JP6058120B2 - Transmission - Google Patents

Description

  The present invention relates to a transmission, and more particularly, to a transmission that can reduce the transmission torque capacity of each of two clutches and reduce the overall length.

  2. Description of the Related Art Conventionally, there are known dual-clutch transmissions that have two-system clutches (first clutch and second clutch) of odd-numbered stages and even-numbered stages and a transmission gear mechanism to change gears by connecting two systems. (For example, patent document 1). Patent Document 1 includes a first input shaft and a second input shaft, which are coupled to a drive source via a first clutch and a second clutch, respectively, and arranged coaxially, and a first input shaft and a second input shaft. A transmission device is disclosed that includes a transmission gear mechanism that can select and shift one of a plurality of shift speeds by connecting and disconnecting the power of the motor, and an output shaft that outputs power from the transmission gear mechanism. In the transmission, a transmission gear mechanism is provided with a shared gear coaxially with the first input shaft and the second input shaft, and the shared gear can be simultaneously connected to the first input shaft and the second input shaft.

  According to the transmission disclosed in Patent Document 1, the first clutch and the second clutch are simultaneously coupled in the state where the first gear is selected by the transmission gear mechanism when the vehicle starts when a large torque is input to the transmission. As a result, power from the drive source can be transmitted to the output shaft via the first clutch and the second clutch. Since the vehicle can be started by the combined torque of the first clutch and the second clutch, the transmission torque capacity of each of the first clutch and the second clutch can be reduced.

International Publication No. 2012/102337

  However, in the technique disclosed in Patent Document 1, since the shared gear is disposed coaxially with the first input shaft and the second input shaft, the first clutch and the second clutch coupled to the first input shaft and the second input shaft are arranged. The clutch is arranged in series (coaxial). Therefore, there has been a problem that the axial length (full length) of the transmission increases.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a transmission that can reduce the transmission torque capacity of each of the two systems of clutches and reduce the overall length.

Means for Solving the Problems and Effects of the Invention

  According to the transmission of the first aspect, the two-system clutches of the odd-numbered stage and the even-numbered stage are provided, and the two systems are connected to be able to shift, and the power from the drive source is input. A first intermediate shaft or a second intermediate shaft is juxtaposed with the drive shaft. The first input shaft and the second input shaft are arranged coaxially with any of the first intermediate shaft, the second intermediate shaft, and the drive shaft, respectively, and the first clutch and the second clutch are the first input shaft and The power transmission between the shafts arranged coaxially with the second input shaft is configured to be cut off. In the transmission gear mechanism, power from the first input shaft and the second input shaft is connected / disconnected to select one of the plurality of shift stages, and the power from the transmission gear mechanism is output to the output shaft.

  In the transmission gear mechanism, a plurality of first transmission gears and second transmission gears are disposed on each of the first intermediate shaft and the second intermediate shaft, and are engaged with the plurality of first transmission gears and second transmission gears. Power is output to the output shaft by multiple output gears. A first transmission gear is rotatably disposed on one of the first input shaft and the second input shaft, and a second gear linked to the first transmission gear is disposed on the other of the first input shaft and the second input shaft. Established. The third transmission gear linked to the first transmission gear and the second transmission gear is disposed on either the first input shaft and the drive shaft, the first intermediate shaft, or the second intermediate shaft arranged in parallel with the second input shaft. Established. Connection / disconnection of power transmission between one of the first input shaft or the second input shaft and the first transmission gear is configured to be switchable by the first switching clutch.

  When one of the first input shaft or the second input shaft and the first transmission gear are coupled by the first switching clutch, the power from the drive shaft is transmitted to the first transmission gear, the second transmission gear, and the third transmission gear. . Further, when the first clutch and the second clutch are coupled, power is transmitted to the first intermediate shaft and the second intermediate shaft via the first clutch and the second clutch. When the power from the first input shaft and the second input shaft is transmitted to the output shaft by the transmission gear mechanism, the combined torque of the first clutch and the second clutch is output to the output shaft. Since the first clutch and the second clutch (two clutches) can be simultaneously coupled to transmit the torque to the output shaft, the transmission torque capacity of each of the first clutch and the second clutch can be reduced.

  The first input shaft and the second input shaft are arranged coaxially with any of the first intermediate shaft, the second intermediate shaft, and the drive shaft, respectively, and the first clutch and the second clutch are connected to the first input shaft. Since the power transmission between the shaft and the shaft arranged coaxially with the second input shaft is configured to be cut off, the first clutch and the second clutch are arranged in parallel. Therefore, compared with the case where the first clutch and the second clutch are arranged in series, there is an effect that the axial length (full length) of the transmission can be shortened.

  According to the transmission of the second aspect, in the transmission gear mechanism, the first engagement gear arranged in parallel with the first transmission gear is rotatably disposed on one of the first input shaft and the second input shaft. The third engagement gear linked to the first engagement gear is disposed on either the drive shaft, the first intermediate shaft, or the second intermediate shaft on which the third transmission gear is disposed. The first switching clutch is configured to be able to switch between connection and disconnection of power transmission between one of the first input shaft or the second input shaft and the first engagement gear or the first transmission gear. The gear ratio between the third engagement gear and the first engagement gear is set to a value different from the gear ratio between the third transmission gear and the first transmission gear. That is, the first transmission gear, the second transmission gear, and the output shaft are combined, and the first switching gear can be used to shift up or down by switching the first engagement gear or the first transmission gear. Since the first transmission gear and the second transmission gear are disposed on each of the first intermediate shaft and the second intermediate shaft, in addition to the effect of claim 1, the first transmission gear and the second transmission gear are arranged coaxially. Compared with the case where it does, there exists an effect which can shorten the axial direction length (full length) of a transmission.

