JP2008069832A - Driving device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a double clutch type transmission with forward 8 stages which can be constructed to be short in a layout of axial direction length of transmission portion. <P>SOLUTION: The device, which comprises a first input shaft 14, a second input shaft 18 coaxial to this, a first output shaft 20 parallel to this, a second output shaft 22, and a first countershaft 24, is characterized in that a driving force of engine 10 can be transmitted to a first clutch 12 and the first input shaft 14, and the first countershaft 24 through a middle gear 34 arranged coaxially with the first output shaft 20 in such a manner of free rotation, and transmitted to the second input shaft 18 through the second clutch 16, in that a plurality of transmission gear pairs with one side of odd or even stages is arranged in a space between the first countershaft 24 and the first output shaft 20, and in that a plurality of transmission gear pairs with the other side of odd or even stages is arranged in a space between the second input shaft 18 and the second output shaft 22. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention is a transmission for an automobile, which has two clutches between an engine and a transmission, and alternately connects and disconnects the two clutches in parallel with a speed change operation. The present invention relates to a so-called double clutch transmission (also referred to as a twin clutch transmission, abbreviated as DCT) capable of sequentially shifting without interruption.

  2. Description of the Related Art Conventionally, as a double-clutch transmission capable of sequentially shifting without interrupting driving force by alternately connecting and disconnecting two clutches in parallel with a shift operation, an engine crankshaft and a first input shaft The first clutch is disposed between the first clutch output shaft and the second clutch is disposed between the crankshaft of the engine and the second input shaft (second clutch output shaft). An odd-numbered gear pair such as a first-speed and a third-speed gear pair is disposed between the first and second output shafts, and the second and fourth speeds are disposed between the second input shaft and the first and second output shafts. There are some in which even-numbered gear pairs such as the gear pairs are arranged (see Patent Document 1).

However, in the conventional double clutch transmission, since all the input gears (drive gears) of the forward gears are arranged on the first input shaft and the second input shaft coaxial with the first input shaft, the forward gears have six or more forward gears. However, there is a problem that the axial length of the transmission becomes long and it is difficult to mount it on a so-called engine-mounted automobile.
Japanese Patent Application Laid-Open No. 11-051125

The problem to be solved is that since the axial length of the transmission is long, there is a restriction in terms of required space when applied to an automobile such as a horizontally installed engine.
An object of the present invention is to provide a double-clutch transmission that has a transmission ratio of six or more forward speeds and that can reduce the axial length of the transmission and enhances the applicability to an automobile such as a horizontal engine. Is to provide.

  A double clutch transmission of the present invention includes a first input shaft, a second input shaft coaxial with the first input shaft, and a first output shaft, a second output shaft, and a first auxiliary shaft that are parallel to the first input shaft, The driving force can be transmitted to the first countershaft via the first clutch, the first input shaft, and an intermediate gear disposed coaxially with the first output shaft, and can be transmitted to the second countershaft via the second clutch. A plurality of odd-numbered or even-numbered transmission gear pairs are arranged between the first auxiliary shaft and the first output shaft, and an odd number is provided between the second input shaft and the second output shaft. A plurality of other speed-change gear pairs of the stage or the even-number stage are arranged.

  The double clutch transmission of the present invention includes a first input shaft, a second input shaft coaxial with the first input shaft, a first output shaft, a second output shaft, and a first auxiliary shaft that are parallel to the first input shaft, A plurality of odd-numbered or even-numbered transmission gear pairs are arranged between the counter shaft and the first output shaft, and the other odd-numbered or even-numbered transmission gear pair is disposed between the second input shaft and the second output shaft. Since a plurality of pairs are arranged, it is possible to arrange the odd-numbered and even-numbered gear pairs so that they overlap each other in the axial direction of the transmission, and the axial length of the transmission can be shortened. Therefore, it can be applied to a car having a small vehicle width such as an engine-side-mounted automobile, or by combining an engine having a larger axial length.

