WO2008018475A1 - Dual clutch transmission - Google Patents

Dual clutch transmission Download PDF

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Publication number
WO2008018475A1
WO2008018475A1 PCT/JP2007/065469 JP2007065469W WO2008018475A1 WO 2008018475 A1 WO2008018475 A1 WO 2008018475A1 JP 2007065469 W JP2007065469 W JP 2007065469W WO 2008018475 A1 WO2008018475 A1 WO 2008018475A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
clutch
transmission
input shaft
intermediate shaft
Prior art date
Application number
PCT/JP2007/065469
Other languages
French (fr)
Japanese (ja)
Inventor
Kouhei Akashi
Tadashi Ikeda
Original Assignee
Isuzu Motors Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Isuzu Motors Limited filed Critical Isuzu Motors Limited
Publication of WO2008018475A1 publication Critical patent/WO2008018475A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

Definitions

  • the present invention relates to a transmission in a power transmission device for a vehicle. More specifically, the present invention includes two clutches and two transmission input shafts connected to the respective clutches, and these gears are changed when the gears are switched. The present invention relates to a transmission that automatically engages and disengages the clutch.
  • a typical example is an automatic transmission that combines a torque converter and a planetary gear mechanism, and is widely used as a power transmission device for so-called automatic vehicles (AT vehicles).
  • a parallel-shaft gear mechanism type transmission similar to a manual vehicle (MT vehicle) is used, and this is combined with an automatic operation clutch, and automatically controlled according to the running state of the vehicle by an electronic control unit.
  • the shift stage is switched by a shift command from a shift lever operated by the driver, instead of switching the shift stage by an electronic control unit.
  • the torque converter of an automatic transmission is a transmission device that uses a fluid, and there is a power transmission loss, and the planetary gear mechanism and its control device are complex and expensive. Since a parallel shaft gear mechanism type transmission does not have power transmission loss due to the intervention of a torque converter, an automatic power transmission device that uses this is superior to an automatic transmission in terms of fuel economy of the vehicle. The structure and control of the transmission mechanism are simpler and more reliable than the automatic transmission.
  • a parallel shaft gear mechanism type transmission a plurality of gear trains and meshing clutches are provided on a main shaft and a counter shaft arranged in parallel, and the gear shift sleep of the mesh clutch is one of the gear trains.
  • the engine power is transmitted to the output shaft in combination.
  • the synchronizer mechanism is operated for synchronization and injection with a new gear train is performed.
  • the clutch between the gin and the transmission is disconnected and the transmission of engine power is cut off for a short time.
  • a transmission referred to as a type transmission (or a twin clutch type transmission) is known, and is disclosed in, for example, Japanese Patent Laid-Open No. Hei 8-3200.
  • the dual clutch transmission includes a first input shaft S 1 and a second input shaft S 2 having a double pipe structure, and the second input shaft S 2 is a hollow first shaft.
  • a first clutch C 1 and a second clutch C 2 arranged concentrically on the inner side and the outer peripheral side are provided in front of the speed changer, and the input side of each clutch is connected to the engine output shaft.
  • These clutches are wet multi-plate clutches in this example, and the output shaft of the first clutch C 1 is integrally connected to the hollow first input shaft S 1, and the output shaft of the second clutch C 2 is the first one. 2 Connected integrally with input shaft S2.
  • the two clutches may be arranged in parallel in the axial direction instead of being arranged concentrically, and a dry single plate clutch may be used instead of the wet multi-plate clutch.
  • an intermediate shaft (force motor shaft) S 3 is installed in parallel with the first input shaft S 1 and the second input shaft S 2, and the vehicle propulsion shaft ( The output shaft S4 of the transmission connected to the propeller shaft is arranged.
  • the gear fixed to the rear end of the intermediate shaft S 3 lies with the gear fixed to the output shaft S 4 to form the output shaft drive gear train OG, and at the time of shifting, the first input shaft S 1 or the second Engine power from the input shaft S 2 is transmitted to the output shaft S 4 via the intermediate shaft S 3.
  • the transmission in this example is a so-called output reduction type transmission, and the output shaft drive gear train OG causes the rotational speed of the output shaft S 4 to be lower than the rotational speed of the intermediate shaft S 3. The shaft torque increases.
  • the transmission has 6 forward speeds and reverse speeds
  • the hollow first input shaft S 1 has an even number of 2nd speed gear train G 2 and 4th speed gear train G 4.
  • the 6th speed gear train G 6 fixed gear is arranged, while the second input shaft S 2 has an odd number of stages.
  • a first-speed gear train G 1 and a third-speed gear train G 3 and a fixed gear of the reverse gear train GRV are arranged, and these fixed gears are loosely fitted to the intermediate shaft S 3, that is, rotate. It meshes with the corresponding loosely fitted gear that is fitted.
  • every other shift stage gear train is arranged on each input shaft of the dual clutch transmission.
  • a clutch clutch type direct coupling clutch C3 that is directly connected to the output shaft S4 as the fifth gear of the transmission is arranged. This is a so-called overtop gear position where the output shaft is accelerated.
  • Each gear that is loosely fitted to the intermediate shaft S 3 has dog teeth (gasplines) that are integrally formed, and the intermediate shaft S 3 includes a second gear, a first gear, a fourth gear, and a sixth gear.
  • 1st stage 3rd speed switching device X2 and 1st speed-backward switching device X3 are installed. These switching devices are configured as an intermeshing clutch as shown in FIG.
  • the dual clutch transmission has a first input shaft S 1 and a second input shaft S 2 that are respectively coupled to the clutch, and these input shafts can rotate independently of each other. Therefore, when shifting from 2nd gear to 3rd gear, prior to disengagement of first clutch C1 and disengagement of 2nd gear 1st gear 4th gear switching device X1, 6th gear 1 It becomes possible to fit the 3rd gear stage switching device X2 to the 3rd gear stage gear train G3. In this way, after the 6-speed 1-speed 3-speed switching device X 2 is preliminarily engaged with the 3-speed gear, the second clutch is disconnected while disengaging the first clutch C 1. If the C2 is connected, the gear stage can be switched without substantially interrupting the transmission of engine power, and switching without shift shock can be realized.
  • the sink port kneader mechanism is operated.
  • the sink port in a normal parallel shaft gear mechanism type transmission is used.
  • the dual clutch transmission has two input shafts having a double-pipe structure, and an odd-numbered gear train and an even-numbered gear train are arranged in series on each input shaft.
  • the output shaft drive gear train is arranged in the.
  • the length of the input shaft and the intermediate shaft is long, and the distance between the bearings placed at both ends of each shaft becomes large, and the length of the entire transmission in the axial direction increases.
  • there are practical measures such as installing a bearing in the middle of the shaft. If necessary, the axial length of the transmission is further increased. In a vehicle, the space for mounting the transmission is limited, so it is difficult to mount the transmission in the axial direction.
  • the transmission is a dual reduction latch of the output reduction type
  • the output shaft is decelerated by the output shaft drive gear train at the rear end of the intermediate shaft, so the intermediate shaft is always the output shaft. It rotates at a rotational speed increased more than.
  • the rotational speed of the intermediate shaft reaches a considerably high rotational speed.
  • Lubricating oil is supplied inside the transmission housing, and the intermediate shaft and gears of the transmission rotate while immersed in the lubricating oil stored at the bottom of the housing to change the speed while stirring the lubricating oil. Lubricating oil is splashing on the internal parts of the machine.
  • An object of the present invention is to solve the above-mentioned problems by shortening the axial length of the dual clutch transmission and preventing high-speed rotation of the intermediate shaft during high-speed traveling. Disclosure of the invention
  • the present invention provides a dual clutch transmission having two input shafts.
  • a clutch that connects and disconnects the intermediate shaft and the output shaft, the intermediate shaft and the two input shafts are used to form a single gear stage and stop the rotation of the intermediate shaft.
  • the present invention as described in claim 1,
  • a transmission comprising a first input shaft and a second input shaft respectively coupled to a clutch, an intermediate shaft disposed in parallel with the first input shaft and the second input shaft, and an output shaft
  • the gear train provided on the input shaft has every other gear.
  • An output shaft drive gear train for transmitting power to the output shaft is provided at an end of the intermediate shaft, and power transmission is intermittently provided between the second input shaft and the output shaft.
  • a direct coupling clutch is installed, and
  • the output shaft drive gear train is provided with an intermediate shaft coupling clutch that interrupts transmission of power, and in one of the shift stages, the intermediate shaft coupling clutch is cut and the direct coupling clutch is connected. Power is transmitted from the first input shaft to the intermediate shaft via one gear train, and then from the intermediate shaft to the second input shaft via one gear train of the second input shaft. Power is transmitted, and power is transmitted to the output shaft by the direct clutch.
  • the transmission is characterized by this.
  • the output shaft drive gear train that connects between the intermediate shaft and the output shaft is provided with an intermediate shaft connection clutch that connects and disconnects the intermediate shaft connection clutch.
  • the intermediate shaft can be separated from the output shaft. Since the dual clutch transmission has two input shafts, when the intermediate shaft is disconnected from the output shaft, power is transmitted from the first input shaft to the second input shaft using the intermediate shaft. Power can be transmitted from the second input shaft to the output shaft by the direct clutch. At this time, by selecting a plurality of gear trains arranged between the intermediate shaft and the two input shafts as appropriate and performing power transmission, it is possible to obtain one gear stage set to a desired gear ratio. .
  • the output shaft drive gear train is preferably a gear train that decelerates from the intermediate shaft and transmits power to the output shaft.
  • the shaft diameter of the intermediate shaft can be reduced, and the gear thickness (axial length) can be reduced. Along with the shortening of the shaft by omitting the gear train, the transmission is further reduced in weight and made compact. Further, as in claim 3, when the direct coupling clutch is connected and power is transmitted from the second input shaft to the output shaft at the same speed, it is preferable to disconnect the intermediate shaft coupling clutch. That's right.
  • the intermediate shaft coupling clutch is installed in the output shaft drive gear train, and according to the configuration of claim 3, the transmission in which power is transmitted without going through the intermediate shaft In the direct coupling stage, the intermediate shaft coupling clutch can be disconnected to stop the rotation of the intermediate shaft.
  • the intermediate shaft is not driven from the output shaft and idles when the vehicle traveling in the direct connection stage is traveling at high speed. Therefore, vigorous agitation of the lubricating oil is prevented, the temperature rise and the transmission loss increase can be prevented, and the generation of noise due to the high speed rotation of the intermediate shaft can be prevented.
  • the final deceleration is generally performed so that the frequency of using a direct connection stage that directly transmits power from the input shaft to the output shaft is maximized.
  • Machine (final gear) etc. are designed. For this reason, preventing the idle rotation of the intermediate shaft in the direct coupling stage is very effective in practical use.
  • the direct coupling clutch and the intermediate shaft coupling clutch can be a squeezing clutch provided with a sink port kneader mechanism.
