WO2016204015A1

WO2016204015A1 - Transmission

Info

Publication number: WO2016204015A1
Application number: PCT/JP2016/066850
Authority: WO
Inventors: 昌夫泉
Original assignee: 本田技研工業株式会社
Priority date: 2015-06-19
Filing date: 2016-06-07
Publication date: 2016-12-22

Abstract

In a normal dual-clutch transmission, the drive force of a drive source is selectively inputted to two systems, namely a first input shaft and a second input shaft. In an embodiment of the present invention, the drive force of a drive source (P) is selectively inputted to three systems, namely first to third auxiliary input shafts (Is1-Is3), and thus interlocking does not readily occur during gear changes, and, not only can a reduction in the size of a framework be achieved, but an increase in the number of steps during skip gear changes can be inhibited, and gear change responsiveness can be improved. Moreover, as a result of increasing the number of frictional engagement devices (CL1-CL3) from two to three in comparison to a normal dual-clutch transmission, the probability of a frictional engagement device engaged at a current speed coinciding with a frictional engagement device engaged at a target speed is reduced, and the probability of a clutch-to-clutch gear change without any torque loss becoming possible is increased. Accordingly, provided is a triple-clutch transmission which can more effectively inhibit an increase in the number of steps during skip gear changes, and can improve gear change responsiveness.

Description

transmission

The present invention includes first to third auxiliary input shafts arranged coaxially with respect to an input shaft, and a pair of auxiliary output shafts arranged coaxially with respect to a pair of output shafts, respectively, The present invention relates to a triple clutch type transmission that selectively inputs to one of the auxiliary input shafts via three friction clutches and selectively outputs the driving force from one of the output shafts.

An input shaft arranged coaxially and a pair of output shafts arranged coaxially respectively, and a driving force of a driving source is selectively inputted to any of the input shafts via two friction clutches In addition, in a so-called dual clutch type transmission that selectively outputs the driving force from any output shaft, a simple flow power transmission path that directly outputs the driving force from the input shaft to one output shaft, and an input Combined with a complex flow power transmission path that outputs driving force from the shaft through both output shafts, the limited number of gears can be used effectively, avoiding an increase in the size of the skeleton and increasing to 10 stages. A transmission (see FIG. 25) having a multistage structure is known from Patent Document 1 below.

German Patent Publication No. DE 10 2011 2011 117 046 A1

By the way, the shift of the transmission includes a sequential shift that shifts between consecutive shift stages and a jump shift that shifts between non-continuous shift stages. There is a one-step jump shift that shifts to the third speed shift step and the two-step jump shift that shifts from the first speed shift step to the second speed shift step and the third speed shift step to the fourth speed shift step.

The conventional transmission, which is a type of dual clutch transmission, can shift without torque loss by shifting two friction clutches in a state where the next shift stage is pre-shifted in advance when performing sequential shifts. It becomes possible. However, if a jump shift without torque loss is attempted, it is not possible to jump directly from the current shift stage to the target shift stage, and in many cases, a plurality of temporary shifts are required in the process of shifting from the current shift stage to the target shift stage. There is a need to shift while preventing torque loss via the shift speed (multi-step shift), and there is a problem that shift response is reduced.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a transmission capable of avoiding as many steps as possible during a jump shift while miniaturizing and increasing the number of stages.

In order to achieve the above object, according to the present invention, an input shaft to which a driving force from a driving source is input, and the input shaft that is arranged coaxially with the input shaft via the first friction engagement device. A first sub-input shaft that can be coupled, a second sub-input shaft that is disposed coaxially with the input shaft and that can be coupled to the input shaft via a second friction engagement device, and is disposed coaxially with the input shaft. A third sub-input shaft that can be coupled to the input shaft via a third friction engagement device, a first input gear and a second input gear fixed to the first sub-input shaft, and the second sub-input gear. A third input gear fixed to the input shaft, a fourth input gear fixed to the third sub-input shaft, a first output shaft and a second output shaft arranged in parallel with the input shaft, A first sub-output shaft disposed coaxially with the first output shaft and connectable to the first output shaft via a first engagement device; and the same as the second output shaft And a second sub output shaft that can be coupled to the second output shaft via a second engagement device, and is supported by the first sub output shaft so as to be relatively rotatable, via the first output engagement device. A first output gear that can be coupled to the first sub output shaft, and a first output gear that is rotatably supported by the first sub output shaft and can be coupled to the first sub output shaft via a second output engagement device. A second output gear, a third output gear supported relative to the second secondary output shaft so as to be relatively rotatable, and coupled to the second secondary output shaft via a third output engagement device; and the second secondary output A fourth output gear supported relative to the shaft and capable of being coupled to the second secondary output shaft via a fourth output engagement device; and a fifth output gear fixed to the second secondary output shaft; A final output gear provided on each of the first output shaft and the second output shaft, and the first input gear meshes with the first output gear. The second input gear meshes with the third output gear, the third input gear meshes with the second output gear and the fourth output gear, and the fourth input gear meshes with the fifth output gear. A transmission having the first feature is proposed.

According to the invention, in addition to the first feature, a first auxiliary output shaft that is rotatably supported by the first sub output shaft and can be coupled to the first sub output shaft via a fifth output engagement device. 6 output gears, the fourth input gear meshes with the sixth output gear, and the fifth output gear is supported by the second auxiliary output shaft so as to be relatively rotatable, via a sixth output engagement device. A transmission having the second feature of being capable of being coupled to the second auxiliary output shaft is proposed.

According to the invention, in addition to the second feature, a fifth input gear fixed to the second sub-input shaft and a seventh output supported by the first sub-output shaft are rotatably supported relative to each other. A seventh output gear that can be coupled to the first sub output shaft via an engagement device; and a second sub output that is supported by the second sub output shaft so as to be relatively rotatable. An eighth output gear that can be coupled to a shaft is provided, and a transmission is proposed in which the fifth input gear meshes with the seventh output gear and the eighth output gear.