  Hereinafter, a double clutch transmission according to an embodiment of the present invention will be described with reference to the drawings based on each example.

FIG. 1 is a skeleton diagram of the double clutch transmission of the first embodiment.
FIG. 2 shows the positional relationship of each axis when viewed from the left side of FIG.
The double clutch transmission of the first embodiment shown in FIG. 1 includes a first input shaft 14 that is driven from the engine 10 via the first clutch 12, and is coaxial with the first input shaft 14 and from the engine 10. The second input shaft 18 driven via the second clutch 16 and the first output shaft 20, the second output shaft 22, the first auxiliary shaft 24, and the second auxiliary shaft 26 are shown in FIG. They are arranged in the positional relationship as shown.

The first drive gear 20 a integrated with the first output shaft 20 and the second drive gear 22 a integrated with the second output shaft 22 are both meshed with the output gear 28. The first drive gear 20a and the second drive gear 22a are disposed between the first and second clutches 12 and 16 and the first input shaft gear 14a in the axial direction of the transmission.
Note that FIG. 1 is drawn in a state where A1-A2 and a part of FIG. 2 are expanded along A1-A3, and therefore in FIG. 1, the first drive gear 20a and the output gear 28 are drawn apart. However, the first drive gear 20a and the output gear 28 are actually meshed as shown in FIG.
In FIG. 2, each circle represented by a one-dot chain line represents the pitch circle of the main gear, and the center of each axis is represented by the center point of those circles.

The output gear 28 drives the axles 32a and 32b via the differential device 30, and the axles 32a and 32b are connected to left and right wheels (not shown) to drive them.
The first input gear 14a that is integral with the first input shaft 14 is connected to the first countershaft via the first intermediate gear 34a and the second intermediate gear 34b of the intermediate gear 34 that are rotatably provided on the first output shaft 20. The first countershaft gear 24a integrated with the motor 24 is driven.
The first input gear 14 a also drives a second countershaft gear 26 a that is integral with the second countershaft 26.
In FIG. 1, the first input gear 14a and the second countershaft gear 26a are drawn apart from each other, but they are engaged with each other as seen in FIG.
Therefore, the first input shaft 14, the first counter shaft 24, and the second counter shaft 26 are always connected.

  Between the first countershaft 24 and the first output shaft 20, an odd number of gear pairs is provided as follows. That is, between these shafts 24 and 20, a first speed gear pair 36 (a first speed input gear 36a integral with the first countershaft 24 and a first speed output gear 36b rotatable on the first output shaft 20), A third speed gear pair 38 (a third speed input gear 38a rotatable on the first countershaft 24 and a third speed output gear 38b integral with the first output shaft 20) and a seventh speed gear pair 42 (on the first countershaft 24) 7 and a 7-speed output gear 42b integral with the first output shaft 20 are disposed respectively. The first input gear 14a and the intermediate gear 34a also function as a fifth gear pair.

A first sleeve 44 is provided on the first output shaft 20, and a second sleeve 46 is provided on the first auxiliary shaft 24 so as to be movable in the axial direction.
The first sleeve 44 and the second sleeve 46 move in the axial direction by an actuator and a shift fork (not shown) to perform the following connecting action. That is, the first sleeve 44 connects the second intermediate gear 34b, which is also a third-speed gear pair, to the first output shaft 20 when moved to the right in FIG. 1, and the first-speed gear pair 36 when moved to the left. The first-speed output gear 36b and the first output shaft 20 are coupled. Similarly, the second sleeve 46 connects the third speed input gear 38a of the third speed gear pair 38 and the first countershaft 24 when moved to the right side, and 7th of the seventh speed gear pair 42 when moved to the left side. The speed input gear 42a and the first countershaft 24 are connected.