  According to the transmission of the third aspect, the second transmission gear is rotatably disposed on the other of the first input shaft and the second input shaft, and is arranged in parallel with the second transmission gear. Is rotatably disposed on the other of the first input shaft and the second input shaft and is linked to the first engagement gear and the third engagement gear. In addition to the switching by the first switching clutch, the first transmission is performed by switching the power transmission between the second engagement gear or the second transmission gear and the first input shaft or the other of the second input shafts by the second switching clutch. The power transmission path can be switched to a transmission gear train such as a gear or an engagement gear train such as a first engagement gear.

  As a result, while one of the first clutch or the second clutch is connected and torque is transmitted from one of the first transmission gear or the second transmission gear to the output shaft, the other of the first clutch or the second clutch is released. Thus, the other speed stage of the first speed change gear or the second speed change gear can be changed. 3. When the other shift stage of the first transmission gear or the second transmission gear is changed, one of the first clutch or the second clutch is released and simultaneously the other of the first clutch or the second clutch is coupled. In addition to the above effect, there is an effect that it is possible to perform a shift with almost no torque interruption. Further, step-shifting with almost no torque interruption can be performed by changing the gear position of the first transmission gear or the second transmission gear.

  Further, by selecting the transmission gear train or the engagement gear train by the first switching clutch and the second switching clutch, and simultaneously coupling the first clutch and the second clutch, the first clutch and the second clutch at all the shift speeds. There is an effect that torque can be transmitted to the output shaft through the clutch (two clutches).

  According to the transmission of the fourth aspect, the transmission gear mechanism includes any one of the transmission gear trains disposed coaxially with the drive shaft and any of the transmission gear trains disposed coaxially with the first intermediate shaft. A value obtained by multiplying the gear ratio by the gear ratio between the first transmission gear and the output gear at a predetermined gear position is arranged coaxially with one of the transmission gear trains arranged coaxially with the drive shaft and with the second intermediate shaft. It is set equal to a value obtained by multiplying the gear ratio with any one of the transmission gear trains set by the gear ratio between the output gear and the second transmission gear shared at a predetermined shift speed. Therefore, in addition to the effect of any one of claims 1 to 3, when the driving force can be transmitted through the transmission gear train by the first switching clutch, when the first clutch and the second clutch are simultaneously coupled. In addition, there is an effect that can prevent double engagement.

  According to the transmission according to claim 5, the transmission gear mechanism includes any one of the engagement gear train disposed coaxially with the drive shaft and the engagement gear train disposed coaxially with the first intermediate shaft. A value obtained by multiplying the gear ratio of the heel by the gear ratio of the first transmission gear and the output gear at a predetermined shift stage is one of the engagement gear trains arranged coaxially with the drive shaft, It is set equal to a value obtained by multiplying the gear ratio with one of the engagement gear trains arranged coaxially by the gear ratio between the output gear and the second transmission gear shared at a predetermined shift speed. Therefore, in addition to the effect of claim 3 or 4, when the driving force can be transmitted through the engagement gear train by the second switching clutch, when the first clutch and the second clutch are simultaneously coupled, There is an effect that can prevent double meshing.

  According to the transmission of the sixth aspect, the first input shaft is disposed coaxially with one of the first intermediate shaft and the second intermediate shaft, and the second input shaft is the first intermediate shaft or the second intermediate shaft. It is arrange | positioned coaxially with the other of these. Thereby, the motive power input to the drive shaft can be transmitted to the first transmission gear and the second transmission gear by the transmission gear train regardless of whether the first clutch or the second clutch is connected or disconnected. As a result, in addition to the effect of any one of claims 1 to 5, the first clutch when performing a shifting operation as compared with the case where the first input shaft or the second input shaft is disposed coaxially with the drive shaft. Or there exists an effect which can reduce the frequency | count of operation of a 2nd clutch.

It is a skeleton figure of the transmission in the first embodiment of the present invention. (A) is a skeleton diagram of a transmission that starts by connecting two clutches, and is a skeleton diagram of a transmission that travels by connecting two clutches. (A) is a skeleton diagram of a transmission that prepares gear shifting during traveling in the fifth speed, and (b) is a skeleton diagram of the transmission that shifts down to the third speed. (A) is a skeleton diagram of a transmission that shifts down from the fifth speed to the second speed, and (b) is a skeleton diagram of a transmission that shifts down from the sixth speed to the third speed. (A) is the skeleton figure of the transmission which prepares gear shifting during 4th speed driving | running | working, (b) is the skeleton figure of the transmission which shifts up to 6th speed. It is a skeleton figure of the transmission in 2nd Embodiment. (A) is a skeleton diagram of a transmission that starts by connecting two clutches, and (b) is a skeleton diagram of a transmission that travels in two speeds.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, the configuration of the transmission 1 will be described with reference to FIG. FIG. 1 is a skeleton diagram of a transmission 1 according to a first embodiment of the present invention. The transmission 1 is a dual-clutch transmission that has two systems of clutches and transmission gears of odd-numbered and even-numbered gears and performs gear shifting by alternately switching the two systems, and is mounted on a vehicle (not shown). Is done. The transmission 1 includes a drive shaft 2 to which rotational power from a drive source (not shown) is transmitted, an output shaft 3 disposed along the axial direction of the drive shaft 2, the drive shaft 2 and the output shaft 3. A first intermediate shaft 4 and a second intermediate shaft 5 are provided in parallel.