  • a friction clutch such as a wet multi-plate clutch may be used.
  • smooth transmission of power is possible.
  • reliable intermittent connection is possible, and the configuration of the operating device is simplified.
  • the first input shaft is hollow, the second input shaft is extended through the hollow portion of the first input shaft, and the output shaft is Input shaft and second It can be arranged concentrically with the input shaft. If such a configuration is adopted, the structure of the dual clutch transmission becomes compact, and in particular the width dimension is reduced. In addition, it
  • the structure can be made compact, including the clutch of each input shaft. Then, as in claim 7, in one of the shift stages that transmits power by connecting the direct clutch, the rotational speed of the output shaft is increased more than the rotational speed of the input shaft. It is preferable to have a one-part stage.
  • the rotational speed of the intermediate shaft connected to the output shaft by the output shaft drive gear train is the highest in the overtop stage where the rotational speed of the output shaft is increased more than the rotational speed of the input shaft.
  • a direct clutch is connected and the shift stage that transmits power from the first input shaft to the second input shaft using the intermediate shaft is an overtop stage, it is disconnected from the output shaft.
  • the rotation speed of the intermediate shaft is significantly lower than when it is connected to the output shaft by the output shaft drive gear train. Therefore, cutting the intermediate shaft coupling clutch while traveling in the overtop stage is the most effective in reducing the increase in the lubricating oil temperature caused by the high speed rotation of the intermediate shaft.
  • FIG. 1 is an overall schematic view of a dual clutch transmission of the present invention.
  • FIG. 2 is a detailed view of the vicinity of the output shaft drive gear train in the dual clutch transmission of the present invention.
  • FIG. 3 is a detailed view of the gear position changing device.
  • FIG. 4 is a diagram showing an operating state at the sixth speed of the dual clutch transmission of the present invention.
  • FIG. 5 is an overall schematic diagram of a conventional dual talatch transmission. BEST MODE FOR CARRYING OUT THE INVENTION
  • FIG. 1 is an overall schematic diagram of the dual clutch transmission of the present invention
  • FIG. 2 is an intermediate shaft coupling clutch of the present invention.
  • FIG. 3 is a detailed view of the gear position changing device.
  • the same reference numerals are given to the components corresponding to the components of FIG. 5 showing a conventional dual clutch transmission.
  • the basic structure and operation of the dual clutch transmission of the present invention is the same as the conventional dual clutch transmission described with reference to FIG. That is, as shown in FIG.
  • the first clutch C 1 and the second clutch C 2 are arranged concentrically, and the first clutch C 1 is coupled to the hollow first input shaft S 1,
  • the two clutch C 2 is coupled to a second input shaft S 2 that extends rearward through the first input shaft S 1.
  • An intermediate shaft S3 is installed in parallel with the two input shafts, and an output shaft S4 of the transmission connected to the propulsion shaft of the vehicle is arranged behind the transmission.
  • a plurality of gear trains for shifting having different reduction ratios are arranged, and the second input shaft S
  • a direct coupling clutch C 3 that is directly coupled to the output shaft S 4 is provided at the rear end of 2.
  • the transmission of this embodiment is an output reduction type, and an output shaft driving gear train OG that transmits power from the intermediate shaft S 3 to the output shaft S 4 while decelerating is placed at the rear end of the intermediate shaft S 3. It ’s gone.
  • the intermediate shaft coupling clutch C 4 is provided in the output shaft drive gear train ⁇ G installed at the rear end of the intermediate shaft S 3, and the intermediate shaft S 3 and the output shaft S 4 are connected to each other. Connect in an intermittent manner. The intermediate shaft coupling clutch C 4 will be described with reference to FIG.
  • the small gear OG 1 of the output shaft drive gear train is loosely fitted to the intermediate shaft S 3 and meshes with the large gear OG 2 fixed to the output shaft S 4 by spline fitting.
  • a member having dog teeth (gear splines) 1 1 formed on the outer periphery thereof is press-fitted into the small gear O G 1 and integrally coupled.
  • the clutch hub 12 is fixed to the intermediate shaft S3 by spline fitting to the right side of the small gear OG1, and the spline that meshes with the dog teeth 11 on the outer periphery of the clutch hub 12 Sliding sleep 14 with 1 3 is fitted to be slidable in the axial direction.
  • a synchronizer ring 15 is arranged between the dog teeth 1 1 and the sliding sleep 14, and these constitute a meshing clutch with a synchronizer mechanism generally used in transmissions.
  • the small gear OG 1 is loosely fitted to the intermediate shaft S 3 to provide a meshing clutch, but the large gear OG 2 of the output shaft S 4 is the loosely fitted gear to form the II meshing clutch.
  • the sliding sleeve 14 is moved to the left by the synchronizer ring 15 until the rotation of the intermediate shaft S 3 and the small gear OG 1 is synchronized, as is well known as a synchronization mechanism in a transmission. Be blocked.
  • the direct coupling clutch C 3 installed between the second input shaft S 2 and the output shaft S 4 has the same structure as the intermediate shaft coupling clutch C 4 and is a squeezing clutch that performs the same operation. ing.
  • the fixed gears of the second gear stage G 2 and the fourth gear stage G 4 that are even stages are mounted on the hollow first input shaft S 1.
  • the gear of the 6th gear stage is not installed.
  • the gears of the first-speed gear train G1 and the third-speed gear train G3, which are odd-numbered gears, and the reverse gear train GRV are fixed. These gears mesh with the corresponding gears loosely fitted on the intermediate shaft S3 to form a gear train for each gear stage.
  • Each gear loosely fitted to the intermediate shaft S 3 has dog teeth formed integrally therewith, and the intermediate shaft S 3 includes a second gear to a fourth gear switching device XI, the first gear to the third gear.
  • Switching device X 4 and reverse stage coupling clutch C 5 are arranged.
  • the conventional dual clutch type speed changer in FIG. 5 has three switching devices, whereas in the present invention, one switching device replaces the rearward-stage coupling clutch C5. Therefore, the structure will be simplified.
  • the gear stage switching device is a meshing clutch type switching device that is generally used in a parallel shaft gear mechanism type transmission. This will be described with reference to FIG.
  • the fixed gear 21 of the second speed gear train G 2 and the fixed gear 41 of the fourth speed gear train G 4 are integrally processed, and each of them has a second speed gear. It is in mesh with the fitted gear 2 2 and the 4th-speed loosely fitted gear 4 2. Both loosely fitted gears have dog teeth 2 3 and 4 3 attached integrally, and a clutch hub 24 is fixed to the intermediate shaft S 3 therebetween.
  • FIG. 4 shows the power transmission state of the dual clutch type transmission of the present invention at the sixth speed which is the overtop stage.
  • the intermediate shaft coupling clutch C4 of the output shaft drive gear train OG When the vehicle is traveling at the first gear to the fourth gear, the intermediate shaft coupling clutch C4 of the output shaft drive gear train OG is connected, and the engine power is driven by the output shaft via the intermediate shaft S3. It is transmitted from the gear train OG to the output shaft S4.
  • the first clutch C 1 when traveling in the second gear, the first clutch C 1 is connected and the second clutch C 2 is disconnected, and the second gear—fourth gear switching device X 1 is in the second gear wheel train G.
  • the engine power from the first input shaft S1 drives the intermediate shaft S3 via the second speed gear train G2, and the output shaft S4 via the output shaft drive gear train OG. Drive.
  • the state of the transmission in the first to fourth speed stages to which the intermediate shaft coupling clutch C 4 is connected and the operation at the time of shifting are the same as the operation of the conventional dual latch type transmission of FIG. Therefore, even with the present invention, it is possible to switch the gear position without substantially interrupting transmission of engine power, and to reduce the load such as frictional force acting on the synchronizer mechanism. The effect of being able to be achieved is achieved.
  • the direct coupling clutch C 3 is connected to connect the second input shaft S 2 to the output shaft S 4 and the intermediate shaft coupling clutch C 4 is disconnected to make the intermediate shaft S 3 independent of the output shaft S 4. It can be rotated. Then, the 2nd speed 1st 4th speed switching device X1 is swung into the 4th speed gear train G4, and the 1st speed 1st 3rd speed switching device X4 is injected into the 3rd speed gear train G3 Connect the first clutch C1 in front of the transmission and disconnect the second clutch C2.
  • the engine power drives the first input shaft S 1 via the first clutch C 1 and drives the intermediate shaft S 3 by the fourth speed gear train G 4. Further, the rotation of the intermediate shaft S 3 is transmitted to the second input shaft S 2 by the third gear stage G 3 and transmitted to the output shaft S 4 via the direct coupling clutch C 3. Since the reduction ratio of the 3rd speed is set to be larger than the reduction ratio of the 4th speed, when the rotation is transmitted through this transmission path, the rotation speed of the 2nd input shaft S2 is the 1st input shaft S1. The speed ratio of the 6th speed, which is the over-top stage, can be obtained. In addition, the number of rotations of the intermediate shaft S 3 at this time is significantly lower than when driven through a 6th gear train as shown in FIG. 5, so that excessive stirring of the lubricating oil can be suppressed. It becomes.
  • the output shaft drive gear train OG is provided with the intermediate shaft coupling clutch C 4 so that the intermediate shaft S 3 can be disconnected from the output shaft S 4. It is possible to configure a single gear stage using two input shafts and an intermediate shaft without causing heavy meshing. For this reason, one of the gear trains in the conventional dual clutch transmission is omitted, the length of each shaft and the total length of the transmission are shortened, and the switching device is simplified. If the transmission is of the output reduction type, the torque acting on the intermediate shaft or the like is small, and an even smaller transmission can be configured.
  • the direct coupling clutch C 3 in the fifth gear, which is the direct coupling stage, the direct coupling clutch C 3 is connected and at the same time the intermediate shaft coupling clutch C 4 of the output shaft drive gear train OG is disconnected.
  • the Engine power is transmitted from the second clutch C2 to the second input shaft S2, and directly to the output shaft C4 via the direct coupling clutch C3.
  • the speed of the vehicle is high, and the rotational speed of the output shaft S 4 increases accordingly. Since the coupling clutch C 4 is disengaged, the intermediate shaft S 3 does not run idle.
  • the present invention includes two input shafts, and in a dual talatch type transmission that transmits power to the output shaft via the intermediate shaft, the connection between the intermediate shaft and the output shaft is intermittently connected.
  • An intermediate shaft coupling clutch is provided, and a single gear stage is configured using the intermediate shaft and two input shafts. Therefore, the present invention can be used for various vehicles as a transmission of a power transmission device.
  • the transmission of the above-described embodiment has an output shaft concentrically arranged behind the input shaft
  • the present invention is also applied to a transmission in which the output shaft is installed in parallel with the input shaft and the intermediate shaft.
