shown in FIG. 6 (b), the torque input to the second input shaft 20 via the second clutch C2 becomes the first gear pair 310, the third gear pair 330, the first input shaft 10 And the fourth gear pair 340 to the output shaft 40, and the vehicle travels at the first speed. At this time, the first clutch C1 is disengaged so that torque is not input to the first input shaft 10. In this case, the speed reduction ratio α θ of the entire transmission device 2 is α Ο = α 1 / α 3 «4 = 0.900 / 0.638 X2.5 23 = 3.557.

[0077] <Forward first speed to Forward second speed>

When traveling in the first speed, as shown in FIG. 7, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, similarly to the first speed, the connection between the gear 371 and the third switching gear S3 is maintained by the second sleeve 372 of the second cutting mechanism 370. Thus, as shown in FIG. 6 (b), the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the fourth gear pair 340, and the vehicle Drive at 2nd speed. In this case, the deceleration it α θ of the entire transmission device 2 is «0 =« 4 = 2.523. [0078] <Forward 2nd Speed-Forward 3rd Speed>

When traveling in the second speed, as shown in FIG. 7, the gear 361 and the second switching gear S2 are connected in advance by the first sleeve 362 of the first Kiriura structure 360. Then, the connection of the first clutch C1 is released and the second clutch C2 is connected. At this time, similarly to the second speed, the connection between the gear 371 and the third switching gear S3 is maintained by the second sleeve 372 of the second cutting mechanism 370. Thus, as shown in FIG. 6 (b), the torque input to the second input shaft 20 via the second clutch C2 is the first gear pair 310, the countershaft 30, the second gear pair 320, the second gear The vehicle travels at the third speed by being transmitted to the output shaft 40 via the input shaft and the fourth gear pair 340. In this case, the speed reduction ratio α θ of the entire transmission device 2 is α Ο = α 1 / α 2 «4 = 0.900 / 1.269 X 2.523 = 1.789.

[0079] <Forward 3rd Speed-Forward 4th Speed>

When traveling in the third speed, as shown in FIG. 7, the connection of the second clutch C2 is released, and the connecting portion in the second switching mechanism 370 is switched from the third switching gear S3 to the fourth switching gear S4. . Then, the first clutch C1 is connected. At this time, similarly to the third speed, the connection between the gear 361 and the first switching gear S1 is maintained by the first sleeve 362 of the first Kuraura structure 360. Thus, as shown in FIG. 6 (b), the torque input to the second input shaft 20 via the second clutch C2 is applied to the output shaft 40 via the second gear pair 320 and the countershaft 30. The vehicle travels at the 4th speed. In this case, the overall reduction ratio α 0 of the transmission 2 is α 0 = α 2 = 1.269.

[0080] <Forward 4th Speed-Forward 5th Speed>

During the fourth speed traveling, as shown in FIG. 7, the first clutch C1 is disconnected and the second clutch C2 is connected. At this time, as in the fourth speed, the connection of the fourth switching gear S4 in the second cutting structure 370 is maintained. As a result, as shown in FIG. 6 (b), the torque input to the second input shaft 20 via the second clutch C2 is applied to the output shaft 40 via the first gear pair 310 and the countershaft 30. The vehicle travels at the 5th speed. In this case, the overall reduction ratio α θ of the transmission 2 is α Ο = α 1 = 0.900.

[0081] <5th forward speed to 6th forward speed>

When traveling in the fifth speed, as shown in FIG. 7, the first sleeve 362 of the first cutting mechanism 360 is used in advance. The helical gear 361 and the second switching gear S2 are connected. Then, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, as in the fourth speed, the connection of the fourth switching gear S4 in the second shelf structure 370 is maintained. Thus, as shown in FIG. 6 (b), the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the third gear pair 330 and the countershaft 30. The vehicle will run at 6th speed. In this case, the deceleration it α θ of the entire transmission 2 is «0 =« 3 = 0.638.

[0082] As described above, this transmission 2 can realize a forward six-speed shift with only four gear pairs and two gears. As a result, the transmission 2 can be reduced in axial dimension as compared with the prior art, and can be downsized. In addition, the overall size of the bag can be prevented from increasing. Further, the transmission 2 can reduce the step of the reduction ratio between the first forward speed and the second speed as shown in FIG. As a result, the transmission 2 can start by sliding the second clutch C2 at the second speed before the first clutch C1 finishes sliding at the first forward speed. As a result, in this transmission 2, the wear of the facing can be reduced by sharing the load at the time of starting with the first and second clutches Cl and C2.