  The first input shaft 6 is disposed coaxially with the first intermediate shaft 4 and is rotatably disposed with respect to the first intermediate shaft 4. The first clutch 7 is arranged coaxially with the first intermediate shaft 4 and the first input shaft 6, and is configured to be able to block power transmission between the first intermediate shaft 4 and the first input shaft 6. The second input shaft 8 is disposed coaxially with the second intermediate shaft 5 and is rotatably disposed with respect to the second intermediate shaft 5. The second clutch 9 is arranged coaxially with the second intermediate shaft 5 and the second input shaft 8 and is configured to be able to block power transmission between the second intermediate shaft 5 and the second input shaft 8. In the present embodiment, the first clutch 7 and the second clutch 9 are constituted by a wet multi-plate friction clutch.

  A transmission gear train 10 and an engagement gear train 20 are disposed on the drive shaft 2, the first input shaft 6 and the second input shaft 8. The transmission gear train 10 is relatively rotated with respect to the drive shaft 2 and the first transmission gear 11 that is rotatably disposed on the first input shaft 6, the second transmission gear 12 that is rotatably disposed on the second input shaft 8, and the drive shaft 2. A third transmission gear 13 that is disposed so as to be impossible and engages with the first transmission gear 11 and the second transmission gear 12 is provided. In the present embodiment, the first transmission gear 11 and the second transmission gear 12 are set to have the same number of teeth.

  The engagement gear train 20 includes a first engagement gear 21 that is rotatably disposed on the first input shaft 6, a second engagement gear 22 that is rotatably disposed on the second input shaft 8, and the drive shaft 2. And a third engagement gear 23 that is disposed so as not to be relatively rotatable and engages with the first engagement gear 21 and the second engagement gear 22. In the present embodiment, the first engagement gear 21 and the second engagement gear 22 are set to have the same number of teeth. Further, the gear ratio of the engagement gear train 20 (the number of teeth of the first engagement gear 21 / the number of teeth of the third engagement gear 23, or the number of teeth of the second engagement gear 22 / the number of teeth of the third engagement gear 23). The number of teeth) is the gear ratio of the transmission gear train 10 (the number of teeth of the first transmission gear 11 / the number of teeth of the third transmission gear 13, or the number of teeth of the second transmission gear 12 / the number of teeth of the third transmission gear 13). ) N times (n> 1).

  The first switching clutch 31 is a clutch that is disposed on the first intermediate shaft 6 and configured to be movable in the axial direction, and moves between the first transmission gear 11 and the first intermediate shaft 6 by moving in the axial direction. The coupling state, the coupling state between the first engagement gear 21 and the first intermediate shaft 6, and the neutral state in which neither the first transmission gear 11 nor the first engagement gear 21 is coupled can be selected.

  The second switching clutch 32 is a clutch that is disposed on the second intermediate shaft 8 and configured to be movable in the axial direction, and moves between the second transmission gear 12 and the second intermediate shaft 8 by moving in the axial direction. The coupling state, the coupling state between the second engagement gear 22 and the second intermediate shaft 8, and the neutral state in which neither the second transmission gear 12 nor the second engagement gear 22 is coupled can be selected. In the present embodiment, each of the first switching clutch 31 and the second switching clutch 32 is constituted by a meshing clutch provided with a general synchronization mechanism.

  The first intermediate shaft 4 is provided with a plurality of (four in this embodiment) first transmission gears 40 (odd-stage transmission gears in the present embodiment) that are rotatable with respect to the first intermediate shaft 4. Is done. The first transmission gear 40 (odd number transmission gear) includes a first speed gear 41, a third speed gear 43, a fifth speed gear 45, and a seventh speed gear 47. The second intermediate shaft 5 has a plurality of (four in the present embodiment) second transmission gear 50 (an even number transmission in the present embodiment) that is rotatable with respect to the second intermediate shaft 5. Installed. The second transmission gear 50 (even-numbered transmission gear) includes a second speed gear 52, a fourth speed gear 54, a sixth speed gear 56, and an eighth speed gear 58.

  A plurality of output gears 60 are fixed to the output shaft 3. The first gear 41 and the second gear 52 are engaged with the output gear 61, the third gear 43 and the fourth gear 54 are engaged with the output gear 62, and the fifth gear 45 and the sixth gear 56 are connected with the output gear 63. The seventh gear 47 and the eighth gear 58 are engaged with the output gear 64. As described above, one odd-numbered transmission gear and the even-numbered transmission gear one level higher than the odd-numbered transmission gear share the same output gear 61 to 64. In the present embodiment, the first transmission gear 40 and the second transmission gear 50 that mesh with the same output gears 61 to 64 are set to the same number of teeth. That is, the number of teeth is 1st gear 41 = 2nd gear 52, 3rd gear 43 = 4th gear 54, 5th gear 45 = 6th gear 56, 7th gear 47 = 8th gear 58.

  The first intermediate shaft 4 is provided with a dog clutch 71 for selecting the first speed gear 41 and the third speed gear 43 and a dog clutch 72 for selecting the fifth speed gear 45 and the seventh speed gear 47. The second intermediate shaft 5 is provided with a dog clutch 73 for selecting the second speed gear 52 and the fourth speed gear 54 and a dog clutch 74 for selecting the sixth speed gear 56 and the eighth speed gear 58. The dog clutches 71 to 74 include a gear selector (not shown) configured to be movable in the axial direction by spline coupling with each shaft, and a selector fork (not shown) for moving the gear selector (not shown) in the axial direction. And. By moving the selector fork in the axial direction and sliding the gear selector to mesh the gears with the gear selector, the gears can be coupled to the shafts and the gears can be rotated integrally with the shafts.

  Next, with reference to FIG. 2, the speed change operation by the transmission 1 will be described. FIG. 2 (a) is a skeleton diagram of the transmission 1 that starts by connecting two clutches, and FIG. 2 (b) is a skeleton diagram of the transmission 1 that travels by connecting two clutches. In the figure, the power transmission path through which the driving force is transmitted to the output shaft 3 is indicated by a bold line. This illustration is the same in FIG.