  • the intermediate shaft coupling clutch a friction clutch such as a wet multi-plate clutch is used instead of the meshing clutch, or the gear stage configured using the intermediate shaft and the two input shafts is set to the 6th gear stage.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

A dual clutch transmission having two input shafts individually connected to clutches, an intermediate shaft, and an output shaft, wherein the transmission has a clutch capable of connecting and disconnecting between the intermediate shaft and the output shaft and the axial length of the transmission is reduced by eliminating one gear train in transmission stages. In the transmission, a direct connection clutch (C3) is provided between one (S2) of the input shafts and the output shaft (S4) and the intermediate shaft connection clutch (C4) for permitting and interrupting power transmission is provided between the intermediate shaft (S3) and the output shaft (S4). When the intermediate shaft connection clutch (C4) is disengaged, a transmission stage from the input shaft (S1) through the intermediate shaft (S3) and the input shaft (S4) up to the output shaft (S4) can be formed. This enables elimination of one gear train to reduce the length of the transmission. Also, when power is directly transmitted from the input shaft to the output shaft via the direct connection clutch (C3), the intermediate shaft connection clutch (C4) is disconnected to stop rotation of the intermediate shaft (S3), preventing excessive stirring of lubricating oil caused by idle of the intermediate shaft (S3).

Description

明細書 デュアルクラッチ式変速機 技術分野  Description Dual clutch transmission Technical Field
本発明は、 車両の動力伝達装置における変速機に関し、 さらに詳しくは、 2個のクラッ チとそれぞれのクラツチに連結された 2本の変速機入力軸とを備え、 変速段の切換えの際 にこれらのクラッチの断続を自動的に行う変速機に関するものである。  The present invention relates to a transmission in a power transmission device for a vehicle. More specifically, the present invention includes two clutches and two transmission input shafts connected to the respective clutches, and these gears are changed when the gears are switched. The present invention relates to a transmission that automatically engages and disengages the clutch.
背景技術 Background art
近年、 車両の運転の容易化さらには運転者の疲労軽減のために、 各種の自動的な車両用 動力伝達装置が開発されている。 トルクコンバータと遊星歯車機構を組み合わせた自動変 速機がその代表的なものであり、 いわゆるオートマ車 （A T車） の動力伝達装置として広 く普及している。 自動変速機以外にも、 マニュアル車 （MT車） と同様な平行軸歯車機構 式変速機を使用して、 これと自動操作クラツチとを組み合わせ、 電子制御装置により車両 の走行状態に応じて自動的に変速段を切換える動力伝達装置が存在する。 電子制御装置に よる変速段の切換えに代え、 運転者の操作する変速レバーからの変速指令によつて変速段 を切換えるものもある。  In recent years, various automatic vehicle power transmission devices have been developed to facilitate vehicle driving and reduce driver fatigue. A typical example is an automatic transmission that combines a torque converter and a planetary gear mechanism, and is widely used as a power transmission device for so-called automatic vehicles (AT vehicles). In addition to the automatic transmission, a parallel-shaft gear mechanism type transmission similar to a manual vehicle (MT vehicle) is used, and this is combined with an automatic operation clutch, and automatically controlled according to the running state of the vehicle by an electronic control unit. There is a power transmission device for switching the gear position. In some cases, the shift stage is switched by a shift command from a shift lever operated by the driver, instead of switching the shift stage by an electronic control unit.
自動変速機のトルクコンバータは流体を利用する伝動装置であって、 動力伝達損失が存 在し、 また、 遊星歯車機構及ぴその制御装置は複雑で高価なものである。 平行軸歯車機構 式変速機ではトルクコンバータの介在に伴う動力伝達損失がないから、 これを使用する自 動的な動力伝達装置は、 自動変速機よりも車両の燃料経済性の面では優れており、 変速機 構の構成や制御も自動変速機に比べ簡易かつ信頼性の高いものとなる。  The torque converter of an automatic transmission is a transmission device that uses a fluid, and there is a power transmission loss, and the planetary gear mechanism and its control device are complex and expensive. Since a parallel shaft gear mechanism type transmission does not have power transmission loss due to the intervention of a torque converter, an automatic power transmission device that uses this is superior to an automatic transmission in terms of fuel economy of the vehicle. The structure and control of the transmission mechanism are simpler and more reliable than the automatic transmission.
一方、 平行軸歯車機構式変速機を使用する自動的な変速装置では、 変速時の変速ショッ クが自動変速機よりも大きい傾向にある。 平行軸歯車機構式変速機では、 平行に配置され た主軸とカウンタ軸に、 複数の歯車列と嚙み合いクラッチとが設けられており、 嚙み合い クラツチの変速スリープを歯車列の一つに嚙み合わせてエンジン動力を出力軸に伝達する。 変速段を切換える際には、 嚙み合わされた変速スリーブを外した後、 同期のためシンクロ ナイザ機構を作動させながら新たな歯車列との噴み合わせを行うが、 このときには、 ェン ジンと変速機との間のクラッチが切断され短時間エンジン動力の伝達が遮断される。 これ に対し、 トルクコンバータを介在させた自動変速機では、 変速の際にも実質的に動力伝達 が遮断されないので、 変速ショックが少なくスムースな変速が可能となる。 平行軸歯 構式変速機において、 変速時にも動力伝達を継続させてショックを防止す るため、 2個のクラッチとそれぞれのクラツチに連結された 2本の変速機入力軸とを備え たデュアルクラツチ式変速機 （又はツインクラツチ式変速機） と称する変速機が知られて おり、 一例として特開平 8— 3 2 0 0 5 4号公報に開示されている。 デュアルクラッチ式 変速機には、 図 5に示すように、 2重管構造をなす第 1入力軸 S 1と第 2入力軸 S 2が配 置され、 第 2入力軸 S 2は、 中空の第 1入力軸 S 1を貫通して後方に延長されている。 変 速機の前方には、 内側と外周側とに同心状に配置された第 1クラッチ C 1及び第 2クラッ チ C 2が設けられ、 それぞれのクラッチの入力側はエンジン出力軸に接続される。 これら のクラッチは、 この例では湿式多板クラッチであって、 第 1クラッチ C 1の出力軸は中空 の第 1入力軸 S 1と一体的に連結され、 第 2クラッチ C 2の出力軸は第 2入力軸 S 2と一 体的に連結される。 2個のクラッチを同心状に配置する代わりに軸方向に並列して配置し てもよく、 湿式多板クラツチに代え乾式単板クラッチを用いてもよい。 On the other hand, in an automatic transmission using a parallel shaft gear mechanism type transmission, the shift shock at the time of shifting tends to be larger than that of an automatic transmission. In a parallel shaft gear mechanism type transmission, a plurality of gear trains and meshing clutches are provided on a main shaft and a counter shaft arranged in parallel, and the gear shift sleep of the mesh clutch is one of the gear trains. The engine power is transmitted to the output shaft in combination. When changing the gear position, after the geared sleeve is removed, the synchronizer mechanism is operated for synchronization and injection with a new gear train is performed. The clutch between the gin and the transmission is disconnected and the transmission of engine power is cut off for a short time. On the other hand, in an automatic transmission with a torque converter interposed, since power transmission is not substantially cut off even during a shift, smooth shift can be achieved with little shift shock. In a parallel-shaft toothed structure type transmission, a dual clutch with two clutches and two transmission input shafts connected to each clutch to prevent shock by continuing power transmission even during gear shifting. 2. Description of the Related Art A transmission referred to as a type transmission (or a twin clutch type transmission) is known, and is disclosed in, for example, Japanese Patent Laid-Open No. Hei 8-3200. As shown in FIG. 5, the dual clutch transmission includes a first input shaft S 1 and a second input shaft S 2 having a double pipe structure, and the second input shaft S 2 is a hollow first shaft. 1 Extends backward through the input shaft S1. A first clutch C 1 and a second clutch C 2 arranged concentrically on the inner side and the outer peripheral side are provided in front of the speed changer, and the input side of each clutch is connected to the engine output shaft. . These clutches are wet multi-plate clutches in this example, and the output shaft of the first clutch C 1 is integrally connected to the hollow first input shaft S 1, and the output shaft of the second clutch C 2 is the first one. 2 Connected integrally with input shaft S2. The two clutches may be arranged in parallel in the axial direction instead of being arranged concentrically, and a dry single plate clutch may be used instead of the wet multi-plate clutch.
デュアルクラッチ式変速機では、第 1入力軸 S 1及び第 2入力軸 S 2と平行に中間軸（力 ゥンタ軸） S 3が設置されるとともに、 変速機の後方には、 車両の推進軸 （プロペラシャ フト）に連なる変速機の出力軸 S 4が配置される。中間軸 S 3の後端に固着された歯車は、 出力軸 S 4に固定された歯車と嘘み合って出力軸駆動歯車列 O Gを形成し、 変速時には、 第 1入力軸 S 1又は第 2入力軸 S 2からのエンジン動力が、 中間軸 S 3を経由して出力軸 S 4に伝達される。 この例の変速機は、 いわゆるァゥトプットリダクション形式の変速機 であって、 出力軸駆動歯車列 O Gにより出力軸 S 4の回転数は中間軸 S 3の回転数より低 下し、 出力軸 S 4の軸トルクが增加する。 変速を行うため、 異なった減速比を有する多数の齒車列が、 第 1入力軸 S 1及び第 2入 力軸 S 2と中間軸 S 3との間に配置される。 この例では、 変速機は前進 6段と後退段とを 備えており、 中空の第 1入力軸 S 1には、 偶数段である 2速段歯車列 G 2、 4速段齒車列 G 4及び 6速段歯車列 G 6の固定歯車が配置され、 一方、 第 2入力軸 S 2には、 奇数段で ある 1速段歯車列 G 1及ぴ 3速段歯車列 G 3と、 後退段歯車列 G R Vの固定歯車とが配置 され、 これらの固定歯車は、 中間軸 S 3に遊嵌された、 すなわち回転可能に嵌め込まれた 対応する遊嵌歯車と嚙み合っている。 このように、 デュアルクラッチ式変速機の各入力軸 には、 一つおきの変速段の歯車列が配置される。 In the dual clutch type transmission, an intermediate shaft (force motor shaft) S 3 is installed in parallel with the first input shaft S 1 and the second input shaft S 2, and the vehicle propulsion shaft ( The output shaft S4 of the transmission connected to the propeller shaft is arranged. The gear fixed to the rear end of the intermediate shaft S 3 lies with the gear fixed to the output shaft S 4 to form the output shaft drive gear train OG, and at the time of shifting, the first input shaft S 1 or the second Engine power from the input shaft S 2 is transmitted to the output shaft S 4 via the intermediate shaft S 3. The transmission in this example is a so-called output reduction type transmission, and the output shaft drive gear train OG causes the rotational speed of the output shaft S 4 to be lower than the rotational speed of the intermediate shaft S 3. The shaft torque increases. In order to perform speed change, a large number of gear trains having different speed reduction ratios are arranged between the first input shaft S1, the second input shaft S2, and the intermediate shaft S3. In this example, the transmission has 6 forward speeds and reverse speeds, and the hollow first input shaft S 1 has an even number of 2nd speed gear train G 2 and 4th speed gear train G 4. And the 6th speed gear train G 6 fixed gear is arranged, while the second input shaft S 2 has an odd number of stages. A first-speed gear train G 1 and a third-speed gear train G 3 and a fixed gear of the reverse gear train GRV are arranged, and these fixed gears are loosely fitted to the intermediate shaft S 3, that is, rotate. It meshes with the corresponding loosely fitted gear that is fitted. Thus, every other shift stage gear train is arranged on each input shaft of the dual clutch transmission.
