JP2006071073A - Twin clutch transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a stepped transmission, wherein a second input shaft is hollow and is rotatably fitted on the first input shaft, and between each of the input shafts and a counter shaft juxtaposed to the input shafts, a gear of each speed step. In a twin-clutch transmission in which a set is provided so that transmission can be performed as appropriate, an appropriate arrangement of a gear set of a gear stage capable of executing a switching control between these input shafts is proposed.
A gear group G6 of a gear stage provided on the rearmost side farthest from the engine among gear sets G2, G4, and G6 of a gear group related to a second input shaft 6 and a gear stage related to the first input shaft 5 Of the gear sets G1, G3, G5 of the group, the gear set G3 of the gear stage on the front side closest to the engine is a gear set other than the gear stages adjacent to each other,
A gear set G3, G6 other than the gears adjacent to each other by one synchronous meshing mechanism 37.
Either one of them is selected to enable transmission as appropriate.
[Selection] Figure 2

Description

  The present invention includes an automatic clutch for each gear stage grouped between an engine and a transmission. The automatic clutch engagement / disengagement switching (replacement control) and alternate selection of gear stages between the two gear groups. Thus, the present invention relates to a so-called twin clutch transmission that is useful for automatic shifting.

  As such a twin-clutch transmission, for example, as disclosed in Patent Document 1, for example, a first input shaft and a second input shaft to which engine rotation is selectively input via individual automatic clutches are provided. The shaft is hollow and is rotatably fitted on the first input shaft, and the first input shaft protrudes from the rear end of the second input shaft far from the engine, and is supported rotatably on the fixed wall of the transmission case via a bearing. The grouped even gear group and the reverse gear group are arranged between the rear end of the protruding first input shaft and the counter shaft juxtaposed with the first and second input shafts, respectively. Provided as appropriate for transmission, and provided with a gear group of the odd-numbered speed group grouped between the second input shaft and the countershaft so that transmission can be performed as appropriate. And the rotation after shifting a twin-clutch transmission for a front-engine front-drive vehicle (FF vehicle) is known they were taken out from the front end of the counter shaft close to the engine in the radial direction.

In the case of such a twin-clutch transmission, when a gear position in one gear group is selected and the corresponding automatic clutch is engaged, no gear in the other gear group is selected and the gears are changed. In the state where the gear position in the other gear group is selected and the corresponding automatic clutch is released, the automatic clutch related to the one gear group is released and the automatic clutch related to the other gear group is released. Automatic transmission can be performed by so-called clutch changeover control to be engaged and alternate selection of gear stages between the two gear groups, and automatic transmission can be achieved even with a manual transmission.
JP-A-8-320054

  However, in the conventional twin clutch transmission described in Patent Document 1, one synchronous meshing mechanism is provided for each gear group related to the first input shaft, and one synchronous meshing mechanism is provided for each gear group related to the second input shaft. Is provided. That is, each gear group is provided with one synchronous meshing mechanism on the countershaft, and the synchronous meshing mechanism selects one gear from the gear group and performs drive coupling.

  For this reason, it is not possible to cope with a change in the layout of the gear set, for example, when the set shift speed is additionally reduced. For example, when one set shift speed is added to each shift speed group, synchronization is not possible. An additional meshing mechanism needs to be added one by one, increasing the number of parts, which is a major factor in increasing costs and weight.

  In view of such circumstances, an object of the present invention is to propose a twin clutch transmission that can flexibly cope with the layout change even when the gear set layout of the gear stage is changed.

First of all, to explain the premise twin clutch transmission,
First, the input shaft includes a first input shaft and a second input shaft that selectively input engine rotation via individual clutches, and the second input shaft is hollow and can be rotated on the first input shaft. To fit.

  The first input shaft protrudes from the rear end of the second input shaft far from the engine, and a counter shaft is provided in parallel with the protruding first input shaft and second input shaft. Between the first input shaft and the counter shaft, one or a plurality of gear sets having a predetermined gear ratio can be appropriately transmitted to form a gear set of a first gear group, and the two input shafts and the counter One gear set or a plurality of gear sets having a predetermined gear ratio are provided between the shaft and a gear set of the second gear group, so that transmission can be appropriately performed.

  And the gear set of the gear stage arranged on the front side closest to the engine among the gear sets of the first gear group and the gear set of the second gear group placed on the rear side farthest from the engine. One of the gears of the gear stage is selected by a single synchronous meshing mechanism and can be transmitted as appropriate.

  According to such a configuration of the present invention, it is possible to cope with a layout change such as when the set shift speed is added or reduced. For example, when the set shift speed is added to each shift speed group one by one. In this case, a common synchronous meshing mechanism can be provided across both the gear groups. Therefore, the above-mentioned problem that the number of parts increases more than necessary, and the above-mentioned problems such as cost disadvantage and weight increase can be solved.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a skeleton diagram of a twin-clutch transmission according to an embodiment of the present invention, and FIG. 2 shows an actual configuration diagram of the twin-clutch transmission. The following configuration is useful for front engine / front wheel drive vehicles (FF vehicles).