The engine P of the embodiment corresponds to the drive source of the present invention, and the first friction clutch CL1 to the third friction clutch CL3 of the embodiment correspond to the first to third friction engagement devices of the present invention, respectively. The synchronizing device A1 and the synchronizing device A2 of the embodiment correspond to the first engaging device and the second engaging device of the present invention, respectively, and the synchronizing device B1 of the embodiment corresponds to the first output engaging device of the present invention. Correspondingly, the synchronizing device C1 and the synchronizing device C2 of the embodiment respectively correspond to the second output engaging device and the fourth output engaging device of the present invention, and the synchronizing device D of the embodiment corresponds to the third output of the present invention. Corresponding to the engaging device, the synchronizing device E1 and the synchronizing device E2 of the embodiment correspond to the fifth output engaging device and the sixth output engaging device of the present invention, respectively, and the synchronizing device F1 and the synchronizing device of the embodiment. The device F2 corresponds to the seventh output engagement device and the eighth output engagement device of the present invention, respectively, and the first final drive gear Gf1 and the second final drive gear Gf2 of the embodiment are the final output gear of the present invention. Correspond.

According to the first aspect of the present invention, the first to third auxiliary input shafts arranged coaxially with each other and receiving the driving force of the input shaft via the first to third friction engagement devices, A first sub-output shaft that outputs a driving force to one output shaft and a second sub-output shaft that outputs a driving force to a second output shaft are arranged on three parallel axes, and the first to third shafts connecting these three axes are connected. Since the power transmission path composed of the fourth input gear and the first to fifth output gears is switched between the first to third friction engagement devices, the first and second engagement devices, and the first to fourth output engagement devices, It is possible to establish a maximum of 11 forward shift speeds with a total of 9 gears, and by selecting the effective forward speed of 8 forward speeds from among the 11 forward shift speeds by setting the number of teeth of each gear, there are few The number of gears can be increased to 8 forward stages.

In a normal dual clutch transmission, the driving force of the driving source is selectively input to the two systems of the first input shaft and the second input shaft. In the present invention, the driving force of the driving source is the first auxiliary shaft. Since it is selectively input to the three systems of the input shaft to the third auxiliary input shaft, it becomes difficult to generate an interlock at the time of gear shifting, and it is possible to improve the gear shifting responsiveness by suppressing multi-steps at the time of jump gear shifting. . Moreover, since the number of friction engagement devices is increased from two to three with respect to a normal dual clutch transmission, the friction engagement device engaged at the current gear stage and the friction engagement device engaged at the target gear stage. The probability of matching with the combined device decreases, and the probability that clutch-to-clutch shift can be performed without causing torque loss increases, thereby effectively suppressing the multi-step at the time of jump shift. Shift response can be improved.

According to a second aspect of the present invention, there is provided a sixth output gear that is rotatably supported by the first sub output shaft and can be coupled to the first sub output shaft via a fifth output engagement device. The fourth input gear meshes with the sixth output gear, and the fifth output gear is rotatably supported by the second sub output shaft and can be coupled to the second sub output shaft via the sixth output engagement device. Therefore, by adding the fifth and sixth output engagement devices and the sixth output gear, it is possible to obtain a forward 10-speed transmission while exhibiting the function and effect of the first feature of the present invention.

According to the third aspect of the present invention, the fifth input gear fixed to the second sub-input shaft and the first sub-output shaft are supported so as to be rotatable relative to each other via the seventh output engagement device. A seventh output gear that can be coupled to the first sub-output shaft; and an eighth gear that is rotatably supported by the second sub-output shaft and can be coupled to the second sub-output shaft via an eighth output engagement device. An output gear, and the fifth input gear meshes with the seventh output gear and the eighth output gear, so the seventh and eighth output engagement devices, the fifth input gear, and the seventh and eighth output gears are added. Thus, a forward 13-speed transmission can be obtained while exhibiting the operational effects of the second feature of the present invention.

FIG. 1 is a skeleton diagram of a forward eight-stage transmission. (First embodiment) FIG. 2 is a view in the axial direction of FIG. (First embodiment) FIG. 3 is a diagram showing the number of teeth of each input gear and each output gear. (First embodiment) FIG. 4 is a diagram showing the ratio of each gear and the common ratio of each gear. (First embodiment) FIG. 5 is an engagement table of the friction clutch and the synchro device. (First embodiment) FIG. 6 is an explanatory diagram of the sequential shift process from the first gear to the second gear. (First embodiment) FIG. 7 is an explanatory diagram of the sequential shift process from the second gear stage to the third gear stage. (First embodiment) FIG. 8 is an explanatory diagram of the sequential shift process from the third speed shift stage to the fourth speed shift stage. (First embodiment) FIG. 9 is an explanatory diagram of the sequential shift process from the fourth speed shift stage to the fifth speed shift stage. (First embodiment) FIG. 10 is an explanatory diagram of the sequential shift process from the fifth gear to the sixth gear. (First embodiment) FIG. 11 is an explanatory diagram of the sequential shift process from the sixth speed shift stage to the seventh speed shift stage. (First embodiment) FIG. 12 is an explanatory diagram of the sequential shift process from the seventh gear to the eighth gear. (First embodiment) FIG. 13 is an explanatory diagram of the shift process from the first gear to the reverse gear. (First embodiment) FIG. 14 is a diagram showing the number of gear meshes at each shift stage according to the conventional example and the embodiment. (First embodiment) FIG. 15 is a diagram showing a simplified torque flow at each gear stage. (First embodiment) FIG. 16 is an explanatory view of the effect of providing three friction clutches. (First embodiment) FIG. 17 is a diagram illustrating the number of steps of the jump shift according to the embodiment. (First embodiment) FIG. 18 is a diagram showing the number of steps of the conventional jump shift. (First embodiment) FIG. 19 is a skeleton diagram of a 10-speed forward transmission. (Second Embodiment) FIG. 20 is a diagram showing a simplified torque flow at each gear stage. (Second Embodiment) FIG. 21 is a skeleton diagram of a 13-stage forward transmission. (Third embodiment) FIG. 22 is a diagram showing a simplified torque flow at each gear stage. (Third embodiment) FIG. 23 is a skeleton diagram of a 9-speed forward transmission. (Fourth embodiment) FIG. 24 is a diagram showing a simplified torque flow at each gear stage. (Fourth embodiment) FIG. 25 is a skeleton diagram of a 10-speed forward transmission. (Conventional example)