第 2入力軸 S 2の後端には、 変速機の 5速段として出力軸 S 4と直結させる嚙み合いク ラッチ式の直結クラッチ C 3が配置され、 したがって、 6速段は、 入力軸よりも出力軸が 増速されるいわゆるオーバートップの変速段となっている。 中間軸 S 3に遊嵌される各歯 車は一体的に形成されるドグ歯 （ギャスプライン） を有するとともに、 中間軸 S 3には、 2速段一 4速段切換え装置 X 1、 6速段一 3速段切換え装置 X 2及び 1速段—後退段切換 え装置 X 3が配置される。 これらの切換え装置は、 平行軸歯 «構式変速機において一般 的に用いられる、 変速スリーブとシンク口ナイザ機構等を備えた図 3に示すような嚙み合 いクラッチとして構成されている。 このようなデュアルクラツチ式変速機においては、 例えば車両が 2速段で走行している 状態では、 第 1クラッチ C 1が接続され第 2クラッチ C 2は切断されており、 2速段一 4 速段切換え装置 X 1が 2速段歯車列 G 2に嗨み合わされ、 他の切換え装置は中立位置にあ る。 エンジン動力は、 第 1クラッチ C 1に結合される第 1入力軸 S 1から 2速段歯車列 G 2を介して中間軸 S 3を駆動し、 さらに、 後端の出力軸駆動歯車列 O Gを介して出力軸 S 4を駆動する。 2速から 3速に変速するときは、 第 1クラッチ C 1を切断し、 2速段一 4 速段切換え装置 X 1の噴み合いを外して中立状態とするとともに、 6速段一 3速段切換え 装置 X 2を 3速段歯車列 G 3に嚙み合わせて第 2クラツチ C 2を接続する。 変速が終了す ると、 エンジン動力は、 第 2入力軸 S 2から 3速段歯車列 G 3を介して中間軸 S 3に伝動 され、 出力軸駆動歯車列 O Gを介して出力軸 S 4を駆動するようになる。  At the rear end of the second input shaft S2, a clutch clutch type direct coupling clutch C3 that is directly connected to the output shaft S4 as the fifth gear of the transmission is arranged. This is a so-called overtop gear position where the output shaft is accelerated. Each gear that is loosely fitted to the intermediate shaft S 3 has dog teeth (gasplines) that are integrally formed, and the intermediate shaft S 3 includes a second gear, a first gear, a fourth gear, and a sixth gear. 1st stage 3rd speed switching device X2 and 1st speed-backward switching device X3 are installed. These switching devices are configured as an intermeshing clutch as shown in FIG. 3, which includes a transmission sleeve and a sink port kneader mechanism, which are generally used in a parallel shaft toothed type transmission. In such a dual clutch type transmission, for example, when the vehicle is traveling at the second speed, the first clutch C 1 is connected and the second clutch C 2 is disconnected, so that the second speed is the first speed. The step changer X 1 is meshed with the second gear stage G 2 and the other changer is in the neutral position. The engine power drives the intermediate shaft S3 from the first input shaft S1 coupled to the first clutch C1 via the second gear train G2, and further outputs the output shaft drive gear train OG at the rear end. To drive the output shaft S4. When shifting from 2nd gear to 3rd gear, disengage 1st clutch C1, disengage the 2nd speed 1st 4th speed switching device X1 to neutral state, and 6th speed 1st 3rd speed Step changer X 2 is fitted to the third gear stage G 3 and the second clutch C 2 is connected. When the shift is completed, the engine power is transmitted from the second input shaft S2 to the intermediate shaft S3 via the third gear train G3, and the output shaft S4 is transmitted via the output shaft drive gear train OG. Come to drive.
デュアルクラッチ式変速機には、 それぞれクラッチと結合された第 1入力軸 S 1及び第 2入力軸 S 2が配置してあり、 これらの入力軸は互いに独立して回転可能である。 そのた め、 2速段から 3速段への変速に際しては、 第 1クラッチ C 1の切断や 2速段一 4速段切 換え装置 X 1の嚙み合いの切り離しに先立って、 6速段一 3速段切換え装置 X 2を 3速段 歯車列 G 3に嚙み合わせることが可能となる。 このように、 6速段一 3速段切換え装置 X 2を 3速の変速段に予め嚙み合わせた後に、 第 1クラッチ C 1を切断しながら第 2クラッ チ C 2を接続するようにすれば、 エンジン動力の伝達が実質的に遮断されることなく変速 段が切換えられることとなり、 変速ショックのない切換えが実現できる。 また、 切換え装 置を 3速段歯車列 G 3に嚙み合わせるときにはシンク口ナイザ機構を作動させるが、 同期 のための時間的余裕が大きいので、 通常の平行軸歯車機構式変速機におけるシンク口ナイ ザ機構と比較すると、 シンクロナイザ機構に作用する摩擦力等の負荷を小さくすることが できる。 上述のとおり、 デュアルクラッチ式変速機は、 2重管構造の 2本の入力軸を有し、 それ ぞれの入力軸には奇数段と偶数段の歯車列が直列に配置され、 さらにその後部には出力軸 駆動歯車列が配置される。 そのため、 入力軸及び中間軸の長さが長大であって、 各軸の両 端に置かれる軸受間の距離が大きなものとなり、 変速機全体の軸方向の長さが増加する。 そして、 長さ寸法の大きい入力軸及び中間軸を、 曲げ剛性を確保しながら支持し円滑な動 力伝達を行わせるには、 現実的には軸の中間部に軸受を設置するなどの対策が必要であつ て、 変速機の軸方向長さは一層増大する。 車両では、 変速機を搭載するためのスペースは 限定されたものであるので、 軸方向の長レ、変速機の搭載は困難となる。 The dual clutch transmission has a first input shaft S 1 and a second input shaft S 2 that are respectively coupled to the clutch, and these input shafts can rotate independently of each other. Therefore, when shifting from 2nd gear to 3rd gear, prior to disengagement of first clutch C1 and disengagement of 2nd gear 1st gear 4th gear switching device X1, 6th gear 1 It becomes possible to fit the 3rd gear stage switching device X2 to the 3rd gear stage gear train G3. In this way, after the 6-speed 1-speed 3-speed switching device X 2 is preliminarily engaged with the 3-speed gear, the second clutch is disconnected while disengaging the first clutch C 1. If the C2 is connected, the gear stage can be switched without substantially interrupting the transmission of engine power, and switching without shift shock can be realized. In addition, when the switching device is fitted to the third gear stage G 3, the sink port kneader mechanism is operated. However, since there is a large time margin for synchronization, the sink port in a normal parallel shaft gear mechanism type transmission is used. Compared with the kneader mechanism, it is possible to reduce the load such as frictional force acting on the synchronizer mechanism. As described above, the dual clutch transmission has two input shafts having a double-pipe structure, and an odd-numbered gear train and an even-numbered gear train are arranged in series on each input shaft. The output shaft drive gear train is arranged in the. Therefore, the length of the input shaft and the intermediate shaft is long, and the distance between the bearings placed at both ends of each shaft becomes large, and the length of the entire transmission in the axial direction increases. In order to support the input shaft and the intermediate shaft with large length while ensuring the bending rigidity and to transmit the dynamic force smoothly, there are practical measures such as installing a bearing in the middle of the shaft. If necessary, the axial length of the transmission is further increased. In a vehicle, the space for mounting the transmission is limited, so it is difficult to mount the transmission in the axial direction.
また、 変速機がァゥトプットリダクション形式のデュアルタラッチ式変速機である場合 には、 中間軸の後端の出力軸駆動歯車列によって出力軸が減速されるので、 中間軸は、 常 に出力軸よりも増速された回転数で回転する。 そして、 出力軸の回転数が上昇する車両の 高速走行時においては、 中間軸の回転数は相当の高回転数に達する。 変速機のハウジング 内部には潤滑油が供給されており、 変速機の中間軸や歯車などは、 ハウジングの底部に貯 留される潤滑油に浸漬した状態で回転し、 潤滑油を撹拌しつつ変速機の内部部品に潤滑油 を跳ねかけている。 したがって、 中間軸が高速で回転すると、 潤滑油が激しく撹拌されて 潤滑油の温度が上昇するとともに、 潤滑油の撹拌に伴い中間軸に作用する流体抵抗が増加 し、 変速機における動力伝達損失の增大を招く。  Also, if the transmission is a dual reduction latch of the output reduction type, the output shaft is decelerated by the output shaft drive gear train at the rear end of the intermediate shaft, so the intermediate shaft is always the output shaft. It rotates at a rotational speed increased more than. When the vehicle running at a high speed where the rotational speed of the output shaft increases, the rotational speed of the intermediate shaft reaches a considerably high rotational speed. Lubricating oil is supplied inside the transmission housing, and the intermediate shaft and gears of the transmission rotate while immersed in the lubricating oil stored at the bottom of the housing to change the speed while stirring the lubricating oil. Lubricating oil is splashing on the internal parts of the machine. Therefore, when the intermediate shaft rotates at high speed, the lubricating oil is vigorously agitated and the temperature of the lubricating oil rises, and the fluid resistance acting on the intermediate shaft increases with the agitation of the lubricating oil, which reduces the power transmission loss in the transmission. Invite increase.
本発明の課題は、 デュアルクラッチ式変速機の軸方向の長さを短縮し、 かつ、 高速走行 時等における中間軸の高速回転を防止して上記の間題点を解決することにある。 発明の開示  An object of the present invention is to solve the above-mentioned problems by shortening the axial length of the dual clutch transmission and preventing high-speed rotation of the intermediate shaft during high-speed traveling. Disclosure of the invention
上記の課題に鑑み、 本発明は、 2本の入力軸を備えたデュアルクラッチ式変速機におい て、 中間軸と出力軸との連結を断続するクラッチを設けることにより、 中間軸と 2本の入 力軸とを利用して一つの変速段を構成するとともに、 中間軸の回転を停止することも可能 としたものである。 すなわち、 本発明は、 請求の範囲第 1項に記載のように、 In view of the above problems, the present invention provides a dual clutch transmission having two input shafts. By providing a clutch that connects and disconnects the intermediate shaft and the output shaft, the intermediate shaft and the two input shafts are used to form a single gear stage and stop the rotation of the intermediate shaft. Is also possible. That is, the present invention, as described in claim 1,
「それぞれクラツチに結合された第 1入力軸及ぴ第 2入力軸と、 前記第 1入力軸及び第 2 入力軸と平行に配置された中間軸と、 出力軸とを備える変速機であって、  “A transmission comprising a first input shaft and a second input shaft respectively coupled to a clutch, an intermediate shaft disposed in parallel with the first input shaft and the second input shaft, and an output shaft,
前記第 1入力軸及ぴ第 2入力軸と前記中間軸との間には、 変速段を構成する複数の歯車列 が設けられ、 これらの前記第 1入力軸に設けられる歯車列及び前記第 2入力軸に設けられ る歯車列は、 一つおきの変速段となっており、 Between the first input shaft, the second input shaft, and the intermediate shaft, there are provided a plurality of gear trains constituting a shift stage, and the gear trains provided on the first input shaft and the second gear trains. The gear train provided on the input shaft has every other gear.