In the figure, reference numeral 1 denotes a transmission case constituting a transmission housing, and a gear transmission mechanism (described later) housed in the transmission case 1 and an engine (only the crankshaft 2 is shown in FIG. 2) As in 2, automatic clutch C1 for odd gears (first, third, fifth, reverse) and automatic clutch for even gears (second, fourth, sixth). Intervening C2,
Both clutches C1 and C2 are coupled to the engine crankshaft 2 through a drive plate 3 under buffering.

The gear speed change mechanism housed in the transmission case 1 will be described below with reference to FIG. 2 as well. This is because the engine rotation from the drive plate 3 is controlled via the odd speed shift clutch C1 and the even speed shift clutch C2. A first input shaft 5 and a second input shaft 6 which are selectively input are provided.
The second input shaft 6 is hollow and is fitted on the first input shaft 5. A front side needle bearing 7 and a rear side needle bearing 8 are interposed in an annular space therebetween. These needle bearings 7 and 8 are smooth mechanisms lubricated with lubricating oil, and the inner first input shaft 5 and the outer second input shaft 6 are rotatable concentrically with each other.

As described above, the front ends of the first input shaft 5 and the second input shaft 6 that are rotatably fitted to each other on the engine side pass through the front wall 1a of the transmission case 1 and are coupled to the corresponding clutches C1 and C2.
The outer periphery of the front end of the second input shaft 6 close to the crankshaft 2 of the engine is rotatably supported on the front wall 1a of the transmission case 1 by a ball bearing 9 as a bearing, and the ball bearing 9 is supported by the through-hole 1h of the front wall 1a. To support. A second speed input gear 35 described later is formed adjacent to the ball bearing 9 on a second input shaft farther from the ball bearing 9 when viewed from the crankshaft 2 of the engine.

An annular space between the inner peripheral surface of the second input shaft 6 and the outer peripheral surface of the first input shaft 5 that is farther from the second speed input gear 35 and closer to the needle bearings 7 and 8 when viewed from the crankshaft 2 of the engine. Is provided with an oil seal 11 for preventing the lubricating oil of the front side needle bearing 7 and the rear side needle bearing 8 from flowing out to the automatic clutches C1 and C2.
The first input shaft 5 is protruded from the rear end of the second input shaft 6, and the protruding rear end portion 5 b of the first input shaft 5 is rotatably supported on the rear wall 1 b of the transmission case 1 by a ball bearing 10.

  A counter shaft 15 is provided in parallel with the first input shaft 5 and the second input shaft 6 and is rotatably supported by roller bearings 16 and 17 on the front wall 1a and the rear wall 1b of the transmission case 1.

  A counter gear 19 is provided at the front end of the counter shaft 15 so as to be integrally rotatable, and a differential gear device 20 is provided in the same plane perpendicular to the axis. The differential gear device 20 is drivingly coupled to left and right driving wheels (not shown).

  Between the rear end portion 5b of the first input shaft 5 and the countershaft 15, a gear set of an odd-numbered speed stage (first speed, third speed, fifth speed, reverse) group, that is, sequentially from the front side close to the engine The third speed gear set G3, the fifth speed gear set G5, the reverse gear set GR, and the first speed gear set G1 are provided.

  Since the first speed gear set G1 and the reverse gear set GR transmit the output of the low rotation large torque, a large load acts on the first input shaft 5 and the countershaft 15. Therefore, it is advantageous in terms of strength to arrange these gear sets G1 and GR in the vicinity of the ball bearing 10 as a bearing and in the vicinity of the roller bearing 17. Accordingly, the first speed gear set G1 is disposed adjacent to the ball bearing 10 and the roller bearing 17 at the rearmost end of the countershaft 15 and the rear end of the rear end portion 5b, and is disposed on the engine side of the first speed gear set G1. Adjoins the reverse gear set GR.

  Since the remaining third speed gear set G3 and fifth speed gear set G5 transmit the output of high rotational small torque, a small load acts on the first input shaft 5 and the countershaft 15. Therefore, these gear sets G3 and G5 may be arranged on the front side of the rear end portion 5b far from the bearing. Therefore, the fifth speed gear set G5 is disposed adjacent to the front side of the reverse gear set GR, and the third speed gear set G3 is disposed adjacent to the engine side of the fifth speed gear set G5.

  The first speed gear set G1 includes a first speed input gear 21 formed integrally with the rear end portion 5b of the first input shaft 5 and a first speed output gear 22 rotatably provided on the countershaft 15. It is configured by meshing.