CL1 first friction clutch (first friction engagement device)
CL2 second friction clutch (second friction engagement device)
CL3 third friction clutch (third friction engagement device)
Im input shaft Is1 first sub input shaft Is2 second sub input shaft Is3 third sub input shaft Om1 first output shaft Om2 second output shaft Os1 first sub output shaft Os2 second sub output shaft P engine (drive source)
A1 Synchro device (first engagement device)
A2 Synchro device (second engagement device)
B1 Synchro device (first output engagement device)
C1 Synchro device (second output engagement device)
C2 synchro device (fourth output engagement device)
D Synchro device (third output engagement device)
E1 Synchro device (Fifth output engagement device)
E2 synchro device (sixth output engagement device)
F1 synchro device (seventh output engagement device)
F2 synchro device (8th output engagement device)
Gi1 1st input gear Gi2 2nd input gear Gi3 3rd input gear Gi4 4th input gear Gi5 5th input gear Go1 1st output gear Go2 2nd output gear Go3 3rd output gear Go4 4th output gear Go5 5th output gear Go6 6th output gear Go7 7th output gear Go8 8th output gear Gf1 1st final drive gear (final output gear)
Gf2 Second final drive gear (final output gear)

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

First embodiment

First, a first embodiment of the present invention will be described with reference to FIGS.

As shown in FIGS. 1 and 2, the eight-step forward triple clutch transmission T of the present embodiment is connected to an input shaft Im, which is a crankshaft of the engine P, via a first friction clutch CL1. A first sub input shaft Is1, a second sub input shaft Is2 fitted to the outer periphery of the first sub input shaft Is1 so as to be relatively rotatable and connected to the input shaft Im via a second friction clutch CL2, and a second And a third sub input shaft Is3 which is fitted to the outer periphery of the sub input shaft Is2 so as to be relatively rotatable and is connected to the input shaft Im via a third friction clutch CL3. The first friction clutch CL1, the second friction clutch CL2, and the third friction clutch CL3 include shaft ends of the first sub input shaft Is1, the second sub input shaft Is2, and the third sub input shaft Is3 and the shaft end of the input shaft Im. Are arranged together.

The first output shaft Om1 and the second output shaft Om2 are arranged in parallel to the first sub input shaft Is1, the second sub input shaft Is2, and the third sub input shaft Is3, and are arranged on the outer periphery of the first output shaft Om1. The first sub output shaft Os1 is fitted so as to be relatively rotatable, and the second sub output shaft Os2 is fitted to the outer periphery of the second output shaft Om2 so as to be relatively rotatable.

The first input gear Gi1 and the second input gear Gi2 are fixed to the first sub input shaft Is1, the third input gear Gi3 is fixed to the second sub input shaft Is2, and the fourth input to the third sub input shaft Is3. The gear Gi4 is fixed.

The first input gear Gi1 meshes with the first output gear Go1 supported relative to the first auxiliary output shaft Os1, and the second input gear Gi2 is supported relative to the second auxiliary output shaft Os2. The third output gear Go3 meshes with the third output gear Go3, and the third input gear Gi3 is supported on the first sub output shaft Os1 so as to be relatively rotatable, and the fourth output is supported on the second sub output shaft Os2. The fourth input gear Gi4 meshes with the gear Go4, and the fourth input gear Gi4 meshes with the fifth output gear Go5 fixed to the second sub output shaft Os2. Further, the reverse drive gear Gr1 that is rotatably supported by the first sub output shaft Os1 meshes with the reverse driven gear Gr2 that is fixed to the second sub output shaft Os2.

The first output shaft Om1 and the first sub output shaft Os1 can be coupled by the synchronizer A1, and the first output gear Go1 can be coupled to the first sub output shaft Os1 via the synchronizer B1, and the second output The gear Go2 can be coupled to the first secondary output shaft Os1 via the synchronization device C1, and the reverse drive gear Gr1 can be coupled to the first secondary output shaft Os1 via the synchronization device B2. Further, the second output shaft Om2 and the second sub output shaft Os2 can be coupled by the synchronizer A2, and the third output gear Go3 can be coupled to the second sub output shaft Os2 via the synchronizer D. The output gear Go4 can be coupled to the second auxiliary output shaft Os2 via the synchronizer C2.

The synchronizer A1 and the synchronizer A2 are operated by a common hydraulic actuator, and the synchronizer A1 is operated by the right movement of the hydraulic actuator, the first output shaft Om1 and the first sub output shaft Os1 are coupled, and the hydraulic actuator The left-hand movement activates the synchronizer A2 to couple the second output shaft Om2 and the second auxiliary output shaft Os2.

The synchronizer B1 and the synchronizer B2 are operated by a common hydraulic actuator. When the hydraulic actuator is moved to the left, the synchronizer B1 is operated to couple the first output gear Go1 to the first sub output shaft Os1. The right-hand movement activates the synchronizer B2 to couple the reverse drive gear Gr1 to the first auxiliary output shaft Os1.

The synchronizer C1 and the synchronizer C2 are operated by a common hydraulic actuator. The synchronizer C1 is activated by the right movement of the hydraulic actuator, the second output gear Go2 is coupled to the first sub output shaft Os1, and the hydraulic actuator The left-hand movement activates the synchronizer C2, and the fourth output gear Go4 is coupled to the second auxiliary output shaft Os2.

A differential gear in which a first final drive gear Gf1 fixed to the first output shaft Om1 and a second final drive gear Gf2 fixed to the second output shaft Om2 distribute driving force to the left and right drive wheels W, W. It meshes with a final driven gear Gf fixed to the case of Gd.

The transmission T having such a skeleton has the selective engagement of the first friction clutch CL1 to the third friction clutch CL3 and the seven synchronizing devices A1, A2, B1, B2, C1, C2, D. A total of 11 forward shift stages can be established in combination with selective engagement, but in this embodiment, a total of 8 forward shift stages are selected from a total of 11 forward shift stages. And use it.

FIG. 3 shows the number of teeth of the first input gear Gi1 to the fourth input gear Gi4 and the first output gear Go1 to the fifth output gear Go5, and the ratio of the number of teeth of the meshing gears among them. . FIG. 4 (A) and FIG. 4 (B) show the ratio of the first gear to the eighth gear achieved by setting the number of teeth and the common ratio between adjacent gears. It can be seen that the ratios of the 1st to 8th gears are distributed at appropriate intervals.