  Between the second input shaft 18 and the second output shaft 22, even-numbered gear pairs are arranged. That is, between these shafts 18 and 24, a two-speed gear pair 48 (a second-speed input gear 48a integral with the second input shaft 18 and a second-speed output gear 48b rotatable on the second output shaft 22), A 4-speed gear pair 50 (a 4-speed input gear 50a integral with the second input shaft 18 and a 4-speed output gear 50b rotatable on the second output shaft 22) and a 6-speed gear pair 52 (on the second input shaft 18) A 6-speed input gear 52a and a 6-speed output gear 52b integral with the second output shaft 22, and an 8-speed gear pair 54 (the 8-speed input gear 54a and the 2nd rotatable on the second input shaft 18). The output shaft 22 and the 8-speed output gear 54b) integral with the output shaft 22 are respectively arranged.

The second output shaft 22 is provided with a third sleeve 56, and the second input shaft 18 is provided with a fourth sleeve 58 so as to be movable in the axial direction.
The third sleeve 56 and the fourth sleeve 58 are moved in the axial direction by an actuator and a shift fork (not shown) to perform the following connecting action. That is, when the third sleeve 56 moves to the right side in FIG. 1, the fourth speed output gear 50b and the second output shaft 22 are connected, and when the third sleeve 56 moves to the left side, the second speed output gear 48b and the second output shaft 22 are connected. And Similarly, the fourth sleeve 58 connects the 6-speed input gear 52a and the second input shaft 18 when moved to the right side, and connects the 8-speed input gear 54a and the second input shaft 18 when moved to the left side. Link.

  An idler gear 60 that is rotatably provided on the second countershaft 26 is always meshed with the second-speed output gear 48b of the second-speed gear pair, and a fifth sleeve that is axially movable on the second countershaft 26. 62 is provided. The fifth sleeve 62 connects the idler gear 60 and the second countershaft 26 by moving to the right by an actuator and shift fork (not shown).

  Although not shown in the figure, a synchronizing device is provided between the first to fifth sleeves 44, 46, 56, 58, and 62 and the corresponding gears for smooth shifting. It is. In addition, a controller, a sensor, and the like for performing automatic shifting are not shown.

Next, the operation of the double clutch transmission of the first embodiment shown in FIG. 1 will be described with reference to the operation table shown in FIG.
In the operation table of FIG. 3, fastening elements such as clutches and sleeves are assigned to the horizontal columns, C-1 represents the first clutch 12, S-1 represents the first sleeve 44, and so on. . The relationship between these symbols and the symbols of the respective fastening elements is shown in FIG.

Further, the vertical column is divided into first speed (1st) to eighth speed (8th) and “R” (reverse) at a shift lever position “D” (forward) which is not shown.
The operation table represents the relationship with the operation of the fastening element in accordance with each gear. In FIG. 3, “◯” in the columns of the first and second clutches 12 and 16 represents connection, and the blank represents release.
In each of the sleeves 44, 46, 56, 58, and 62, an arrow indicating a direction in which each sleeve moves in FIG. 1 is described, and a blank indicates that the sleeve is in a neutral position and is not connected. .

Although not in the operation table, when both the first clutch 12 and the second clutch 16 are opened, even if any of the sleeves moves and the engine 10 rotates, the power is not transmitted to the wheels, The car is in a “neutral” state where it is not driven.
First, a description will be given of starting from the forward first speed in the “D” range from a state where the automobile is stopped.

First, as seen in the “1st” column, the first sleeve 44 (S-1) is moved to the left in FIG. 1 to connect the first speed output gear 36b of the first speed gear pair 36 and the first output shaft 20. When the first clutch 12 (C-1) is gradually connected, the power of the engine 10 is transmitted from the first clutch 12 to the first input shaft 14, the first input gear 14a, the first intermediate gear 34a, and the second intermediate gear 34b. The first output shaft 20 is driven through the first countershaft gear 24, the first speed gear pair 36a, 36b, and the first sleeve 44, and the automobile starts to move at the first speed gear ratio.
In this case, the second clutch 16 remains open.