前記中間軸の端部には、 前記出力軸に動力を伝達する出力軸駆動歯車列が設けられるとと もに、 前記第 2入力軸と前記出力軸との間には、 動力の伝達を断続する直結クラッチが設 けられ、 さらに、 An output shaft drive gear train for transmitting power to the output shaft is provided at an end of the intermediate shaft, and power transmission is intermittently provided between the second input shaft and the output shaft. A direct coupling clutch is installed, and
前記出力軸駆動歯車列には、動力の伝達を断続する中間軸連結クラツチが設けられており、 変速段の一つにおいては、 前記中間軸連結クラツチを切断して前記直結クラツチを接続す るとともに、 前記第 1入力軸から一つの歯車列を介して前記中間軸に動力を伝達し、 次い で、 前記中間軸から前記第 2入力軸の一つの歯車列を介して前記第 2入力軸に動力を伝達 し、 前記直結クラツチにより前記出力軸に動力を伝達する」 The output shaft drive gear train is provided with an intermediate shaft coupling clutch that interrupts transmission of power, and in one of the shift stages, the intermediate shaft coupling clutch is cut and the direct coupling clutch is connected. Power is transmitted from the first input shaft to the intermediate shaft via one gear train, and then from the intermediate shaft to the second input shaft via one gear train of the second input shaft. Power is transmitted, and power is transmitted to the output shaft by the direct clutch.
ことを特徴とする変速機となっている。 The transmission is characterized by this.
本発明のデュアルクラッチ式変速機においては、 中間軸と出力軸との間を連結する出力 軸駆動歯車列に、 その連結を断続する中間軸連結クラッチが設けられており、 中間軸連結 クラツチを切断することにより中間軸を出力軸と切り離すことができる。 デュアルクラッ チ式変速機には 2本の入力軸が設けられているので、 中間軸を出力軸と切り離すと、 第 1 入力軸から中間軸を利用して第 2入力軸に動力を伝達し、 直結クラッチにより第 2入力軸 から出力軸に動力を伝達することが可能となる。 このとき、 中間軸と両方の入力軸との間 に配置された複数の歯車列を適宜選択して動力伝達を行わせることにより、 所望の変速比 に設定した一つの変速段を得ることができる。 その結果、 本発明では歯車列の一つを省略 できるから、 変速機の変速段に対応した数の歯車列が軸方向に直列状態で配置される従来 のデュアルクラッチ式変速機と比ぺ、 変速機の軸方向の長さが短縮される。 そして、 入力 軸及び中間軸の長さも短縮されるから、 軸の曲げ剛性が増大することとなる。 請求の範囲第 2項のように、 前記出力軸駆動歯車列は、 前記中間軸から減速して前記出 力軸に動力を伝達する歯車列とすることが好ましい。 この構成を採用したとき、 つまり、 デュアルクラッチ式変速機をァゥトプットリダクション式の変速機としたときは、 出力軸 駆動歯車列によってトルクが増大されるので、 動力伝達時の中間軸の軸トルクは小さくな る。 そのため、 中間軸の軸径ゃ歯車の厚さ （軸方向長さ） を減少させることができ、 歯車 列の省略による軸の短縮と併せ、 変速機はより一層軽量化されコンパクトなものとなる。 また、 請求の範囲第 3項のように、 前記直結クラッチを接続して前記第 2入力軸から同 速で前記出力軸に動力を伝達するときは、 前記中間軸連結クラツチを切断することが好ま しい。 本発明のデュアルクラツチ式変速機では、 出力軸駆動歯車列に中間軸連結クラツチ が設置されており、 請求の範囲第 3項の構成によると、 中間軸を経由せず動力伝達が行わ れる変速機の直結段において、 中間軸連結クラッチを切断し、 中間軸の回転を停止するこ とが可能である。 これにより、 直結段で走行する車両の高速走行時等では、 中間軸が出力 軸から駆動されて空転することがない。 したがって、 潤滑油の激しい撹拌が防止され、 そ の温度上昇及び変速機の伝達損失の増加を防ぐことが可能となり、 さらに、 中間軸の高速 回転に伴う騒音の発生が防止できる。 車両の動力伝達系統では、 変速機の歯車ゃ軸受等に かかる負荷を軽減するため、 一般に、 入力軸から直接出力軸に動力を伝達する直結段を使 用する頻度が最も大きくなるように最終減速機 （ファイナルギヤ） 等が設計される。 こう したことから、 直結段において中間軸の空転を防止することは、 実用面での有効性が非常 に大きい。 請求の範囲第 4項のように、 前記直結クラッチ及ぴ前記中間軸連結クラッチを、 シンク 口ナイザ機構を備えた嚙み合いクラッチとすることができる。 出力軸駆動歯車列に設置さ れる中間軸連結クラツチとしては、湿式多板クラツチ等の摩擦クラツチを用いてもよいが、 シンクロナイザ機構を備えた嚙み合いクラツチとした場合には、 動力伝達の円滑かつ確実 な断続が可能となり、 操作装置の構成も簡易となる。 請求の範囲第 5項のように、 前記第 1入力軸を中空として、 前記第 2入力軸を前記第 1 入力軸の中空部を通過させて延長し、 かつ、 前記出力軸を、 前記第 1入力軸及び前記第 2 入力軸と同心に配置することができる。 こうした構成を採用すると、 デュアルクラッチ式 変速機の構造がコンパクトとなり、 殊に幅方向の寸法が縮小される。 また、 it求の範囲第In the dual clutch transmission of the present invention, the output shaft drive gear train that connects between the intermediate shaft and the output shaft is provided with an intermediate shaft connection clutch that connects and disconnects the intermediate shaft connection clutch. By doing so, the intermediate shaft can be separated from the output shaft. Since the dual clutch transmission has two input shafts, when the intermediate shaft is disconnected from the output shaft, power is transmitted from the first input shaft to the second input shaft using the intermediate shaft. Power can be transmitted from the second input shaft to the output shaft by the direct clutch. At this time, by selecting a plurality of gear trains arranged between the intermediate shaft and the two input shafts as appropriate and performing power transmission, it is possible to obtain one gear stage set to a desired gear ratio. . As a result, since one gear train can be omitted in the present invention, the number of gear trains corresponding to the gear stage of the transmission is compared with the conventional dual clutch transmission in which the gear trains are arranged in series in the axial direction. The axial length of the machine is shortened. And since the length of an input shaft and an intermediate shaft is also shortened, the bending rigidity of a shaft will increase. As in the second aspect of the present invention, the output shaft drive gear train is preferably a gear train that decelerates from the intermediate shaft and transmits power to the output shaft. When this configuration is adopted, that is, when the dual clutch transmission is an output reduction type transmission, the torque is increased by the output shaft drive gear train, so the shaft torque of the intermediate shaft during power transmission is Become smaller. Therefore, the shaft diameter of the intermediate shaft can be reduced, and the gear thickness (axial length) can be reduced. Along with the shortening of the shaft by omitting the gear train, the transmission is further reduced in weight and made compact. Further, as in claim 3, when the direct coupling clutch is connected and power is transmitted from the second input shaft to the output shaft at the same speed, it is preferable to disconnect the intermediate shaft coupling clutch. That's right. In the dual clutch type transmission of the present invention, the intermediate shaft coupling clutch is installed in the output shaft drive gear train, and according to the configuration of claim 3, the transmission in which power is transmitted without going through the intermediate shaft In the direct coupling stage, the intermediate shaft coupling clutch can be disconnected to stop the rotation of the intermediate shaft. As a result, the intermediate shaft is not driven from the output shaft and idles when the vehicle traveling in the direct connection stage is traveling at high speed. Therefore, vigorous agitation of the lubricating oil is prevented, the temperature rise and the transmission loss increase can be prevented, and the generation of noise due to the high speed rotation of the intermediate shaft can be prevented. In vehicle power transmission systems, in order to reduce the load on transmission gears and bearings, the final deceleration is generally performed so that the frequency of using a direct connection stage that directly transmits power from the input shaft to the output shaft is maximized. Machine (final gear) etc. are designed. For this reason, preventing the idle rotation of the intermediate shaft in the direct coupling stage is very effective in practical use. As in the fourth aspect of the present invention, the direct coupling clutch and the intermediate shaft coupling clutch can be a squeezing clutch provided with a sink port kneader mechanism. As the intermediate shaft coupling clutch installed in the output shaft drive gear train, a friction clutch such as a wet multi-plate clutch may be used. However, in the case of a meshing clutch equipped with a synchronizer mechanism, smooth transmission of power is possible. In addition, reliable intermittent connection is possible, and the configuration of the operating device is simplified. As in claim 5, the first input shaft is hollow, the second input shaft is extended through the hollow portion of the first input shaft, and the output shaft is Input shaft and second It can be arranged concentrically with the input shaft. If such a configuration is adopted, the structure of the dual clutch transmission becomes compact, and in particular the width dimension is reduced. In addition, it
6のように、 第 1入力軸に結合されるクラッチを第 2入力軸に結合されるクラッチの外周 部に同心に配置すると、 それぞれの入力軸のクラッチを含め、 構造のコンパクト化を達成 できる。 そして、 請求の範囲第 7項のように、 前記直結クラッチを接続して動力を伝達する前記 変速段の一つは、 前記出力軸の回転数が前記入力軸の回転数よりも增速されるォ一パート ップ段であるようにすることが好ましい。 If the clutch coupled to the first input shaft is arranged concentrically on the outer periphery of the clutch coupled to the second input shaft as shown in Fig. 6, the structure can be made compact, including the clutch of each input shaft. Then, as in claim 7, in one of the shift stages that transmits power by connecting the direct clutch, the rotational speed of the output shaft is increased more than the rotational speed of the input shaft. It is preferable to have a one-part stage.