[0083] 5. Fourth Embodiment

(1) Transmission structure

A transmission 2 as a fourth embodiment of the present invention will be described. FIG. 8 (a) shows a configuration diagram of a transmission as a fourth embodiment of the present invention. As shown in FIG. 8 (a), the transmission 2 includes a first input shaft 10, a second input shaft 20, a counter shaft 30, an output shaft 40, a first gear pair 410, and a second gear pair. 420, the third gear pair 430, the fourth gear pair 440, the first switching mechanism 460, the second shelf structure 470, the third shelf structure 480, the casing (not shown) and the force are also configured. ing

[0084] The first input shaft 10 is for receiving torque from the double clutch device 1, and is provided so as not to rotate relative to the first output shaft 50 of the first clutch C1. The second input shaft 20 is for receiving torque from the dual clutch device 1, and is provided so as not to rotate relative to the second output shaft 60 of the second clutch C2. The second input shaft 20 is a cylindrical member that is coaxially disposed on the outer peripheral side of the first input shaft 10. The secondary shaft 30 is arranged in parallel to the first input shaft 10. The output shaft 40 outputs torque from the transmission 2. And is arranged coaxially with the countershaft 30. In this embodiment, the output shaft 40 is disposed on the engine side with respect to the auxiliary shaft 30. As is clear from the above configuration, the auxiliary shaft 30 and the output shaft are arranged in parallel to the first and second input shafts 10 and 20. With this configuration, the transmission 2 can be used in a front-wheel drive vehicle.

The first gear pair 410 is used to connect the second input shaft 20 and the countershaft 30 and includes a gear 411 and a gear 412. The gear 411 is fixed to the second input shaft 20. The gear 412 is fixed to the IJ shaft 30. The gear 411 and the gear 412 are intertwined with each other. The second gear pair 420 is for connecting the first input shaft 10 and the countershaft 30, and includes a gear 421 and a gear 422. The gear 421 is disposed so as to be rotatable relative to the first input shaft 10. The gear 422 is fixed to the countershaft 30. The gear wheel 421 and the gear wheel 422 are intertwined with each other. The third gear pair 430 is for connecting the first input shaft 10 and the countershaft 30, and is also configured with a gear 431, a gear 432, and a force. The gear 431 is arranged to be rotatable relative to the first input shaft 10. The gear 432 is fixed to the countershaft 30. The gear 431 and the gear 432 are intertwined with each other. The fourth gear pair 440 is for connecting the output shaft 40 and the countershaft 30, and includes a gear 441 and a gear 442. The gear 441 is disposed so as to be rotatable relative to the first input shaft 10. The gear 442 is fixed to the output shaft 40. And the gears 441 and 442 are mixed with each other!

[0086] The first structure 460 is for selectively connecting and disconnecting the first input shaft 10 and the countershaft 30 at two different reduction ratios. The gear 461 and the first switching gear S1 And a second switching gear S2 and a first sleeve 462. The gear 461 is fixed to the first input shaft 10. The first switching gear S1 is provided such that it can rotate relative to the first input shaft 10 and cannot rotate relative to the gear 421. The second switching gear S2 is provided such that it can rotate relative to the first input shaft 10 and cannot rotate relative to the gear 431. The first sleeve 462 is a cylindrical member disposed on the outer peripheral side of the gear 461, and the inner peripheral side thereof meshes with the gear 461. The first sleeve 462 is movable relative to the first input shaft 10 in the axial direction, so that one of the first switching gear S1 and the second switching gear S2 is connected to and disconnected from the gear 461. Can be switched. The second switching mechanism 470 is for selectively connecting and disconnecting the first input shaft 10 and the output shaft 40. The second switching mechanism 470 includes a gear 471, a third switching gear S3, a second sleeve 472, and the like. It consists of The gear 471 is fixed to the first input shaft 10. The third switching gear S3 is provided such that it can rotate relative to the first input shaft 10 and cannot rotate relative to the gear 441. The second sleeve 472 is a cylindrical member disposed on the outer peripheral side of the gear 471, and the inner peripheral side thereof meshes with the gear 471. The second sleeve 472 is movable relative to the output shaft 40 in the axial direction so that the connection and release of the connection between the third switching gear S3 and the gear 471 can be switched.

