JP5195679B2 - Automatic transmission for vehicles - Google Patents

Description

  The present invention relates to a twin clutch vehicle automatic transmission.

  The automatic transmission of a vehicle (automobile) uses a constantly meshing gear mechanism in which a driving gear and a driven gear are always meshed, and a dual clutch ("twin") that continuously shifts while suppressing loss of power transmission. Also referred to as “clutch.”) There is a transmission called a transmission.

  For example, in Patent Document 1, the input shaft has a double structure, the first output shaft is provided with first, fourth, and reverse driven gears, and the second output shaft is provided with fifth, third, and sixth speeds. A transmission having four driven gears of two speeds is described.

  Further, in an FF (front engine / front drive) type vehicle in which the engine is placed horizontally, an engine, a transmission, a drive mechanism, a steering mechanism, and the like are incorporated between a tire and a side member at the front of the vehicle. Therefore, it is preferable that the transmission has a short axial length. In order to shorten the axial length of the transmission, a part of the gear and the synchronizer unit are partially overlapped in the axial direction.

  For example, Patent Document 1 is an invention of a dual clutch transmission for an automobile, and an example in which a 5-speed drive gear and a 1-3 synchronizer unit, and a 3-speed drive gear and a 5-speed sleeve are overlapped can be seen. .

  Patent Document 2 is an invention of an internal control device for a mechanical gear box, in which a first-speed drive gear and a third-speed to fifth-speed sleeve are overlapped, and a fifth-speed drive gear and a first-speed sleeve are overlapped. An example of wrapping can be seen in FIG.

  Patent Document 3 describes an invention relating to a transmission structure for a six-stage countershaft transmission.

  Patent Document 4 is an invention of a double clutch transmission in which an example in which a 3-speed drive gear and a 5-speed sleeve are overlapped is seen.

  Patent Document 5 is an invention of a twin-clutch transmission in which an example in which a first-speed drive gear and a third-speed to fifth-speed sleeve overlap each other can be seen.

Special Table 2007-534899 JP-T-2006-515922 Japanese translation of PCT publication No. 2003-503663 JP 2007-321818 A JP 2004-263708 A

  However, even if it is attempted to overlap the gear and the synchronizer unit in the axial direction so as to shorten the axial length of the transmission, they may interfere with each other due to the inter-axis distance. Then, the gear and the synchronizer unit are arranged apart from each other in the axial direction, and the axial length of each axis such as the input shaft and the output shaft becomes long. In particular, in the synchronizer unit, since the sleeve moves in the axial direction, the distance in the axial direction is increased, which is one factor for increasing the axial length of the transmission.

  If the length of the transmission in the axial direction (horizontal width) is increased in a horizontally installed vehicle, a large installation space is required in the width direction in the engine room of the vehicle, and the number of vehicles that can be mounted decreases. There was a problem that vehicle mountability would be reduced.

  In particular, in Patent Document 1, the first and third gears are smaller in diameter than the fifth gear and can be advantageously used for overlap, but are not configured as such. Further, the drawing of Patent Document 1 is a skeleton, and the gear arrangement cannot be clearly grasped from now on.

  In Patent Document 2, the fifth-speed drive gear and the first-speed sleeve are overlapped. However, as in Patent Document 1, the first-speed and third-speed drive gears have smaller diameters and are advantageous in reducing the lateral width. Patent Document 2 also has only a skeleton diagram, and the arrangement of clutch gears and driven gears cannot be clearly grasped.

  In Patent Document 3, there is no overlap between the drive gear and the sleeve, and the lateral width of the transmission is greater than the sum of the lateral widths of the gears and the sleeve, and the lateral width is almost not shortened. can not see.

  In Patent Document 4, a 5-speed sleeve is overlapped with a 3-speed drive gear, but it is structurally advantageous to overlap with a drive gear having a small diameter. In addition, when the axial end surface of the clutch gear protrudes outward from the end surface of the overlapping gear, the gear is arranged within the movement range of the sleeve, and the gear and the synchro mechanism are more reliably overlapped. Yes, but no such configuration is seen. Moreover, the structure which overlaps with the unidirectional synchronizer unit is seen, and in such a structure, the effect of sufficiently shortening the lateral width cannot be obtained.