Next, the shift from the forward first speed to the second speed will be described.
In the state where the first clutch 12 is connected and traveling at the first speed as described above, the third sleeve 56 (S-3) is moved to the left in FIG. 1 while the second clutch 16 is released. Then, the second-speed output gear 48b and the second output shaft 22 are connected.
Subsequently, when the second clutch 16 is connected while the first clutch 12 is released, a shift to the second speed is performed.

  That is, when the first clutch 12 is released, the power transmission in the first speed drive is eliminated, and instead, the power of the engine 10 passes from the second clutch 16 to the second input shaft 18 and the second speed gear pairs 48a and 48b. The vehicle is transmitted to the second output shaft 22 and the vehicle travels at the speed ratio of the second speed.

  As described above, since the shift is performed by switching between the first clutch 12 and the second clutch 16, the shift can be performed without causing the interruption of the driving force as in a normal manual transmission.

  The speed change from the third speed onward is sequentially performed by moving the first to fourth sleeves 44, 46, 56, 58 and switching the first and second clutches 12, 16 in accordance with the operation table of FIG. , It is possible to perform a shift without interruption of the driving force up to the eighth speed.

Next, in reverse (R), the third sleeve 56 (S-3) is moved to the left and the fifth sleeve 62 (S-5) is moved to the right to connect the first clutch 12. To do.
In the reverse drive, the power of the engine 10 is transmitted from the idler gear 60 to the second gear pair 48b via the first clutch 12, the first input gear 14a, the second countershaft gear 26a, and the fifth sleeve 62, and the third sleeve. The second output shaft 22 is driven in reverse from 56.
At this time, the second input shaft 18 also rotates in the direction opposite to the rotation direction of the engine 10, but there is no problem because the second clutch 16 is released.

  Thus, the double-clutch transmission is characterized by being capable of shifting without interrupting the driving force, and is suitable for automatically performing a shifting operation.

  The double clutch transmission of the first embodiment shown in FIG. 1 includes gear pairs 34b, 24a, 36a, 36b, 38a, 38b, 42a, 42b, and first, Second sleeves 44, 46, gear pairs 48a, 48b, 50a, 50b, 52a, 52b, 54a, 54b, and third and fourth sleeves 56, 58 relating to the even stages of the second to eighth speeds. Since it is arranged so as to overlap in the axial direction, the greatest feature is that the axial length can be shortened while realizing multi-speed shifting of eight forward speeds.

  Further, since the gears 26a, 60 and the fifth sleeve 62 related to the reverse travel are arranged so as to overlap with the gear pairs and sleeves of the forward gear, the axial length does not extend for the reverse travel. It is.

FIG. 4 shows a double clutch transmission according to Embodiment 2 of the present invention.
Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof are omitted.

FIG. 4 is a skeleton diagram corresponding to FIG. 1, and the arrangement of gears is partially different from that of the first embodiment.
That is, the first input gear 14a and the intermediate gear 34a function as a third gear pair.
For this reason, when the forward gear ratio is the same as that of the first embodiment, the following is different from the first embodiment.
The gear ratio between the first input gear 14a and the intermediate gear 34a is different from that in the first embodiment, and the fifth gear pairs 40a, 40b are arranged at the positions where the third gear pairs 38a, 38b were located in the first embodiment.

  Further, because the gear ratio between the first input gear 14a and the intermediate gear 34a is different, the gear ratio between the intermediate gear 34b and the first countershaft gear 24a and the second countershaft gear 26a and the idler gear 60 related to the reverse drive. The number ratio of teeth is different.

Next, the operation of the second embodiment shown in FIG. 4 will be described with reference to the operation table shown in FIG.
FIG. 5 corresponds to FIG. 3. In the first sleeve 44 and the second sleeve 46, the third speed and the fifth speed are replaced with the first embodiment.
For this reason, the power transmission paths of the third speed and the fifth speed are replaced with those of the first embodiment.
Since other operations are the same as those in the first embodiment, detailed description thereof is omitted.