  The reverse gear set GR is meshed with the reverse input gear 23 formed integrally with the rear end portion 5b of the first input shaft 5, the reverse output gear 24 provided rotatably on the counter shaft 15, and the gears 23, 24. These gears 23 and 24 are configured with a reverse idler gear 25 that is driven and coupled in the reverse direction, and the reverse idler gear 25 is rotatable by a reverse idler shaft 25a installed between the transmission case front wall 1a and the rear wall 1b. To support. The reverse idler gear 25 is slidable in the axial direction on the reverse idler shaft 25a. In a normal state (when not retracted), the reverse idler gear 25 is located on the engine side as indicated by a broken line in FIG. 1 and a solid line in FIG. It does not mesh with the reverse input gear 23. Further, the reverse idler gear 25 does not mesh with the reverse output gear 24, and is in a floating state without meshing with any gear. On the other hand, at the time of retreat, it slides on the reverse idler shaft 25a in the direction of the arrow shown in FIG. 1 and comes into contact with the rear wall 1b. At this position, the reverse idler gear 25 meshes with the reverse input gear 23 as indicated by a solid line in FIG. 1 and a broken line in FIG. It also meshes with the reverse output gear 24.

  The fifth speed gear set G5 meshes a fifth speed input gear 26 formed integrally with the rear end portion 5b of the first input shaft 5 and a fifth speed output gear 27 provided rotatably on the countershaft 15. Let me configure.

  The third speed gear set G3 includes a third speed input gear 28 formed integrally with the rear end portion 5b of the first input shaft 5 and a third speed output gear 29 provided by being coupled to the countershaft 15 by mutual driving. It is configured by meshing. As described above, among the gear sets G1, G5, and G3 related to the first input shaft, the gear set G3 of the third speed gear stage is disposed on the front side closest to the engine.

The countershaft 15 is further provided with a synchronous meshing mechanism 30 arranged between the first speed output gear 22 and the fifth speed output gear 27,
When the coupling sleeve 30a is moved leftward from the neutral position shown in FIG. 2 and meshed with the clutch gear 30b, the first speed output gear 22 is drivingly coupled to the counter shaft 15 so that the first speed can be selected as will be described later. Shall
When the coupling sleeve 30a is moved rightward from the neutral position shown in FIG. 2 and meshed with the clutch gear 30c, the fifth speed output gear 27 is drivingly coupled to the countershaft 15 so that the fifth speed can be selected as will be described later. And
The left and right rows of the coupling sleeve 30a are performed by engaging a shift fork (not shown) with an outer circumferential groove 30g provided on the outer circumference of the coupling sleeve 30a. The same applies to other coupling sleeves 37a and 38a described later.

Further, gear teeth are implanted on the outer periphery of the coupling sleeve 30a to form the reverse output gear 24. When the reverse idler gear 25 is meshed with the reverse output gear 24 as described above at the neutral position shown in FIG. 2 that does not mesh with any of the clutch gears 30b, 30c, the reverse output gear 24 is drivingly coupled to the countershaft 15 and will be described later. As you can see, you can choose to move backwards.
As shown in FIG. 2, the gear teeth of the reverse output gear 24 are planted by being arranged closer to the rear wall 1b than the outer peripheral groove 30g provided on the outer periphery of the coupling sleeve 30a.

Between the hollow second input shaft 6 and the countershaft 15, there is a gear set of the even-numbered speed (second speed, fourth speed, sixth speed) group, that is, from the front side close to the countershaft 2 of the engine. A second speed gear set G2, a fourth speed gear set G4, and a sixth speed gear set G6 are sequentially provided.
The second speed gear set G2 is disposed at the front end of the second input shaft 6 along the front wall 1a of the transmission case 1, and the sixth speed gear set G6 is disposed at the rear end of the second input shaft 6 to provide the fourth speed. The gear set G4 is disposed at the center between both ends of the second input shaft 6.

The sixth speed gear set G6 includes a sixth speed input gear 31 integrally formed on the outer periphery of the second input shaft 6 and a sixth speed output gear 32 that is rotatably provided on the countershaft 15 and meshes with each other. Constitute.
The fourth speed gear set G4 includes a fourth speed input gear 33 integrally formed on the outer periphery of the second input shaft 6 and a fourth speed output gear 34 that is rotatably provided on the countershaft 15 and meshes with each other. Constitute.
The second speed gear set G2 is formed by meshing a second speed input gear 35 integrally formed on the outer periphery of the second input shaft 6 with a second speed output gear 36 rotatably provided on the countershaft 15. Constitute.

  Here, the reason why the gear sets G2, G4, G6 of the even-numbered speed stage (second speed, fourth speed, sixth speed) group provided between the second input shaft 6 and the counter shaft 15 are arranged as described above. That is, the reason why the second speed gear set G2, the fourth speed gear set G4, and the sixth speed gear set G6 are sequentially arranged from the front side close to the engine will be described.