[0088] The third switching mechanism 480 is for selectively connecting and disconnecting the sub-shaft 30 and the output shaft 40. The third switching mechanism 480 is provided with a gear 481, a fourth switching gear S4, a third sleeve 482, and a force. It is configured . The gear 481 is fixed to the countershaft 30. The fourth switching gear S4 is provided so as not to rotate relative to the output shaft 40. The third sleeve 482 is a cylindrical member disposed on the outer peripheral side of the gear 481, and the inner peripheral side thereof meshes with the gear 481. The third sleeve 482 can move relative to the output shaft 40 in the axial direction so that the connection and disconnection of the fourth switching gear S4 and the gear 481 can be switched.

Here, the reduction ratio of each gear pair will be described. The reduction gear ratio is generally the number of teeth on the driven side gear divided by the number of teeth on the driving side gear. However, in this embodiment, each gear pair is switched between the driven side and the driving side. Here, for the sake of convenience, the gears on the first input shaft 10 and the second input shaft 20 side are assumed to be drive gears. For the fourth gear pair 140, the drive side and the driven side are not interchanged, so the gear on the output shaft 40 side is the driven side gear.

α 1 = 2.2

«2 = 2. 9

α 3 = 1.5

«4 = 0.7

It is said. With this reduction ratio setting, this transmission 2 can reliably realize a six-speed shift. Specifically, the condition of α 2> α 1> α 3 may be satisfied. [0091] (2) Operation of transmission

Next, the operation of the transmission 2 will be described with reference to FIGS. FIG. 8 (b) is a schematic diagram of the torque transmission path of the transmission as the fourth embodiment of the present invention, and FIG. Indicates the reduction ratio. In FIG. 8 (b), the dotted lines indicate the respective axes, and the solid lines indicate the torque transmission paths at the respective shift stages. Further, on the right side of FIG. 8 (b), the operating clutch is indicated by “C1” or “C2”. Further, in FIG. 9, the clutches and the switching gears connected at the respective speeds are indicated by “◯”, and the switching gears connected in preparation for upshifting and downshifting are indicated by “(◯)”. In addition, the right side of FIG. 9 shows the reduction ratio of the entire transmission 2, the step of the reduction ratio of each shift stage, and the entire range.

[0092] <Stop to forward 1st speed>

When the vehicle is stopped, the first clutch C1 and the second clutch C2 are disconnected. In this state, as shown in FIG. 9, the gear 461 and the first switching gear S1 are connected by the first sleeve 462 of the first switching mechanism 460, and the teeth are connected by the third sleeve 482 of the third Kuraura structure 480. The vehicle 481 and the fourth switching gear S4 are connected. Then, the first clutch C1 is connected. Thus, as shown in FIG. 8 (b), the torque input to the first input shaft 10 via the first clutch C1 is transferred to the output shaft 40 via the second gear pair 420 and the countershaft 30. The vehicle travels at the 1st speed. In this case, the overall reduction ratio << 0 of the transmission 2 is << 0 = 0: 2 = 2.9.

[0093] <First forward speed to second forward speed>

When traveling in the first speed, as shown in FIG. 9, the first clutch C1 is disconnected and the second clutch C2 is connected. At this time, as in the first speed, the connection of the fourth switching gear S4 in the third cutting mechanism 480 is maintained. Thus, as shown in FIG. 8 (b), the torque input to the second input shaft 20 via the second clutch C2 is applied to the output shaft 40 via the first gear pair 410 and the countershaft 30. The vehicle travels at the second speed. In this case, the deceleration it a O of the entire transmission 2 is α 0 = α 1 = 2.2.

[0094] <Forward 2nd Speed-Forward 3rd Speed>

When traveling in the second speed, the gear 461 and the second switching gear S2 are connected in advance by the first sleeve 462 of the first switching mechanism 460, as shown in FIG. And the connection of the second clutch C2 is released At the same time, the first clutch CI is connected. At this time, as in the second speed, the connection of the fourth switching gear S4 in the second shelf structure 470 is maintained. Thus, as shown in FIG. 8 (b), the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the third gear pair 430 and the auxiliary shaft 30. The vehicle travels at 3rd speed. In this case, the overall reduction ratio α θ of the transmission 2 is α Ο = α 3 = 1.5.