FIG. 5 is an engagement table of the first to third friction clutches CL1 to CL3 and the seven synchro devices A1, A2, B1, B2, C1, C2, and D. The synchro device is indicated by a circle. 6 to 12 are explanatory diagrams of the process of sequential upshifting from the first gear to the eighth gear, and FIG. 13 is an explanatory diagram of the gear shifting process from the first gear to the reverse gear. The engaged sync device is shown in black and the disengaged sync device is shown in white.

Hereinafter, the torque flow of the neutral gear, the first gear to the eighth gear, and the reverse gear will be described in order.

<Neutral gear>
At the neutral gear stage, it is possible to disengage all of the synchro devices originally, but in the present embodiment, the synchro devices A1 and D are intentionally engaged. The reason is that the synchronizing device A1 and the synchronizing device D are engaged at both the first gear and the reverse gear that sandwich the neutral gear, so that the synchronizing device A1 and the synchronizing device D are kept engaged even at the neutral gear. This is because the speed change between the first gear and the reverse gear is quickly performed.

<1st gear stage>
When the first gear is established, the third friction clutch CL3 is engaged, and the synchronization device A1, the synchronization device B1, and the synchronization device D are engaged. As a result, as apparent from FIG. 6 (A), the driving force of the engine P is: input shaft Im → third friction clutch CL3 → third auxiliary input shaft Is3 → fourth input gear Gi4 → fifth output gear Go5 → Second sub output shaft Os2 → Synchronizer D → Third output gear Go3 → Second input gear Gi2 → First sub input shaft Is1 → First input gear Gi1 → First output gear Go1 → Synchronizer B1 → First sub output It is transmitted to the drive wheels W, W through the path of the shaft Os1, the synchronizer A1, the first output shaft Om1, the first final drive gear Gf1, the final driven gear Gf, and the differential gear Gd.

<2nd gear stage>
When the second gear is established, the second friction clutch CL2 is engaged, and the synchronization device A1, the synchronization device B1, the synchronization device C2, and the synchronization device D are engaged. As a result, as is clear from FIG. 7A, the driving force of the engine P is such that the input shaft Im → second friction clutch CL2 → second auxiliary input shaft Is2 → third input gear Gi3 → fourth output gear Go4 → Sync device C2 → second sub output shaft Os2 → sync device D → third output gear Go3 → second input gear Gi2 → first sub input shaft Is1 → first input gear Gi1 → first output gear Go1 → sync device B1 → The first sub output shaft Os1, the synchronizer A1, the first output shaft Om1, the first final drive gear Gf1, the final driven gear Gf, and the differential gear Gd are transmitted to the drive wheels W and W.

<3rd gear stage>
When the third speed is established, the first friction clutch CL1 is engaged, and the synchronization device A1 and the synchronization device B1 are engaged. As a result, as is clear from FIG. 8A, the driving force of the engine P is as follows: input shaft Im → first friction clutch CL1 → first auxiliary input shaft Is1 → first input gear Gi1 → first output gear Go1 → It is transmitted to the drive wheels W and W through the path of the synchronizing device B1, the first auxiliary output shaft Os1, the synchronizing device A1, the first output shaft Om1, the first final drive gear Gf1, the final driven gear Gf, and the differential gear Gd.

<4th gear>
When the fourth speed is established, the second friction clutch CL2 is engaged, and the synchronization device A1 and the synchronization device C1 are engaged. As a result, as is apparent from FIG. 9A, the driving force of the engine P is as follows: input shaft Im → second friction clutch CL2 → second auxiliary input shaft Is2 → third input gear Gi3 → second output gear Go2 → It is transmitted to the drive wheels W and W through the path of the synchronizing device C1, the first auxiliary output shaft Os1, the synchronizing device A1, the first output shaft Om1, the first final drive gear Gf1, the final driven gear Gf, and the differential gear Gd.

<5-speed shift stage>
When the fifth gear is established, the third friction clutch CL3 is engaged and the synchro device A2 is engaged. As a result, as is clear from FIG. 10A, the driving force of the engine P is such that the input shaft Im → the third friction clutch CL3 → the third auxiliary input shaft Is3 → the fourth input gear Gi4 → the fifth output gear Go5 → It is transmitted to the drive wheels W and W through the path of the second auxiliary output shaft Os2, the synchronizer A2, the second output shaft Om2, the second final drive gear Gf2, the final driven gear Gf, and the differential gear Gd.

<6-speed shift stage>
When the sixth speed is established, the second friction clutch CL2 is engaged, and the synchronization device A2 and the synchronization device C2 are engaged. As a result, as is clear from FIG. 11A, the driving force of the engine P is as follows: input shaft Im → second friction clutch CL2 → second auxiliary input shaft Is2 → third input gear Gi3 → fourth output gear Go4 → It is transmitted to the drive wheels W, W through the path of the synchronizing device C2, the second auxiliary output shaft Os2, the synchronizing device A2, the second output shaft Om2, the second final drive gear Gf2, the final driven gear Gf, and the differential gear Gd.

<7-speed gear stage>
When the seventh speed is established, the first friction clutch CL1 is engaged, and the synchronization device A2 and the synchronization device D are engaged. As a result, as is clear from FIG. 12A, the driving force of the engine P is as follows: input shaft Im → first friction clutch CL1 → first auxiliary input shaft Is1 → second input gear Gi2 → third output gear Go3 → It is transmitted to the drive wheels W and W through the path of the synchronizing device D → second auxiliary output shaft Os2 → synchronizing device A2 → second output shaft Om2 → second final drive gear Gf2 → final driven gear Gf → differential gear Gd.