  In Patent Document 5, as in Patent Document 4, when the axial end surface of the clutch gear protrudes outward from the end surface of the overlapping gear, the gear is arranged within the movement range of the sleeve, and the gear is synchronized with the synchro. Although the mechanism can be more reliably overlapped, such a configuration is not seen. The first-speed synchronizer unit, which is a one-way sleeve, is not overlapped with the gear, and it is difficult to ensure the stroke amount of the sleeve. Further, if the sleeves in one direction are overlapped, a gap is formed between the fifth-speed drive gear and the clutch gear, which is not preferable for reducing the lateral width.

  In order to solve the above-described problems, the present invention has a dual clutch transmission configured as follows.

  The dual clutch transmission includes two sets of clutch mechanisms. Each clutch mechanism has a first input shaft and a second input shaft, one of which is cylindrical and the other is provided coaxially on the outer periphery. The input shaft of the structure is connected. The dual clutch transmission is attached to an internal combustion engine that is supported horizontally by a vehicle so that an input shaft is disposed in parallel with an output shaft of the internal combustion engine.

  The dual clutch transmission is provided with an output shaft composed of a first output shaft and a second output shaft in parallel with the input shaft. The first output shaft has at least first and fifth driven gears and first and fifth speed synchronizer units, and the second output shaft has three speed driven gears and three speed synchronizer units. It is.

A 3-speed drive gear is attached to either the first input shaft or the second input shaft so as to overlap the operating range of the first-speed and fifth-speed synchronizer units in the axial direction. The operating direction of the third-speed synchronizer unit is the direction in which the first-speed drive gear is provided, and either the first input shaft or the second input shaft has the smallest diameter among the drive gears. Dual-clutch shifting is based on the fact that the first-speed drive gear is provided with the axial movement range of the third-speed synchronizer unit and the first-speed drive gear and the first-speed driven gear overlapped in the axial direction. The machine was configured.

  In the dual clutch transmission according to the present invention, the third-speed driven gear is provided on one of the output shafts, and the first-speed and fifth-speed driven gears are provided on the other output shaft. It will be arranged facing the shaft, and interference with the facing synchronizer unit can be easily prevented.

  Within the operating range of the 1st and 5th speed synchronizer units, the 3rd speed drive gear is arranged in the axial direction, and the operating direction of the 3rd speed synchronizer unit is set to the direction in which the 1st speed drive gear is placed. In addition, since the first-speed drive gears are arranged so as to be completely overlapped in the axial direction within the operating range of the three-speed synchronizer unit, the first, third, and fifth speeds are not separated from each other in the axial direction. The transmission gear can be provided. Therefore, the axial lengths of the input shaft and the output shaft can be shortened.

  As a result, the overall length (lateral width) of the transmission can be shortened and easily mounted on the vehicle, and the vehicle mountability of the internal combustion engine can be improved.

1 is a configuration diagram showing an embodiment of a vehicle transmission according to the present invention. It is sectional drawing which shows a part of transmission for vehicles shown in FIG. It is a figure which shows arrangement | positioning of each axis | shaft of the transmission for vehicles shown in FIG.

An embodiment of a vehicle transmission according to the present invention will be described with reference to the drawings.
FIG. 1 shows a schematic configuration of the vehicle transmission 10. The vehicular transmission 10 is a dual-clutch (twin clutch) transmission for a horizontally mounted engine, and has a total of 7 speeds including 6 speeds in the forward speed and 1 speed in the reverse speed. An engine 100 is connected to the right side of the vehicle transmission 10 in the figure.

  The engine 100 is a so-called horizontal engine in which a driving force transmission shaft 110 is arranged in the vehicle width direction of a vehicle (not shown). The vehicle is an FF vehicle and is a front engine / front drive. The vehicle may be a four-wheel drive based on FF or a rear wheel drive system (FR). A differential mechanism 102 is connected to the lower side of the vehicle transmission 10 in the figure.

  The vehicle transmission 10 includes a clutch unit 12, an input system mechanism 14, and an output system mechanism 16. The clutch unit 12 is provided on the right side of the figure. The clutch unit 12 is a dual clutch including two sets of clutches 18 and 20 in the axial direction. A driving force transmission shaft 110 of the engine 100 is connected to an input end of the clutch unit 12.