[0095] <Forward 3rd Speed-Forward 4th Speed>

During the third speed traveling, as shown in FIG. 9, the connection of the first clutch C1 is released, the connection of the fourth switching gear S4 of the third switching mechanism 480 is released, and the third switching mechanism 470 The switching gear S3 is connected. Then, the second clutch C2 is connected. At this time, as in the third speed, the connection of the second switching gear S2 in the first switching mechanism 460 is maintained. Thus, as shown in FIG. 8 (b), the torque input to the first input shaft 10 via the first clutch C1 is the first gear pair 410, the countershaft 30, the third gear pair 430, and the first gear shaft 430. This is transmitted to the output shaft 40 via the four-gear pair 440, and the vehicle travels at the fourth speed. In this case, the overall reduction ratio << 0 of the transmission 2 is α α = α1 / α3Χ «4 = 2.2.5 / 1.5X0.7 = 1.03.

[0096] <Forward 4th Speed-Forward 5th Speed>

During the fourth speed traveling, as shown in FIG. 9, the connection of the second clutch C2 is released and the first clutch C1 is connected. At this time, similarly to the fourth speed, the connection of the third switching gear S3 in the second cutting structure 470 is maintained. As a result, as shown in FIG. 8 (b), the torque input to the first input shaft 10 via the first clutch C 1 is transmitted to the output shaft 40 via the fourth gear pair 440, and the vehicle Drive at 5th speed. In this case, the overall reduction ratio α θ of the transmission 2 is oc 0 = «3 = 0.7.

[0097] <Forward 5th Speed-Forward 6th Speed>

When traveling in the fifth speed, as shown in FIG. 9, the gear 461 and the first switching gear S 1 are connected in advance by the first sleeve 462 of the first switching mechanism 460. Then, the first clutch C1 is released and the second clutch C2 is connected. At this time, as in the fourth speed, the connection of the third switching gear S3 in the second cutting structure 470 is maintained. As a result, as shown in FIG. 8 (b), the torque input to the second input shaft 20 via the second clutch C2 is applied to the first gear pair 410, the countershaft 30, the second gear pair 420, and the second gear shaft 420. Is transmitted to the output shaft 40 via the four-gear pair 440, Drive at 6th speed. In this case, the speed reduction ratio α 0 of the entire transmission 2 is _α 0 = ο _; ΐΖ α 2 «« 4 = 2. 2 / 2.9 X 0.7 = 0.53.

[0098] As described above, this transmission 2 can realize a forward six-speed shift with only four gear pairs and two gears. As a result, the transmission 2 can be reduced in axial dimension as compared with the prior art, and can be downsized. In addition, the overall size of the bag can be prevented from increasing. Further, the transmission 2 can reduce the step of the reduction ratio between the first forward speed and the second speed as shown in FIG. As a result, the transmission 2 can start by sliding the second clutch C2 at the second speed before the first clutch C1 finishes sliding at the first forward speed. As a result, in this transmission 2, the wear of the facing can be reduced by sharing the load at the time of starting with the first and second clutches Cl and C2.

[0099] 6. Fifth Embodiment

(1) Transmission structure

The transmission 2 as the fifth embodiment of the present invention mounted on the AMT described above will be described. FIG. 10 (a) shows a configuration diagram of a transmission as a fifth embodiment of the present invention. As shown in FIG. 10 (a), the transmission 2 includes a first input shaft 10, a second input shaft 20, a counter shaft 30, an output shaft 40, a first gear pair 510, and a second gear pair. 520, third gear pair 530, fourth gear pair 540, fifth gear pair 550, first switching mechanism 560, second switching mechanism 570, third switching mechanism 580, casing (not shown) ).