<8-speed gear stage>
At the time of establishment of the eighth gear, the second friction clutch CL2 is engaged, and the synchronization device A2, the synchronization device B1, the synchronization device C1, and the synchronization device D are engaged. As a result, as apparent from FIG. 12 (D), the driving force of the engine P is: input shaft Im → second friction clutch CL2 → second auxiliary input shaft Is2 → third input gear Gi3 → second output gear Go2 → Synchronizer C1 → first auxiliary output shaft Os1 → synchronizer B1 → first output gear Go1 → first input gear Gi1 → first auxiliary input shaft Is1 → second input gear Gi2 → third output gear Go3 → synchronizer D → It is transmitted to the drive wheels W and W through the path of the second auxiliary output shaft Os2, the synchronizer A2, the second output shaft Om2, the second final drive gear Gf2, the final driven gear Gf, and the differential gear Gd.

<Reverse gear>
When the reverse gear is established, the first friction clutch CL1 is engaged and the synchronizing device A1, the synchronizing device B2, and the synchronizing device D are engaged. As a result, as is clear from FIG. 13D, the driving force of the engine P is as follows: input shaft Im → first friction clutch CL1 → first auxiliary input shaft Is1 → second input gear Gi2 → third output gear Go3 → Synchronizer D → second auxiliary output shaft Os2 → reverse driven gear Gr2 → reverse drive gear Gr1 → synchronizer B2 → first auxiliary output shaft Os1 → synchronizer A1 → first output shaft Om1 → first final drive gear Gf1 → final driven gear In the path of Gf → differential gear Gd, reverse rotation is transmitted to the drive wheels W, W.

As described above, by controlling the engagement of the first friction clutch CL1 to the third friction clutch CL3 and the engagement of the seven synchronizers A1, A2, B1, B2, C1, C2, and D, the neutral gear position is achieved. The first to eighth gears and the reverse gear are established.

Next, a description will be given of a sequential shift procedure for upshifting from the first gear to the eighth gear and a shift procedure from the first gear to the reverse gear.

<1st gear stage → 2nd gear stage>
In the shift preparation process shown in FIG. 6 (B) from the traveling state at the first gear shown in FIG. 6 (A), the synchronizing device C2 is engaged and the fourth output gear Go4 is moved to the second auxiliary output shaft Os2. By combining, pre-shift to the second gear is performed. At this time, since the second friction clutch CL2 is still in the disengaged state, the driving force is simultaneously transmitted through the power transmission path indicated by the broken line to the first output shaft Om1 to which the driving power is transmitted through the power transmission path of the first gear. Is not transmitted, and there is no possibility of occurrence of an interlock.

When the third friction clutch CL3 is disengaged and the second friction clutch CL2 is engaged in the clutch switching process shown in FIG. 6C, torque transmission through the power transmission path of the first gear is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the second gear is established without torque loss. In the shift release process shown in FIG. 6D, the upshift to the second gear is completed without particularly releasing the engagement of the synchro device.

<2nd gear stage → 3rd gear stage>
Since there is no synchronization device that newly engages with the second gear in the third gear, the shift preparation process shown in FIG. 7 (B) from the traveling state in the second gear shown in FIG. 7 (A). No particular operation is performed when shifting to.

In the clutch switching process shown in FIG. 7C, when the second friction clutch CL2 is disengaged and the first friction clutch CL1 is engaged, torque transmission through the power transmission path of the second gear is not performed, and a new Thus, the driving force is transmitted through the power transmission path indicated by the solid line, and the third gear is established without torque loss. Then, in the shift release process shown in FIG. 7D, the third gear is engaged by releasing the synchronization device C2 and the synchronization device D that were engaged at the second gear, but unnecessary at the third gear. Complete upshift to

<3rd gear stage → 4th gear stage>
In the shift preparation process shown in FIG. 8 (B) from the traveling state at the third speed gear stage shown in FIG. 8 (A), the synchronizer C1 is engaged and the second output gear Go2 is moved to the first sub output shaft Os1. By combining, pre-shifting to the fourth gear is performed. At this time, since the second friction clutch CL2 is still in the disengaged state, the driving force is simultaneously transmitted through the power transmission path indicated by the broken line to the first output shaft Om1 to which the driving power is transmitted through the power transmission path of the third gear. Is not transmitted, and there is no possibility of occurrence of an interlock.

When the first friction clutch CL1 is disengaged and the second friction clutch CL2 is engaged in the clutch switching process shown in FIG. 8 (C), torque transmission through the power transmission path of the third gear is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the fourth gear is established without torque loss. Then, in the shift release process shown in FIG. 8D, up-shifting to the fourth gear is achieved by releasing the synchronization device B1, which was engaged at the third gear, but is not necessary at the fourth gear. To complete.

<4th gear stage → 5th gear stage>
In the shift preparation process shown in FIG. 9 (B) from the running state at the fourth speed gear stage shown in FIG. 9 (A), the synchronizer A2 is engaged to change the second sub output shaft Os2 to the second output shaft Om2. By combining, pre-shift to the fifth gear is performed. At this time, since the power transmission path of the fourth speed gear stage and the power transmission device of the fifth speed gear stage do not intersect at all, there is no possibility of occurrence of an interlock.

When the second friction clutch CL2 is disengaged and the third friction clutch CL3 is engaged in the clutch switching process shown in FIG. 9C, torque transmission through the power transmission path of the fourth speed shift stage is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the fifth gear is established without torque loss. Then, in the shift release process shown in FIG. 9D, the fifth gear is engaged by disengaging the synchronizer A1 and the synchronizer C1 that were engaged at the fourth gear, but unnecessary at the fifth gear. Complete upshift to

<5-speed shift stage → 6-speed shift stage>
In the shift preparation process shown in FIG. 10 (B) from the traveling state at the fifth speed gear stage shown in FIG. 10 (A), the synchronizing device C2 is engaged and the fourth output gear Go4 is moved to the second auxiliary output shaft Os2. By combining, pre-shifting to the sixth gear is performed. At this time, since the second friction clutch CL2 is still in the disengaged state, the driving force is simultaneously transmitted through the power transmission path indicated by the broken line to the second output shaft Om2 to which the driving power is transmitted through the power transmission path of the fifth gear. Is not transmitted, and there is no possibility of occurrence of an interlock.

When the third friction clutch CL3 is disengaged and the second friction clutch CL2 is engaged in the clutch switching process shown in FIG. 10C, torque transmission through the power transmission path of the fifth gear is not performed. As a result, the 6th speed is established without torque loss. Then, in the shift release process shown in FIG. 10D, the upshift to the sixth gear is completed without particularly releasing the synchronization device.