  An input system mechanism 14 is connected to the output end of the clutch unit 12. The input system mechanism 14 includes a first input shaft 24, a second input shaft 26, various drive gears, and the like.

  The first input shaft 24 has a cylindrical shape and is rotatably supported by the outer frame 104 (see FIG. 2) by a bearing 120. One end of the first input shaft 24 is connected to the clutch 18.

  The second input shaft 26 has a cylindrical shape and is provided on the outer periphery of the first input shaft 24 coaxially with the first input shaft 24. The second input shaft 26 is rotatably supported by a bearing 122. One end of the second input shaft 26 is connected to the clutch 20. The first input shaft 24 and the second input shaft 26 are supported by bearings 120, 122, 124 and the like so as to be rotatable with respect to the outer frame 104.

  The other end of the first input shaft 24 (the side opposite to the engine 100) protrudes from the second input shaft 26, and the gear 40, gear 42, and gear 44 are sequentially provided from the bearing 120 side on the protruding portion. Yes. The gear 40 is a first speed driving gear, the gear 42 is a third speed driving gear, and the gear 44 is a fifth speed driving gear. Each of the gear 40, the gear 42, and the gear 44 is fixed to the first input shaft 24 and rotates integrally with the first input shaft 24.

  The second input shaft 26 is provided with a gear 46 and a gear 48 from the shaft end on the bearing 120 side. The gear 46 is a fourth and sixth drive gear, and the gear 48 is a second and reverse drive gear.

The gears 46 and 48 are fixed to the second input shaft 26 and rotate integrally with the second input shaft 26.

  The output system mechanism 16 includes a first output shaft 30, a second output shaft 32, a third output shaft 34, and the like. The output shafts are provided in parallel with each other and in parallel with the first input shaft 24.

  The first output shaft 30 is rotatably provided on the outer frame 104 by a bearing 126 and a bearing 128. The first output shaft 30 is provided with a gear 50, a gear 54, a gear 56, a gear 58, and a gear 140 in order from the bearing 126 side. The gear 50 is a first-speed driven gear and meshes with the gear 40. The gear 54 is a fifth-speed driven gear and meshes with the gear 44. The gear 56 is a fourth-speed driven gear and meshes with the gear 46. The gear 58 is a second-speed driven gear and meshes with the gear 48.

  The gear 140 is an output gear and meshes with the ring gear 146. (See FIG. 3.) The gear 50, the gear 54, the gear 56, and the gear 58 are rotatably attached to the first output shaft 30. The ring gear 146 is a ring gear of the differential mechanism 102, and the driving force of the engine 100 input to the ring gear 146 is distributed to left and right drive shafts, for example, front wheel drive shafts.

The second output shaft 32 is rotatably provided on the outer frame 104 (see FIG. 2) by a bearing 130 and a bearing 132. The second output shaft 32 is provided with a gear 52, a gear 66, a gear 68, and a gear 142 in order from the bearing 130 side. The gear 52 is a third-speed driven gear and meshes with the gear 42. The gear 66 is a sixth-speed driven gear and meshes with the gear 46. The gear 68 is a driven gear for transmitting reverse rotation and meshes with the gear 48. Further, the gear 68 is engaged with the reverse gear 72 via the gear 70. The gear 142 is in mesh with the ring gear 146. (See Figure 3.)
The third output shaft 34 includes a reverse gear 72 and an output gear 144, and is rotatably provided on the outer frame 104 by a bearing 134 and a bearing 136. The reverse gear 72 meshes with the gear 70 as described above. The output gear 144 is in mesh with the ring gear 146. (See Figure 3.)
Next, the synchronizer unit will be described. The synchronizer unit is a mechanism that is provided adjacent to the driven gear, is connected to the output shaft and the driven gear, and transmits the rotation of the driven gear to the output shaft.

  As shown in FIG. 1, between the gear 50 and the gear 54 of the first output shaft 30, a 1/5 speed 1/5 speed synchronizer unit 80 is provided. Similarly, between the gear 56 and the gear 58, a 2nd and 4th speed 2nd and 4th speed synchronizer unit 82 is provided.