  As shown in FIG. 2A, when the vehicle starts, the first input shaft 6 and the first transmission gear 11 are coupled by the first switching clutch 31, and the first intermediate shaft 4 and the first speed gear 41 are coupled by the dog clutch 71. Join. Further, the second input shaft 8 and the second transmission gear 12 are coupled by the second switching clutch 32, and the second intermediate shaft 5 and the second speed gear 52 are coupled by the dog clutch 73. When the first clutch 7 and the second clutch 9 are coupled, the driving force of the drive shaft 2 is distributed by the transmission gear train 10 and output to the output shaft 3 via the first clutch 7 and the second clutch 9. Since the total torque of the first clutch 7 and the second clutch 9 is output to the output shaft 3, the transmission torque capacity of each of the first clutch 7 and the second clutch 9 can be reduced.

  The first input shaft 6 and the second input shaft 8 are arranged coaxially with the first intermediate shaft 4 and the second intermediate shaft 5, respectively. The first clutch 7 and the second clutch 9 are connected to the first input shaft 6. And it is comprised so that the power transmission between the shafts arrange | positioned coaxially with the 2nd input shaft 8 can be interrupted | blocked. Accordingly, the first clutch 7 and the second clutch 9 are arranged in parallel. Therefore, the axial length (full length) of the transmission 1 can be shortened as compared with the case where the first clutch and the second clutch are arranged in series.

  The first gear 41 and the output gear 61 have a gear ratio between the third transmission gear 13 disposed coaxially with the drive shaft 2 and the first transmission gear 11 disposed coaxially with the first intermediate shaft 6. Is multiplied by the gear ratio of the output gear 61 and the second speed gear 52 to the gear ratio of the second transmission gear 12 and the third transmission gear 13 disposed coaxially with the second intermediate shaft 8. The same value is set. Therefore, when the first switching clutch 31 and the second switching clutch 32 can transmit the driving force via the transmission gear train 10 and the first clutch 7 and the second clutch 9 are simultaneously coupled, It is possible to prevent heavy engagement.

  The first clutch 7 and the second clutch 9 at the time of starting the vehicle are basically combined simultaneously with the maximum value of the transmission torque capacity of each clutch, but depending on the road surface on which the vehicle travels, etc., driving wheels (not shown) In the case of slipping), the torque can be reduced appropriately. By adjusting the torques of the first clutch 7 and the second clutch 9 within the range of the transmission torque capacity, it is possible to avoid slipping of the drive wheels.

  In the shift to the second speed, after starting the vehicle, the second clutch 9 is disengaged so that no torque acts on the second switching clutch 32. Next, the second switching gear 32 connects the second engagement gear 22 and the second input shaft 8. By connecting the second clutch 9 while releasing the first clutch 7, the power from the drive shaft 2 is output from the second gear 52 and the output gear 61 via the engagement gear train 20 and the second clutch 9 to the output shaft. 3 is transmitted. Since the gear ratio of the engagement gear train 20 is set to n times (n> 1) the gear ratio of the transmission gear train 10, the gear ratio of the second gear can be made larger than the gear ratio of the first gear. Further, during this time, since either the first clutch 7 or the second clutch 9 is engaged, the gear can be shifted from the first speed stage to the second speed stage without running out of torque.

  At this time, if the first clutch 7 is released so that torque does not act on the first switching clutch 7, the first engagement gear 21 and the first input shaft 6 can be coupled by the first switching clutch 31. By coupling the first clutch 7, the power from the drive shaft 2 is transmitted from the first gear 42, the second gear 52 and the output gear 61 via the engagement gear train 20, the first clutch 7 and the second clutch 9. It is transmitted to the output shaft 3. As a result, power can be transmitted to the output shaft 3 via the first clutch 7 and the second clutch 9 even at the second speed.

  Further, the first gear 41 and the output ratio are compared with the gear ratio between the third engagement gear 23 disposed coaxially with the drive shaft 2 and the first engagement gear 21 disposed coaxially with the first intermediate shaft 6. The value obtained by multiplying the gear ratio with the gear 61 is equal to the gear ratio between the third engagement gear 23 and the second engagement gear 22 disposed coaxially with the second intermediate shaft 8 and the output gear 61 and the second speed. It is set to be the same as the value obtained by multiplying the gear ratio of the gear 52. Therefore, when the first switching clutch 31 and the second switching clutch 32 can transmit the driving force via the engagement gear train 20, and when the first clutch 7 and the second clutch 9 are simultaneously coupled, It is possible to prevent double engagement.

  When power is transmitted from the first transmission gear 40 to the output shaft 3 via the first transmission gear 11, the transmission 1 is in accordance with the first transmission gear 40, the first gear, the third gear, the fifth gear, The seventh gear is selected. Further, when power is transmitted from the second transmission gear 50 to the output shaft 3 via the second engagement gear 22, the second speed, the fourth speed, the sixth speed, or the eighth speed according to the second transmission gear 50. A stage is selected. Since the first transmission gear 40 and the second transmission gear 50 meshing with the same output gears 61 to 64 are set to the same number of teeth, the relationship between the gear ratios of the transmission gear train 10 and the engagement gear train 20 is as follows. It is established at all gear positions. Accordingly, the first clutch 7 and the second clutch 9 can be simultaneously coupled to transmit power to the output shaft 3 while preventing double meshing from occurring at all gear positions. That is, the driving force can be transmitted to the output shaft 3 through the first clutch 7 and the second clutch 9 at all the shift speeds.