出力軸駆動歯車列により出力軸と連結される中間軸の回転数は、 出力軸の回転数が入力 軸の回転数よりも增速されるオーバートップ段において最も大きくなる。 請求の範囲第 7 項のように、 直結クラツチを接続し第 1入力軸から中間軸を利用して第 2入力軸に動力を 伝達する変速段をオーバートップ段としたときは、 出力軸から切り離された中間軸の回転 数は、 出力軸駆動歯車列により出力軸と連結した場合に比べると大幅に低下する。 したが つて、 オーバートップ段の走行中において中間軸連結クラツチを切断することは、 中間軸 の高速回転に起因する潤滑油温度の上昇の抑制等を図るうえで、 有効性が最も大きなもの となる。 図面の簡単な説明  The rotational speed of the intermediate shaft connected to the output shaft by the output shaft drive gear train is the highest in the overtop stage where the rotational speed of the output shaft is increased more than the rotational speed of the input shaft. As described in claim 7, when a direct clutch is connected and the shift stage that transmits power from the first input shaft to the second input shaft using the intermediate shaft is an overtop stage, it is disconnected from the output shaft. The rotation speed of the intermediate shaft is significantly lower than when it is connected to the output shaft by the output shaft drive gear train. Therefore, cutting the intermediate shaft coupling clutch while traveling in the overtop stage is the most effective in reducing the increase in the lubricating oil temperature caused by the high speed rotation of the intermediate shaft. . Brief Description of Drawings
図 1は、 本発明のデュアルクラツチ式変速機の全体的な概略図である。  FIG. 1 is an overall schematic view of a dual clutch transmission of the present invention.
図 2は、 本発明のデュアルクラツチ式変速機における出力軸駆動歯車列の近傍の詳細図 である。  FIG. 2 is a detailed view of the vicinity of the output shaft drive gear train in the dual clutch transmission of the present invention.
図 3は、 変速段切換え装置の詳細図である。  FIG. 3 is a detailed view of the gear position changing device.
図 4は、本発明のデュアルクラツチ式変速機の 6速段における作動状態を示す図である。 図 5は、 従来のデュアルタラッチ式変速機の全体的な概略図である。 発明を実施するための最良の形態  FIG. 4 is a diagram showing an operating state at the sixth speed of the dual clutch transmission of the present invention. FIG. 5 is an overall schematic diagram of a conventional dual talatch transmission. BEST MODE FOR CARRYING OUT THE INVENTION
以下、 図面によって本発明のデュアルクラッチ式変速機について説明する。 図 1には本 発明のデュアルクラツチ式変速機の全体的な概略図を、 図 2には本発明の中間軸連結クラ ツチが置かれる出力軸駆動歯車列の近傍の詳細図を示す。 図 3は、 変速段切換え装置の詳 細図である。 これらの図面においては、 従来のデュアルクラッチ式変速機を示す図 5の部 品等に対応するものには同一の符号が付してある。 本発明のデュアルクラツチ式変速機の基礎的な構造及び作動は、 図 5を参照して説明し た従来のデュアルクラッチ式変速機と変わりはない。 すなわち、 図 1に示すように、 同心 状に配置された第 1クラッチ C 1及び第 2クラッチ C 2を備えており、 第 1クラッチ C 1 は中空の第 1入力軸 S 1と結合され、 第 2クラッチ C 2は第 1入力軸 S 1を貫通して後方 に延長される第 2入力軸 S 2と結合されている。 2本の入力軸と平行に中間軸 S 3が設置 されるとともに、 変速機の後方には、 車両の推進軸に連なる変速機の出力軸 S 4が配置さ れる。 そして、 第 1入力軸 S 1及ぴ第 2入力軸 S 2と中間軸 S 3との間には、 異なった減 速比を有する変速用の複数の歯車列が配置され、 第 2入力軸 S 2の後端に出力軸 S 4と直 結する直結クラッチ C 3が設けられる。 この実施例の変速機はァゥトプットリダクション 形式であって、 中間軸 S 3の後端には、 減速しながら中間軸 S 3から出力軸 S 4に動力を 伝達する出力軸駆動歯車列 O Gが置かれて 、る。 本発明のデュアルクラツチ式変速機では、 中間軸 S 3の後端に設置される出力軸駆動歯 車列◦ Gに中間軸連結クラッチ C 4を設け、 中間軸 S 3と出力軸 S 4とを断続可能に連結 する。 この中間軸連結クラッチ C 4について、 図 2に基づいて説明する。 Hereinafter, a dual clutch transmission of the present invention will be described with reference to the drawings. FIG. 1 is an overall schematic diagram of the dual clutch transmission of the present invention, and FIG. 2 is an intermediate shaft coupling clutch of the present invention. The detailed figure of the vicinity of the output-shaft drive gear train in which a stitch is placed is shown. FIG. 3 is a detailed view of the gear position changing device. In these drawings, the same reference numerals are given to the components corresponding to the components of FIG. 5 showing a conventional dual clutch transmission. The basic structure and operation of the dual clutch transmission of the present invention is the same as the conventional dual clutch transmission described with reference to FIG. That is, as shown in FIG. 1, the first clutch C 1 and the second clutch C 2 are arranged concentrically, and the first clutch C 1 is coupled to the hollow first input shaft S 1, The two clutch C 2 is coupled to a second input shaft S 2 that extends rearward through the first input shaft S 1. An intermediate shaft S3 is installed in parallel with the two input shafts, and an output shaft S4 of the transmission connected to the propulsion shaft of the vehicle is arranged behind the transmission. Between the first input shaft S 1 and the second input shaft S 2 and the intermediate shaft S 3, a plurality of gear trains for shifting having different reduction ratios are arranged, and the second input shaft S A direct coupling clutch C 3 that is directly coupled to the output shaft S 4 is provided at the rear end of 2. The transmission of this embodiment is an output reduction type, and an output shaft driving gear train OG that transmits power from the intermediate shaft S 3 to the output shaft S 4 while decelerating is placed at the rear end of the intermediate shaft S 3. It ’s gone. In the dual clutch transmission of the present invention, the intermediate shaft coupling clutch C 4 is provided in the output shaft drive gear train ◦ G installed at the rear end of the intermediate shaft S 3, and the intermediate shaft S 3 and the output shaft S 4 are connected to each other. Connect in an intermittent manner. The intermediate shaft coupling clutch C 4 will be described with reference to FIG.
出力軸駆動歯車列の小歯車 O G 1は中間軸 S 3に遊嵌され、 出力軸 S 4にスプライン嵌 合で固着された大歯車 O G 2と嚙み合っている。 小歯車〇G 1には、 外周にドグ歯 （ギヤ スプライン） 1 1の形成された部材が圧入され一体的に結合される。 図 2において小歯車 O G 1の右方には、 クラッチハブ 1 2が中間軸 S 3にスプライン嵌合で固着されており、 クラッチハブ 1 2の外周には、 ドグ歯 1 1と嚙み合うスプライン 1 3を備えた摺動スリー プ 1 4が軸方向に摺動可能に嵌め込まれている。 また、 ドグ歯 1 1と摺動スリープ 1 4と の間にはシンクロナイザリング 1 5が配置され、 これらは、 変速機で一般的に使用される シンクロナイザ機構付の嚙み合いクラッチを構成している。 この例では、 小歯車 O G 1を 中間軸 S 3に遊嵌して嚙み合いクラッチを設けているけれども、 出力軸 S 4の大歯車 O G 2を遊嵌歯車として II齒み合いクラツチを構成することもできる。 摺動スリープ 1 4が図の位置にあるときは、 ドグ歯 1 1と摺動スリープ 1 4のスプライ ン 1 3との嚙み合いが外れ、 小歯車 O G 1は中間軸 S 3上で空転するから、 中間軸 S 3と 出力軸 S 4とは切断される。 摺動スリープ 1 4を、 その外周溝に嵌め込まれた図示しない フォークによって左方に移動すると、 スプライン 1 3力 Sドグ歯 1 1と嚙み合って小歯車 O G 1は中間軸 S 3と一体化され、 出力軸駆動歯車列 O Gによる動力の伝達が可能となる。 摺動スリーブ 1 4の左方への移動は、 変速機における同期機構としてよく知られているよ うに、 中間軸 S 3と小歯車 O G 1の回転が同期するまではシンクロナイザリング 1 5によ り阻止される。 なお、 第 2入力軸 S 2と出力軸 S 4との間に設置される直結クラッチ C 3 も、 中間軸連結クラッチ C 4と同様な構造であり、 同様な作動を行う嚙み合いクラッチと なっている。 また、 本発明のデュアルクラッチ式変速機では、 中空の第 1入力軸 S 1に偶数段である 2速段歯車列 G 2、 4速段歯車列 G 4の固定歯車が装着されるが、 図 5に示す従来のもの とは異なり、 6速段歯車列の歯車は装着されていない。 第 2入力軸 S 2には、 奇数段であ る 1速段歯車列 G 1及び 3速段歯車列 G 3の歯車と、 後退段の歯車列 G R Vとが固定され る。 これらの歯車は、 中間軸 S 3に遊嵌された対応する歯車と嚙み合い、 それぞれの変速 段の齒車列を形成する。 中間軸 S 3に遊嵌される各歯車は一体的に形成されるドグ歯を有 するとともに、 中間軸 S 3には、 2速段— 4速段切換え装置 X I、 1速段一 3速段切換え 装置 X 4及び後退段連結クラツチ C 5が配置される。 図 5の従来のデュアルクラツチ式変 速機は 3個の切換え装置を備えているのに対し、 本発明のものは、 1個の切換え装置が後 退段連結クラッチ C 5に代わっており、 その分、 構造が簡略化されることとなる。 変速段の切換え装置は、 平行軸歯車機構式変速機において一般的に使用される嚙み合い クラッチ式の切換え装置であるが、 その構造について、 2速段一 4速段切換え装置 X Iの 詳細図である図 3によって説明する。 The small gear OG 1 of the output shaft drive gear train is loosely fitted to the intermediate shaft S 3 and meshes with the large gear OG 2 fixed to the output shaft S 4 by spline fitting. A member having dog teeth (gear splines) 1 1 formed on the outer periphery thereof is press-fitted into the small gear O G 1 and integrally coupled. In Fig. 2, the clutch hub 12 is fixed to the intermediate shaft S3 by spline fitting to the right side of the small gear OG1, and the spline that meshes with the dog teeth 11 on the outer periphery of the clutch hub 12 Sliding sleep 14 with 1 3 is fitted to be slidable in the axial direction. In addition, a synchronizer ring 15 is arranged between the dog teeth 1 1 and the sliding sleep 14, and these constitute a meshing clutch with a synchronizer mechanism generally used in transmissions. . In this example, the small gear OG 1 is loosely fitted to the intermediate shaft S 3 to provide a meshing clutch, but the large gear OG 2 of the output shaft S 4 is the loosely fitted gear to form the II meshing clutch. You can also When the sliding sleep 1 4 is in the position shown in the figure, the dog teeth 1 1 and the sliding sleep 1 4 spline 1 3 are disengaged, and the small gear OG 1 is idled on the intermediate shaft S 3 Therefore, the intermediate shaft S 3 and the output shaft S 4 are disconnected. When the sliding sleep 1 4 is moved to the left by a fork (not shown) fitted in the outer circumferential groove, the spline 1 3 force S dog teeth 1 1 meshes with the small gear OG 1 and the intermediate shaft S 3 Therefore, power can be transmitted by the output shaft drive gear train OG. The sliding sleeve 14 is moved to the left by the synchronizer ring 15 until the rotation of the intermediate shaft S 3 and the small gear OG 1 is synchronized, as is well known as a synchronization mechanism in a transmission. Be blocked. The direct coupling clutch C 3 installed between the second input shaft S 2 and the output shaft S 4 has the same structure as the intermediate shaft coupling clutch C 4 and is a squeezing clutch that performs the same operation. ing. In the dual clutch transmission of the present invention, the fixed gears of the second gear stage G 2 and the fourth gear stage G 4 that are even stages are mounted on the hollow first input shaft S 1. Unlike the conventional one shown in Fig. 5, the gear of the 6th gear stage is not installed. On the second input shaft S2, the gears of the first-speed gear train G1 and the third-speed gear train G3, which are odd-numbered gears, and the reverse gear train GRV are fixed. These gears mesh with the corresponding gears loosely fitted on the intermediate shaft S3 to form a gear train for each gear stage. Each gear loosely fitted to the intermediate shaft S 3 has dog teeth formed integrally therewith, and the intermediate shaft S 3 includes a second gear to a fourth gear switching device XI, the first gear to the third gear. Switching device X 4 and reverse stage coupling clutch C 5 are arranged. The conventional dual clutch type speed changer in FIG. 5 has three switching devices, whereas in the present invention, one switching device replaces the rearward-stage coupling clutch C5. Therefore, the structure will be simplified. The gear stage switching device is a meshing clutch type switching device that is generally used in a parallel shaft gear mechanism type transmission. This will be described with reference to FIG.