[0100] The first input shaft 10 is for receiving torque from the double clutch device 1, and is provided so as not to rotate relative to the first output shaft 50 of the first clutch C1. The second input shaft 20 is for receiving torque from the dual clutch device 1, and is provided so as not to rotate relative to the second output shaft 60 of the second clutch C2. The second input shaft 20 is a cylindrical member that is coaxially disposed on the outer peripheral side of the first input shaft 10. The secondary shaft 30 is arranged in parallel to the first input shaft 10. The output shaft 40 is for outputting torque from the transmission 2 and is disposed coaxially with the first input shaft 10. As is clear from the above configuration, the first input shaft 10, the second input shaft 20, and the output shaft 40 are arranged on the same axis, and the auxiliary shaft 30 is arranged in parallel to these axes. ing. With this configuration, the transmission 2 can be used in an FF vehicle. [0101] The first gear pair 510 is for connecting the second input shaft 20 and the countershaft 30, and includes a gear 511 and a gear 512. The gear 511 is fixed to the second input shaft 20. The gear 512 is fixed to the 畐 IJ shaft 30. The gear 511 and the gear 512 are intertwined with each other. The second gear pair 520 is for connecting the first input shaft 10 and the countershaft 30 and includes a gear 521 and a gear 522. The gear 521 is disposed so as to be rotatable relative to the first input shaft 10. The gear 522 is fixed to the countershaft 30. The tooth wheel 521 and the gear 522 are intertwined with each other. The third gear pair 530 is used to connect the first input shaft 10 and the countershaft 30 and includes a gear 531, a gear 532, and the like. The gear 531 is disposed so as to be rotatable relative to the first input shaft 10. The gear 532 is fixed to the countershaft 30. The gear 531 and the gear 532 are intertwined with each other. The fourth gear pair 540 is used to connect the output shaft 40 and the countershaft 30 and includes a gear 541 and a gear 542. The gear 541 is disposed so as to be rotatable relative to the output shaft 40. The gear 542 is fixed to the countershaft 30. The gear 541 and the gear 542 are intertwined with each other. The fifth gear pair 550 is for connecting the first input shaft 10 and the countershaft 30, and includes a gear 551 and a gear 552. The gear 551 is disposed so as to be rotatable relative to the first input shaft 10. The gear 552 is fixed to the countershaft 30. The gear 551 and the gear 552 are intertwined with each other.

[0102] The first structure 560 is for selectively connecting and disconnecting the first input shaft 10 and the countershaft 30 with two different reduction ratios. The gear 561 and the first switching gear S1 And a second switching gear S2 and a first sleeve 562. The gear 561 is fixed to the first input shaft 10. The first switching gear S1 is provided such that it can rotate relative to the first input shaft 10 and cannot rotate relative to the gear 521. The second switching gear S2 is provided such that it can rotate relative to the first input shaft 10 and cannot rotate relative to the gear 531. The first sleeve 562 is a cylindrical member disposed on the outer peripheral side of the gear 561, and the inner peripheral side thereof meshes with the gear 561. The first sleeve 562 is movable relative to the first input shaft 10 in the axial direction, so that one of the first switching gear S1 and the second switching gear S2 is connected to and disconnected from the gear 561. Can be switched.

[0103] The second shelf structure 570 includes either the first input shaft 10 or the auxiliary shaft 30 and the output shaft 40. This is for selectively connecting and disconnecting, and comprises a gear 571, a third switching gear S3, a fourth switching gear S4, and a second sleeve 572. The gear 571 is fixed to the output shaft 40. The third switching gear S3 is provided such that it can rotate relative to the output shaft 40 and cannot rotate relative to the gear 541. The fourth switching gear S4 is provided so as not to rotate relative to the first input shaft 10. The second sleeve 572 is a cylindrical member disposed on the outer peripheral side of the gear 571, and the inner peripheral side thereof meshes with the gear 571. The second sleeve 5 72 can be moved relative to the output shaft 40 in the axial direction, so that the connection and release of either the third switching gear S3 or the fourth switching gear S4 and the gear 571 can be switched. It is.

[0104] The third cutting mechanism 580 is for selectively connecting and disconnecting the first input shaft 10 and the countershaft 30, and includes a gear 581, a fifth switching gear S5, a third sleeve 582, and the like. It consists of The gear 581 is fixed to the first input shaft 10. The fifth switching gear S5 is provided such that it can rotate relative to the first input shaft 10 and cannot rotate relative to the gear 551. The third sleeve 582 is a cylindrical member disposed on the outer peripheral side of the gear 581, and the inner peripheral side thereof meshes with the gear 581. The third sleeve 582 is movable relative to the first input shaft 10 in the axial direction, so that the connection between the fifth switching gear S5 and the gear 581 can be switched.