In the present embodiment, the same input shaft is used to perform the changeover operation described later in performing the upshift operation that sequentially increases the selected gear to the adjacent high gear side gear and vice versa. On top of that, adjacent gears cannot be provided. Accordingly, the gear sets of the respective speed stages are grouped into an even speed stage gear group and an odd speed stage gear group, and the respective speed stage groups are provided on the first input shaft and the second input shaft. .
And in the arrangement of the gear sets G2, G4, G6 of these even gear stages (second speed, fourth speed, sixth speed) group,
Of the needle bearings 7 and 8 interposed between the first and second input shafts 5 and 6, the rear side needle bearing 8 should be positioned near the rear end of the second input shaft 6 in relation to the bearing span. In view of
First, the input gear 31, 33, 35 formed on the second input shaft 6 has a large outer diameter and can provide a bearing housing space for the needle bearing 8 between the first input shaft 5 and the second input shaft 6. Gears 31 and 33 are selected, and the input gear 31 belonging to the gear set G6 of the high speed stage (sixth speed) among the speed stages (sixth speed and fourth speed) is arranged on the side far from the engine, and the low speed The input gear 33 belonging to the stage (fourth speed) gear set G4 is arranged on the side closer to the engine,
The remaining second speed input gear 35 having the smallest outer diameter is disposed adjacent to the ball bearing 9 as described above, and the gear set G2 of the second gear stage related thereto is disposed on the side closest to the engine.

  Since the second speed gear set G2 transmits the output of the low rotation large torque, a large load acts on the second input shaft 6 and the counter shaft 15. Therefore, it is advantageous in terms of strength to dispose the gear set G2 in the vicinity of the ball bearing 9 as a bearing and in the vicinity of the roller bearing 16. For this reason, the second speed gear set G2 is disposed adjacent to the ball bearing 9 and the roller bearing 16 at the front end of the second input shaft 6 and the front end of the countershaft 15 closest to the engine.

Further, since the remaining fourth speed gear set G4 transmits the output of the middle rotating torque, and the sixth speed gear set G6 transmits the output of the high rotation small torque, the second input is at these axial positions. A small load acts on the shaft 6 and the countershaft 15. Therefore, these gear sets G4 and G6 may be disposed on the rear side of the second input shaft 6 far from the ball bearing 9 as a bearing. For this reason, it is reasonable to dispose the fourth speed gear set G4 and the sixth speed gear set G6 at the rear end of the second input shaft 6.
Furthermore, the outer diameter of the second input shaft 6 can be formed larger in the range that does not interfere with the input gears 31 and 33 on the rear end side from the axial position of the second speed input gear 35 having a small diameter, and the needle bearing Even if 7, 8 and the oil seal 11 are arranged, the thickness of the second input shaft 6 can be secured.
From the above description, among the gear sets G6, G4, G2 related to the second input shaft, the gear set G6 of the sixth speed gear stage is arranged on the rear side farthest from the engine.

Thus, among the gear groups G 1, G 3, G 5 of the gear group related to the first input shaft 5, the gear set G 3 of the third gear stage provided on the front side closest to the engine and the second input shaft 6 are concerned. Of the gear groups G2, G4, and G6 of the gear group, the gear gear G6 of the rear gear farthest from the engine is close to each other in the axial position, but the gears are other than gears adjacent to each other. Gear set (because there are 4th and 5th speeds between the 3rd speed and the 6th speed in the set gear stage). In other words, it is a combination with an opening of 2nd gear or more, not adjacent gears such as 3rd gear and 4th gear.
Accordingly, a synchronous meshing mechanism 37 is provided on the countershaft 15 between the third speed output gear 29 and the sixth speed output gear 32, and the third speed output gear 29 or the sixth speed output is performed by one synchronous meshing mechanism 37. It is possible to selectively drive-couple the gear 32.

At the time of drive coupling, when the coupling sleeve 37a of the synchronous meshing mechanism 37 is moved to the left from the illustrated neutral position and meshed with the clutch gear 37b, the third speed output gear 29 is drive coupled to the countershaft 15 as described later. The third speed can be selected,
When the coupling sleeve 37a is moved rightward from the illustrated neutral position and meshed with the clutch gear 37c, the sixth speed output gear 32 is drivingly coupled to the counter shaft 15 so that the sixth speed can be selected as will be described later. .

The countershaft 15 is provided with a synchronous meshing mechanism 38 disposed between the fourth speed output gear 34 and the second speed output gear 36,
When the coupling sleeve 38a is moved leftward from the illustrated neutral position and meshed with the clutch gear 38b, the fourth speed output gear 34 is drivingly coupled to the counter shaft 15 so that the fourth speed can be selected as will be described later. ,
When the coupling sleeve 38a is moved rightward from the illustrated neutral position and meshed with the clutch gear 38c, the second speed output gear 36 is drivingly coupled to the counter shaft 15 so that the second speed can be selected as will be described later. .