<6th gear shift stage → 7th gear shift stage>
In the shift preparation process shown in FIG. 11 (B) from the running state at the sixth speed gear stage shown in FIG. 11 (A), the synchronizer D is engaged to move the third output gear Go3 to the second auxiliary output shaft Os2. By combining, pre-shift to the seventh gear is performed. At this time, since the first friction clutch CL1 is still in the disengaged state, the driving force is simultaneously transmitted through the power transmission path indicated by the broken line to the second output shaft Om2 to which the driving power is transmitted through the power transmission path of the sixth gear. Is not transmitted, and there is no possibility of occurrence of an interlock.

When the second friction clutch CL2 is disengaged and the first friction clutch CL1 is engaged in the clutch switching process shown in FIG. 11C, torque transmission through the power transmission path of the sixth gear is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the seventh gear is established without torque loss. Then, in the shift release process shown in FIG. 11 (D), up-shifting to the seventh speed shift stage is performed by releasing the synchronization device C2 that was engaged at the sixth speed shift stage but is not necessary at the seventh speed shift stage. To complete.

<7th gear shift stage → 8th gear shift stage>
In the shift preparation process shown in FIG. 12 (B) from the running state at the seventh gear shown in FIG. 12 (A), the synchronizing device B1 and the synchronizing device C1 are engaged, and the first output gear Go1 and the second output. The gear Go2 is coupled to the second auxiliary output shaft Os2, thereby pre-shifting to the eighth gear. At this time, since the second friction clutch CL2 is still in the disengaged state, the driving force is simultaneously transmitted through the power transmission path indicated by the broken line to the second output shaft Om2 to which the driving power is transmitted through the power transmission path of the seventh gear. Is not transmitted, and there is no possibility of occurrence of an interlock.

When the first friction clutch CL1 is disengaged and the second friction clutch CL2 is engaged in the clutch switching process shown in FIG. 12 (C), torque transmission through the power transmission path of the seventh gear is not performed. When the driving force is transmitted through the power transmission path indicated by the solid line, the eighth gear is established without torque loss. Then, in the shift release process shown in FIG. 12D, the upshift to the eighth gear is completed without particularly releasing the synchronization device.

<1st gear stage → Reverse gear stage>
From the running state at the first gear shown in FIG. 13A, the third friction clutch CL3 engaged at the first gear is disengaged in the clutch disengagement process shown in FIG. 13B. To do. Subsequently, in the synchronization device switching process shown in FIG. 13C, the synchronization device B1 is disengaged to disconnect the first output gear Go1 from the first auxiliary output shaft Os1, and the synchronization device B2 is engaged to reverse. The drive gear Gr1 is coupled to the second auxiliary output shaft Os2. Then, in the clutch engagement process shown in FIG. 13D, the reverse gear is established by engaging the first friction clutch CL1.

As described above, according to this embodiment, torque loss is generated by so-called clutch-to-clutch shift, that is, by gripping the first to third friction clutches CL1, CL2, CL3 in a state where pre-shifting is performed. The upshift sequential shift can be completed without any problem. Similarly, the downshift sequential shift can be completed without causing torque loss by the clutch-to-clutch shift.

Next, advantages of the transmission T according to the present embodiment over the transmission described in Patent Document 1 (hereinafter referred to as a conventional example) will be described.

In the conventional example shown in FIG. 25, 10 shift stages can be established with a total of 12 gears including 4 input gears supported on the input shaft and 8 output gears supported on the pair of output shafts. However, in this embodiment, eight shift stages can be established with a total of nine gears consisting of four input gears supported on the input shaft and five output gears supported on the pair of output shafts. Thus, the number of gears per gear is comparable to the conventional example.

Further, as shown in FIG. 14, in the conventional example, the number of gear meshes is 2 in 3 of 10 gears, but the number of gear meshes is 4 in the remaining 7 gears, and the number of meshes = 2. The two meshing rate is as low as 30%. It is said that the power transmission efficiency of the transmission is reduced by 1.5% at each meshing position of the gear, and the conventional example has a problem that the power transmission efficiency is lowered because there are many gear stages with the number of meshing = 4.

In the present embodiment, the gear meshing number = 2 in 5 of the 8 gears, the gear meshing number = 4 in the remaining 3 gears, and the 2-meshing rate in which the meshing number = 2 is 63. % Is high. As described above, in the present embodiment, the ratio of the shift stage with the number of meshes = 4 is reduced, so that the reduction in power transmission efficiency is minimized.

FIG. 15 simply shows the torque flow for each gear position of the transmission T according to the present embodiment. The torque flow is such that the driving force of the first sub-input shaft Is1, the second sub-input shaft Is2, or the third sub-input shaft Is3 passes through only one of the first sub-output shaft Os1 and the second sub-output shaft Os2. The simple flow (number of meshes = 2) output to the differential gear Gd and the driving force of the first sub input shaft Is1, the second sub input shaft Is2, or the third sub input shaft Is3 are the first sub output shaft Os1 and Although classified into a complex flow (mesh number = 4) that is output to the differential gear Gd via both of the second sub-output shafts Os2, in the present embodiment, the first-speed gear stage that is a low-speed gear stage and The torque flow of a total of three gear stages, the second speed gear stage and the eighth speed gear stage, which is a high speed gear stage, becomes a complex flow, and a total of five gear speed stages including the remaining three speed gear stages to the seventh speed gear stage. Torque flow is simple flow Because a reduction in power transmission efficiency can be minimized by the number of gear meshes in torque by the ratio of the gear stage becomes much simpler flow is reduced. In addition, it is possible to combine the 3rd to 7th gears, which are simple flow gears with the number of meshes = 2, into the medium-speed gears that are frequently used. be able to.

On the other hand, in the conventional example, only 3 of the 10 shift speeds are simple flows, and the remaining 7 speeds are complex flows, so the ratio of gear stages of the complex flow increases and the number of gear meshes increases. As a result, the power transmission efficiency decreases.