[0106] In this embodiment, the reduction ratio of the first to fifth gear pairs is, for example,

«1 = 1. 19

«2 = 1. 85

«3 = 0. 84

«4 = 2. 41 «5 = 1. 52

It is said. By setting this reduction ratio, the transmission 2 can surely achieve an eight-speed shift. Specifically, it is only necessary to satisfy the following conditions: 0; 2> 0; 5> 0; 1> 0;

[0107] (2) Operation of transmission

Next, the operation of the transmission 2 will be described with reference to FIGS. FIG. 10 (b) is a schematic diagram of the torque transmission path of the transmission according to the fifth embodiment of the present invention, and FIG. And the reduction ratio. In Fig. 10 (b), the dotted line indicates each axis, and the solid line indicates the torque transmission path at each gear stage. Further, on the right side of FIG. 10 (b), the clutch to be operated is indicated by “C 1” or “C 2”. Further, in FIG. 11, the clutches and the switching gears connected at each gear stage are indicated by “◯”, and the switching gears connected in preparation for upshifting and downshifting are indicated by “(◯)”. In addition, the right side of FIG. 11 shows the reduction ratio of the entire transmission device 2, the step of the reduction ratio of each shift stage, and the entire range.

[0108] <Stop to forward 1st speed>

When the vehicle is stopped, the first clutch C1 and the second clutch C2 are disconnected. In this state, as shown in FIG. 11, the gear 561 and the first switching gear S1 are connected by the first sleeve 562 of the first switching mechanism 560, and the gear by the second sleeve 572 of the second notch structure 570. 571 and fourth switching gear S4 are connected. Then, the first clutch C1 is connected. As a result, as shown in FIG. 10 (b), the torque input to the first input shaft 10 via the first clutch C1 is applied to the second gear pair 520, the countershaft 30, and the fourth gear pair 540. To the output shaft 40 and the vehicle travels at the first speed. In this case, the overall reduction ratio << 0 of the transmission 2 is << 0 = α 2 Χ «4 = 1.85 X 2.41 = 4.46.

[0109] <Forward 1st Speed-Forward 2nd Speed>

When traveling in the first speed, as shown in FIG. 11, the connection of the first clutch C1 is released and the second clutch C2 is connected. At this time, similarly to the first speed, the connection of the third switching gear S3 in the second cutting structure 570 is maintained. As a result, as shown in FIG. 10 (b), the torque input to the second input shaft 20 via the second clutch C2 becomes the first gear pair 510, the countershaft 30, and the like. And is transmitted to the output shaft 40 via the fourth gear pair 540 and travels at the second speed. In this case, the deceleration it αθ of the entire speed change device 2 is αΟ = αΙΧ4 = 1.19X2.41 = 2.87.

[0110] <Forward 2nd Speed-Forward 3rd Speed>

During the second speed travel, as shown in FIG. 11, the gear 561 and the second switching gear S2 are connected in advance by the first sleeve 562 of the first switching mechanism 560. Then, the second clutch C2 is disconnected and the first clutch C1 is connected. At this time, as in the second speed, the connection of the third switching gear S3 in the second switching mechanism 570 is maintained. As a result, as shown in FIG. 10 (b), the torque input to the first input shaft 10 via the first clutch C1 becomes the third gear pair 530, the countershaft 30, and the fourth gear pair 540. Is transmitted to the output shaft 40 through the vehicle, and the vehicle travels at the third speed. In this case, the deceleration it αθ of the entire transmission device 2 is αΟ = α3 «<< 4 = 0.84X2.4 1 = 2.02.

[0111] <Forward 3rd Speed-Forward 4th Speed>

When traveling in the third speed, as shown in FIG. 11, the connection of the first clutch C1 is released, and the connecting portion in the second switching mechanism 570 is switched from the third switching gear S3 to the fourth switching gear S4. Then, the second clutch C2 is connected. At this time, as in the third speed, the connection of the second switching gear S2 in the first cutting mechanism 560 is maintained. As a result, as shown in FIG. 10 (b), the torque input to the first input shaft 10 via the first clutch C1 passes through the first gear pair 510, the countershaft 30, and the third gear pair 530. Is transmitted to the output shaft 40, and the vehicle travels at the fourth speed. In this case, the overall reduction ratio αθ of the transmission 2 is αΟ = αΐΖα3 = 1.19 / 0.84 = 1.42.