  Next, with reference to FIG. 3, the operation of the transmission 1 when shifting down from the fifth gear to the third gear (step jump shift) will be described. FIG. 3A is a skeleton diagram of the transmission 1 that prepares gear shifting during the fifth speed traveling, and FIG. 3B is a skeleton diagram of the transmission 1 that shifts down to the third speed. In the figure, a power transmission path in which driving force is not transmitted to the output shaft 3 is indicated by a thick dotted line. This illustration is the same in FIG. 3 and subsequent figures.

  As shown in FIG. 3A, it is assumed that the transmission 1 is set to the fifth gear. At this time, the first switching clutch 31 is engaged with the first transmission gear 11, and the first clutch 7 is coupled. The second clutch 9 is released, and the second switching clutch 32 and the dog clutches 73 and 74 are in a neutral state. When the step-shifting from the fifth speed to the third speed is performed, the second transmission gear 12 and the second transmission gear 12 are first connected by the second switching clutch 32 while maintaining the setting of the fifth speed coupled with the first clutch 7. The input shaft 8 is coupled. Thereby, the rotation of the second transmission gear 12 engaged with the third transmission gear 13 is transmitted to the second input shaft 8.

  On the other hand, the sixth gear 56 is rotated by the rotation of the output gear 63 engaged with the fifth gear 45. In this state, the dog clutch 74 cannot be engaged with the sixth speed gear 56 due to the rotational difference between the sixth speed gear 56 and the second intermediate shaft 5. Therefore, the second clutch 9 is connected. When the second clutch 9 is coupled, the second intermediate shaft 5 rotates at the same speed as the first intermediate shaft 4 because of the gear ratio of the transmission gear train 10. Then, the rotational difference between the dog clutch 74 and the sixth speed gear 56 can be eliminated from the relationship of the gear ratio between the sixth speed gear 56 and the fifth speed gear 45 and the output gear 63. Therefore, the dog clutch 74 can be engaged with the sixth speed gear 56. As a result, the driving force of a drive source (not shown) can be output to the output shaft 3 via the first clutch 7 and the second clutch 9.

  Next, as shown in FIG. 3B, the first clutch 7 is released while the second clutch 9 is engaged. Since torque does not act on the first intermediate shaft 4, the dog clutch 72 can be moved to the neutral state. The dog clutch 71 is engaged with the third speed gear 43 while maintaining the coupling of the first switching clutch 31 to the first transmission gear 11. Next, the second clutch 9 is released and the first clutch 7 is connected. This shifts to the third gear. As described above, by shifting from the first clutch 7 to the second clutch 9 and then switching again to the first clutch 7, it is possible to shift down from the fifth gear to the third gear without running out of torque.

  Instead of engaging the dog clutch 71 with the third speed gear 43, the dog clutch 71 is engaged with the first speed gear 41, or the dog clutch 72 is engaged with the seventh speed gear 47. A step jump shift to the first gear and a step jump shift from the fifth gear to the seventh gear can be performed without running out of torque.

  Next, with reference to FIG. 4A, the operation of the transmission 1 when shifting down from the fifth gear to the second gear (step jump shift) will be described. FIG. 4A is a skeleton diagram of the transmission 1 that shifts down from the fifth speed to the second speed.

  As shown in FIG. 4A, it is assumed that the transmission 1 is set to the fifth gear. The second clutch 9 is released, and the second switching clutch 32 and the dog clutches 73 and 74 are in a neutral state. When the step-shifting from the fifth gear to the second gear is performed, the dog clutch 73 is coupled to the second gear 52 while the setting of the fifth gear coupled with the first clutch 7 is maintained, and the second switching clutch 32 is coupled. Thus, the second engagement gear 22 and the second input shaft 8 are coupled. Next, the first clutch 7 is released and the second clutch 9 is connected. Thereby, it is possible to shift down from the fifth gear to the second gear without running out of torque.

  Instead of engaging the dog clutch 73 with the second speed gear 52, the dog clutch 73 is engaged with the fourth speed gear 54, or the dog clutch 74 is engaged with the eighth speed gear 58. Shifting down to the fourth gear and shifting from the fifth gear to the eighth gear can be performed without running out of torque.

  Next, with reference to FIG. 4 (b), the operation of the transmission 1 when shifting down from the sixth gear to the third gear (step jump shift) will be described. FIG. 4B is a skeleton diagram of the transmission 1 that shifts down from the sixth speed to the third speed.

  As shown in FIG. 4B, it is assumed that the transmission 1 is set to the sixth gear. At this time, the second switching clutch 32 is coupled to the second engagement gear 22 and the second clutch 9 is coupled. The first clutch 7 is released, and the first switching clutch 31 and the dog clutches 71 and 72 are in a neutral state. When the step-shifting from the sixth gear to the third gear is performed, the dog clutch 71 is coupled to the third gear 43 while the setting of the sixth gear coupled to the second clutch 9 is maintained, and the first switching clutch 31 is coupled. Thus, the first transmission 11 and the first input shaft 6 are coupled. Next, the second clutch 9 is released and the first clutch 7 is connected. Thereby, downshifting from the sixth gear to the third gear can be performed without running out of torque.

  Instead of engaging the dog clutch 71 with the third speed gear 43, the dog clutch 71 is engaged with the first speed gear 41, or the dog clutch 72 is engaged with the seventh speed gear 47, so that Step jumping to the first gear and shifting up from the sixth gear to the seventh gear can be performed without running out of torque.

  Next, with reference to FIG. 5, the operation of the transmission 1 when shifting up from the fourth speed to the sixth speed (step jump shift) will be described. FIG. 5A is a skeleton diagram of the transmission 1 that prepares for shifting during the fourth speed traveling, and FIG. 5B is a skeleton diagram of the transmission 1 that shifts up to the sixth speed.