As is apparent from FIG. 15, the present embodiment is similar in torque flow between the first and second speed gears, which are the low speed gears, and the third to seventh speed gears that are the medium speed gears. Since the torque flow of the third gear stage and the fourth gear stage is similar, and the torque flow of the fifth gear stage to the seventh gear stage is similar, the power transmission path between adjacent gear stages during sequential gear shifting By minimizing the change in speed, that is, by minimizing the frequency of operation of the synchronizer, it is possible to improve the power transmission efficiency and the shift response.

In addition, since the driving force is transmitted between the first sub output shaft Os1 and the second sub output shaft Os2 via the first input gear Gi1 and the second input gear Gi2 at the low speed gear stage and the high speed gear stage, the first speed gear change. The second input gear Gi2 and the first input gear Gi1 function as a reduction gear at the second gear and the second gear to increase the gear ratio of the lower gear, and the first input gear Gi1 and the second input at the eighth gear. The gear orange of the transmission T can be expanded by causing the gear Gi2 to function as a speed-up gear and reducing the gear ratio of the high speed gear.

In addition, the driving force is all output from the first output shaft Om1 at the first to fourth gears, which are the low speed gears, and is driven at the fifth to eighth gears, which are the high speed gears. Since all the force is output from the second output shaft Om2, the change in the power transmission path between adjacent gears during sequential shifts can be minimized, that is, the frequency of operation of the synchro device can be minimized. Thus, the power transmission efficiency can be further improved and the shift response can be further improved.

By the way, when jumping from the current gear to the target gear, it is necessary to perform a shift while interposing a temporary gear between the current gear and the target gear to avoid torque loss and interlock. There may be. A jump shift that requires two or more temporary shift stages to be interposed between the current shift stage and the target shift stage is called a multi-step shift. The great advantage of the present embodiment over the conventional example is in avoiding multi-step shifting at the time of jump shifting. Hereinafter, the reason why the multi-step shift is avoided in the present embodiment will be described.

As shown in FIG. 16, in the present embodiment, the engagement of the first friction clutch CL1 causes the driving force of the engine P to be changed from the first input gear Gi1 and the second input gear Gi2 of the first auxiliary input shaft Is1 to the first. Due to the engagement of the second friction clutch CL2 with the power transmission path that is transmitted to the first output gear Go1 of the sub output shaft Os1 or the third output gear Go3 of the second sub output shaft Os2, the driving force of the engine P is second. A power transmission path that is transmitted from the second input gear Gi2 of the sub input shaft Is2 to the second output gear Go2 of the first sub output shaft Os1 or the fourth output gear Go4 of the second sub output shaft Os2, and a third friction clutch CL3 There is a power transmission path through which the driving force of the engine P is transmitted from the fourth input gear Gi4 of the third auxiliary input shaft Is3 to the fifth output gear Go5 of the second auxiliary output shaft Os2. In this way, by using the first to third friction clutches CL1, CL2, and CL3, the input is made into three systems, thereby reducing the probability of occurrence of an interlock during the shift process and reducing the number of necessary temporary shift stages. Can be made.

Also, in the conventional dual clutch type transmission having a two-stage clutch, clutch-to-clutch transmission without torque loss is possible by re-holding two friction clutches, so that the clutch engaged with the current gear stage and the target gear shift can be achieved. When the clutch engaged in the step is the same clutch, that is, in the case of the jumping shift of one step jumping or the jumping shift of three step jumping, it is impossible to perform the clutch-to-clutch shift directly.

On the other hand, in the transmission T according to the present embodiment, the clutch-to-clutch shift without torque loss is enabled by changing the gripping of the three friction clutches CL1, CL2, CL3. When the friction clutch that is engaged at the target gear stage is the same clutch, that is, in the case of a three-step jump gear shift or a six-step jump gear shift, it is impossible to perform a clutch-to-clutch shift directly.

As described above, the transmission T according to the present embodiment has not only the three friction clutches CL1, CL2, and CL3, but also the three friction clutches CL1, CL2, and CL3 are alternately engaged in the order of the shift speeds. Therefore, with respect to the conventional transmission having two friction clutches, the probability that the friction clutch engaged at the current gear stage and the friction clutch engaged at the target gear stage are the same clutch is ½ to 1. By decreasing to / 3, the probability that a clutch-to-clutch shift can be performed without going through the temporary shift speed increases.

FIG. 17 shows the number of steps when the transmission T according to the present embodiment performs a sequential shift, a one-step jump shift, a two-step jump shift, a three-step jump shift, and a four-step jump shift. For example, a display of “1 → 2” indicates that a sequential shift from the first gear to the second gear is possible without causing torque loss or interlock and without using a temporary gear. ing. In addition, “2 → (3) → 4” is displayed in order to perform a one-step jump shift from the second gear to the fourth gear without causing torque loss or interlock. This shows that it is necessary to interpose a temporary third-speed shift stage between the shift stage and the fourth-speed shift stage that is the target shift stage.

In the present embodiment, among all the patterns of sequential shift to four-step jump shift, there are 10 cases where one temporary shift stage needs to be interposed, but two or more temporary shift stages need to be interposed. In some cases, that is, when a multi-step shift is required, there is no one time. This is equivalent to a conventional dual clutch transmission that employs only a simple flow.

On the other hand, FIG. 18 shows the number of steps when the conventional transmission shown in FIG. 25 performs a sequential shift, a one-step jump shift, a two-step jump shift, a three-step jump shift, and a four-step jump shift. In this conventional example, among all patterns of sequential shift to four-step jump shift, there are 11 multi-step shifts that require two or more temporary shift steps to be interposed. There is a concern that will decrease.

As described above, according to the present embodiment, the input system is increased to three systems by the three friction clutches of the first friction clutch CL1, the second friction clutch CL2, and the third friction clutch CL3, thereby generating an interlock. And reducing the probability that the same friction clutch will be engaged at the current shift speed and the target shift speed, thereby avoiding the occurrence of multi-step shifts and improving the shift response and reducing the number of gears. Can produce many gears.

Second embodiment

Next, a second embodiment of the present invention will be described based on FIG. 19 and FIG.

In the second embodiment, a transmission T having 10 forward speeds is obtained by adding a sixth output gear Go6, a synchronizing device E1, and a synchronizing device E2 to the skeleton of the first embodiment (see FIG. 1). Is.