中空の第 1入力軸 S 1には、 2速段歯車列 G 2の固定歯車 2 1と 4速段歯車列 G 4の固 定齒車 4 1とが一体加工され、 それぞれ 2速段の遊嵌歯車 2 2と 4速段の遊嵌歯車 4 2と に嚙み合っている。 両方の遊嵌歯車は一体的に取り付けられたドグ歯 2 3、 4 3を有し、 それらの間にクラッチハブ 2 4が中間軸 S 3に固着される。クラッチハプ 2 4の外周には、 ドグ歯 2 3、 4 3と嚙み合うスプライン 2 5を備えた変速スリーブ 2 6が軸方向に摺動可 能に嵌め込まれ、 ドグ歯 2 3、 4 3と変速スリーブ 2 6との間にはシンクロナイザリング 2 7、 4 7がそれぞれ配置される。 このような構成は、 基本的には上述した中間軸連結ク ラッチ C 4と同じであって、 変速スリーブ 2 6を摺動させて第 1入力軸 S 1と中間軸 S 3 との間の動力伝達を断続すること、 接続する際にはシンクロナイザリングによる同期作用 が行われることも変わりはない。 ただし、 変速スリーブ 2 6は、 変速段を切換えるため図 示の中立位置から左右の両方向に摺動可能であり、 中立位置では動力伝達が切断され、 左 に移動すると 2速段歯車列 G 2による動力伝達力 S、 右に移動すると 4速段歯車列 G 4によ る動力伝達が行われる。 次いで、本癸明のデュアルクラッチ式変速機の作動について、図 4も参照して説明する。 図 4は、 オーバートップ段である 6速段における本発明のデュアルクラツチ式変速機の動 力伝達状態を表すものである。 On the hollow first input shaft S 1, the fixed gear 21 of the second speed gear train G 2 and the fixed gear 41 of the fourth speed gear train G 4 are integrally processed, and each of them has a second speed gear. It is in mesh with the fitted gear 2 2 and the 4th-speed loosely fitted gear 4 2. Both loosely fitted gears have dog teeth 2 3 and 4 3 attached integrally, and a clutch hub 24 is fixed to the intermediate shaft S 3 therebetween. On the outer periphery of Clutch Happ 2 4 A shift sleeve 2 6 having splines 2 5 that mesh with the dog teeth 2 3 and 4 3 is slidably fitted in the axial direction, and between the dog teeth 2 3 and 4 3 and the shift sleeve 2 6 Synchronizer rings 2 7 and 4 7 are arranged respectively. Such a configuration is basically the same as that of the intermediate shaft coupling clutch C 4 described above, in which the transmission sleeve 26 is slid to move the power between the first input shaft S 1 and the intermediate shaft S 3. There is no difference in the transmission being interrupted and the synchronizer effect being synchronized when connecting. However, the shift sleeve 26 can slide in both the left and right directions from the neutral position shown in the figure to switch the gear position. When the gear shifts to the left, the power transmission is cut off at the neutral position. Power transmission force S, When moving to the right, power transmission is performed by the fourth gear stage G4. Next, the operation of the present dual clutch transmission will be described with reference to FIG. FIG. 4 shows the power transmission state of the dual clutch type transmission of the present invention at the sixth speed which is the overtop stage.
車両が 1速段乃至 4速段で走行しているときは、 出力軸駆動歯車列 O Gの中間軸連結ク ラッチ C 4が接続され、 エンジンの動力は、 中間軸 S 3を経由し出力軸駆動歯車列 O Gか ら出力軸 S 4に伝達される。 例えば 2速段で走行している状態では、 第 1クラッチ C 1が 接続され第 2クラッチ C 2は切断されており、 2速段— 4速段切換え装置 X 1が 2速段歯 車列 G 2に嚙み合わされ、 エンジン動力は、 第 1入力軸 S 1から 2速段歯車列 G 2を介し て中間軸 S 3を駆動し、 さらに、 出力軸駆動歯車列 O Gを介して出力軸 S 4を駆動する。 2速段から 3速段に変速するときは、 第 1クラッチ C 1を切断し、 2速段一 4速段切換え 装置 X 1の嚙み合いを外して中立状態とするとともに、 1速段一 3速段切換え装置 X 4を 3速段歯車列 G 3に嚙み合わせて第 2クラッチ C 2を接続する。 第 1クラッチ C 1を切断 する前の時点で、 1速段一 3速段切換え装置 X 4を 3速段歯車列 G 3に予め嗨み合わせて もよい。 変速が終了すると、 エンジン動力は、 第 2入力軸 S 2から 3速段歯車列 G 3を介 して中間軸 S 3に伝動される。  When the vehicle is traveling at the first gear to the fourth gear, the intermediate shaft coupling clutch C4 of the output shaft drive gear train OG is connected, and the engine power is driven by the output shaft via the intermediate shaft S3. It is transmitted from the gear train OG to the output shaft S4. For example, when traveling in the second gear, the first clutch C 1 is connected and the second clutch C 2 is disconnected, and the second gear—fourth gear switching device X 1 is in the second gear wheel train G. The engine power from the first input shaft S1 drives the intermediate shaft S3 via the second speed gear train G2, and the output shaft S4 via the output shaft drive gear train OG. Drive. When shifting from 2nd gear to 3rd gear, disengage 1st clutch C1, disengage 2nd gear 1st 4th gear shift device X1 to neutral state and 1st gear 1st gear Engage the 3rd gear selector X 4 with the 3rd gear train G 3 and connect the second clutch C 2. Before the first clutch C 1 is disengaged, the 1st speed 1st to 3rd speed switching device X4 may be preliminarily engaged with the 3rd speed gear train G3. When the shift is completed, the engine power is transmitted from the second input shaft S2 to the intermediate shaft S3 via the third speed gear train G3.
このように、 中間軸連結クラツチ C 4が接続される 1速段乃至 4速段における変速機の 状態及び変速時の操作は、図 5の従来のデュアルタラッチ式変速機の作動と同じであって、 本発明のものでも、 エンジン動力の伝達が実質的に遮断されることのない変速段の切換え を実現することができ、 また、 シンクロナイザ機構に作用する摩擦力等の負荷を小さくす ることができるという効果が達成される。 As described above, the state of the transmission in the first to fourth speed stages to which the intermediate shaft coupling clutch C 4 is connected and the operation at the time of shifting are the same as the operation of the conventional dual latch type transmission of FIG. Therefore, even with the present invention, it is possible to switch the gear position without substantially interrupting transmission of engine power, and to reduce the load such as frictional force acting on the synchronizer mechanism. The effect of being able to be achieved is achieved.
6速段における本発明のデュアルクラッチ式変速機の作動を、 図 4を参照して述べる。 6速段では、 直結クラッチ C 3を接続して第 2入力軸 S 2を出力軸 S 4に連結し、 中間軸 連結クラッチ C 4を切断して中間軸 S 3を出力軸 S 4と独立に回転可能とする。 そして、 2速段一 4速段切換え装置 X 1を 4速段歯車列 G 4に嚙み合わせ、 1速段一 3速段切換え 装置 X 4を 3速段歯車列 G 3に噴み合わせるとともに、 変速機前方の第 1クラツチ C 1を 接続して第 2クラッチ C 2を切断する。 The operation of the dual clutch transmission of the present invention at the sixth speed will be described with reference to FIG. At 6th gear, the direct coupling clutch C 3 is connected to connect the second input shaft S 2 to the output shaft S 4 and the intermediate shaft coupling clutch C 4 is disconnected to make the intermediate shaft S 3 independent of the output shaft S 4. It can be rotated. Then, the 2nd speed 1st 4th speed switching device X1 is swung into the 4th speed gear train G4, and the 1st speed 1st 3rd speed switching device X4 is injected into the 3rd speed gear train G3 Connect the first clutch C1 in front of the transmission and disconnect the second clutch C2.
エンジン動力は、 第 1クラッチ C 1を経て第 1入力軸 S 1を駆動し、 4速段歯車列 G 4 により中間軸 S 3を駆動する。 さらに、 中間軸 S 3の回転は、 3速段歯車列 G 3により第 2入力軸 S 2に伝達され、 直結クラッチ C 3を介して出力軸 S 4に伝達される。 3速段の 減速比は 4速段の減速比よりも大きく設定されているから、 この伝達経路で回転を伝達し たときは、 第 2入力軸 S 2の回転数は第 1入力軸 S 1の回転数よりも大きくなり、 オーバ 一トップ段である 6速段の速度比を得ることができる。 また、 このときの中間軸 S 3の回 転数は、図 5のように 6速段の歯車列を介して駆動される場合と比べ大幅に低下するので、 潤滑油の過剰な撹拌を抑制できることとなる。  The engine power drives the first input shaft S 1 via the first clutch C 1 and drives the intermediate shaft S 3 by the fourth speed gear train G 4. Further, the rotation of the intermediate shaft S 3 is transmitted to the second input shaft S 2 by the third gear stage G 3 and transmitted to the output shaft S 4 via the direct coupling clutch C 3. Since the reduction ratio of the 3rd speed is set to be larger than the reduction ratio of the 4th speed, when the rotation is transmitted through this transmission path, the rotation speed of the 2nd input shaft S2 is the 1st input shaft S1. The speed ratio of the 6th speed, which is the over-top stage, can be obtained. In addition, the number of rotations of the intermediate shaft S 3 at this time is significantly lower than when driven through a 6th gear train as shown in FIG. 5, so that excessive stirring of the lubricating oil can be suppressed. It becomes.