Here, in this embodiment, in order from the front side, the input gears of the gear sets G2, G4, and G6 are provided on the second input shaft, and the gear sets G3, G5, GR, and G1 are provided on the first input shaft. The other reason for forming the input gear will be described again. First, the first and second input shafts 5 and 6 are supported by the bearings 9 and 10 of the transmission cases 1a and 1b at both ends thereof, and as described above, these bearings 9 , 10 are formed on the first and second input shafts 5 and 6 so that the first-speed input gear 21, the reverse input gear 23 and the second-speed input gear 35 in the low speed stage are adjacent to the first and second input shafts 5 and 6.
Next, as for the remaining third input gear, the third input gear, the fifth input gear, the sixth input gear, and the fourth input gear, as described above, the even-numbered speed group related to the second input shaft 6 Of the gear sets G2, G4, G6, the gear set of the shift stage provided on the farthest rear side from the engine and the gear sets G1, G3, G5 of the odd shift stage group related to the first input shaft 5 are closest to the engine. There is a demand that the gear set of the shift stage on the front side be a gear set other than the shift stages adjacent to each other. This is because the gear stage is selected by the common synchronous meshing device 37, and if it is adjacent at odd and even numbers such as the third speed and the fourth speed, the fourth speed cannot be selected by the pre-shift during the third speed selection. . Pre-shifting means that the shift gear is in a state of being engaged with the synchronous gearing device of the next gear stage to be selected being engaged and disengaging the automatic clutch of this drive path.

  Therefore, unlike the present embodiment, if the third speed input gear is formed close to the engine side of the first speed input gear 21, the remaining fifth speed input gear is formed on the front side closest to the engine. However, as described above, only the sixth speed input gear and the fourth speed input gear can be arranged on the second input shaft, and the above-described request for a gear set other than the gears adjacent to each other can be achieved. Can not. Therefore, as in this embodiment, the fifth speed input gear 26 is formed close to the engine side of the first speed input gear 21, and the remaining third speed input gear 28 is formed on the front side closest to the engine.

  Next, for the remaining sixth input gear and fourth input gear, the third input gear 28 is formed on the front side closest to the engine as described above. If the gear set of the speed stage provided farthest from the rear is set to the fourth speed, it becomes the third speed and the fourth speed, and the above-mentioned request to make the gear sets other than the gear stages adjacent to each other is achieved. Can not do it. Therefore, as in this embodiment, the sixth speed input gear 31 is formed on the second input shaft 6 so as to be the rear side farthest from the engine. The remaining fourth speed input gear 33 is formed on the second input shaft 6 between the sixth speed input gear 31 and the second speed input gear 35.

  Further, the order of the output gears 22, 27, 29, 32, 34, and 36 of the respective speed stages formed on the countershaft 15 is the same as that of the present embodiment for the same reason.

Next, the operation of the twin clutch transmission according to the above embodiment will be described.
The clutches C1 and C2 of the present embodiment are normally open types, and both the clutches C1 and C2 are fastened in the neutral (N) range and the parking (P) range where power transmission is not desired.
In the D range where forward power transmission is desired and the R range where reverse power transmission is desired, the coupling sleeves 30a, 37a, 38a of the synchronous mesh mechanisms 30, 37, 38, the reverse idler gear 25 and the clutch C1 are as follows. , C2 can be used to select each forward gear and reverse gear.

When the first speed is desired in the D range, the clutch sleeve C1 is released and the coupling sleeve 30a of the synchronous mesh mechanism 30 is moved left to drive-couple the gear 22 to the countershaft 15, and then the clutch C1 is engaged. .
As a result, the engine rotation from the clutch C1 is output to the differential gear device 20 via the first input shaft 5, the first speed gear set G1, the countershaft 15, and the counter gear 19 to transmit power at the first speed. Can do.
When the selection of the first speed is for starting, it is a matter of course that the engagement progress control of the clutch C1 is performed for that purpose.

When upshifting from the first speed to the second speed, the engaged clutch C2 is released, the coupling sleeve 38a of the synchronous meshing mechanism 38 is moved rightward, and the gear 36 is drivingly coupled to the countershaft 15; Prepare for the 2nd speed scheduled for shifting. Then, by engaging the clutch C2 while releasing the clutch C1 (changing the clutch by pre-shifting), an upshift from the first speed to the second speed is performed.
Such pre-shifting has an advantage that the torque output to the differential gear device 20 during the upshift operation is interrupted, that is, there is no torque interruption during the so-called shift operation. After completion of the upshift, the coupling sleeve 30a of the synchronous meshing mechanism 30 is returned to the neutral position, and the gear 22 is separated from the countershaft 15.
As a result, the engine rotation from the clutch C2 is output to the differential gear device 20 via the second input shaft 6, the second speed gear set G2, the countershaft 15, and the counter gear 19 to transmit power at the second speed. Can do.

During the upshift from the second speed to the third speed, with the clutch C1 disengaged, the coupling sleeve 37a of the synchronous meshing mechanism 37 is moved left to drive-couple the gear 29 to the countershaft 15, and then the speed change is scheduled. Be prepared for the third speed. Then, by engaging the clutch C1 while releasing the clutch C2 (changing the clutch by pre-shifting), an upshift from the second speed to the third speed is performed.
After completion of the upshift, the coupling sleeve 38a of the synchronous meshing mechanism 38 is returned to the neutral position, and the gear 36 is separated from the countershaft 15.
As a result, the engine rotation from the clutch C1 is output to the differential gear device 20 via the first input shaft 5, the third speed gear set G3, the countershaft 15, and the counter gear 19 to transmit power at the third speed. Can do.