  A 3-speed 3-speed synchronizer unit 84 is provided on the bearing 130 side of the gear 52 of the second output shaft 32. Similarly, a 6-speed 6-speed synchronizer unit 86 is provided on the bearing 132 side of the gear 66. A reverse synchronizer unit 88 is provided on the bearing 134 side of the gear 72 of the third output shaft 34.

  Each of the synchronizer units has a configuration similar to that of a conventional synchronizer unit, and includes a sleeve 90 that is movable in the axial direction. When the sleeve 90 meshes with the driven gear, the output shaft and the driven gear are connected. Some synchronizer units operate in both the left and right directions and only in one direction, and this is the same as the conventional one.

  Further, as shown in FIG. 2, in the 1/5 speed synchronizer unit 80, the end face of the clutch gear 55 on the gear 54 side is on the right side of the end face of the gear 42 on the gear 54 side (exactly the gear 44 side). That is, it is located on the gear 54 side. As a result, the 1/5 speed synchronizer unit 80 moves to the point where the sleeve 90 comes into contact with the end face of the gear 50 when the gear 50 is coupled, and the sleeve 90 moves to the gear 54 side of the clutch gear 55 when the gear 54 is coupled. The gear 42 is formed so as to move to the peripheral edge of the tooth surface and to be completely disposed within the moving range of the sleeve 90. The third-speed third-speed synchronizer unit 84 is formed to move toward the bearing 120 until the sleeve 90 comes into contact with the outer frame 104 when releasing the coupling of the gear 52.

Next, the operation of the vehicle transmission 10 will be described.
The driving force from the engine 100 is input to the clutch unit 12 via the driving force transmission shaft 110. The clutch unit 12 appropriately changes the connection of the clutch in accordance with an instruction from an ECU (not shown).

  An example of starting at the first speed will be described. First, in a state where both the clutch 18 and the clutch 20 are released, the sleeve 90 of the 1/5 speed synchronizer unit 80 is moved to the left in the drawing by the shift fork, and the gear 50 is connected to the first output shaft 30. . When the clutch 18 is connected, the driving force of the engine 100 is transmitted from the first input shaft 24 to the gear 50 through the gear 40. As a result, the driving force of the engine 100 is transmitted to the first output shaft 30 via the 1/5 speed synchronizer unit 80, and the ring gear 146 rotates to drive the driving shaft.

  When the gear is switched to the second speed, the sleeve 90 of the second and fourth speed synchronizer unit 82 is coupled to the gear 58, the clutch 18 is released, and the clutch 20 is engaged. Due to the engagement of the clutch 20, the driving force of the engine 100 is transmitted to the second input shaft 26. Then, the driving force transmitted to the gear 58 through the gear 48 is transmitted to the first output shaft 30 via the second and fourth speed synchronizer unit 82, and the ring gear 146 is rotated. Thereby, 2nd speed driving | running | working is performed. Hereinafter, in addition to the operation of the second output shaft 32, the shifting operation after the third speed is also performed.

  As described above, the 1/5 speed synchronizer unit 80 and the gear 42 are formed and arranged so as not to contact each other. Further, the gear 42 is overlapped so that its tooth width is completely included in the moving range in which the sleeve 90 of the 1/5 speed synchronizer unit 80 moves in the axial direction (overlap). One input shaft 24 is provided.

  Further, the third-speed synchronizer unit 84 and the gear 40 are formed and arranged so as not to contact each other. In addition, the third-speed synchronizer unit 84 is provided on the second output shaft 32 so that the gear 40 and the sleeve 90 overlap in the axial direction when the sleeve 90 is retracted to the bearing 120 side.

  The vehicular transmission 10 can be appropriately shifted from the first speed to the reverse gear, and since the gears and the synchronizer unit are configured as described above, the first input shaft 24, the first output shaft 30, the first The axial length of the output shaft 32 can be shortened, and the axial length of the vehicle transmission 10 itself, that is, the lateral width can be shortened.

  That is, the gear 42 is a three-speed drive gear and can be reduced in diameter due to the relationship between the three-speed gear ratio and without interfering with the first-fifth speed synchronizer unit 80 in the axial direction. Can be placed one on top of the other. Therefore, there is no need to dispose the gear 42 and the 1/5 speed synchronizer unit 80 so as to avoid interference and to reduce the shaft diameter of the output shaft and the diameter of the synchronizer unit. The first output shaft 30 and the first input shaft 24 can be shortened without causing any trouble, and the axial length of the vehicle transmission 10 can be shortened.