このように、 本発明のデュアルクラッチ式変速機では、 出力軸駆動歯車列 O Gに中間軸 連結クラッチ C 4を設け、 中間軸 S 3を出力軸 S 4と切り離すことができるので、 いわゆ る 2重嚙み合レ、を生じることなく、 2本の入力軸と中間軸とを利用して一つの変速段を構 成することが可能である。 そのため、 従来のデュアルクラッチ式変速機における歯車列の 一つが省略され、 各軸の長さ及び変速機の全長が短縮されるとともに、 切換え装置も簡素 ィ匕される。 変速機がァゥトプットリダクション形式のものであれば、 中間軸等に作用する トルクは小さく、 より一層小型の変速機を構成できる。 また、 この実施例のデュアルクラッチ式変速機では、 直結段である 5速においては、 直 結クラッチ C 3が接続されると同時に、 出力軸駆動歯車列 O Gの中間軸連結クラッチ C 4 が切断される。 エンジン動力は第 2クラッチ C 2から第 2入力軸 S 2に伝えられ、 直結ク ラッチ C 3を介して直接出力軸 C 4に伝達される。 5速段の走行時には車両の速度が大き く、 それに対応して出力軸 S 4の回転数も高まるが、 このとき、 本発明のものでは中間軸 連結クラッチ C 4が切断されるので、中間軸 S 3が空転を起こすことはない。したがって、 中間軸 S 3の高速回転に伴い変速機内の潤滑油が過剰に撹拌される事態が回避され、 潤滑 油の温度上昇や動力伝達効率の低下が防止される。 また、 中間軸 S 3の高速の空転に起因 する騒音の増大も回避されることとなる。 産業上の利用可能性 Thus, in the dual clutch transmission of the present invention, the output shaft drive gear train OG is provided with the intermediate shaft coupling clutch C 4 so that the intermediate shaft S 3 can be disconnected from the output shaft S 4. It is possible to configure a single gear stage using two input shafts and an intermediate shaft without causing heavy meshing. For this reason, one of the gear trains in the conventional dual clutch transmission is omitted, the length of each shaft and the total length of the transmission are shortened, and the switching device is simplified. If the transmission is of the output reduction type, the torque acting on the intermediate shaft or the like is small, and an even smaller transmission can be configured. In the dual clutch transmission of this embodiment, in the fifth gear, which is the direct coupling stage, the direct coupling clutch C 3 is connected and at the same time the intermediate shaft coupling clutch C 4 of the output shaft drive gear train OG is disconnected. The Engine power is transmitted from the second clutch C2 to the second input shaft S2, and directly to the output shaft C4 via the direct coupling clutch C3. When traveling at the fifth speed, the speed of the vehicle is high, and the rotational speed of the output shaft S 4 increases accordingly. Since the coupling clutch C 4 is disengaged, the intermediate shaft S 3 does not run idle. Therefore, a situation in which the lubricating oil in the transmission is excessively agitated with the high-speed rotation of the intermediate shaft S3 is avoided, and an increase in the temperature of the lubricating oil and a decrease in power transmission efficiency are prevented. In addition, an increase in noise due to the high speed idling of the intermediate shaft S3 is avoided. Industrial applicability
以上詳述したように、 本発明は、 2本の入力軸を備え、 中間軸を介して出力軸に動力を 伝達するデュアルタラッチ式変速機において、 中間軸と出力軸との連結を断続する中間軸 連結クラツチを設け、 中間軸と 2本の入力軸とを利用して一つの変速段を構成するように したものである。 したがって、 本発明は、 動力伝達装置の変速機として各種の車両に利用 可能である。  As described above in detail, the present invention includes two input shafts, and in a dual talatch type transmission that transmits power to the output shaft via the intermediate shaft, the connection between the intermediate shaft and the output shaft is intermittently connected. An intermediate shaft coupling clutch is provided, and a single gear stage is configured using the intermediate shaft and two input shafts. Therefore, the present invention can be used for various vehicles as a transmission of a power transmission device.
上述の実施例の変速機は、 入力軸の後方に同心状に出力軸を配置するものであるが、 本 発明は、 出力軸を入力軸及び中間軸と平行に設置する変速機にも適用することができる。 また、 中間軸連結クラッチとして、 嚙み合い式クラッチに代え湿式多板クラッチ等の摩擦 クラッチを採用する、 あるいは、 中間軸と 2本の入力軸とを利用して構成する変速段を 6 速段以外のものとするなど、 実施例に対し種々の変更が可能であることは明らかである。  Although the transmission of the above-described embodiment has an output shaft concentrically arranged behind the input shaft, the present invention is also applied to a transmission in which the output shaft is installed in parallel with the input shaft and the intermediate shaft. be able to. Also, as the intermediate shaft coupling clutch, a friction clutch such as a wet multi-plate clutch is used instead of the meshing clutch, or the gear stage configured using the intermediate shaft and the two input shafts is set to the 6th gear stage. It is apparent that various modifications can be made to the embodiment, such as other than the above.

Claims

請求の範囲 それぞれクラッチに結合された第 1入力軸及ぴ第 2入力軸と、 前記第 1入力軸及び第 2入力軸と平行に配置された中間軸と、 出力軸とを備える変速機であって、 前記第 1入力軸及び第 2入力軸と前記中間軸との間には、 変速段を構成する複数の歯 車列が設けられ、 これらの前記第 1入力軸に設けられる歯車列及ぴ前記第 2入力軸に 設けられる歯車列は、 一つおきの変速段となっており、 A transmission comprising: a first input shaft and a second input shaft respectively coupled to a clutch; an intermediate shaft disposed in parallel with the first input shaft and the second input shaft; and an output shaft. A plurality of gear trains constituting a gear stage are provided between the first input shaft, the second input shaft, and the intermediate shaft, and the gear train and the gear train provided on these first input shafts. The gear train provided on the second input shaft is every other shift stage,
前記中間軸の端部には、 前記出力軸に動力を伝達する出力軸駆動歯車列が設けられる とともに、 前記第 2入力軸と前記出力軸との間には、 動力の伝達を断続する直結クラ ツチが設けられ、 さらに、 An output shaft drive gear train that transmits power to the output shaft is provided at an end of the intermediate shaft, and a direct coupling clutch that intermittently transmits power between the second input shaft and the output shaft. A touch is provided, and
前記出力軸駆動歯車列には、 動力の伝達を断続する中間軸連結クラツチが設けられて おり、 変速段の一つにおいては、 前記中間軸連結クラッチを切断して前記直結クラッ チを接続するとともに、 前記第 1入力軸から一つの歯車列を介して前記中間軸に動力 を伝達し、 次いで、 前記中間軸から前記第 2入力軸の一つの歯車列を介して前記第 2 入力軸に動力を伝達し、 前記直結クラツチにより前記出力軸に動力を伝達することを 特徴とする変速機。 The output shaft drive gear train is provided with an intermediate shaft coupling clutch for intermittently transmitting power, and in one of the shift stages, the intermediate shaft coupling clutch is disconnected to connect the direct coupling clutch. Power is transmitted from the first input shaft to the intermediate shaft through one gear train, and then power is transmitted from the intermediate shaft to the second input shaft through one gear train of the second input shaft. A transmission, wherein power is transmitted to the output shaft by the direct coupling clutch.
前記出力軸駆動歯車列は、 前記中間軸から減速して前記出力軸に動力を伝達する請求 の範囲第 1項に記載の変速機。 The transmission according to claim 1, wherein the output shaft drive gear train decelerates from the intermediate shaft and transmits power to the output shaft.
前記直結クラツチを接続して前記第 2入力軸から同速で前記出力軸に動力を伝達する ときは、 前記中間軸連結クラツチが切断される請求の範囲第 1項に記載め変速機。 前記中間軸連結クラッチは、 シンクロナイザ機構を備えた嚙み合いクラッチである請 求の範囲第 1項に記載の変速機。 The transmission according to claim 1, wherein when the directly connected clutch is connected and power is transmitted from the second input shaft to the output shaft at the same speed, the intermediate shaft connecting clutch is disconnected. 2. The transmission according to claim 1, wherein the intermediate shaft coupling clutch is a meshing clutch provided with a synchronizer mechanism.
前記第 1入力軸は中空であって、 前記第 2入力軸が前記第 1入力軸の中空部を通過し て延長されており、 前記出力軸は、 前記第 1入力軸及び前記第 2入力軸と同心に配置 されている請求の範囲第 1項に記載の変速機。 The first input shaft is hollow, the second input shaft extends through a hollow portion of the first input shaft, and the output shaft includes the first input shaft and the second input shaft. The transmission according to claim 1, which is disposed concentrically with the transmission.
前記第 1入力軸に結合されるクラッチは、 前記第 2入力軸に結合されるクラッチの外 周部に同心に配置されている請求の範囲第 5項に記載の変速機。 6. The transmission according to claim 5, wherein the clutch coupled to the first input shaft is disposed concentrically on an outer peripheral portion of the clutch coupled to the second input shaft.
前記直結クラッチを接続して動力を伝達する前記変速段の一つは、 前記出力軸の回転 数が前記入力段の回転数よりも增速されるオーバートップ段である請求の範囲第 1 項に記載の変速機。 One of the shift stages for transmitting power by connecting the direct coupling clutch is an overtop stage in which the rotational speed of the output shaft is increased more than the rotational speed of the input stage. The transmission according to item.
PCT/JP2007/065469 2006-08-08 2007-08-01 Dual clutch transmission WO2008018475A1 (en)

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JP2016183710A (en) * 2015-03-26 2016-10-20 本田技研工業株式会社 Transmission
WO2021254640A1 (en) 2020-06-19 2021-12-23 Siemens Aktiengesellschaft Electrical appliance with mechanical decoupling between the active part and boiler

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JP5890098B2 (en) * 2011-01-07 2016-03-22 いすゞ自動車株式会社 Dual clutch transmission
US8983746B1 (en) * 2013-10-11 2015-03-17 GM Global Technology Operations LLC Method for determining dry dual clutch transmission temperatures following offline periods
JP6139400B2 (en) * 2013-12-27 2017-05-31 本田技研工業株式会社 Multi-speed transmission
CN113685506B (en) * 2020-05-18 2024-03-22 广州汽车集团股份有限公司 Ten-gear double-clutch transmission and vehicle

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JP2016183710A (en) * 2015-03-26 2016-10-20 本田技研工業株式会社 Transmission
WO2021254640A1 (en) 2020-06-19 2021-12-23 Siemens Aktiengesellschaft Electrical appliance with mechanical decoupling between the active part and boiler

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