  Similarly to the first embodiment, the double-clutch transmission of the second embodiment shown in FIG. 4 includes gear pairs 34b, 24a, 36a, 36b, 40a, 40b, 42a, which are associated with odd-numbered first to seventh gears. 42b, and the first and second sleeves 44 and 46 and the gear pairs 48a, 48b, 50a, 50b, 52a, 52b, 54a, 54b, and the third and fourth gears related to the even stages of the second speed to the eighth speed. Since the sleeves 56 and 58 are arranged so as to overlap in the axial direction, the greatest feature is that the axial length can be shortened while realizing multi-speed shifting of eight forward speeds.

  Further, since the gears 26a, 60 and the fifth sleeve 62 related to the reverse travel are arranged so as to overlap with the gear pairs and sleeves of the forward gear, the axial length does not extend for the reverse travel. It is.

6 to 8 show a double clutch transmission according to a third embodiment of the present invention.
Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof are omitted.

6 is a skeleton diagram corresponding to FIG. 1, FIG. 7 corresponds to FIG. 2, and FIG. 8 is an operation table corresponding to FIG. FIG. 6 shows a cross section along A1-A2 and BB in FIG.
Since the arrangement of the second countershaft 26 is greatly different from that of the first embodiment, the CC cross section around the second countershaft 26 is drawn away from BB in FIG. 6, but as shown in FIG. The second countershaft gear 26a meshes with the first speed gear pair 36b, and the idler gear 60 meshes with the sixth speed gear pair 52a. Accordingly, the arrangement of the first countershaft 24 is also different from that of the first embodiment.

Next, the operation of the third embodiment shown in FIG. 6 will be described with reference to the operation table shown in FIG.
FIG. 8 corresponds to FIG. Since the forward movement is the same as in the first embodiment, the description thereof is omitted.
The reverse movement is performed by moving the fifth sleeve 62 to the left and connecting the first clutch 12.
In the reverse drive, the power of the engine 10 is supplied from the first clutch 12, the first input gear 14a, the first intermediate gear 34a, the second intermediate gear 34b, the first countershaft gear 24, and the first speed gear pair 36a, 36b to the second. Via the countershaft gear 26a and the fifth sleeve 62, the idler gear 60 is transmitted to the sixth speed gear pair 52a, 52b to drive the second output shaft 22 in reverse.

Similarly to the first embodiment, the double clutch transmission of the third embodiment shown in FIG. 6 also includes gear pairs 34b, 24a, 36a, 36b, 38a, 38b, 42a, which are associated with odd-numbered first to seventh gears. 42b, and the first and second sleeves 44 and 46 and the gear pairs 48a, 48b, 50a, 50b, 52a, 52b, 54a, 54b, and the third and fourth gears related to the even stages of the second speed to the eighth speed. Since the sleeves 56 and 58 are arranged so as to overlap in the axial direction, the greatest feature is that the axial length can be shortened while realizing multi-speed shifting of eight forward speeds.
Further, since the gears 26a, 60 and the fifth sleeve 62 related to the reverse travel are arranged so as to overlap with the gear pairs and sleeves of the forward gear, the axial length does not extend for the reverse travel. It is.

6 and 7, the idler gear 60 meshes with the 6-speed input gear 52a. However, by changing this, the idler gear 60 can be reversely driven even when meshed with the 3-speed input gear 38a. is there.
In this case, since the first output shaft 20 is driven in reverse via the third gear pair 38a, 38b, the number of teeth of the idler gear 60 can be reduced if the reverse gear ratio is the same as in FIG. In addition, the position of the second countershaft 26 needs to be slightly changed.

Each of the first to third embodiments described above has a configuration with eight forward gears. However, if the eighth speed gear pair 54a, 54b is removed from these, the seventh gear forward is achieved, and the second input shaft 18 and the second The portion of the output shaft 22 is shortened in the axial direction, and further, if the seventh speed gear pair 42a, 42b is also removed, it becomes six forward stages, and the portions of the first auxiliary shaft 24 and the first output shaft 20 are also shortened.
As described above, the double clutch transmission of the present invention can shorten the axial length of the transmission as compared with the conventional example while realizing a multi-stage with 6 or more forward stages.