As is clear from FIG. 19, the sixth output gear Go6 is rotatably supported by the first sub-output shaft Os1, meshed with the fourth input gear Gi4, and can be coupled to the first sub-output shaft Os1 by the synchronizer E1. It is. Further, the fifth output gear Go5 fixed to the second sub output shaft Os2 in the first embodiment is supported by the second sub output shaft Os2 so as to be relatively rotatable in the present embodiment, and the synchronizer E2 is installed. To the second auxiliary output shaft Os2.

According to the present embodiment, it is possible to establish 10 forward speeds with the torque flow shown in FIG. 20, and the same operational effects as in the first embodiment can be achieved.

Third embodiment

Next, a third embodiment of the present invention will be described based on FIG. 21 and FIG.

In the third embodiment, a fifth input gear Gi5, a seventh output gear Go7, an eighth output gear Go8, a synchronization device F1, and a synchronization device F2 are added to the skeleton of the second embodiment (see FIG. 19). Thus, the transmission T is a 13-stage transmission T.

As is apparent from FIG. 21, the fifth input gear Gi5 is fixed to the second auxiliary input shaft Is2, and the seventh output gear Go7 meshing with the fifth input gear Gi5 is rotatable relative to the first auxiliary output shaft Os1. The eighth output gear Go8 that is supported and can be coupled to the first sub output shaft Os1 by the synchronizer F1 and that meshes with the fifth input gear Gi5 is supported by the second sub output shaft Os2 so as to be relatively rotatable, and is synchronized with the synchronizer F2. Can be coupled to the second auxiliary output shaft Os2.

According to the present embodiment, 13 forward speeds can be established with the torque flow shown in FIG. 22, and the same operational effects as in the first embodiment can be achieved.

Fourth embodiment

Next, a fourth embodiment of the present invention will be described based on FIG. 23 and FIG.

The fourth embodiment is a transmission T having nine forward gears by adding a ninth output gear Go9 and a synchronizing device G to the skeleton (see FIG. 1) of the first embodiment.

As is apparent from FIG. 23, the ninth output gear Go9 meshed with the first input gear Gi1 is supported by the second sub output shaft Os2 so as to be relatively rotatable, and can be coupled to the second sub output shaft Os2 by the synchronizer G. Yes, the synchronizing device G and the synchronizing device D are connected and interlocked with each other.

According to the present embodiment, nine forward speeds can be established with the torque flow shown in FIG. 24, and the same operational effects as those of the first embodiment can be achieved.

Although the embodiments of the present invention have been described above, various design changes can be made without departing from the scope of the present invention.

For example, the drive source of the present invention is not limited to the engine P of the embodiment, and may be any other drive source such as a motor / generator.

Claims

An input shaft (Im) to which a driving force from the driving source (P) is input;
A first auxiliary input shaft (Is1) that is arranged coaxially with the input shaft (Im) and can be coupled to the input shaft (Im) via a first friction engagement device (CL1);
A second auxiliary input shaft (Is2) disposed coaxially with the input shaft (Im) and connectable to the input shaft (Im) via a second frictional engagement device (CL2);
A third auxiliary input shaft (Is3) that is coaxially arranged with the input shaft (Im) and can be coupled to the input shaft (Im) via a third friction engagement device (CL3);
A first input gear (Gi1) and a second input gear (Gi2) fixed to the first auxiliary input shaft (Is1);
A third input gear (Gi3) fixed to the second auxiliary input shaft (Is2);
A fourth input gear (Gi4) fixed to the third auxiliary input shaft (Is3);
A first output shaft (Om1) and a second output shaft (Om2) arranged in parallel with the input shaft (Im);
A first auxiliary output shaft (Os1) that is arranged coaxially with the first output shaft (Om1) and is connectable to the first output shaft (Om1) via a first engagement device (A1);
A second auxiliary output shaft (Os2) that is arranged coaxially with the second output shaft (Om2) and can be coupled to the second output shaft (Om2) via a second engagement device (A2);
A first output gear (Go1) supported relative to the first sub-output shaft (Os1) and capable of being coupled to the first sub-output shaft (Os1) via a first output engagement device (B1); ,
A second output gear (Go2) supported by the first sub output shaft (Os1) so as to be relatively rotatable and coupled to the first sub output shaft (Os1) via a second output engagement device (C1); ,
A third output gear (Go3) supported relative to the second secondary output shaft (Os2) so as to be relatively rotatable and coupled to the second secondary output shaft (Os2) via a third output engagement device (D); ,
A fourth output gear (Go4) supported by the second secondary output shaft (Os2) so as to be relatively rotatable and coupled to the second secondary output shaft (Os2) via a fourth output engagement device (C2); ,
A fifth output gear (Go5) fixed to the second auxiliary output shaft (Os2);
A final output gear (Gf1, Gf2) provided on each of the first output shaft (Om1) and the second output shaft (Om2);
The first input gear (Gi1) meshes with the first output gear (Go1), the second input gear (Gi2) meshes with the third output gear (Go3), and the third input gear (Gi3). Is engaged with the second output gear (Go2) and the fourth output gear (Go4), and the fourth input gear (Gi4) is engaged with the fifth output gear (Go5).
A sixth output gear (Go6) supported by the first sub output shaft (Os1) so as to be relatively rotatable and coupled to the first sub output shaft (Os1) via a fifth output engagement device (E1). The fourth input gear (Gi4) meshes with the sixth output gear (Go6), and the fifth output gear (Go5) is supported by the second auxiliary output shaft (Os2) in a relatively rotatable manner. The transmission according to claim 1, characterized in that it can be coupled to the second auxiliary output shaft (Os2) via a six-output engagement device (E2).
A fifth input gear (Gi5) fixed to the second sub input shaft (Is2) and a seventh output engagement device (F1) supported by the first sub output shaft (Os1) so as to be relatively rotatable. A seventh output gear (Go7) that can be coupled to the first sub output shaft (Os1) through the second sub output shaft (Os2) and an eighth output engagement device (F2). An eighth output gear (Go8) that can be coupled to the second auxiliary output shaft (Os2) via the second output gear (Gos), and the fifth input gear (Gi5) is the seventh output gear (Go7) and the eighth output gear. The transmission according to claim 2, which meshes with (Go8).