  As shown in FIG. 5A, it is assumed that the transmission 1 is set to the fourth speed. The second switching clutch 32 is coupled to the second engagement gear 22 and the second clutch 9 is coupled. The first clutch 7 is released, and the first switching clutch 31 and the dog clutches 71 and 72 are in a neutral state. When shifting from the fourth speed to the sixth speed, the first switching gear 31 and the first input are input by the first switching clutch 31 while maintaining the setting of the fourth speed coupled with the second clutch 9. The shaft 6 is connected. Thereby, the rotation of the first engagement gear 21 that engages with the third engagement gear 23 is transmitted to the first input shaft 6.

  On the other hand, the third gear 43 is rotated by the rotation of the output gear 62 engaged with the fourth gear 54. In this state, the dog clutch 71 cannot be engaged with the third speed gear 43 due to the rotational difference between the third speed gear 43 and the first intermediate shaft 4. Therefore, the first clutch 7 is connected. When the first clutch 7 is coupled, the second intermediate shaft 5 rotates at the same speed as the first intermediate shaft 4 because of the gear ratio of the engagement gear train 20. Then, the rotational difference between the dog clutch 71 and the third speed gear 43 can be eliminated from the relationship of the gear ratio between the fourth speed gear 54 and the third speed gear 43 and the output gear 62. Therefore, the dog clutch 71 can be engaged with the third speed gear 43. As a result, the driving force of a drive source (not shown) can be output to the output shaft 3 via the first clutch 7 and the second clutch 9.

  Next, as shown in FIG. 5B, the second clutch 9 is released while the first clutch 7 is engaged. Since torque does not act on the second intermediate shaft 5, the dog clutch 73 can be moved to the neutral state. The dog clutch 74 is engaged with the sixth speed gear 56 while maintaining the coupling of the second switching clutch 32 to the second engagement gear 22. Next, the first clutch 7 is released and the second clutch 9 is connected. As described above, by shifting from the second clutch 9 to the first clutch 7 and then switching again to the second clutch 9, it is possible to shift up from the fourth gear to the sixth gear without running out of torque.

  Instead of engaging the dog clutch 74 with the sixth speed gear 56, the dog clutch 73 is engaged with the second speed gear 52 or the dog clutch 74 is engaged with the eighth speed gear 58. A step jump shift to the second gear and a step jump shift from the fourth gear to the eighth gear can be performed without running out of torque.

  Next, a third embodiment will be described with reference to FIG. In 1st Embodiment, the case where the 1st switching clutch 31 and the 2nd switching clutch 32 were each arrange | positioned to the 1st input shaft 6 and the 2nd input shaft 8 was demonstrated. On the other hand, in the second embodiment, a case will be described in which the first input shaft 106 is not provided with a switching clutch and the second input shaft 108 is provided with a first switching clutch 131. In addition, about the part same as the part demonstrated in 1st Embodiment, the same code | symbol is attached | subjected and the following description is abbreviate | omitted. FIG. 6 is a skeleton diagram of the transmission 101 according to the second embodiment.

  The first input shaft 106 is disposed coaxially with the first intermediate shaft 4 and is rotatably disposed with respect to the first intermediate shaft 4. The second input shaft 108 is disposed coaxially with the second intermediate shaft 5 and is rotatably disposed with respect to the second intermediate shaft 5. The second clutch 109 is arranged coaxially with the second intermediate shaft 5 and the second input shaft 108, and is configured to be able to block power transmission between the second intermediate shaft 5 and the second input shaft 108.

  A transmission gear train 110 is disposed on the drive shaft 2, the first input shaft 106, and the second input shaft 108, and an engagement gear train 120 is disposed on the drive shaft 2 and the second input shaft 108. The transmission gear train 110 is relative to the first transmission gear 111 that is rotatably arranged on the second input shaft 108, the second transmission gear 112 that is arranged to be relatively non-rotatable to the first input shaft 106, and the drive shaft 2. A third transmission gear 113 that is disposed so as not to rotate and engages with the first transmission gear 111 and the second transmission gear 112 is provided. In the present embodiment, the first transmission gear 111 and the second transmission gear 112 are set to have the same number of teeth.

  The engagement gear train 120 is disposed on the second input shaft 108 so as to be rotatable, and the engagement gear train 120 is disposed on the drive shaft 2 so as not to be relatively rotatable, and is engaged with the first engagement gear 121. 3 engagement gear 123. In the present embodiment, the gear ratio of the engagement gear train 120 (the number of teeth of the first engagement gear 121 / the number of teeth of the third engagement gear 123) is equal to the gear ratio of the transmission gear train 110 (the first transmission gear 111). The number of teeth / the number of teeth of the third transmission gear 113 or the number of teeth of the second transmission gear 111 / the number of teeth of the third transmission gear 113) is set to n times (n> 1).

  The first switching clutch 131 is a clutch that is disposed on the second input shaft 108 and configured to be movable in the axial direction, and moves between the first transmission gear 121 and the second input shaft 108 by moving in the axial direction. A coupled state, a state where the first engagement gear 121 and the second input shaft 108 are coupled, and a neutral state where neither the first transmission gear 111 nor the first engagement gear 121 is coupled can be selected.

  Next, the operation of the transmission 101 will be described with reference to FIG. FIG. 7A is a skeleton diagram of the transmission 101 that starts by connecting two clutches, and FIG. 7B is a skeleton diagram of the transmission 101 that travels at the second speed.