  The gear 40 is a first-speed drive gear that can be reduced in diameter due to the gear ratio, and can be disposed so as to overlap the third-speed synchronizer unit 84 in the axial direction without interfering with the third-speed synchronizer unit 84. Therefore, it is not necessary to displace the third-speed synchronizer unit 84 and the gear 40 from each other in the axial direction in order to avoid interference. This also shortens the second output shaft 32 and the first input shaft 24, thereby changing the speed of the vehicle. The axial length of the machine 10 can be shortened. In addition, a necessary amount of the shaft diameter of each output shaft and the diameter of the synchronizer unit can be ensured and sufficient strength can be maintained.

  Therefore, according to the vehicle transmission 10, since the axial lengths of the input system mechanism 14 and the output system mechanism 16 can be shortened, the lateral width of the vehicle transmission 10 can be shortened, and the vehicle transmission when it is attached to the engine 100. The entire width of the drive device can be shortened. Therefore, it is possible to improve the mountability of the vehicle transmission 10 on the vehicle, to increase the cutting angle of the tire, and to improve the workability at the time of assembly and the maintainability of the vehicle.

  Note that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

  The present invention can be applied to a multi-shaft automatic transmission for a vehicle such as a dual clutch transmission.

DESCRIPTION OF SYMBOLS 10 ... Vehicle transmission 12 ... Clutch unit 14 ... Input system mechanism 16 ... Output system mechanism 18 .... Clutch 20 ... Clutch 24 ... First input shaft 26 ... Second input shaft 30 ... First output shaft 32 ... Second output shaft 34 ... Third output shaft 40 ... Gear 80 ... 1/5 speed synchronizer unit

Claims (3)

A vehicle transmission connected to either the left or right side of an internal combustion engine that extends in a vehicle width direction and outputs a driving force in a vehicle width direction and is supported horizontally on the vehicle,
Two sets of clutch mechanisms coupled to the driving force transmission shaft;
A first input shaft connected to one of the two sets of clutch mechanisms and a second input shaft connected to the other, the axial direction extending in the vehicle width direction;
One of the first input shaft and the second input shaft, the first speed, the third speed, and the fifth speed from the shaft end of the input shaft opposite to the end to which the clutch mechanism is connected. Each speed drive gear provided in order,
A first output shaft having an axial direction extending in the vehicle width direction and having a first-speed driven gear meshing with the first-speed driving gear and a fifth-speed driven gear meshing with the fifth-speed driving gear; ,
The first output shaft is provided between the first-speed driven gear and the fifth-speed driven gear so as to be movable in the axial direction, and moves in either direction to move the first-speed driven gear or the fifth-speed driven gear. A 1-5 speed synchronizer unit for connecting the driven gear to the first output shaft;
A second output shaft having a third-speed driven gear which is provided with an axial direction extending in the vehicle width direction and meshes with the third-speed drive gear;
A third speed which is provided on the second output shaft so as to be movable in the axial direction, and is connected to or separated from the third speed driven gear to appropriately connect the third speed driven gear to the second output shaft. A synchronizer unit,
Further, within the axial movement range of the 1/5 speed synchronizer unit, the 3rd speed drive gear is provided so as to overlap the width direction thickness of the 3rd speed drive gear in the axial direction,
And the axial movement range of the third speed synchronizer unit, the range in which the smallest diameter of the first-speed drive gear and the driven gear of the first speed is engaged in a driving gear, that is provided to overlap in the axial direction An automatic transmission for vehicles.   The 1st and 5th driven gears are arranged in the axial direction at an interval substantially equal to the axial working width of the 1/5 speed synchronizer unit, and the 3rd drive gear is the 1st and 5th gears. The automatic transmission for a vehicle according to claim 1, wherein the automatic transmission is disposed within the interval of a high-speed driven gear.   The clutch gear for connecting the 5-speed driven gear of the 1-5 speed synchronizer unit is such that the end surface of the clutch gear on the 5-speed driven gear side is the 5-speed driven gear side of the 3-speed drive gear. The automatic transmission for a vehicle according to claim 1, wherein the automatic transmission for a vehicle is located closer to the fifth-speed driven gear than an end face of the vehicle.

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