During the upshift from the third speed to the fourth speed, with the clutch C2 disengaged, the coupling sleeve 38a of the synchronous meshing mechanism 38 is moved to the left to drive-couple the gear 34 to the countershaft 15, and then the speed change is scheduled. Prepare for the 4th speed. Then, by engaging the clutch C2 while releasing the clutch C1 (changing the clutch by pre-shifting), an upshift from the third speed to the fourth speed is performed.
After completion of the upshift, the coupling sleeve 37a of the synchronous meshing mechanism 37 is returned to the neutral position, and the gear 29 is separated from the countershaft 15.
As a result, the engine rotation from the clutch C2 is output to the differential gear device 20 via the second input shaft 6, the fourth speed gear set G4, the countershaft 15, and the counter gear 19 to transmit power at the fourth speed. Can do.

When upshifting from the fourth speed to the fifth speed, with the clutch C1 disengaged, the coupling sleeve 30a of the synchronous meshing mechanism 30 is moved to the right to drive-couple the gear 27 to the countershaft 15, and then the gear shift is scheduled. Be prepared for the fifth speed. Then, by engaging the clutch C1 while releasing the clutch C2 (changing the clutch by pre-shifting), an upshift from the fourth speed to the fifth speed is performed.
After completion of the upshift, the coupling sleeve 38a of the synchronous meshing mechanism 38 is returned to the neutral position, and the gear 34 is separated from the countershaft 15.
As a result, the engine rotation from the clutch C1 is output to the differential gear device 20 via the first input shaft 5, the fifth speed gear set G5, the countershaft 15, and the counter gear 19, and power is transmitted at the fifth speed. Can do.

When upshifting from the fifth speed to the sixth speed, with the clutch C2 disengaged, the coupling sleeve 37a of the synchronous meshing mechanism 37 is moved to the right to drive-couple the gear 32 to the countershaft 15, and then the speed change is scheduled. Prepare for the 6th speed. Then, by engaging the clutch C2 while releasing the clutch C1 (changing the clutch by pre-shifting), an upshift from the fifth speed to the sixth speed is performed.
After completion of the upshift, the coupling sleeve 30a of the synchronous meshing mechanism 30 is returned to the neutral position, and the gear 27 is separated from the countershaft 15.
As a result, the engine rotation from the clutch C2 is output to the differential gear device 20 through the second input shaft 6, the sixth speed gear set G6, the countershaft 15, and the counter gear 19, and power is transmitted at the sixth speed. Can do.

  In addition, when downshifting from the sixth speed to the first speed in sequence, a predetermined downshift can be performed by performing the control opposite to the above upshift, and output to the differential gear device 20 during the downshift operation. This has the advantage that there is no torque interruption during the so-called shift operation.

In the R range in which reverse power transmission is desired, the reverse idler gear 25 is left driven while the clutch C1 is released, and the gear 24 is drivingly coupled to the first input shaft 5, and then the clutch C1 is engaged.
As a result, the engine rotation from the clutch C1 is output to the differential gear device 20 via the first input shaft 5, the reverse gear set GR, the counter shaft 15 and the counter gear 19, and at this time, the rotation direction is reversed by the reverse gear set GR. Therefore, power transmission at the reverse gear position can be performed.
It should be noted that when starting at the reverse gear, the clutch C1 engagement progress control is performed for that purpose.

By the way, as shown in FIG. 2, the twin clutch transmission of the present embodiment has a first input shaft 5 and a second input to which engine rotation is selectively input from the engine crankshaft 2 via individual clutches C1 and C2. A shaft 6, the second input shaft 6 is hollow and fitted on the first input shaft 5 to be freely rotatable;
The rear end portion 5b of the first input shaft 5 protrudes from the rear end of the second input shaft 6 located far from the engine (not shown) mounted on the front side, and the rear end portion of the protruding first input shaft 5b and the second input shaft 6 are provided with the counter shaft 15 juxtaposed,
A first gear group G1, GR, G5, G3 is provided between the first input shaft 5 and the countershaft 15 so as to be able to transmit as appropriate, and between the second input shaft 6 and the countershaft 15, Two gear groups G6, G4, G2 are provided for transmission as appropriate,
Of the gear groups G1, GR, G5, G3 of the first gear group, the gear gear set G3 of the gear stage provided on the front side closest to the engine and of the gear sets G6, G4, G2 of the second gear group From the gear stage G6 of the gear stage provided on the farthest rear side from the one of the synchronous meshing mechanism 37, either one can be selected and transmitted appropriately.
It becomes possible to provide a synchronous meshing mechanism common to the gear sets related to the different input shafts 5 and 6, and it is possible to reduce the number of parts, the size and the cost of the twin clutch transmission. Furthermore, it is possible to cope with layout changes such as addition and deletion of gear sets according to the design concept.

Further, in the twin clutch transmission of the present embodiment, among the first gear group G1, G, G5, G3, the gear stage G3 of the gear stage provided on the front side closest to the engine, Of the gear groups G6, G4, G2 of the gear group, the gear unit G6 of the gear stage provided on the rear side farthest from the engine is a gear group other than the gear stages adjacent to each other.
The above-described pre-shift can be executed during the upshift operation and the downshift operation described above, and torque loss during the shift operation can be prevented. Accordingly, the speed change operation can be performed without the passenger feeling a shock in the front-rear direction.