  As shown in FIG. 7A, the first intermediate shaft 4 and the first speed gear 41 are coupled by the dog clutch 71 when the vehicle starts. Further, the second input shaft 108 and the first transmission gear 111 are coupled by the first switching clutch 131, and the second intermediate shaft 5 and the second speed gear 52 are coupled by the dog clutch 73. When the first clutch 107 and the second clutch 109 are coupled, the driving force of the drive shaft 2 is distributed by the transmission gear train 110 and output to the output shaft 3 via the first clutch 107 and the second clutch 109. Since the total torque of the first clutch 107 and the second clutch 109 is output to the output shaft 3, the transmission torque capacity of each of the first clutch 107 and the second clutch 109 can be reduced.

  In addition, since the first clutch 107 and the second clutch 109 are arranged in parallel, the axial length (total length) of the transmission 101 is compared with the case where the first clutch and the second clutch are arranged in series (coaxial). ) Can be shortened.

  Further, the gear ratio between the third transmission gear 113 disposed coaxially with the drive shaft 2 and the second transmission gear 112 disposed coaxially with the first intermediate shaft 4 is set to the first gear 41 and the output gear 61. Is obtained by multiplying the gear ratio between the third transmission gear 113 and the first transmission gear 111 disposed coaxially with the second intermediate shaft 5 by the gear ratio of the output gear 61 and the second speed gear 52. It is set to the same value as the product of the ratio. Therefore, when the first switching clutch 131 enables the driving force to be transmitted via the transmission gear train 110, double engagement occurs when the first clutch 107 and the second clutch 109 are simultaneously coupled. Can be prevented.

  As shown in FIG. 7B, in the shift to the second gear, after starting the vehicle, the second clutch 109 is released so that no torque is applied to the first switching clutch 131. Next, the first engagement gear 121 and the second input shaft 108 are coupled by the first switching clutch 131. By connecting the second clutch 109 while releasing the first clutch 107, the power from the drive shaft 2 is output from the second gear 52 and the output gear 61 via the engagement gear train 120 and the second clutch 109 to the output shaft. 3 is transmitted. Since the gear ratio of the engagement gear train 120 is set to n times (n> 1) the gear ratio of the transmission gear train 110, the gear ratio of the second gear can be made larger than the gear ratio of the first gear. In addition, since the time from disengagement of the first clutch 107 to re-engagement of the second clutch 109 can be shortened, it is possible to instantaneously shift from the first gear to the second gear with almost no torque interruption.

  In the second speed stage, the dog clutch 71 and the third speed gear 43 are coupled, and the second clutch 109 is disengaged and the first clutch 107 is coupled, so that it is possible to shift up to the third speed stage. .

  In the transmission 101, the first input shaft 106 is disposed coaxially with the first intermediate shaft 4, and the second input shaft 108 is disposed coaxially with the second intermediate shaft 5. Thus, the power input to the drive shaft 2 is transmitted from the third transmission gear 113 to the first transmission gear 111 and the second transmission by the transmission gear train 110 regardless of the connection state of the first clutch 107 and the second clutch 109. It can be transmitted to the gear 112. As a result, the number of operations of the first clutch 107 and the second clutch 109 when performing a shift operation can be reduced.

  On the other hand, when the first input shaft 106 or the second input shaft 108 is disposed coaxially with the drive shaft 2, the first input is also used when power is transmitted from the drive shaft 2 to the transmission gear train 110. The first clutch or the second clutch disposed on the shaft 106 or the second input shaft 108 must be coupled. Further, when the first switching clutch 131 is switched, the first clutch or the second clutch must be disengaged so that the torque does not act on the first switching clutch 131. As a result, the first clutch when the speed change operation is performed as compared with the transmission 101 in which the first input shaft 106 and the second intermediate shaft 108 are arranged coaxially with the first intermediate shaft 4 and the second intermediate shaft 5, respectively. And the number of times the second clutch is operated increases. In addition, when the first switching clutch 131 is switched, the first clutch or the second clutch must be disengaged, and torque is lost.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed. For example, the number of speed stages in the transmissions 1 and 101 is an example, and can be set as appropriate.

  In each of the above-described embodiments, the case where the first clutches 7 and 107 and the second clutches 9 and 109 are configured by wet multi-plate friction clutches has been described. Of course, it is possible to employ a clutch. Examples of other methods include a wet single plate method, a dry multi-plate method, and a dry single plate method.

  In each of the above-described embodiments, the case where the first switching clutches 31 and 131 and the second switching clutch 32 are configured by a meshing clutch provided with a synchronization mechanism has been described. However, the synchronization mechanism is not always necessary, and a normal meshing clutch is used. Of course, it is possible to employ a (dog clutch).

  In each of the above-described embodiments, the case where the dog clutches 71 to 74 are arranged on the first intermediate shaft 4 and the second intermediate shaft 5 has been described. However, the present invention is not limited to this, and each dog clutch 71 to 74 is a synchronization mechanism. Of course, it is possible to have a configuration comprising:

  In each of the above-described embodiments, the case where the first clutches 7 and 107 and the second clutches 9 and 109 are simultaneously coupled when starting the vehicle has been described. However, the present invention is not necessarily limited thereto. It is possible to connect one of the first clutches 7 and 107 and the second clutch 9 and 109 and then the other. In that case, a method of starting the coupling of the first clutch 7, 107 and the second clutch 9, 109 after the coupling of one of the first clutch 7, 107 and the second clutch 9, 109 is completed, the first clutch Any of the methods of starting the coupling of the first clutch 7, 107 and the second clutch 9, 109 before the coupling of one of the 7, 107 and the second clutch 9, 109 is completed can be employed. .