[0112] <Forward 4th Speed-Forward 5th Speed>

During the fourth speed traveling, as shown in FIG. 11, the second clutch C2 is disconnected and the first clutch C1 is connected. At this time, as in the fourth speed, the connection of the fourth switching gear S4 in the second Kiriura structure 570 is maintained. Thus, as shown in FIG. 10 (b), the torque input to the first input shaft 10 via the first clutch C1 is transmitted to the output shaft 40 via the second Kiriura structure 570, and The vehicle runs at the fifth speed. In this case, the reduction ratio αθ of the entire transmission 2 is α 0 = 1.

[0113] <Forward 5th Speed-Forward 6th Speed> During the fifth speed travel, as shown in FIG. 11, the connection of the first clutch C1 is released and the connection of the fourth switching gear S4 of the second switching mechanism 570 is released. Then, after the fifth switching gear S5 of the third switching mechanism 580 is coupled, the second clutch C2 is coupled. As a result, as shown in FIG. 10 (b), the torque input to the second input shaft 20 via the second clutch C2 is output to the output shaft via the first gear pair 510 and the fifth gear pair 550. The vehicle travels at 6th speed. In this case, the overall reduction ratio << 0 of the transmission 2 is << 0 = 0: 170; 5 = 1.19 / 1.5 2 = 0.78.

[0114] <Forward 6th Speed-Forward 7th Speed>

When traveling in the sixth speed, as shown in FIG. 11, the second clutch C2 connection is released, and the first switching gear S1 of the first switching mechanism 560 and the fourth switching gear S4 of the second switching mechanism 570 are disengaged. Each is connected. Thereafter, the second clutch C2 is engaged again. Thus, as shown in FIG. 10 (b), the torque input to the second input shaft 20 via the second clutch C2 is transmitted via the first gear pair 510, the countershaft 30, and the second gear pair 520. Is transmitted to the output shaft 40, and the vehicle travels at the seventh speed. In this case, the reduction ratio α 0 of the entire transmission 2 is _α 0 = ο _; ΐΖα2 = 1. 19 / 1.85 = 0.64.

The speed change device 2 in this embodiment can further provide one shift speed (first forward speed 1 ′) between the first speed and the second speed in addition to the above seventh forward speed. Specifically, when the vehicle is stopped, as shown in FIG. 11, the third switching gear S3 of the second switching mechanism 570 and the fifth switching gear S5 of the third switching mechanism 580 are connected, and the first clutch Connect C1 gradually. As a result, as shown in FIG. 10 (b), the torque input to the first input shaft 10 via the first clutch C1 becomes the fifth gear pair 550, the countershaft 30, and the fourth gear pair 540. To the output shaft 40, and the vehicle travels at the first speed. In this case, the reduction ratio oc 0 of the entire transmission 2 is αΟ = α5Χ4 = 1.52X2.41 = 3.66.

[0115] As described above, this transmission 2 can realize a forward six-speed shift with only four gear pairs and two switching mechanisms. As a result, the transmission 2 can be reduced in axial dimension as compared with the prior art, and can be downsized. In addition, the overall size of the bag can be prevented from increasing. In addition, this transmission 2 reduces the forward first speed and the second speed as shown in FIG. The speed ratio step can be reduced. As a result, the transmission 2 can start by sliding the second clutch C2 at the second speed before the first clutch C1 finishes sliding at the first forward speed. As a result, in this transmission 2, the wearing of the facing can be reduced by sharing the load at the time of starting with the first and second clutches Cl and C2. In this gearbox 2, by selecting two starting speeds, it is possible to run with an emphasis on acceleration and fuel efficiency.

[0116] 7. Other Embodiments

The present invention is not limited to the above-described embodiments, and various modifications or corrections can be made without departing from the scope of the present invention.

[0117] (1) Reduction ratio

In the above-described embodiment, the reduction ratio is exemplified, but the reduction ratio is not limited thereto. Other numerical values may be used as long as certain conditions are satisfied.

[0118] (2) Shifting operation

In the above-described embodiment, the operation of the transmission 2 is described, but this does not limit the speed change operation of the transmission 2. Therefore, the transmission 2 can perform other speed change operations.

[0119] (3) Cut

In the above-described embodiment, the arrangement of structures is illustrated, but the present invention is not limited to these arrangements. The axial arrangement of each switching mechanism may be switched, or the fixed side and the relative rotation side of the gear may be switched. In addition, the above-described embodiment may adopt a conventional mechanism (such as a synchro mechanism) that does not specifically limit the type of the switching mechanism.