In this embodiment, an odd-numbered gear stage (first, third, fifth, reverse) group is arranged between the rear end portion 5b of the first input shaft 5 and the countershaft 15, and the second input shaft is arranged. 6 and the countershaft 15 are provided with an even gear (second, fourth, sixth) group of gears arranged.
In order to provide a common synchronous meshing mechanism and perform pre-shifting at the time of shift operation, contrary to the present embodiment, an even-numbered speed group is provided between the rear end portion 5b of the first input shaft 5 and the countershaft 15. A gear set may be provided, and an odd-numbered speed group gear set may be provided between the second input shaft 6 and the counter shaft 15.

Further, in the twin clutch transmission of this embodiment, the first input shaft 5 is rotatably supported on the rear wall 1b of the transmission case 1 via a ball bearing 10, and the gear sets G1, GR, Of G5 and G3, the gear set G1 of the lowest speed stage is arranged on the side closest to the ball bearing 10,
A load derived from a large torque transmitted by the input gear 21 belonging to the gear set G1 is applied to a position close to the ball bearing 10 that is the bearing on the first input shaft 5 and is advantageous with respect to the shaft strength of the first input shaft 5. Can be.
Therefore, it is possible to avoid the inconvenience of the shaft deflection caused by the load derived from the large torque transmitted by the gear set G1 acting on the first input shaft 5 at a position away from the bearing 10.

In particular, in this embodiment, the forward gears of the gear sets G1, GR, G5, and G3 of the first gear group are composed of odd gears of the first speed, the third speed, and the fifth speed, and these odd gear speeds. Of the gear sets G1, G5, and G3, the gear set G1 of the first speed gear stage is disposed closest to the ball bearing 10,
A small-diameter gear 21 belonging to the gear set G1 can be formed on the first input shaft 5 which is thinner than the second input shaft 6, and the gear set layout related to the twin clutch transmission can be appropriately realized. Can do.

Further, in the twin clutch transmission of this embodiment, the second input shaft 6 is rotatably supported on the front wall 1a of the transmission case 1 via the ball bearing 9, and the gear of the gear group relating to the second input shaft 6 is provided. Of the sets G2, G4, G6, the gear set G2 of the lowest speed stage is arranged on the side closest to the ball bearing 9 of the second input shaft 6,
The load derived from the large torque transmitted by the small-diameter gear 35 belonging to the gear set G2 is applied to the second input shaft 6 at a position close to the ball bearing 9 as the bearing, which is advantageous with respect to the shaft strength of the second input shaft 6. Can be.
Therefore, it is possible to avoid the inconvenience that the shaft deflection occurs due to the load derived from the large torque transmitted by the gear set G2 acting on the second input shaft 6 at a position away from the bearing 9.

In particular, in this embodiment, the gear sets G2, G4, G6 of the second gear group are composed of even gears of the second speed, fourth speed, and sixth speed, and the gear sets G2, G4, Of G6, the gear set G2 of the second speed gear stage is arranged so as to be closest to the bearing 9,
On the second input shaft 6 that is thicker than the first input shaft 5, it is possible to form a small-diameter gear 35 that is slightly larger in diameter than the smallest gear 21 and that belongs to the gear set G 2. A set layout can be realized appropriately. Conversely, gears 31 and 33 having large diameters belonging to the high-speed gear sets G6 and G4 can be arranged on the rear side of the second input shaft 6 as shown in the figure. It becomes easy to secure a space for providing the thrust bearing 39 for receiving the thrust from the second input shaft 6 and the bracket 40 for supporting the thrust bearing 39. In this embodiment, the bracket 40 is formed integrally with the first input shaft 5 (see FIG. 2). However, the bracket 40 is formed as a separate component from the first input shaft 5, and the first input shaft 5 is formed. The structure may be fixed to 5 by press-fitting or welding.
Further, it is possible to secure an annular space between the first input shaft 5 and the second input shaft 6 and interpose needle bearings 7 and 8 for smooth relative rotation in the annular space.

  The effects of the present invention described above are not limited to the twin clutch transmission having the minimum first speed to the maximum sixth speed as the forward shift speed as in the present embodiment. Needless to say, the same effect can be achieved even with a twin-clutch transmission such as the seventh speed that has a different maximum speed.