  In each of the above-described embodiments, the transmission gear trains 10 and 110 and the engagement gear trains 20 and 120 have been described in the case where the number of gear teeth other than the shared gear sharing the mesh is set to be the same. Accordingly, the first transmission gear 40 and the second transmission gear 50 are gears that share the output gear 60 (first gear 41 and second gear 52, third gear 43 and fourth gear 54, fifth gear 45 and 6). The case where the speed gear 56, the seventh speed gear 47, and the eighth speed gear 58) are set to the same number of teeth has been described. However, the number of teeth (gear ratio) of these gear trains is naturally not limited to this. These gear trains are engaged with each other when the first clutches 7 and 107 and the second clutches 9 and 109 are connected to transmit the driving force from the first intermediate shaft 4 and the second intermediate shaft 5 to the output shaft 3. This is because the effects described in the above embodiments can be realized if the gear ratio is set so as not to occur.

1, 101 Transmission 2 Drive shaft 3 Output shaft 4 First intermediate shaft 5 Second intermediate shaft 6, 106 First input shaft 7, 107 First clutch 8, 108 Second input shaft 9, 109 Second clutch 10, 110 Transmission gear train (part of transmission gear mechanism)
11, 111 First transmission gear 12, 112 Second transmission gear 13, 113 Third transmission gear 20, 120 Engaging gear train (part of transmission gear mechanism)
21, 121 First engagement gear 22, Second engagement gear 23, 123 Third engagement gear 31, 131 First switching clutch (part of transmission gear mechanism)
32 Second switching clutch (part of transmission gear mechanism)
40 First transmission gear (part of transmission gear mechanism)
50 Second transmission gear (part of transmission gear mechanism)
60 Output gear (part of transmission gear mechanism)

Claims (6)

In a transmission configured to have two clutches of odd and even stages and to be able to change gears by connecting two systems,
A drive shaft to which power from a drive source is input;
A first intermediate shaft and a second intermediate shaft arranged in parallel to the drive shaft;
A first input shaft and a second input shaft arranged coaxially with any one of the first intermediate shaft, the second intermediate shaft and the drive shaft;
A first clutch and a second clutch configured to be able to block power transmission between the first input shaft and the second input shaft disposed coaxially;
A transmission gear mechanism capable of selecting and shifting one of a plurality of shift stages by connecting / disconnecting power from the first input shaft and the second input shaft;
An output shaft for outputting power from the transmission gear mechanism,
The transmission gear mechanism includes a plurality of first transmission gears and second transmission gears disposed on each of the first intermediate shaft and the second intermediate shaft,
A plurality of output gears that engage with the plurality of first transmission gears and the second transmission gears to output power to the output shaft;
A first transmission gear rotatably disposed on one of the first input shaft and the second input shaft;
A second transmission gear linked to the first transmission gear and disposed on the other of the first input shaft or the second input shaft;
Any of the drive shaft, the first intermediate shaft, and the second intermediate shaft that are linked to the second transmission gear and the first transmission gear and that are arranged in parallel with the first input shaft and the second input shaft. A transmission gear train having a third transmission gear disposed in
A transmission comprising: a first switching clutch configured to be capable of switching connection / disconnection of power transmission between one of the first input shaft or the second input shaft and the first transmission gear. The transmission gear mechanism is arranged in parallel with the first transmission gear, and a first engagement gear that is rotatably disposed on one of the first input shaft or the second input shaft;
A third engagement gear that is linked to the first engagement gear and that is disposed on any of the drive shaft, the first intermediate shaft, or the second intermediate shaft, on which the third transmission gear is disposed. An engagement gear train having
The gear ratio between the third engagement gear and the first engagement gear is set to a value different from the gear ratio between the third transmission gear and the first transmission gear.
The first switching clutch is configured to be capable of switching connection / disconnection of power transmission between one of the first input shaft or the second input shaft and the first engagement gear or the first transmission gear. The transmission according to claim 1. The second transmission gear is rotatably disposed on the other of the first input shaft or the second input shaft,
A first gear connected to the first engagement gear and the third engagement gear is rotatably disposed on the other of the first input shaft and the second input shaft while being arranged in parallel with the second transmission gear. Two engaging gears;
A second switching clutch configured to be able to switch between connection and disconnection of power transmission between the second engagement gear or the second transmission gear and the other of the first input shaft or the second input shaft; The transmission according to claim 2.   The transmission gear mechanism has a predetermined gear ratio between one of the transmission gear trains arranged coaxially with the drive shaft and one of the transmission gear trains arranged coaxially with the first intermediate shaft. A value obtained by multiplying the gear ratio between the first transmission gear and the output gear at a shift stage is arranged coaxially with the second intermediate shaft and one of the transmission gear trains arranged coaxially with the drive shaft. The transmission gear train is set to be equal to a value obtained by multiplying the gear ratio with any one of the transmission gear trains by the gear ratio between the output gear and the second transmission gear shared at the predetermined shift speed. The transmission according to any one of claims 1 to 3.   The transmission gear mechanism has a gear ratio between any of the engagement gear trains disposed coaxially with the drive shaft and any of the engagement gear trains disposed coaxially with the first intermediate shaft. A value obtained by multiplying a gear ratio between the first transmission gear and the output gear at a predetermined shift stage is coaxial with the second intermediate shaft and one of the engagement gear trains disposed coaxially with the drive shaft. Is set to be equal to a value obtained by multiplying the gear ratio with any one of the engagement gear trains arranged in the gear by the gear ratio between the output gear and the second transmission gear shared at the predetermined shift speed. The transmission according to claim 3 or 4, characterized by the above. The first input shaft is disposed coaxially with one of the first intermediate shaft or the second intermediate shaft,
The transmission according to any one of claims 1 to 5, wherein the second input shaft is arranged coaxially with the other of the first intermediate shaft or the second intermediate shaft.

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