  A vehicle with a smaller vehicle width, especially when applied to a transmission mounted on a vehicle such as a horizontally mounted engine, because the axial length of the transmission portion can be laid out while obtaining a transmission ratio of six or more forward speeds. In addition, it can be applied in combination with an engine having a longer axial length, so that it can be widely applied to small passenger cars and the like.

It is the skeleton figure which showed the structure of the double clutch type transmission of this invention. Example 1 It is a figure which shows arrangement | positioning of the axis | shaft of Example 1. FIG. It is a figure which shows the operation | movement table | surface of Example 1. FIG. It is the skeleton figure which showed the structure of the double clutch type transmission which concerns on the 2nd Embodiment of this invention. (Example 2) It is a figure which shows the operation | movement table | surface of Example 2. FIG. It is the skeleton figure which showed the structure of the double clutch type transmission which concerns on the 3rd Embodiment of this invention. (Example 3) It is a figure which shows arrangement | positioning of the axis | shaft of Example 3. FIG. It is a figure which shows the operation | movement table | surface of Example 3. FIG.

Explanation of symbols

10 Engine 12 First clutch 14 First input shaft
16 2nd clutch 18 2nd input shaft 20 1st output shaft 22 2nd output shaft 24 1st countershaft 26 2nd countershaft 28 Output gear 30 Differential gear 32 Axle 34 Intermediate gears 36, 36a, 36b First gear pair 38, 38a, 38b 3rd speed gear pair 40, 40a, 40b 5th speed gear pair 42, 42a, 42b 7th speed gear pair 44 1st sleeve 46 2nd sleeve 48, 48a, 48b 2nd speed gear pair 50, 50a, 50b 4 Speed gear pair 52, 52a, 52b Sixth speed gear pair 54, 54a, 54b Eight speed gear pair 56 Third sleeve 58 Fourth sleeve 60 Idler gear 62 Fifth sleeve

Claims (5)

A first input shaft;
A second input shaft coaxial with the first input shaft;
A first output shaft parallel to the first input shaft and the second input shaft;
The first input shaft, the second input shaft, a second output shaft parallel to the first output shaft;
The first input shaft, the second input shaft, the first output shaft, and a first auxiliary shaft parallel to the second output shaft,
A plurality of odd-numbered or even-numbered transmission gear pairs disposed between the first countershaft and the first output shaft;
A plurality of odd-numbered or even-numbered speed change gear pairs arranged between the second input shaft and the second output shaft;
A first clutch capable of transmitting engine driving force to the first input shaft;
A second clutch capable of transmitting the driving force of the engine to the second input shaft;
An intermediate gear that is rotatably disposed coaxially with the first output shaft and is capable of transmitting a driving force input to the first input shaft to the first counter shaft;
A double-clutch transmission characterized by being provided.   2. The double clutch transmission according to claim 1, wherein the intermediate gear also serves as a transmission gear pair of any one of fifth speed, third speed, fourth speed, and sixth speed.   The first input shaft is configured such that the transmission gear pair disposed on the second output shaft can be driven in reverse via an idler gear rotatably disposed on a second countershaft parallel to the first input shaft. The double clutch transmission according to claim 1 or 2.   A first-speed output gear of the transmission gear pair disposed on the first output shaft or the second output shaft is connected to the first counter shaft or the idler gear rotatably disposed on the second counter shaft. 3. The double clutch transmission according to claim 1, wherein the third-speed gear pair or the sixth-speed gear pair disposed on the second input shaft can be driven in reverse rotation. A transmission gear pair of at least a first speed, a third speed, and a fifth speed is disposed between the first countershaft and the first output shaft, and at least a first gear is disposed between the second input shaft and the second output shaft. The double-clutch transmission according to any one of claims 1 to 4, wherein a pair of second-speed, third-speed, and fifth-speed transmission gears is disposed.

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