Particularly in the twin clutch transmission having the maximum sixth speed of this embodiment, the bearing 10 of the first input shaft 5 is disposed at the rear end portion 5b of the first input shaft 5 far from the engine, and the second input close to the engine. The bearing 9 of the second input shaft 6 is arranged at the front end of the shaft 6,
Among the gear sets G1, GR, G5, and G3 of the first gear group, the forward gear is set to the odd gears of the first, third, and fifth speeds, and the gear groups G2, G4, and G6 of the second gear group are set. Set even gears for 2nd, 4th and 6th speed
The gear set G1 of the first speed gear stage, the gear set G5 of the fifth speed gear stage, and the third speed geared in order from the engine so that the gear set G1 of the first speed gear stage is closest to the bearing 10 of the first input shaft 5. Arrange so that the gear set G3 of the gear stage,
The gear set G2 for the second gear, the gear set G4 for the fourth gear, the gear set G4 for the fourth gear, and the sixth gear in order from the engine so that the gear set G2 for the second gear is closest to the bearing 9 of the second input shaft 6. Because it is arranged to be the gear set G6 of the gear stage,
The above-described effects of the present invention can be realized at the same time, which can contribute to a twin clutch transmission in which the gear sets of the respective forward shift stages are suitably arranged.

  The twin-clutch transmission of the present embodiment is a normally open type in which the clutches C1 and C2 are normally released and the clutch C1 or C2 is engaged by hydraulic pressure at the time of driving transmission. In the normal state, the clutches C1 and C2 are normally engaged, and in the transmission path that does not transmit the driving force, the coupling sleeves 30a, 37a, and 38a of the synchronous mesh mechanisms 30, 37, and 38 are in the neutral position. Of course, it may be.

1 is a schematic diagram showing a twin clutch transmission according to an embodiment of the present invention. It is an expanded sectional view showing the actual composition of the twin clutch type transmission.

Explanation of symbols

1 Transmission case 2 Engine crankshaft
C1 Odd-speed clutch
C2 Even-speed clutch 5 First input shaft
5b 1st input shaft rear end 6 2nd input shaft 7, 8 Needle bearing
9, 10 Ball bearing
15 Counter shaft
16, 17 Roller bearing (bearing)
19 Counter gear
20 Differential gear unit
GR reverse gear set
G1 1st gear set
G2 2nd gear set
G3 3rd speed gear set
G4 4th gear set
G5 5th gear set
G6 6th gear set
23 Reverse input gear
24 Reverse output gear
37 Synchronizing mechanism
37a Coupling sleeve

Claims (7)

Comprising a first input shaft and a second input shaft to which engine rotation is selectively input via individual clutches, the second input shaft being hollow and being rotatably fitted on the first input shaft;
The first input shaft protrudes from the rear end of the second input shaft far from the engine, and the protruding first input shaft and the counter shaft juxtaposed with the second input shaft are provided.
A gear group of the first gear group is provided between the first input shaft and the counter shaft so as to be able to appropriately transmit, and a gear group of the second gear group is provided between the second input shaft and the counter shaft. Is provided so that it can be properly transmitted,
Of the gear groups of the first gear group, the gear gear of the front gear closest to the engine, and of the gear gears of the second gear group, the gear gear of the gear stage provided on the rear side farthest from the engine, A twin-clutch transmission characterized in that one can be selected and transmitted as appropriate by one synchronous meshing mechanism.   Of the gear groups of the first gear group, the gear gear of the front gear closest to the engine, and of the gear gears of the second gear group, the gear gear of the gear stage provided on the rear side farthest from the engine, 2. The twin clutch transmission according to claim 1, wherein the gear sets are gear sets other than gears adjacent to each other. The twin clutch transmission according to claim 1 or 2,
The first input shaft is rotatably supported on a first fixed wall of a transmission case via a first bearing, and the gear set of the lowest speed among the gear sets of the first gear group is the most to the first bearing. A twin-clutch transmission characterized by being placed on the near side. In the twin clutch transmission according to claim 3,
The gear group of the first gear group is composed of odd gears, and among the gear sets of the odd gears, the gear group of the first speed gear is disposed closest to the first bearing. Twin clutch transmission. In the twin clutch transmission according to any one of claims 1 to 4,
The second input shaft is rotatably supported on the second fixed wall of the transmission case via a second bearing, and the gear set of the lowest speed stage among the gear sets of the second gear group is used as the second bearing. A twin-clutch transmission characterized by being placed on the closest side. The twin clutch transmission according to claim 5,
The gear group of the second gear group is composed of even gears, and among the gear sets of the even gears, the gear set of the second speed gear is arranged closest to the second bearing. Twin clutch transmission. The twin-clutch transmission according to claim 2, further comprising first to sixth gears for performing forward power transmission.
A bearing of the first input shaft is disposed at a rear end of the first input shaft far from the engine, and a bearing of the second input shaft is disposed at a front end of the second input shaft close to the engine,
The gear group of the first gear group is an odd gear and the gear group of the second gear group is an even gear;
The gear set of the first speed shift stage, the gear set of the fifth speed shift stage, and the third speed shift stage are arranged in order from the engine so that the gear set of the first speed shift stage is closest to the bearing of the first input shaft. Arranged to be a gear set of
The gear set of the second speed gear stage, the gear set of the fourth speed gear stage, the gear set of the fourth speed gear stage, and the sixth speed gear stage, in order from the engine so that the gear set of the second speed gear stage is closest to the bearing of the second input shaft. A twin clutch transmission characterized in that it is arranged so as to be a gear set.

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