Industrial applicability

[0120] The present invention can be used in a transmission, particularly a transmission corresponding to a double clutch device.

Claims

The scope of the claims

[1] A transmission that is mounted on an automatic transmission having a dual clutch device that can selectively connect and disconnect the first and second clutches, and that transmits torque of the engine force to the output side.

A first input shaft to which torque is input via the first clutch;

A second input shaft to which torque is input via the second clutch;

A secondary shaft arranged in parallel to the first input shaft;

An output shaft arranged coaxially with respect to any one of the first input shaft and the auxiliary shaft;

A first gear pair composed of a first gear fixed to the second input shaft and a second gear fixed to the auxiliary shaft and meshed with the first gear;

A first switching mechanism capable of selectively connecting and disconnecting the first input shaft and the sub shaft with at least two different reduction ratios;

A transmission apparatus comprising: a second switching mechanism capable of selectively connecting and releasing the connection between either the first input shaft or the sub shaft and the output shaft.

[2] A third gear fixed to one of the first input shaft and the sub shaft, and the third gear arranged to be rotatable relative to the other of the first input shaft and the sub shaft; A second gear pair comprised of a fourth gear that meshes,

A fifth gear fixed to one of the first input shaft and the countershaft and a fifth gear that is arranged to be rotatable relative to the other of the first input shaft and the subshaft. A third gear pair composed of a sixth gear;

The first switching mechanism is capable of connecting the first input shaft and the auxiliary shaft via one of the second and third gear pairs.

The transmission according to claim 1.

[3] A seventh gear fixed to one of the countershaft and the output shaft and a seventh gear that is arranged to be rotatable relative to the other of the countershaft and the output shaft. A fourth gear pair composed of an eighth gear,

The second switching mechanism includes a connection between the auxiliary shaft and the output shaft via the fourth gear pair; The first input shaft and the output shaft can be selectively switched and released without connection via the fourth gear pair.

The transmission according to claim 1 or 2.

[4] a seventh gear fixed to one of the first input shaft and the output shaft, and the seventh gear arranged to be rotatable relative to the other of the first input shaft and the output shaft; And further comprising a fourth gear pair composed of a meshing eighth gear,

The second switching mechanism selects a connection between the first input shaft and the output shaft via the fourth gear pair and a connection between the auxiliary shaft and the output shaft not via the fourth gear pair. Can be switched and released automatically,

The transmission according to claim 1 or 2.

[5] A ninth gear fixed to one of the first input shaft and the sub shaft;

A fifth gear pair composed of a tenth gear disposed so as to be rotatable relative to the other one of the input shaft and the subshaft and meshing with the ninth gear;

A third switching mechanism capable of selectively connecting and disconnecting either one of the first input shaft and the sub shaft and the other of the first input shaft and the sub shaft via the fifth gear pair; The transmission according to any one of claims 1 to 3.

[6] The reduction ratio of the first gear pair from the second input shaft to the countershaft is smaller than the reduction ratio of the second gear pair from the first input shaft to the subshaft.

A reduction ratio of the third gear pair from the first input shaft to the sub-shaft is smaller than a reduction ratio of the first gear pair from the second input shaft to the sub-shaft;

The transmission according to any one of claims 2 to 5.

[7] A reduction ratio of the fifth gear pair from the first input shaft to the sub shaft is smaller than a reduction ratio of the second gear pair from the first input shaft to the sub shaft.

A reduction ratio of the fifth gear pair from the first input shaft to the sub-shaft is greater than a reduction ratio of the first gear pair from the second input shaft to the sub-shaft;

The transmission according to claim 6.

[8] The output shaft is arranged coaxially with the first input shaft.

The transmission according to any one of claims 1 to 7.

[9] The output shaft is arranged coaxially with the sub-axis.

The transmission according to any one of claims 1 to 7.

[10] The output shaft is a cylindrical member arranged coaxially on the outer peripheral side of the auxiliary shaft.

The transmission according to any one of claims 1 to 7.

[11] The second input shaft is a cylindrical member disposed coaxially on the outer peripheral side of the first input shaft.

The transmission according to any one of claims 1 to 10.

[12] The first input shaft is a cylindrical member disposed coaxially on the outer peripheral side of the second input shaft.

The transmission according to any one of claims 1 to 10.